TY - JOUR AN - 00763323 JO - Analysis Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - DRUG AND ALCOHOL TESTING SURVEY PY - 1998/09 SP - 4 p. AB - Each year, the Federal Highway Administration (FHWA) conducts a survey to estimate drug and alcohol usage rates for drivers with a commercial driver's license (CDL drivers), based on a statistical sample of the summary information collected from motor carriers. The estimates from this survey are used to evaluate FHWA required random testing rates (the percentage of employees that need to be tested annually by each carrier) for both alcohol and controlled substances. In 1995, 2.8% of CDL drivers tested positive for controlled substance use, and 0.1% tested positive for alcohol use. In 1996, 2.2% of CDL drivers tested positive for controlled substances and 0.2% for alcohol use. On the basis of these findings, the alcohol testing rate for motor carriers was lowered from 25% to 10% for all motor carriers for calendar year 1998. Further details are provided in this Analysis Brief. KW - Alcohol use KW - Commercial drivers KW - Drug use KW - Motor carriers KW - Random testing rates KW - Regulations KW - Surveys KW - Truck drivers KW - U.S. Federal Highway Administration UR - http://permanent.access.gpo.gov/gpo8450/ab98-003.pdf UR - https://trid.trb.org/view/500688 ER - TY - SER AN - 00763324 JO - Analysis Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - 1996 NATIONAL FLEET SAFETY SURVEY PY - 1998/09 SP - 4 p. AB - Approximately 2 million roadside inspections of commercial motor vehicles (CMVs) are conducted annually, primarily through the joint Federal and State Motor Carrier Safety Assistance Program (MCSAP). Vehicles and drivers with serious safety problems are placed out-of-service (OOS) and are not allowed to continue operations until the condition is corrected. Inspections are not conducted randomly; inspectors focus on vehicles that pose safety risks. While this is a reasonable enforcement strategy, it limits the Federal Highway Administration's (FHWA's) ability to use these data to estimate the "true" OOS rate, i.e., the percentage of vehicles and drivers that would be placed OOS if all vehicles were inspected. To estimate this rate, the FHWA conducted the National Fleet Safety Survey (NFSS) in the summer of 1996, during which a number of States randomly inspected CMVs. The FHWA decided to take advantage of this unique survey to gather information not regularly obtained during inspections, including data on driver training and experience. In addition, because of widespread interest in the safety of hazardous material (HM) shipments, vehicles carrying placardable quantities of HM were oversampled, whereby an extra number of HM vehicles was chosen for inspection. This Analysis Brief presents a summary of the 1996 National Fleet Safety Survey which is fully documented in a separate report (FHWA-MC-98-015). KW - Commercial vehicles KW - Data collection KW - Driver experience KW - Driver training KW - Hazardous materials KW - Inspection KW - Motor Carrier Safety Assistance Program KW - National Fleet Safety Survey (1996) KW - Out-of-service rate KW - Roadside KW - Surveys KW - Vehicle safety UR - http://ntl.bts.gov/lib/10000/10000/10087/ab98-004.pdf UR - https://trid.trb.org/view/500689 ER - TY - RPRT AN - 00763208 AU - Mahmassani, H S AU - Valdes, D M AU - Machemehl, R B AU - Tassoulas, J AU - Williams, J C AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - INTEGRATED ARTERIAL AND FREEWAY OPERATION CONTROL STRATEGIES FOR IVHS ADVANCED TRAFFIC MANAGEMENT SYSTEMS: RESEARCH REPORT PY - 1998/09 SP - 136 p. AB - The main focus of this study is congestion, primarily that occurring on freeway corridors in metropolitan areas. Lack of coordination in the operation of various components of the system is often a major source of inefficiency, resulting in greater delays to motorists than what might be achievable with the existing physical infrastructure. Inefficiency owing to a lack of coordination may be the result of jurisdictional issues in terms of different entities having operational responsibility for different parts of the system. Typically, the respective control settings for the various subsystems in a freeway corridor are not designed to operate together in an integrated way. The consequences are particularly acute when incidents occur and where there is an attendant loss of capacity, accompanied by possible redistribution of flows; moreover, the control settings along likely diversion paths are not designed to react to accommodate the unfolding situation. The main objective of the study is to improve corridor network management by coordinating the various control elements in a freeway corridor, for both recurrent and nonrecurrent congestion situations. KW - Advanced traffic management systems KW - Arterial highways KW - Coordination KW - Freeways KW - Integrated systems KW - Intelligent transportation systems KW - Strategic planning KW - Traffic congestion KW - Traffic control KW - Traffic simulation KW - Urban areas UR - http://www.utexas.edu/research/ctr/pdf_reports/1468_1.pdf UR - http://ntl.bts.gov/lib/21000/21800/21853/PB99145229.pdf UR - https://trid.trb.org/view/497235 ER - TY - SER AN - 00763097 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - RURAL PUBLIC TRANSPORTATION TECHNOLOGIES: USER NEEDS AND APPLICATIONS PY - 1998/09 SP - 4 p. AB - Rural Intelligent Transportation Systems (ITS) have the ability to meet the needs of travelers in and through rural areas as well as the needs of agencies responsible for the operation and maintenance of rural transportation systems. To assist in these endeavors, the U.S. Department of Transportation (DOT) developed the Rural ITS Program. This program complements the ITS efforts in metropolitan areas and commercial vehicle operations (CVO) by studying ways to best implement technologies that address transportation problems in rural areas. As part of the Rural ITS Program, the U.S. DOT sponsored a study entitled "Rural Public Transportation Technologies: User Needs and Applications." The study was initiated to identify the opportunities and challenges of planning and deploying advanced public transportation system (APTS) technologies in rural and small urban areas. This TechBrief provides a summary of the major findings of this study. KW - Advanced public transportation systems KW - Deployment KW - Intelligent transportation systems KW - Planning KW - Rural areas KW - Small towns UR - http://ntl.bts.gov/lib/10000/10100/10137/76J01.pdf UR - https://trid.trb.org/view/500518 ER - TY - RPRT AN - 00763073 AU - Wooldridge, M D AU - Parham, A H AU - Fitzpatrick, K AU - Nowlin, R L AU - Brydia, R E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION AND MODIFICATION OF SIGHT DISTANCE CRITERIA USED BY TXDOT PY - 1998/09 SP - 74 p. AB - Sight distance is an important consideration in roadway design, affecting many aspects of highway safety and operations. Ramp, interchange, and intersection designs are typically completed in tightly constrained spaces with many structural, earthwork, and roadway features present that may obstruct sight distance. These features are not easily moved; if consideration of sight distance constraints is not given early in the design process, designs may be compromised and a reduced level of safety may be encountered by the public on the completed roadway. After conducting a literature review of design criteria, three case studies of interchange ramps, and a thorough review of the Texas Department of Transportation "Design Division Operations and Procedures Manual," recommended revisions were prepared for the manual. These revisions include material intended to clarify and extend the consideration of sight distance in roadway design. KW - Case studies KW - Design standards KW - Highway design KW - Highway operations KW - Highway safety KW - Interchanges KW - Intersections KW - Manuals KW - Ramps (Interchanges) KW - Revisions KW - Sight distance KW - Texas UR - http://ntl.bts.gov/lib/21000/21700/21739/PB99137770.pdf UR - https://trid.trb.org/view/497111 ER - TY - RPRT AN - 00762967 AU - Turner, S AU - Shunk, G AU - Hottenstein, A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A METHODOLOGY TO ESTIMATE BICYCLE AND PEDESTRIAN TRAVEL DEMAND PY - 1998/09 SP - 48 p. AB - This report summarizes research activities conducted to develop a bicycle and pedestrian travel demand forecasting methodology. Previous research reports documented the literature review (Report 1723-1) and data collection activities (Report 1723-2). The appendix of this report contains guidelines for estimating bicycle and pedestrian travel demand based upon the type and intensity of land uses adjacent to a study corridor. Since little information or data on bicycle and pedestrian travel demand forecasting were available in Texas, the research team developed a sketch planning methodology by collecting and analyzing bicycle and pedestrian trip survey data at eight urban locations in four different cities in Texas. The bicycle/pedestrian survey data that were collected included specific information about individual trip origins and destinations, trip lengths, trip purpose, and trip frequency. These data, in conjunction with supporting information from other locations, were used to develop bicycle and pedestrian trip generation rates. Bicycle and pedestrian volumes obtained during the survey data collection were used to test and validate the sketch planning method described in this report. KW - Bicycle travel KW - Forecasting KW - Land use KW - Nonmotorized transportation KW - Origin and destination KW - Pedestrians KW - Sketch planning KW - Surveys KW - Texas KW - Travel demand KW - Trip frequency KW - Trip generation KW - Trip length KW - Trip purpose UR - http://ntl.bts.gov/lib/21000/21400/21492/PB99121105.pdf UR - https://trid.trb.org/view/497047 ER - TY - RPRT AN - 00762949 AU - Kuhn, B T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF AN INTELLIGENT TRANSPORTATION SYSTEMS EDUCATION MODULE FOR UNDERGRADUATES PY - 1998/09 SP - 94 p. AB - Professional capacity building (PCB) throughout the transportation profession is critical to the success of Intelligent Transportation Systems (ITS) nationwide. The purpose of this study was to develop an ITS educational module that could easily fit within any existing transportation undergraduate course or appropriate technical courses in other engineering and non-engineering disciplines. A case study analysis of specific job roles and tasks of staff from the various agencies that work at Houston Transtar revealed that individuals hired have a variety of skill levels expected by these agencies and the tasks that these staff perform can be enhanced by ITS knowledge. The desirability of these skills indicates that the transportation professional of today and the future needs a variety of skills that are not generally obtained in the traditional transportation engineering curriculum. The objectives of this educational module are to provide a definition of ITS; discuss the importance of ITS with respect to the future of transportation; discuss how ITS affects the user; outline the major areas of ITS in which transportation professionals work; describe how others around the country are using ITS technologies to operate their transportation systems more safety and efficiently; and outline potential career paths in ITS and transportation. The visual aids, lecture notes, and module exercises developed for this module were created from a variety of sources, including the Federal Highway Administration ITS Awareness Seminar, reports, projects, workshops, transportation course materials, Internet sites, and other sources containing ITS-related information that was pertinent to the objectives of the module. They were designed to target an undergraduate engineering audience and were compiled on Microsoft (trademark) PowerPoint (trademark) for easy dissemination. KW - College students KW - Curricula KW - Education KW - Intelligent transportation systems KW - Knowledge KW - Motor skills KW - Professional capacity building KW - Professional personnel KW - Transportation careers UR - http://tti.tamu.edu/documents/ITSRCE-98_02.pdf UR - http://ntl.bts.gov/lib/21000/21600/21607/PB99128613.pdf UR - https://trid.trb.org/view/497029 ER - TY - RPRT AN - 00762943 AU - Kennedy, T W AU - Tam, W O AU - Solaimanian, M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EFFECT OF RECLAIMED ASPHALT PAVEMENT ON BINDER PROPERTIES USING THE SUPERPAVE SYSTEM PY - 1998/09 SP - 50 p. AB - While the use of reclaimed asphalt pavement (RAP) in asphalt mixes is common practice within many state departments of transportation, the evolution of the Superpave system has prompted a need for specific Superpave guidelines for the use of RAP. In this study, rheological properties were measured for different combinations and percentages of aged asphalts and virgin asphalts. The result of this study is a methodology for determining the effect of RAP on rheological properties of PG binders in the Superpave system. It is important to remember that other factors, including mixture properties, aggregate requirements, RAP handling and homogeneity, and project economics, also need to be considered in determining the final amount of RAP to be used in asphalt mixes. KW - Asphalt pavements KW - Binders KW - Recycled asphalt pavements KW - Recycled materials KW - Rheological properties KW - Superpave UR - http://www.utexas.edu/research/ctr/pdf_reports/1250_1.pdf UR - http://ntl.bts.gov/lib/19000/19400/19428/PB2002106908.pdf UR - https://trid.trb.org/view/497023 ER - TY - RPRT AN - 00760656 AU - Federal Highway Administration TI - MEETING THE CUSTOMER'S NEEDS FOR MOBILITY AND SAFETY DURING CONSTRUCTION AND MAINTENANCE OPERATIONS PY - 1998/09 SP - 71 p. AB - A two-step process was used by the Review Team in conducting this review: (1) completion of a Baseline Assessment Data Form by all FHWA field offices, and (2) a scan of selected States. The Executive Director's November 26, 1997, memorandum transmitted Baseline Assessment Data Forms to all FHWA field offices. The purpose of these Baseline Assessment Forms was to provide FHWA's field offices with a tool to evaluate their past actions, reduce congestion, reduce delays, enhance safety in work zones, and establish a baseline of their current state of practice. The Review Team met with FHWA division office personnel, as well as, top level State DOT management and staff in 26 States in the 9 FHWA regions. The information gained from the completed Baseline Assessment Forms and site visits was used to establish a traffic management model that can be used by the field offices for process improvement and benchmarking. KW - Customers KW - Highway maintenance KW - Mobility KW - Road construction KW - Traffic safety KW - Work zone safety UR - http://www.fhwa.dot.gov/reports/bestprac.pdf UR - http://ntl.bts.gov/lib/21000/21900/21945/PB99150054.pdf UR - http://ntl.bts.gov/lib/8000/8500/8541/bestprac.pdf UR - https://trid.trb.org/view/496374 ER - TY - RPRT AN - 00760336 AU - McCord, M R AU - Chung, Y-Y AU - HIDALGO, D AU - Zhang, J AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FEASIBILITY OF A FREIGHT MOVEMENT MODEL PY - 1998/09 SP - v.p. AB - We investigate the feasibility and desirability of implementing freight forecasting models at the Ohio Department of Transportation (ODOT). Interviews with potential users indicate a desire for a general model, while a survey of state departments of transportation (DOTs) leads us to believe that freight modeling for issues of interest to state DOTs is relatively new but should increase in the future. More detailed investigations of models being developed in three states indicate similar approaches to development. We conclude that it would be feasible and desirable to develop an Ohio statewide freight model with a framework similar to those being developed in other states. However, many different specifications of the model components could be considered, and it is not yet clear which would be most useful. We, therefore, recommend implementing a statewide freight model at this time only if a commitment is also made to sustained development and testing of model components. We also recommend close collaboration with other states when developing the model, perhaps even to the point of pooling funds to develop a regional model that could be scaled to appropriate resolutions for participating states. In addition, we encourage the formation of an advisory group of freight experts to ensure model relevance and increase the likelihood of responsiveness. We also suggest that ODOT develop a statewide truck origin-destination (OD) matrix from data recently collected in a roadside survey and regularly use a method to update the OD matrix from observed link volumes. KW - Feasibility analysis KW - Forecasting KW - Freight service KW - Mathematical models KW - Matrices (Mathematics) KW - Ohio KW - Origin and destination KW - Regional analysis KW - State departments of transportation KW - Surveys KW - Trucking UR - http://ntl.bts.gov/lib/21000/21500/21525/PB99123283.pdf UR - https://trid.trb.org/view/497796 ER - TY - RPRT AN - 00760325 AU - Abdulshafi, O AU - Kedzierski, B AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - IMPACT OF VARIOUS COMPACTION EQUIPMENT ON HOT-MIX ASPHALT (HMA) DESIGN IN OHIO PY - 1998/09 SP - 141 p. AB - The Strategic Highway Research Program (SHRP) recommended use of the SHRP gyratory compactor in lieu of the traditional Marshall or Hveem compactors in Hot Mix Asphalt (HMA) design process. The SHRP gyratory compactor is claimed to produce laboratory HMA specimens similar in aggregate orientation and compaction level to those cored from actual pavement as it is placed in the field. This study addresses the evaluation of different compaction methods for asphalt concrete mixes with 12.5 and 19.0 mm nominal maximum size aggregate used in Ohio for pavement with heavy traffic volume. This evaluation of mixes was based on testing of laboratory prepared asphalt concrete specimens. Six asphalt concrete mixes were compacted using SHRP gyratory compactor and twelve using Marshall compactors. Three types of Marshall compactors were used, namely, mechanical, manual, and rotating base-slant foot. Project variables included maximum nominal size aggregate and aggregate type. Properties of the produced asphalt concrete mixes were evaluated based on the results of applicable tests that were performed. It was concluded that current Ohio heavy traffic volume mixes, when prepared using the SHRP gyratory compactor, will have lower design optimum asphalt cement contents as compared to those determined by using the traditional type of compaction. The percentage of reduction is dependent on the maximum nominal size of the aggregate and is lower for mixes with 19.0 mm nominal maximum size aggregate than for mixes with 12.5 mm nominal maximum size aggregate. Due to the fact that certain types of distress prevalent in Ohio are sensitive to asphalt cement content, it was recommended that the current optimum asphalt cement content be retained in order to maintain Ohio pavement durability and long-term performance. KW - Aggregate gradation KW - Asphalt concrete KW - Asphalt content KW - Compactors KW - Gyratory compactors KW - Hot mix asphalt KW - Laboratory tests KW - Marshall compactors KW - Ohio UR - http://ntl.bts.gov/lib/21000/21300/21300/PB99110280.pdf UR - https://trid.trb.org/view/496175 ER - TY - RPRT AN - 00759255 AU - Brown, H C AU - Labi, S AU - Tarko, A P AU - Fricker, J D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A TOOL FOR EVALUATING ACCESS CONTROL ON HIGH-SPEED URBAN ARTERIALS. PART I: RESEARCH REPORT PY - 1998/09 SP - 142 p. AB - A highway system serves two needs: mobility and accessibility. Access control techniques are used to restrict access to the highway and improve vehicle flow. The objective of this research was to develop a comprehensive procedure to evaluate access control alternatives. The procedure includes the design and quantitative evaluation of alternatives to select the best one. Evaluation of each alternative includes prediction of turning volumes, delays, crash rates, and economic effectiveness. Several existing models predict traffic delays for signalized intersections and for minor streams at unsignalized intersections. Models are needed to predict delays of arterial streams caused by minor streams at unsignalized intersections. To address this missing component, models were developed to predict the delays caused to arterial streams by the following maneuvers: merging onto the arterial, diverging from the arterial, and left turn from the arterial. Models to predict crash rates for multi-lane arterial segments in Indiana based on geometric and access control characteristics were also developed. Models were developed to predict total, property-damage-only, and fatal/injury crashes. For the economic evaluation of each alternative, delays and stops are converted to operating costs for representative periods, and the crash rates are converted to crash costs. The agency costs can also be estimated. After the economic evaluation of each access control alternative, the best alternative can be selected. This volume, Part I, contains the research report, presenting the literature review, procedure to evaluate access control alternatives, the traffic delay models, the safety models, the economic evaluation of alternatives, implementation considerations, and a summary of the research findings. KW - Access control (Transportation) KW - Accident costs KW - Alternatives analysis KW - Arterial highways KW - Crash rates KW - Economic analysis KW - Forecasting KW - Left turns KW - Mathematical models KW - Merging traffic KW - Operating costs KW - Traffic delays KW - Urban areas UR - http://ntl.bts.gov/lib/21000/21300/21395/PB99115008.pdf UR - https://trid.trb.org/view/495813 ER - TY - RPRT AN - 00759256 AU - Brown, H C AU - Labi, S AU - Tarko, A P AU - Fricker, J D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A TOOL FOR EVALUATING ACCESS CONTROL ON HIGH-SPEED URBAN ARTERIALS. PART II: USER'S GUIDE PY - 1998/09 SP - 83 p. AB - A highway system serves two needs: mobility and accessibility. Access control techniques are used to restrict access to the highway and improve vehicle flow. the objective of this research was to develop a comprehensive procedure to evaluate access control alternatives. The procedure includes the design and quantitative evaluation of alternatives to select the best one. Evaluation of each alternative includes prediction of turning volumes, delays, crash rates, and economic effectiveness. Several existing models predict traffic delays for signalized intersections and for minor streams at unsignalized intersections. Models are needed to predict delays of arterial streams caused by minor streams at unsignalized intersections. To address this missing component, models were developed to predict the delays caused to arterial streams by the following maneuvers: merging onto the arterial, diverging from the arterial, and left turn from the arterial. Models to predict crash rates for multi-lane arterial segments in Indiana based on geometric and access control characteristics were also developed. Models were developed to predict total, property-damage-only, and fatal/injury crashes. For the economic evaluation of each alternative, delays and stops are converted to operating costs for representative periods, and the crash rates are converted to crash costs. The agency costs can also be estimated. After the economic evaluation of each access control alternative, the best alternative can be selected. This volume, Part II, describes the procedure to evaluate access control alternatives. In addition, computer tools that could facilitate the evaluation process are also discussed. KW - Access control (Transportation) KW - Accident costs KW - Alternatives analysis KW - Arterial highways KW - Crash rates KW - Economic analysis KW - Forecasting KW - Left turns KW - Manuals KW - Mathematical models KW - Merging traffic KW - Operating costs KW - Software KW - Spreadsheets KW - Traffic delays KW - Urban areas UR - http://ntl.bts.gov/lib/21000/21300/21397/PB99115214.pdf UR - https://trid.trb.org/view/495814 ER - TY - RPRT AN - 00759253 AU - Feng, W AU - Lin, C AU - Drnevich, V P AU - Deschamps, R J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - AUTOMATION AND STANDARDIZATION OF MEASURING MOISTURE CONTENT AND DENSITY USING TIME DOMAIN REFLECTOMETRY PY - 1998/09 SP - 133 p. AB - The methodology developed by Siddiqui and Drnevich (1995) for measuring soil water content and density using Time Domain Reflectometry (TDR) was extended for routine use in the quality control testing of compacted soils. The objectives of the study were to develop computer software to automate data interpretation and data reduction, develop prototype equipment for field use, compare the results of the TDR method with the sand cone and nuclear density methods on actual construction sites and develop draft specifications for ASTM and AASHTO. New prototype equipment was developed for compaction quality control testing. Waveform interpretation and data reduction were automated by incorporating developed algorithms into a Windows based computer program that is used on a palm top computer connected to the TDR apparatus. Over 150 laboratory and field tests were performed to evaluate the TDR equipment and procedure for use in the determination of moisture content and density of compacted soil. Under field conditions it was shown that the TDR method is more accurate than the nuclear density gage in estimating water content when compared to oven drying, with standard errors of 1.1% and 1.8%, respectively. The ability to assess the accuracy of the TDR method for determining density was limited because the true density of the compacted soil is not known. The sand cone test was used as a basis for comparing the TDR and nuclear density tests on several sites while accepting that the sand cone test is not an exact method. The time required to perform the TDR test under field conditions is approximately 15 to 20 minutes. The sand cone test can also be performed in approximately 15 minutes, while the nuclear density test can be performed in approximately two minutes. The time required to complete the TDR test relative to the nuclear density test, is viewed as its greatest limitation. In general, the nuclear gage provides estimates of density and water content much more rapidly than the sand cone or TDR tests, is less accurate than the TDR test in estimating water content, and must be calibrated for a specific soil using sand cone tests. Moreover, the nuclear gage uses a hazardous source requiring operators to take safety training and leading to expenses associated with equipment maintenance and disposal. The sand cone test is time consuming, and can not provide estimates of water content. The TDR test is also time consuming, but does provide accurate estimates of water content. At the present stage of the research, the TDR test has not shown great advantage in the measurement of water content and density relative to the nuclear density test. However, progress is being made in the development of an approach to use other features of the reflected waveform, in addition to the apparent dielectric constant, within the interpretation process. It is anticipated that the additional information that can be obtained from the reflected waveform will allow a more accurate estimate of density to be obtained while eliminating the need to recompact the soil in a mold. This should greatly reduce the test duration. KW - Accuracy KW - Alternatives analysis KW - Automation KW - Compacted soils KW - Density KW - Equipment tests KW - Field tests KW - Information processing KW - Laboratory tests KW - Moisture content KW - Nuclear density gages KW - Prototype equipment KW - Quality control KW - Sand cone tests KW - Software KW - Soil compaction KW - Standardization KW - Time KW - Time domain reflectometers UR - http://ntl.bts.gov/lib/21000/21300/21308/PB99110918.pdf UR - https://trid.trb.org/view/495811 ER - TY - RPRT AN - 00759188 AU - Horne, J C AU - Kramer, S L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF LIQUEFACTION ON PILE FOUNDATIONS PY - 1998/09 SP - 140 p. AB - Liquefaction of soils has caused considerable damage to pile-supported structures such as bridges and buildings in earthquakes. This project attempted to identify the most important impacts of liquefaction on pile foundations and to develop and verify new tools that allow those effects on pile foundation performance to be evaluated. A literature review indicated that the majority of damage to pile foundations has been caused by lateral movement of liquefied soil. Evaluation of the effects of lateral spreading on pile foundations requires that the soil displacements caused by lateral spreading be predicted and that the response of a pile foundation to those lateral displacements be predicted. In answer to the shortcomings of currently available estimation procedures, this project developed computational models for predicting lateral spreading deformations and pile-soil interaction. To validate the models against closed-form elastic solutions, they were compared with other computer programs that have some of the capabilities of the models and with field performance from available case histories. Free-field ground surface displacements produced by lateral spreading vary widely, but they are influenced most strongly by the initial and residual shear strength of the liquefiable soil, the gradation of the liquefiable soil, the initial state of shear stress within the deposit, the earthquake magnitude, and the distance from the site to the fault rupture zone. Pile response to lateral spreading is strongly dependent on surface slope, soil strength, and pile flexural stiffness, but it is relatively independent of groundwater table depth, pile diameter, pile length, and p-y curve stiffness. Both models developed in this study account for nonlinear, inelastic soil behavior and consider the development of excess porewater pressure and its effects on soil stiffness and strength. The pile-soil interaction model accounts for frequency-dependent radiation damping behavior in the time domain and allows computation of dynamic pile displacements, bending moments, shear forces, and soil reactions. By allowing computation of free-field displacements both at and below the ground surface and by considering the effects of those motions on the pile throughout earthquake shaking, the proposed model offers a practical, rational tool for evaluating lateral spreading effects on pile foundations. KW - Bending moments KW - Case studies KW - Computer programs KW - Damages KW - Deformation KW - Dislocation (Geology) KW - Earthquakes KW - Forecasting KW - Guides to the literature KW - Lateral movement KW - Liquefaction KW - Literature reviews KW - Loss and damage KW - Mathematical models KW - Pile foundations KW - Pore water pressures KW - Shear forces KW - Shear stress KW - Soil behavior KW - Soil mechanics KW - Soil structure interaction KW - Soils KW - Structural analysis KW - Validation UR - http://ntl.bts.gov/lib/21000/21300/21330/PB99111908.pdf UR - https://trid.trb.org/view/538801 ER - TY - RPRT AN - 00759175 AU - Edgar, R AU - Oregon Department of Transportation AU - Federal Highway Administration TI - TEN YEAR PERFORMANCE OF ASPHALT ADDITIVE TEST SECTIONS: LAVA BUTTE ROAD - FREMONT HIGHWAY JUNCTION SECTION PY - 1998/09 SP - 31 p. AB - The durability of hot mix asphalt concrete (HMAC) overlays is important to the Oregon Department of Transportation (ODOT), as this is the most common form of surface rehabilitation on state roads. To see if several HMAC additives available in Oregon increased overlay life, test sections were paved in 1985. The eight test and two control sections are located on US Route 97, 31 km (19.25 mi) south of Bend, Oregon. The top course is a 38-51 mm (1.48-1.99 in.) thick lift of HMAC using the experimental additives. The combined base and leveling course is a 102-114 mm (3.98-4.45 in.) thick lift of HMAC, using a combination of aggregate treated with lime and Pave Bond (registered trademark) asphalt additive as anti-stripping treatments. The pavement under the overlay was badly alligatored and had frequent thermal cracks. The aggregate is crushed river cobbles composed mainly of basalt and other extrusive igneous rocks. The experimental mixes are: Plus Ride 12 (registered trademark) with Pave Bond (registered trademark), Arm-R-Shield (registered trademark), Fiber Pave (registered trademark) 3010, Boni Fibers (registered trademark) B, Class "C" with Pave Bond (registered trademark) and Lime, Class "C" with Lime, CA(P)-1 and CA(P)-1 with Lime. The Class "C" and in some cases, Class "C" with Pave Bond (registered trademark) pavements are the control sections. After ten years and approximately 1,522,000 and 1,721,000 equivalent single axle loads in the northbound and southbound lanes, respectively, all pavements resisted rutting, maintained a smooth ride and retained high friction numbers. The only significant distress on any sections were cracking and raveling. The Arm-R-Shield (registered trademark) had the highest performance rating, as it had superior resistance to fatigue cracking, block cracking, and raveling. The Fiber Pave (registered trademark) 3010, Boni Fibers (registered trademark) B, Class "C" with Pave Bond (registered trademark), Class "C" with Pave Bond (registered trademark) and Lime, and Class "C" pavements had similar performance. The Plus Ride (registered trademark) with Pave Bond (registered trademark) section performed worse than the controls. It had a low resistance to fatigue cracking, block cracking, and raveling. The CA(P)-1 and CA(P)-1 with Lime sections also performed worse than the controls. They had a low resistance to fatigue, block and transverse cracking. KW - Additives KW - Antistrip additives KW - Calcium oxide KW - Crumb rubber KW - Durability KW - Fibers KW - Friction KW - Hot mix asphalt KW - Oregon KW - Overlays (Pavements) KW - Pavement cracking KW - Pavement friction KW - Pavement life KW - Pavement performance KW - Pavement smoothness KW - Pavements KW - Polymers KW - Rutting KW - Service life KW - Smoothness KW - Stripping (Pavements) KW - Test sections UR - http://ntl.bts.gov/lib/21000/21300/21347/PB99113029.pdf UR - https://trid.trb.org/view/538788 ER - TY - RPRT AN - 00759176 AU - Dunn, K D AU - Gray, J A AU - Hicks, R G AU - Ilg, L AU - Gower, J AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - ESTABLISHMENT OF QC/QA PROCEDURES FOR OPEN-GRADED MIXES PY - 1998/09 SP - 245 p. AB - The State of Oregon has employed the use of porous concrete surfaces (E- and F-mixes) since the 1970s. The use of porous mixes has increased substantially in the past five years. Previously, no work had been done to evaluate whether the quality control/quality assurance (QC/QA) procedures used for dense-graded mixes were appropriate for open-graded mixes. This study consisted of a literature review, expert survey, and field survey of selected projects to determine the relative importance of factors such as asphalt content, gradation, voids, and moisture content on the long-term performance of the pavement. The overall objective achieved by this study was the development of a basis for an improved QC/QA specification for porous pavements in Oregon. Specific objectives achieved include: 1) evaluated experiences of others to control quality of open-graded mixes; 2) conducted a field survey of selected projects in Oregon to determine what factors most affect pavement performance; 3) recommended modifications to existing specifications which would include pay adjustments; and 4) developed a plan for implementing the resulting recommendations. This study found that the factors to be controlled during the production of porous pavements include asphalt content, gradation, and moisture content. The recommended weights for computing the composite pay factor were selected to contribute to improving contractor performance. The 25 mm sieve was eliminated as a pay factor and adjustments were made to the weights of the remaining factors to reflect the findings of this study. An implementation plan was developed and includes involvement of the specification committee, contractor quality control, training, and field testing the new specification. KW - Adjustment factors KW - Adjustments KW - Aggregate gradation KW - Asphalt content KW - Contractors KW - Long term KW - Moisture content KW - Open graded aggregates KW - Pavement performance KW - Pavements KW - Payment KW - Performance KW - Porous materials KW - Porous pavements KW - Quality assurance KW - Quality control KW - Time duration KW - Void ratios KW - Voids UR - https://trid.trb.org/view/538789 ER - TY - RPRT AN - 00759172 AU - Azizinamini, Atorod AU - Keeler, B AU - Choobineh, F AU - Mans, P AU - Luedke, J AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - RELIABILITY BASED RATING PROCEDURE FOR CONCRETE SLAB BRIDGES USING FIELD TESTING PY - 1998/09 SP - 276 p. AB - Concrete slab bridges are short span bridges that are found in the thousands in both state and county inventories. A majority of these bridges are three-span continuous and were constructed during the years when H15 AASHTO truck loads were used as the designed vehicle load. The problem occurs when these bridges are required to carry higher traffic loads, such as AASHTO HS20 design truck loads, which are 72,000 lb (32,659 kg). An extensive investigation to comprehend the behavior of concrete slab bridges and develop a state of the art method of rating them was conducted at the University of Nebraska-Lincoln between 1991 and 1997. This report summarizes the entire investigation, which was carried out in two phases. The experimental work included testing 12 concrete slab bridges in the field and constructing and testing of a 1/4 scale three span bridge in the laboratory. One slab bridge was tested to collapse in the field. Experimental data were used to develop a reliable procedure to carry out three dimensional analysis of concrete slab bridges. Information gained from conducting experimental and numerical analysis was used to develop a state of the art method to rate concrete slab bridges using probabilistic approach. Results of this investigation indicate that concrete slab bridges have large reserve capacities, including those originally designed for H15 loads, and most of these bridges could carry modern traffic loads. KW - Bridge capacity KW - Bridges KW - Concrete bridges KW - Design load KW - Experimental data KW - Field tests KW - Highway capacity KW - Load limits KW - Model tests KW - Numerical analysis KW - Ratings KW - Scale models KW - Short span bridges KW - Three dimensional KW - Traffic loads UR - https://trid.trb.org/view/538785 ER - TY - JOUR AN - 00757739 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - NEW TRAFFIC MANAGEMENT TECHNOLOGIES FEATURED PY - 1998/09 VL - 62 IS - 2 SP - p. 53 AB - New traffic management technologies were unveiled in July 1998 as part of TransGuide, an advanced traffic management system developed by the Texas Department of Transportation. Since TransGuide became operational on 42 km of San Antonio highway, this system has reduced accidents by 15% and cut emergency response time by 20%. The system is expected to expand to 465 km of highways and city streets all around San Antonio. Projects include Lifelink--an emergency medical system (EMS) for two-way teleconferencing between hospitals and EMS units, a bus incident monitoring system, automated vehicle location systems, in-vehicle navigation units, information kiosks, and current traffic conditions map on the Internet. KW - Advanced systems KW - Automatic vehicle location KW - Bus transportation KW - Driver information systems KW - Highway safety KW - Highway traffic control KW - Intelligent transportation systems KW - Monitoring KW - Route guidance KW - San Antonio (Texas) KW - State departments of transportation KW - Technological innovations KW - Teleconferencing UR - https://trid.trb.org/view/542101 ER - TY - JOUR AN - 00757738 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - N.J. ELECTRONIC TOLL COLLECTION CONSORTIUM ENTERS PARTNERSHIP PY - 1998/09 VL - 62 IS - 2 SP - p. 53 AB - The New Jersey Electronic Toll Collection Consortium and MFS Network Technologies entered into a public-private partnership to design and implement an electronic toll collection system called E-Z Pass. The system is intended to be integrated with similar systems in other states, enabling motorists to drive from Massachusetts to Washington, D.C., without stopping to pay a toll. E-Z Pass is scheduled to be up and running on the Atlantic City Expressway by November 10, 1998. KW - Automated toll collection KW - New Jersey KW - Northeastern United States KW - Public private partnerships KW - Technological innovations UR - https://trid.trb.org/view/542100 ER - TY - JOUR AN - 00757727 JO - Public Roads PB - Federal Highway Administration AU - Balis, J AU - Federal Highway Administration TI - THE METRIC CONVERSION STATUS FOR THE HIGHWAY PROGRAM PY - 1998/09 VL - 62 IS - 2 SP - p. 2-4 AB - The 1998 construction season represents a major turning point in the metric conversion process currently underway in the highway construction industry. Data collected by the American Association of State Highway and Transportation Officials indicates that just under 65% of the 1998 construction dollars will be let for projects using the International System of Measurements (SI). Also, current estimates by the state departments of transportation indicate that metric units will be used in projects representing 85% of the entire 1999 state-administered highway construction program. These estimates are a substantial increase from 1997 when projects using metric measurements made up 45% of the program. Metric conversion of the U.S. highway industry has come about primarily as a result of the 1988 Omnibus Trade and Competitiveness Act, which mandated that federal government agencies use the SI metric system of measurements in their daily business to encourage U.S. industry to adopt SI and to become more competitive in the worldwide market. KW - Federal government agencies KW - International system of measurements KW - Legislation KW - Metric system KW - Metric system changeover KW - Road construction KW - State departments of transportation UR - http://www.fhwa.dot.gov/publications/publicroads/98septoct/metric.cfm UR - https://trid.trb.org/view/542089 ER - TY - JOUR AN - 00757732 JO - Public Roads PB - Federal Highway Administration AU - Smallen, D AU - Federal Highway Administration TI - TEA-21: "A HISTORIC PIECE OF LEGISLATION" PY - 1998/09 VL - 62 IS - 2 SP - p. 30-36 AB - The race to the floor of Congress for the Transportation Equity Act for the 21st Century (TEA-21) was filled with mishaps. However, in the end, most parties got what they wanted. TEA-21 leaves the basic program structure created 6 years ago in the Intermodal Surface Transportation Efficiency Act (ISTEA) in tact--the National Highway System, Interstate Maintenance Program, Surface Transportation Program, Bridge Program, Congestion Mitigation and Air Quality Improvement Program--as well as the planning process used by states and metropolitan planning organizations and the flexibility between the highway programs and transit. It did create several new programs, including the $140 million-a-year National Corridor Planning and Development Program and Coordinated Border Infrastructure Program, the Transportation Infrastructure Finance and Innovation Act, and the Interstate System Reconstruction and Rehabilitation Pilot Program. TEA-21 also moves the intelligent transportation systems (ITS) program from the moderate research program authorized by ISTEA to one that takes the next step toward deployment. Three important initiatives to make project delivery faster and more cost-efficient include allowing the use of design-build for projects of more than $50 million, the use of life-cycle costs, and a coordinated environmental review process. KW - Development KW - Finance KW - Intelligent transportation systems KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Legislation KW - Political factors KW - Project delivery KW - Project management KW - Transportation KW - Transportation development KW - Transportation Equity Act for the 21st Century KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/98septoct/tea21.cfm UR - https://trid.trb.org/view/542094 ER - TY - JOUR AN - 00757734 JO - Public Roads PB - Federal Highway Administration AU - Allen, C J AU - Naret, F AU - Federal Highway Administration TI - THE FIRST CHANNEL BRIDGES PY - 1998/09 VL - 62 IS - 2 SP - p. 40-46 AB - One of the newest entrants into the bridge-building field is the Channel Bridge. The Channel Bridge is a patented, precast-concrete superstructure system that uses posttensioned segmental construction. The Channel Bridge is appropriate when a replacement or new alignment structure requires an increase in the vertical underclearance. The system was developed in 1990 for the French Highway Administration, and 11 Channel Bridges have been built in France. In the United States, the Highway Innovation Technology Evaluation Center (HITEC) is conducting a two-phase evaluation of the Channel Bridge. Phase I is a technical design analysis phase and was completed and documented in a HITEC reported entitled "Evaluation Findings: The Segmental Concrete Channel Bridge System," dated March 1996. The performance history focused on the Channel Bridges in France, while the design evaluation focused on specific design issues related to segmental bridge construction in general and to the unique aspects of the Channel Bridge system. Phase II is a demonstration phase and is currently underway. The report will include the evaluation of two beams and winches. The New York State Department of Transportation is replacing two state bridges with the Channel Bridge system: Carpenter Road over Metropolitan Transportation Authority Metro North Railroad in East Fishkill in Dutchess County and state Route 17M over state Route 17 in Wallkill in Orange County. The results of this demonstration will also be published in HITEC's Phase II Evaluation Report. KW - Analysis KW - Bridge construction KW - Bridge design KW - Bridge foundations KW - Bridge superstructures KW - Bridges KW - Car clearances (Railroads) KW - Channel bridge system KW - Clearances KW - Concrete construction KW - Construction KW - Demonstration projects KW - Design KW - France KW - Highway Innovation Technology Evaluation Center KW - New York (State) KW - Posttensioning KW - Precast concrete KW - Segmental construction KW - State departments of transportation KW - Structural analysis KW - Structural design KW - United States KW - Winches UR - http://www.fhwa.dot.gov/publications/publicroads/98septoct/channel.cfm UR - https://trid.trb.org/view/542096 ER - TY - JOUR AN - 00757736 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - FHWA EXPERIMENTS WITH TMCS PY - 1998/09 VL - 62 IS - 2 SP - p. 52 AB - Hundreds of remote closed-circuit televisions are expected to be used in future traffic management centers (TMCs) for monitoring the roadway system. Federal Highway Administration researchers conducted a series of three experiments to evaluate the existing and proposed approaches for selecting and controlling arrays of remote cameras. Operators of these TMCs will have to quickly select appropriate cameras and control their pointing angles, zoom ratio, and focus. Researchers evaluated four basic interface concepts in their experiments: joystick, keyboard, mouse, and touchscreen. It was concluded that a hybrid approach, in which the camera automatically moves to an approximate position and the operator manually centers the camera on the point of interest, was strongly preferred. KW - Cameras KW - Closed circuit television KW - Computer mouse KW - Control systems KW - Experiments KW - Highway traffic control KW - Human factors engineering KW - Human machine systems KW - Joysticks (Computers) KW - Keyboards KW - Man computer interface KW - Man machine interaction KW - Monitoring KW - Operator performance KW - Personnel performance KW - Remote control KW - Remote systems KW - Touchscreen displays KW - U.S. Federal Highway Administration KW - User interfaces (Computer science) UR - https://trid.trb.org/view/542098 ER - TY - JOUR AN - 00757729 JO - Public Roads PB - Federal Highway Administration AU - Dilley, M AU - Gallagher, T J AU - Federal Highway Administration TI - BUILDING A BRIDGE TO THE PUBLIC: THE ALASKA EXPERIENCE PY - 1998/09 VL - 62 IS - 2 SP - p. 10-18 AB - Communication between transportation departments and the public is no longer an option. The public demands it and legislation requires it. The need goes far beyond traditional public relations to a "dialogue bridge"--two-way communication--between those who plan and design and those who use the transportation system. The Alaska Department of Transportation and Public Facilities (ADOT) engaged the public in designing the dialogue bridge, also known as the public involvement procedure (PIP). They then used the PIP the public helped design to engage them in writing both the statewide transportation plan, which sets policy, and the state transportation improvement program, which selects projects. This article reviews the background of public involvement in Alaska, describes how ADOT engaged the public in developing the PIP, discusses how the process worked in developing the statewide transportation plan, and offers some insights on the experience. KW - Alaska KW - Communicating KW - Communication KW - Development KW - Public participation KW - Public relations KW - State departments of transportation KW - Transportation development KW - Transportation planning KW - Transportation policy UR - http://www.fhwa.dot.gov/publications/publicroads/98septoct/alaska.cfm UR - https://trid.trb.org/view/542091 ER - TY - JOUR AN - 00757730 JO - Public Roads PB - Federal Highway Administration AU - Gray-Fisher, D M AU - Federal Highway Administration TI - ONE EXTRAORDINARY BARN PY - 1998/09 VL - 62 IS - 2 SP - p. 19-21 AB - Perhaps one of the most uniquely designed rest areas in the country, Iowa's Top of Iowa Welcome Center and rest area in a bright red barn and checked silo opened in June 1998 to an estimated 635,000 visitors a year. Most visitors are amazed by the contrast between the center's appearance, with the high-beam ceiling and loft of a traditional barn, and the high-tech accommodations, such as an Internet kiosk and road-weather information system. The center's inception began in 1992, as the Iowa Department of Transportation (DOT) was developing a 10-year plan to replace or establish 10 rest areas. The Iowa Department of Economic Development (DED) was also looking for sites to build additional welcome centers in the state. A combination rest area and welcome center just south of the Minnesota border was a natural. The two agencies sought out a private sector partner, and after negotions, Iowa DOT signed a formal partnership agreement with The I-35/105 Welcome Center Inc., a private nonprofit organization. The I-35/105 Welcome Center Inc. is an organization made up of area business and community leaders from Worth and Winnebago counties in north central Iowa. They owned a 23.5-ha site adjacent to the interstate right of way and near the first exit going south into Iowa on Interstate-35. Financial contributions included $1.8 million from Iowa DOT, $350,000 from IDED, and $350,000 from The I-35/105 Welcome Center Inc. KW - Cooperation KW - Facilities KW - Financing KW - Interagency relations KW - Interstate Highway System KW - Iowa KW - Planning KW - Public private partnerships KW - Roadside rest areas KW - State departments of transportation KW - Structural design KW - Welcome centers UR - http://www.fhwa.dot.gov/publications/publicroads/98septoct/barn.cfm UR - https://trid.trb.org/view/542092 ER - TY - JOUR AN - 00757733 JO - Public Roads PB - Federal Highway Administration AU - Churilla, C J AU - Federal Highway Administration TI - ULTRA-THIN WHITETOPPING PY - 1998/09 VL - 62 IS - 2 SP - p. 37-39 AB - Several years ago, a new technique/process in which 50-100 mm of high-strength, fiber-reinforced concrete is placed over a milled surface of distressed asphalt concrete pavement was introduced, and this process, called ultra-thin whitetopping (UTW), has proven to be a low-cost, effective, and fairly simple solution for repairing bumpy, rutted, potholed pavements. UTW is designed for low-speed traffic areas or areas with a lot of stop-and-go traffic, such as street intersections, bus stops, or toll booths. UTW requires significantly less time to construct than conventional pavement maintenance, and repairs last much longer. Given its success in these limited applications, UTW is now being considered for a range of other applications. A few states have pilot projects using UTW as an alternative to asphalt overlays for interstate roads. To help state and local highway agencies make decisions about using UTW for other applications, the Federal Highway Administration recently launched a joint UTW research effort with the American Concrete Pavement Association that will evaluate critical design factors affecting the performance of UTWs. KW - American Concrete Pavement Association KW - Asphalt concrete KW - Concrete pavements KW - Cost effectiveness KW - Fiber reinforced concrete KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement performance KW - Research projects KW - U.S. Federal Highway Administration KW - Ultra-thin whitetopping KW - Whitetopping UR - http://www.fhwa.dot.gov/publications/publicroads/98septoct/ultra.cfm UR - https://trid.trb.org/view/542095 ER - TY - JOUR AN - 00757737 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - SEAT-BELT USE IMPROVES PY - 1998/09 VL - 62 IS - 2 SP - p. 53 AB - In the summer of 1998, California was touted as the first state in the nation to achieve a 90% seat-belt use rate. The goal of the Department of Transportation is to increase federal employee seat-belt use to 85% by 2000 and 90% by 2005. If all states maintained an 85% seat-belt use rate, annually, more than 4,000 deaths and 100,000 injuries would be prevented. Currently, the national buckle-up rate is 69%. KW - California KW - Federal government KW - Government employees KW - Injuries KW - Injury prevention KW - Safety KW - Seat belt usage KW - Seat belts KW - Transportation departments KW - U.S. Department of Transportation UR - https://trid.trb.org/view/542099 ER - TY - JOUR AN - 00757735 JO - Public Roads PB - Federal Highway Administration AU - Gibson, D AU - Mills, MKP AU - Rekenthaler, D AU - Federal Highway Administration TI - STAYING IN THE LOOP: THE SEARCH FOR IMPROVED RELIABILITY OF TRAFFIC SENSING SYSTEMS THROUGH SMART TEST INSTRUMENTS PY - 1998/09 VL - 62 IS - 2 SP - p. 47-51 AB - If the sensor that is part of a traffic signal control system, known as an inductive loop (IL) detector, does not work correctly, the traffic signal controller cannot optimally control traffic. Therefore, the performance of the loop detector system, which includes the wire in the roadway, the sensor electronics in the cabinet, and the lead-in wire connecting the two, is critical to minimizing traffic delays, traffic stops, and air pollution. This article explains why loops fail, why an IL loop test instrument is needed to test them, and how the Federal Highway Administration developed the inductive loop tester (ILT). The first effort was an experimental concept design called ILT I. Because ILT I was never actually commercialized, ILT II was the first true product produced under the ILT research. It was field tested in many cities under a wide range of conditions. These tests uncovered a variety of limitations in using the device. This feedback provided the basis for the development of ILT III, which included a megger to measure the condition of the insulation of the loop and lead-in cables. ILT III, in its current form, still does not meet all the needs of a complete IL diagnostic system. An expert system, a system that could guide the technician in selecting which advanced diagnostics tests to run, is needed. KW - Control systems KW - Detectors KW - Diagnostic equipment KW - Diagnostic tests KW - Equipment tests KW - Expert systems KW - Failure KW - Field tests KW - Inductive loop testers KW - Loop detectors KW - Technological innovations KW - Test equipment KW - Traffic signal controllers KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98septoct/loop.cfm UR - https://trid.trb.org/view/542097 ER - TY - JOUR AN - 00757728 JO - Public Roads PB - Federal Highway Administration AU - Paulson, S L AU - Federal Highway Administration TI - NATIONAL ITS ARCHITECTURE PY - 1998/09 VL - 62 IS - 2 SP - p. 5-9 AB - The U.S. Department of Transportation (DOT) has launched a major effort to inform the transportation community about the National Intelligent Transportation Systems (ITS) Architecture, a framework designed to help ensure that ITS systems operate as efficiently as possible through integration and interconnection. The goal is to encourage the development of solutions that are good investments now and that will continue to pay dividends well into the future. Simply described, the architecture is a master blueprint for the development of an integrated, multimodal ITS to be used by all transportation agencies that develop and operate federally funded ITS projects. The Transportation Equity Act for the 21st Century (TEA-21) requires such projects to be consistent with the architecture. DOT has identified nine ITS infrastructure components that can currently be integrated to become a platform for managing travel in metropolitan areas: traffic control, freeway management, transit management, regional multimodal traveler information, emergency management, electronic fare payment, electronic toll collection, incident management, and railroad grade-crossing warning. The architecture does not tell transportation planners what technology to select, only what functions to consider in making their own design decisions. It thus preserves planners' flexibility to respond to local needs and circumstances, but can save time when defining requirements for a project. By planning for interfaces with other ITS components ahead of time, the risk of adding incompatible systems at a later date is reduced. KW - Coordination KW - Development KW - Highway traffic control KW - Integrated systems KW - Intelligent transportation systems KW - Interfaces KW - Management KW - Multimodal transportation KW - Multimodal transportation systems KW - National ITS Architecture KW - Passenger information systems KW - Public transit KW - Requirements KW - Specifications KW - System design KW - Transit management KW - Transportation departments KW - Transportation development KW - Transportation Equity Act for the 21st Century KW - Transportation planning KW - Traveler information and communication systems KW - U.S. Department of Transportation KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/98septoct/national.cfm UR - https://trid.trb.org/view/542090 ER - TY - JOUR AN - 00757731 JO - Public Roads PB - Federal Highway Administration AU - Napier, C S AU - McKeel, W T AU - Sprinkel, M M AU - Federal Highway Administration TI - BRIDGING THE CENTURIES: MOVING VIRGINIA'S BRIDGE PROGRAM INTO THE 21ST CENTURY PY - 1998/09 VL - 62 IS - 2 SP - p. 22-29 AB - The Virginia Department of Transportation (VDOT) has the enormous job of maintaining 90,000 km of highways, the third largest state-maintained highway system in the United States. VDOT's system includes approximately 13,000 bridges meeting the requirements of the National Bridge Inspection Standards and another 8,000 smaller structures. More than 30% of Virginia's bridges are structurally deficient or functionally obsolete. To address the deficient bridges and maintain its other structures, VDOT must get the most for its bridge dollars. A strong research program is part of the effort. The Virginia Transportation Research Council (VTRC) is organized with four research teams: the Pavement and Structures Team; the Materials Team; the Socio-Economics, Environmental, and Transportation Systems Team; and the Safety Team. For the bridge program, there is close coordination with VDOT's Structure and Bridge, Materials, Construction, and Maintenance divisions; the nine field districts; and the Federal Highway Administration through three key research advisory committees: the bridge committee, the concrete committee, and the geotechnical committee. The research and technology programs for VDOT encompass the rehabilitation and replacement of bridges as well as the design and construction of new structures. VTRC's assistance ranges from the simple to the complex and addresses the assessment of the physical conditions of bridges and different methodologies for treatment. KW - Bridge maintenance KW - Bridges KW - Equipment replacement KW - Highway maintenance KW - Maintenance KW - Reconstruction KW - Replacements KW - Research programs KW - Research projects KW - State departments of transportation KW - Structural analysis KW - Virginia KW - Virginia Transportation Research Council UR - http://www.fhwa.dot.gov/publications/publicroads/98septoct/century.cfm UR - https://trid.trb.org/view/542093 ER - TY - RPRT AN - 00755100 AU - Williams, J AU - Burgess, B AU - Moe, P AU - Wilkinson, B AU - Bicycle Federation of America AU - Federal Highway Administration TI - IMPLEMENTING BICYCLE IMPROVEMENTS AT THE LOCAL LEVEL PY - 1998/09 SP - 110 p. AB - This implementation manual is intended for local governments who want to make improvements to existing conditions that affect bicycling. Thirteen of the most typical situations or factors that impact bicycle use are considered. For each situation or factor the manual provides (as appropriate) a problem overview, a solution overview, implementation strategies, objectives, resource requirements, subtasks, a schedule, specifications, and references. The intent is to make it relatively easy and straightforward for a local public works or transportation department to identify specific problems and deal with them, generally as part of the agency's routine functions. The information provided is based on the approaches and techniques developed over the past two decades by some of the most bicycle-friendly communities and leading practitioners. The categories covered are (1) major urban streets, (2) minor urban street traffic, (3) minor street/major street crossings, (4) breaking bicycling barriers, (5) trail networks, (6) transit connections, (7) roadway bridge modifications, (8) railroad crossings, (9) traffic signals, (10) drainage grates and utility covers, (11) rural road shoulders, (12) bicycle parking, and (13) maintenance. KW - Arterial highways KW - Bicycle facilities KW - Bicycle lanes KW - Bikeways KW - Bridges KW - Drainage KW - Drainage grates KW - Grates KW - Implementation KW - Improvements KW - Interfaces KW - Local government KW - Maintenance KW - Maintenance management KW - Manuals KW - Needs assessment KW - Parking KW - Public transit KW - Railroad grade crossings KW - Road shoulders KW - Rural highways KW - Traffic signals KW - Utility covers UR - http://ntl.bts.gov/lib/21000/21300/21384/localbike.pdf UR - https://trid.trb.org/view/537202 ER - TY - RPRT AN - 00755098 AU - Mohseni, A AU - Pavement Systems (PavSys) AU - Federal Highway Administration TI - LTPP SEASONAL ASPHALT CONCRETE (AC) PAVEMENT TEMPERATURE MODELS PY - 1998/09 SP - 71 p. AB - SUPERPAVE binders are selected based on the lowest and highest pavement temperatures expected at a job. The original SUPERPAVE specifications were developed with limited data for validating the low-temperature algorithm for pavement temperatures. The lowest air temperature was assumed for the lowest pavement temperature. In areas with extremely low temperatures, this conservative approach has led to the selection of more restrictive binder grades than may be necessary. These binder grades usually require that modifiers be added to the asphalt, which increases the cost of the project. The initial round (Loop-1) of the Long Term Pavement Performance study's Seasonal Monitoring Program (LTPP-SMP) - the collection of pavement and air temperatures at 30 test sites throughout North America - was completed in 1995. The availability of these data makes it possible to evaluate and refine existing pavement temperature algorithms. Two new temperature data bases that combine the SMP data with weather station data from the original SUPERPAVE binder specifications were developed under this study. These data bases are used as tools throughout the study to further refine the existing low- and high-temperature models. This report proposes revisions to the Strategic Highway Research Program (SHRP) Performance Grading System for asphalt binder selection. Revised models for determining the low- and high-temperature component of SUPERPAVE performance-based binders are presented and compared with existing models and resulting performance grades. KW - Algorithms KW - Asphalt grading KW - Binders KW - Databases KW - High temperature KW - Low temperature KW - Mathematical models KW - Monitoring KW - Pavements KW - Revisions KW - Seasonal variations KW - Seasons KW - Strategic Highway Research Program KW - Superpave UR - http://ntl.bts.gov/lib/21000/21800/21889/PB99146714.pdf UR - https://trid.trb.org/view/537200 ER - TY - RPRT AN - 00755099 AU - Virmani, Y P AU - Clemena, G G AU - Federal Highway Administration TI - CORROSION PROTECTION - CONCRETE BRIDGES PY - 1998/09 SP - 72 p. AB - Premature corrosion of reinforcing steel has caused many concrete bridges in the United States to deteriorate before their design life was attained. Recognizing the burden that reinforcing steel corrosion imposes on natural resources, the Federal Highway Administration established Corrosion Protection for Concrete Bridges as one of the high-priority areas (HPAs) in its Structures Research Program. This HPA had two main objectives: (1) To develop effective and economical methodologies for arresting or reducing the extent of steel corrosion due to chloride-contamination of concrete bridges, thereby reducing maintenance costs of existing concrete bridges and minimizing interruption to traffic; and (2) To develop sound design and construction practices and materials for preventing corrosion of reinforcement in new structures, hence minimizing future deterioration. To meet these objectives, several research programs were developed and pursued in this HPA. This report summarizes the progress made through research efforts conducted under these programs. The results presented cover (A) corrosion control in new concrete constructions (adequate concrete cover, quality concrete, rebar coatings, corrosion inhibiting admixtures, and corrosion protection of prestressed concrete bridge members) and (B) corrosion control for rehabilitation of existing concrete structures (conventional rehabilitation methods, cathodic protection, and electrochemical removal of chloride). KW - Admixtures KW - Cathodic protection KW - Chlorides KW - Coatings KW - Corrosion protection KW - Corrosion resistant materials KW - Driver rehabilitation KW - Electrochemical processes KW - Rebars KW - Rehabilitation KW - Reinforced concrete bridges KW - Reinforcing bars KW - Removal UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/98088/index.cfm UR - http://ntl.bts.gov/lib/21000/21300/21385/PB99114340.pdf UR - https://trid.trb.org/view/537201 ER - TY - RPRT AN - 00754977 AU - Streit, D A AU - KULAKOWSKI, B T AU - Sebaaly, P E AU - Wollyung, R J AU - Pennsylvania State University, University Park AU - Federal Highway Administration TI - ROAD SIMULATOR STUDY OF HEAVY-VEHICLE WHEEL FORCES PY - 1998/09 SP - 272 p. AB - The main objective of the study was to investigate the effects of vehicle and road characteristics on dynamic forces applied by heavy vehicles on pavement. The work conducted under this contract can be divided into three major areas: (1) development of equipment necessary for the testing program, (2) performance of the tests, and (3) analysis of the test results. The three main pieces of equipment used in this study were a road simulator, a two-axle truck, and a wheel force transducer. The road simulator was not operational when the project began, and a major effort was devoted to first make the simulator operational and then to improve its performance to the level dictated by the research objectives of this study. A new wheel force transducer was designed, fabricated, and tested. It was demonstrated that the transducer provides a reliable and accurate tool for measuring dynamic tire forces generated by heavy trucks. The tests involving the two-axle truck were conducted on the road simulator, on three road sites in Virginia, and on an instrumented test road section. In addition, three tire types, including two popular dual tire types and a wide-base single tire, were tested. The test variables in the road simulator experiments included suspension type (steel leaf spring and air bag), tire type, vehicle speed, road roughness, axle static load, and tire inflation pressure. The air suspension generated lower dynamic loads in tests conducted on low- to medium-roughness roads at low to medium speeds. There were no benefits from using air suspension when the vehicle was traveling at higher speeds on high roughness roads. The differences between dynamic loads produced by the three tire types were relatively small. Furthermore, it was found that the dynamic tire forces were strongly affected by vehicle speed and road roughness and moderately affected by axle static loads. The effects of tire inflation pressure were very small. The results of the tests further demonstrated that the magnitude of dynamic loads is significant in comparison to static loads applied by heavy trucks to pavements. The standard deviation of the dynamic loads was over 20% of the static loads, whereas the peak dynamic loads measured on in-service roads exceeded the static loads by more than 200%. KW - Defects KW - Driving simulators KW - Dual tires KW - Dynamic loads KW - Heavy vehicles KW - Inflation KW - Motor vehicles KW - Pavement damage KW - Pavements KW - Road simulators KW - Roughness KW - Speed KW - Static loads KW - Suspension systems KW - Testing equipment KW - Tire force measurement KW - Tire forces KW - Tire pressure KW - Tires KW - Traffic speed KW - Transducers KW - Two axle trucks KW - Wheel base KW - Wheel loads KW - Wide base tires UR - http://ntl.bts.gov/lib/21000/21800/21891/PB99146730.pdf UR - https://trid.trb.org/view/537175 ER - TY - RPRT AN - 00753977 AU - Kenis, W J AU - Wang, W AU - Federal Highway Administration TI - OECD DIVINE ELEMENT 1: ACCELERATED DYNAMIC PAVEMENT TESTING PY - 1998/09 SP - 110 p. AB - The loads that trucks impose on pavements and bridges have an important effect on the life of the infrastructure and, therefore, on total national road costs. The Organisation for Economic Co-operation and Development (OECD) Road Transport Research Programme has found that dynamic pavement loading is increasing in OECD countries, resulting in an increased rate of road wear. Although the importance of the relationship between the magnitude of dynamic loading and road wear is being recognized, many questions remain regarding the nature and influence of dynamic loading, and the interaction between the vehicle and pavements and bridges. In an attempt to address some of these issues, the OECD Road Transport Research Programme launched a major 2-year study into the relationship between heavy vehicle dynamic loading and pavement and bridge wear, known as the Dynamic Interaction of the Vehicle and INfrastructure Experiment (DIVINE) project. The project consisted of the following six interrelated research projects: Element 1: Accelerated Pavement Dynamic Testing; Element 2: Pavement Primary Response Testing; Element 3: Road Simulator Testing; Element 4: Computer Simulation of Heavy Vehicles; Element 5: Spatial Repeatability of Dynamic Loads; and Element 6: Bridge Dynamic Loads. Element 1 of the DIVINE project is an accelerated pavement testing project undertaken at the Canterbury (New Zealand) Accelerated Pavement Testing Indoor Facility (CAPTIF) to determine the effect of the quality of two different suspensions -- airbag with shock absorber and multi-leaf steel spring suspensions, based on measurements of primary pavement response and the rates of damage progession in a flexible pavement subjected to accelerated loadings. This report describes Element 1 of the program, which consists of the design of the experiment, testing method, method of data collection, results of the data analysis, and major findings and recommendations. KW - Accelerated tests KW - Axle loads KW - Data analysis KW - Data collection KW - Dynamic loads KW - Dynamic tests KW - Flexible pavements KW - Heavy vehicles KW - Mathematical analysis KW - Pavement tests KW - Pavements KW - Recommendations KW - Structural tests KW - Suspension systems KW - Test procedures KW - Test results KW - Truck pavement damage KW - Trucks KW - Wear UR - http://ntl.bts.gov/lib/21000/21200/21252/PB99107401.pdf UR - https://trid.trb.org/view/536741 ER - TY - RPRT AN - 00753943 AU - MRAD, N AU - El-Gindy, M AU - Kenis, W AU - National Research Council of Canada AU - Federal Highway Administration TI - EFFECTS OF WHEEL-LOAD SPATIAL REPEATABILITY ON ROAD DAMAGE: A LITERATURE REVIEW PY - 1998/09 SP - 50 p. AB - Concerns about growing governmental budgetary deficits and the awareness of the economic advantages associated with a safe and well-maintained road infrastructure are two of the main reasons for devoting attention to better understanding the problem of pavement wear caused by heavy road vehicles. The objective of this report is to conduct a review of the present and previously developed work devoted to the study of vehicle/road interaction. In particular, two of the most pressing questions that are to be answered in the area of heavy vehicle-generated road damage deal with the spatial repeatability of dynamic wheel loads produced by heavy road vehicles due to different types of suspension systems and the use of wide-base and dual tires. The outcome of this review, which is a part of the Federal Highway Administration Truck Pavement Interaction research program on truck size and weight, plays a determining role in assessing heavy truck suspension systems, tire configurations, and their contribution to pavement damage. KW - Axle loads KW - Guides to the literature KW - Heavy vehicles KW - Literature reviews KW - Pavements KW - Spatial repeatability KW - Suspension systems KW - Tires KW - Truck pavement damage KW - Trucks KW - Wear KW - Wheel loads UR - http://ntl.bts.gov/lib/21000/21200/21255/PB99107435.pdf UR - https://trid.trb.org/view/536707 ER - TY - RPRT AN - 00753944 AU - El-Gindy, M AU - Kenis, W AU - Federal Highway Administration TI - INFLUENCE OF A TRAILER'S AXLE ARRANGEMENT AND LOADS ON THE STABILITY AND CONTROL OF A TRACTOR/SEMITRAILER PY - 1998/09 SP - 178 p. AB - The evaluation of a basic vehicle type relative to another, in terms of stability and control properties, can be done comprehensively only by examining its behavior over a wide range of loading conditions, component selection, and operation variables, such as tire tread wear level, pavement friction, etc. While the scope of this study did not permit an evaluation at such levels of detail, the results show the safety-related dynamic performance effects of varying a trailer's axle arrangement (tandem vs. tridem), suspension type (steel vs. air), tire type (dual vs. wide-base single), and axle loading level. Typical five- and six-axle tractor/semitrailers [483-cm (190-in.) tractor and 14.6-m (48-ft) van-semitrailer] were used in this study. Vehicle safety-related dynamic performance is examined using a recent version of the constant-speed yaw/roll model developed by the University of Michigan Transportation Research Institute (UMTRI). The five- and six-axle tractor/semitrailers are examined using three loading scenarios: (1) loading the trailer with control tractor axle loads at their maximum legal limits, i.e., 5443.2 kg and 15422.4 kg (12 kips and 34 kips) at the steering and tandem drive axles, respectively; (2) loading the trailer without controlling the tractor axle loads; and (3) keeping the payload constant (constant center of gravity height) and varying the trailer axle spacing. It should be noted that the second loading scenario represents the maximum possible gross vehicle weight gain for these vehicle configurations, provided that the load on the steering axle does not exceed the maximum limit of 5443.2 kg (12 kips). Furthermore, the results of this analysis may assist in understanding the performance trends for other tractor/semitrailer configurations that have different dimensions, suspensions, tires, fifth-wheel settings, tractor parameters, and other component characteristics. KW - Automated vehicle control KW - Axle loads KW - Axle spacing KW - Axles KW - Heavy vehicles KW - Motor vehicles KW - Rollover crashes KW - Spacing KW - Stability (Mechanics) KW - Suspension systems KW - Tires KW - Tractor trailer combinations UR - http://ntl.bts.gov/lib/21000/21200/21250/PB99107385.pdf UR - https://trid.trb.org/view/536708 ER - TY - RPRT AN - 00753947 AU - Weatherby, D E AU - Chung, M AU - Kim, N-K AU - Briaud, J-L AU - Schnabel Foundation Company AU - Federal Highway Administration TI - SUMMARY REPORT OF RESEARCH ON PERMANENT GROUND ANCHOR WALLS, VOLUME II: FULL-SCALE WALL TESTS AND A SOIL-STRUCTURE INTERACTION MODEL PY - 1998/09 SP - 274 p. AB - Research directed toward improving the design and construction of permanent ground anchor walls is presented. The research focused on tiedback soldier beam walls for highway applications. These walls are generally less than 25 ft (7.62 m) high, and they are supported by one or two rows of permanent ground anchors. This volume is part of a four-volume report summarizing the research. It presents the results of research on a ground anchor wall constructed in a medium dense sand, and the development of a numerical model to be implemented in a computer program for the design of soldier beams. Apparent earth pressure diagrams for one-tier and multi-tier walls are developed. Measured bending moments are compared with moments predicted by different design methods. Axial load behavior of the soldier beams is described. The behavior of drilled-in and driven soldier beams is compared. Axial loads, bending moments, wall and ground movements, and anchor loads for each stage of construction are included. A numerical model that combines apparent earth pressure diagrams to describe the pressure on the wall, and soil spring to model the lateral resistance below the bottom of the excavation, is presented. KW - Anchor walls KW - Axial loads KW - Bending moments KW - Earth pressure KW - Mathematical models KW - Motion KW - Prototype tests KW - Retaining walls KW - Seismicity KW - Soil structure interaction KW - Structural design KW - Wall movement KW - Walls UR - https://trid.trb.org/view/536711 ER - TY - RPRT AN - 00753948 AU - Mueller, C G AU - Long, J H AU - Weatherby, D E AU - Cording, E J AU - Powers, W F AU - Briaud, J-L AU - Schnabel Foundation Company AU - Federal Highway Administration TI - SUMMARY REPORT OF RESEARCH ON PERMANENT GROUND ANCHOR WALLS, VOLUME III: MODEL-SCALE WALL TESTS AND GROUND ANCHOR TESTS PY - 1998/09 SP - 197 p. AB - Research directed toward improving the design and construction of permanent ground anchor walls is presented. The research focused on tiedback soldier beam walls for highway applications. These walls are generally less than 25 ft (7.62 m) high, and they are supported by one or two rows of permanent ground anchors. This volume is part of a four-volume report summarizing the research. It presents the results of research on four model-scale soldier beam and lagging walls constructed in medium-dense sand, and the results of tests performed on 10 hollow-stem-augered ground anchors installed in fine-grained soil. Bending moments, axial loads, earth pressures, and wall and ground movements for model walls with different soldier beam stiffnesses and one or two levels of anchors are presented. Load tests and long-term monitoring results for the ground anchors are included. Measured strains in the ground anchor tendons and the anchor grout for six anchors are presented. Recommendations regarding apparent earth pressures, control of ground movements, ground anchor design and installation, and ground anchor testing are made. KW - Anchor tests KW - Anchor walls KW - Axial loads KW - Bending moments KW - Earth pressure KW - Model tests KW - Motion KW - Retaining walls KW - Seismicity KW - Structural design KW - Tiebacks KW - Wall movement KW - Walls UR - http://ntl.bts.gov/lib/17000/17300/17358/PB2001101119.pdf UR - https://trid.trb.org/view/536712 ER - TY - RPRT AN - 00753945 AU - Weatherby, D E AU - Schnabel Foundation Company AU - Federal Highway Administration TI - DESIGN MANUAL FOR PERMANENT GROUND ANCHOR WALLS PY - 1998/09 SP - 266 p. AB - This manual presents recommendations and guidelines to improve the design and construction of permanent ground anchor walls. The recommendations are based on research performed on two full-scale wall sections, four model-scale walls, 10 large-diameter ground anchors installed in a fine-grained soil, analytical studies, and experience. It focuses on tiedback soldier beam walls for highway applications. These walls are generally less than 25 ft (7.62 m) high, and they are supported by one or two rows of permanent ground anchors. Apparent earth pressure diagrams are recommended for walls supported by one or multiple levels of anchors. Laterally loaded pile relationships that consider interaction between adjacent soldier beams are used to determine the lateral resistance for the soldier beam toes. Recommendations for using limiting equilibrium analyses to evaluate internal and external stability, and to determine the required support load are made. Design examples in coarse-grained and fine-grained soils are provided. KW - Anchor walls KW - Coarse grained soils KW - Earth pressure KW - Equilibrium methods (Structural analysis) KW - Fine grained soils KW - Limiting equilibrium analysis KW - Manuals KW - Retaining walls KW - Soil structure interaction KW - Stability analysis KW - Structural design KW - Tiebacks UR - https://trid.trb.org/view/536709 ER - TY - RPRT AN - 00753946 AU - Long, J H AU - Weatherby, D E AU - Cording, E J AU - Schnabel Foundation Company AU - Federal Highway Administration TI - SUMMARY REPORT OF RESEARCH ON PERMANENT GROUND ANCHOR WALLS, VOLUME I: CURRENT PRACTICE AND LIMITING EQUILIBRIUM ANALYSES PY - 1998/09 SP - 135 p. AB - Research directed toward improving the design and construction of permanent ground anchor walls is presented. The research focused on tiedback soldier beam walls for highway applications. These walls are generally less than 25 ft (7.62 m) high, and they are supported by one or two rows of permanent ground anchors. This volume is part of a four-volume report summarizing the research. It presents apparent earth pressure methods for determining the lateral earth load. Differences between anchored and braced walls are discussed. The limiting equilibrium bases for the apparent earth pressure diagrams are reviewed. Current force equilibrium methods (simple limiting equilibrium methods) for evaluating the external stability of an anchored wall are reviewed. A force equilibrium method is developed and used to illustrate how anchor position, soil strength and the location of the failure surface affect anchor load, and internal and external stability of a wall. The factor of safety inherent in the apparent earth pressure diagram is determined. Recommendations for using general purpose slope stability computer programs for determining lateral load and evaluating internal and external stability of an anchored wall are made. KW - Anchor walls KW - Computer programs KW - Earth pressure KW - Equilibrium methods (Structural analysis) KW - Limiting equilibrium analysis KW - Retaining walls KW - Safety KW - Stability (Mechanics) KW - Structural design KW - Tiebacks UR - http://ntl.bts.gov/lib/22000/22100/22115/PB99163180.pdf UR - https://trid.trb.org/view/536710 ER - TY - RPRT AN - 00753949 AU - Weatherby, D E AU - Schnabel Foundation Company AU - Federal Highway Administration TI - SUMMARY REPORT OF RESEARCH ON PERMANENT GROUND ANCHOR WALLS, VOLUME IV: CONCLUSIONS AND RECOMMENDATIONS PY - 1998/09 SP - 89 p. AB - Research directed toward improving the design and construction of permanent ground anchor walls is presented. The research focused on tiedback soldier beam walls for highway applications. These walls are generally less than 25 ft (7.62 m) high, and they are supported by one or two rows of permanent ground anchors. This volume is part of a four-volume report summarizing the research. It presents major conclusions and recommendations, research needs, and recommendations for implementing the results of the research. Recommendations for determining the shape and the magnitude of apparent earth pressure diagrams for granular soils and stiff clays, for using limiting equilibrium analyses to determine the total lateral earth load and wall stability, for estimating axial and lateral load applied to the toe, for computing the axial and lateral load-carrying capacity of the toe, for selecting the corrosion protection for the anchor tendons and the soldier beams, and for constructing and testing large-diameter ground anchors in fine-grained soils are made. KW - Anchor tests KW - Anchor walls KW - Axial loads KW - Clay KW - Corrosion protection KW - Earth pressure KW - Equilibrium methods (Structural analysis) KW - Fine grained soils KW - Granular soils KW - Lateral loads KW - Limiting equilibrium analysis KW - Recommendations KW - Research KW - Retaining walls KW - Stability (Mechanics) KW - Structural design KW - Tiebacks UR - http://ntl.bts.gov/lib/22000/22100/22117/PB99163206.pdf UR - https://trid.trb.org/view/536713 ER - TY - ABST AN - 01458601 TI - Arizona Center for Traffic and Logistics Algorithms & Software (ATLAS) AB - The Arizona Center for Traffic and Logistics Algorithms and Software (ATLAS) is a center of excellence specializing in research development of algorithms, software and systems which advance the state of the art and the state of the practice in traffic management and logistics management systems. Faculty members have developed innovative methods for logistics management, such as scheduling resources (trucks, cranes, containers, storage space, etc.), designing networks, siting facilities, routing and scheduling vehicles (trucks, buses, cargo ships, etc.), and designing decision-support systems. In the advanced traffic management area, the University's showpiece research is the development and deployment of RHODES (Real-Time Hierarchical Optimized Distributed Effective System), an innovative computer-based system for traffic-adaptive signal control. In laboratory testing, RHODES, which is the first system of its type developed in the United States, proved to be among the most effective traffic control systems dealing with congestion. KW - Adaptive control KW - Decision support systems KW - Innovation KW - Logistics KW - Research projects KW - Scheduling KW - Scheduling KW - Signals KW - Software KW - State of the art KW - Traffic KW - Traffic signal control systems UR - https://trid.trb.org/view/1226812 ER - TY - RPRT AN - 00763065 AU - Tawfiq, K S AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - RECYCLED AND VIRGIN PLASTICS IN FIBER REINFORCED CONCRETE PY - 1998/08/30 SP - 237 p. AB - Microcracking is an unavoidable occurrence in concrete structures subjected to various environmental and loading conditions. Its presence may be due to the inherent voids and discontinuities in concrete matrix or may develop as a result of stress concentration in weak zones in concrete. However, the severity of the development and progression of microcracking in concrete can be restrained and controlled by using concrete admixtures and/or appropriate design and curing practices. Additionally, plastic and structural cracking can be eased off by strengthening the concrete paste with ductile inclusions such as steel or plastic fiber. Fiber with large aspect ratio has proven to improve the mechanical properties of concrete material. Because of environmental constraints, plastic fiber has been favored over steel fiber. Plastic fiber is commercially produced from different polymers and shaped in different forms to serve certain concrete applications. The availability of various types of plastic fibers in the market today has caused come confusion over the suitability of one fiber over another. The primary objective of this study was to conduct a laboratory investigation to evaluate the intrinsic stress that can cause cracking of concrete mixes containing monofilament and fibrillated polypropylene and monofilament polyolefin fibers when subjected to cyclic loading. In addition, the flexural behavior of concrete reinforced with recycled post-consumer in-house made fibers was studied and finite element methods were used to establish numerical models. The report is organized in five chapters. Chapter 1 provides an introduction, a summary of the investigation, and the scope and goals of the project. Chapter 2 is a literature review of relevant research over the last three decades on fiber-reinforced concrete (FRC). Chapter 3 describes the experiment, including mix design, instrumentation, and static and dynamic loading. Also included in this chapter is the finite element modeling. Chapter 4 describes the methods of analysis and explains the effect of testing and material parameters on fatigue fracture of the FRC. The mathematical formulas developed based on the testing and numerical modeling findings are also presented in this chapter. The last chapter, Chapter 5, presents conclusions and recommendations. KW - Cracking KW - Fiber reinforced concrete KW - Finite element method KW - Flexural strength KW - Laboratory tests KW - Literature reviews KW - Mathematical models KW - Microcracking KW - Polymer fibers KW - Polyolefin KW - Polypropylene KW - Recycled materials KW - Repeated loads UR - http://ntl.bts.gov/lib/21000/21700/21700/PB99134496.pdf UR - https://trid.trb.org/view/497103 ER - TY - ABST AN - 01463199 TI - Optimal Acceptance Procedures for Statistical Construction Specifications AB - This study developed a comprehensive manual, supported by scientific evidence, providing step-by-step procedures and instructions for the development of effective and efficient quality assurance specifications. Two reports were printed: FHWA-RD-02-095, "Optimal Procedures for Quality Assurance Specifications" (www.tfhrc.gov/pavement/pccp/pubs/02095/) and FHWA-HRT-04-046, "Evaluation of Procedures for Quality Assurance Specifications" (www.tfhrc.gov/pavement/pccp/pubs/04046). KW - Acceptance KW - Construction KW - Optimization KW - Research projects KW - Specifications UR - https://trid.trb.org/view/1231424 ER - TY - RPRT AN - 00921557 AU - LEE, K W AU - Shukla, A AU - Venkatram, S AU - Soupharath, N AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CRACKING AND PAVEMENT DEFORMATION RESISTANCE CHARACTERISTICS OF RECYCLED ASPHALT PAVEMENT BINDER PY - 1998/08/25 SP - 89 p. AB - This report presents experimental investigation results to evaluate the permanent deformation and cracking resisting characteristics of recycled asphalt pavement (RAP) binder. In the present study, two base asphalt binders (AC-10 and AC-20) typically used in Rhode Island were blended with different amounts of RAP binders obtained from two sources, i.e., 0, 10, 20, 30, 40, 50, 75, and 100%. The Dynamic Shear Rheometer was used to evaluate the blended asphalt binders at high temperatures, i.e., 52, 58, 64, 70, and 76 deg C and intermediate temperatures, i.e., 19, 22, 25, 28, and 31 deg C. A good linear relationship between the log-log of the dynamic shear and the amount of RAP binder was obtained from this study. It was found that the addition of RAP binder generally increases the resistance against permanent deformation. For the quasi-static loading experiments, it was observed that the compressive strength and the stiffness were increased and the ductilities were reduced as the amount of RAP increased. The fracture toughness was evaluated at different loading rates in order to study the rate dependency of the binder. It was observed that the fracture toughness values are increased gradually and then stabilized for the rates of loading over 152.4 mm per minute. Subsequently, a series of experiments was conducted at this rate to evaluate the fracture toughness of asphalt binder with different amounts of RAP, both at room and at low temperatures, i.e., 22 and 0 deg C, respectively. Results from the room temperature experiments indicated an increasing trend of fracture toughness as a function of RAP content. A brittle fast fracture occurred at low temperature and interestingly, RAP had no significant effect on the performance of the base asphalt binder. The dynamic response of RAP was evaluated using the Split Hopkinson Pressure Bar apparatus. The dynamic flow stress was found to increase with RAP content much like the variation in compressive strength under quasi-static conditions. The dynamic flow stress was not affected by incorporating RAP at low temperature. KW - Asphalt pavements KW - Bituminous binders KW - Compressive strength KW - Cracking KW - Deformation KW - Ductility KW - Dynamic flow stress KW - Fracture properties KW - Recycled asphalt pavements KW - Recycled materials KW - Rheological properties KW - Stiffness KW - Temperature KW - Toughness UR - http://ntl.bts.gov/lib/18000/18800/18893/PB2002102742.pdf UR - https://trid.trb.org/view/706789 ER - TY - ABST AN - 01557281 TI - Research for the AASHTO Standing Committee on Planning AB - The objective of this project is to establish a flexible, ongoing program of quick-response research designed to develop improvements to the analytical methods, decision-support tools, procedures, and techniques employed by practitioners to support statewide and metropolitan transportation planning, programming, and development. KW - Decision making KW - Decision support systems KW - Metropolitan planning organizations KW - National Cooperative Highway Research Program KW - Project management KW - Research projects KW - Transportation planning KW - Transportation system management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909 UR - https://trid.trb.org/view/1346941 ER - TY - RPRT AN - 00755087 AU - McLean, D I AU - Kuebler, S E AU - Mealy, T E AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SEISMIC PERFORMANCE AND RETROFIT OF MULTI-COLUMN BRIDGE BENTS PY - 1998/08/05 SP - 58 p. AB - This study investigated retrofitting measures for improving the seismic performance of existing multi-column bridge bents. Experimental tests were conducted on 1/4.5-scale footing and column assemblages which incorporated details that were selected to represent deficiencies present in older bridges. Various retrofit measures for the bents were evaluated. The specimens were subjected to increasing levels of cycled inelastic lateral displacements under constant axial load. Specimen performance was evaluated on the basis of load capacity, displacement ductility, strength degradation and hysteretic behavior. Tests on the as-built specimens resulted in severe cracking in the footings due to insufficient joint shear strength in the column/footing connections. However, due to structural redundancy, the bents continued to resist lateral loads until eventual bent failure occurred as a result of flexural hinge degradation in the columns. Measures developed previously for retrofitting single-column bent bridges were found to be effective in improving the performance of the footings and columns. When all substructure elements were retrofitted, a ductile bent response was obtained. Retrofitting only some of the substructure elements resulted in incremental improvements in performance according to the number of elements retrofitted. While extensive damage occurred in the unretrofitted elements, the damaged regions continued to transfer forces during testing, enabling a stable bent response until failure occurred within one or more of the retrofitted elements. The addition of a stiff link beam just above the footings was found to be effective in preventing damage in the footings during testing, and a reasonably ductile bent response was achieved. Because the link beam retrofit may not require retrofitting of the footings, this strategy may be a very cost-effective approach for retrofitting multi-column bents. KW - Beams KW - Bearing capacity KW - Bents KW - Bridge piers KW - Columns KW - Cost effectiveness KW - Deficiencies KW - Ductility KW - Earthquake resistant design KW - Footings KW - Hysteresis KW - Link beams KW - Model tests KW - Multi-column bridge bents KW - Retrofitting KW - Scale models KW - Strength of materials UR - http://www.wsdot.wa.gov/research/reports/fullreports/449.1.pdf UR - http://ntl.bts.gov/lib/21000/21000/21013/PB98164643.pdf UR - https://trid.trb.org/view/537189 ER - TY - RPRT AN - 00765870 AU - Scholer, C F AU - Grossman, J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - CONTROLLING AIR CONTENT IN CONCRETE THAT IS BEING PUMPED, A SYNTHESIS STUDY PY - 1998/08/01 SP - 12 p. AB - Changes in the air content of fresh concrete that is being pumped can occur at a number of places. These locations include the initial loading of the concrete into the pump hopper, as it passes through the pump line, and when it exits the line. This synthesis reviews the findings of recent research studies which deal with air content change in pumped concrete and summarizes methods of reducing air loss caused by handling. Three main mechanisms by which air content is lost in fresh concrete that is being pumped have been noted. These factors include the high-pressure dissolution of air voids, the bursting of air voids by vacuum, and the loss of air content due to impact force. Entrained air content can be retained by proper attention to the pump operation and set-up. Keeping steeply descending sections of pump line to a minimum, using kinks, elbows, or reducers at the end of the line to slow the rate of concrete flow, and pumping the concrete at the lowest pressure possible will keep air content losses to a minimum. Further beneficial actions include not allowing rain water to enter the pump's hopper, and minimizing the distance that the concrete must fall from the end of the pump line to the placement surface. Testing the air content of concrete at the point of placement will yield the most indicative results of the concrete in the finished structure. KW - Air content KW - Air entrained concrete KW - Air voids KW - Construction management KW - Entrained air KW - Materials management KW - Pumped concrete UR - http://ntl.bts.gov/lib/21000/21700/21745/PB99137903.pdf UR - https://trid.trb.org/view/502334 ER - TY - RPRT AN - 01613032 AU - Scott, Susan E AU - Wood, Brad AU - Kreger, Michael E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Evaluation of Repair Methods for Cantilever Bridge Piers PY - 1998/08//Interim Report SP - 172p AB - In an earlier phase of Project 1364, during the process of testing reduced-scale cantilever bent specimens that were models of selected bents used in the San Antonio Y Project, a flaw in reinforcement details was discovered in the joint region of several cantilever bents. The two types of bents that contained this detailing flaw included reinforced concrete bents and bents utilizing post-tensioning in the overhang. Due to inadequate anchorage of longitudinal reinforcement in the column of the post-tensioned bents and in the column and overhang of the reinforced-concrete bents, tensile forces in the column and overhang were not able to be transferred through the joint once loads imparted by the superstructure reached slightly more than service level. A number of repair schemes were developed to remediate this problem in both the reinforced and post-tensioning bents. The most promising of these schemes (namely, external vertical post-tensioning external diagonal post-tensioning, and internal vertical post-tensioning) were fabricated and installed on the damaged reduced-scale cantilever bents, then were tested to factored loads / ɸ. All tested repair schemes resisted the maximum test load with no indications of distress. Results of the load tests are presented, and the tested repair schemes are evaluated based on serviceability, cost, constructibility, apparent durability, and aesthetics. KW - Bents KW - Bridge piers KW - Cantilevers KW - Posttensioning KW - Repairing UR - http://library.ctr.utexas.edu/digitized/texasarchive/phase2/1364-2.pdf UR - https://trid.trb.org/view/1425529 ER - TY - RPRT AN - 01586610 AU - Holtz, Robert D AU - Lee, Wei F AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Geosynthetic Reinforced Wall Analysis Phase II: Use of In-Soil Geosynthetic Behavior to Predict Deformations, Volume 1: Research Program and Results PY - 1998/08//Research Report SP - 40p AB - As part of the reconstruction of Interstate 90 in Seattle, Washington, the Washington State Department of Transportation (WSDOT) designed and supervised the construction of a geosynthetic reinforced soil (GRS) retaining wall located on Rainier Avenue, Seattle. The Rainier Avenue wall had a maximum height of 12.6 m and supported a nearly 6-m-high surcharge fill. At the time it was constructed, it was the highest GRS wall in the world. The wall was extensively instrumented and monitored during and after construction to evaluate its face deflections and the strain levels occurring in it. To define the actual stress distribution occurring in the Rainier Avenue wall, a two-phase research project was conducted by the University of Washington. Phase I included an extensive laboratory test program that used a newly developed plane strain device. Numerical analysis and modeling of the results of the instrumentation and laboratory tests constituted Phase II. The major tasks of the Phase II project were to (1) analyze the test result of the unit cell device (UCD), a plane strain GRS element testing device developed in Phase I; (2) develop numerical models of the Rainier Avenue wall using both material properties and test results of the UCD; and (3) using the results of tasks 1 and 2, develop a methodology for analyzing the working stress-strain distribution in the GRS retaining structures. The Phase II project was conducted from September 1995 to December 1997. During this period, two research programs were conducted simultaneously. One program concentrated on analyzing the UCD test results, and the other on developing the numerical models of the Rainier Avenue wall. Significant results were obtained from both research programs. Products of the Phase II research include an elasticity model that is capable of analyzing GRS behavior, composite properties of GRS elements, and four numerical models of the Rainier Avenue wall. Improved understanding of the working stress-strain distribution inside GRS retaining structures was also obtained with these products. KW - Deformation curve KW - Geosynthetics KW - Mathematical models KW - Mechanically stabilized earth KW - Retaining walls KW - Seattle (Washington) UR - http://www.wsdot.wa.gov/research/reports/fullreports/452.1.pdf UR - https://trid.trb.org/view/1378481 ER - TY - RPRT AN - 01586604 AU - Holtz, Robert D AU - Lee, Wei F AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Geosynthetic Reinforced Wall Analysis Phase II: Use of In-Soil Geosynthetic Behavior to Predict Deformations, Volume 2: Implementation—Computer Codes and Files PY - 1998/08//Research Report SP - 51p AB - As part of the reconstruction of Interstate 90 in Seattle, Washington, the Washington State Department of Transportation (WSDOT) designed and supervised the construction of a geosynthetic reinforced soil (GRS) retaining wall located on Rainier Avenue, Seattle. The Rainier Avenue wall had a maximum height of 12.6 m and supported a nearly 6-m-high surcharge fill. At the time it was constructed, it was the highest GRS wall in the world. The wall was extensively instrumented and monitored during and after construction to evaluate its face deflections and the strain levels occurring in it. To define the actual stress distribution occurring in the Rainier Avenue wall, a two-phase research project was conducted by the University of Washington. Phase I included an extensive laboratory test program that used a newly developed plane strain device. Numerical analysis and modeling of the results of the instrumentation and laboratory tests constituted Phase II. The major tasks of the Phase II project were to (1) analyze the test result of the unit cell device (UCD), a plane strain GRS element testing device developed in Phase I; (2) develop numerical models of the Rainier Avenue wall using both material properties and test results of the UCD; and (3) using the results of tasks 1 and 2, develop a methodology for analyzing the working stress-strain distribution in the GRS retaining structures. The Phase II project was conducted from September 1995 to December 1997. During this period, two research programs were conducted simultaneously. One program concentrated on analyzing the UCD test results, and the other on developing the numerical models of the Rainier Avenue wall. Significant results were obtained from both research programs. Products of the Phase II research include an elasticity model that is capable of analyzing GRS behavior, composite properties of GRS elements, and four numerical models of the Rainier Avenue wall. Improved understanding of the working stress-strain distribution inside GRS retaining structures was also obtained with these products. KW - Computer codes KW - Computer program documentation KW - Data files KW - Deformation curve KW - Geosynthetics KW - Mathematical models KW - Mechanically stabilized earth KW - Retaining walls KW - Seattle (Washington) UR - http://www.wsdot.wa.gov/research/reports/fullreports/452.2.pdf UR - https://trid.trb.org/view/1378482 ER - TY - RPRT AN - 01103135 AU - Hanowski, Richard J AU - Wierwille, Walter W AU - Gellatly, Andrew G AU - Early, Nancy AU - Dingus, Thomas A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Highway Administration TI - Impact of Local/Short Haul Operations on Driver Fatigue. Task 1: Focus Group Summary and Analysis PY - 1998/08 SP - 176p AB - Eleven focus groups were held in eight cities across five states. The purpose of these sessions was to gain an understanding, from the local/short haul (L/SH) drivers' perspective, of the general safety concerns related to the short-haul trucking industry and, specifically, the degree to which fatigue plays a role. Eight-type L/SH drivers participated in the focus group sessions. The major portion of each focus group involved a discussion of critical incidents that drivers had either learned about or personally experienced. The purpose of this discussion was to generate a list of causal factors that might highlight safety-critical issues in the L/SH industry. The issues of interest included general safety concerns and those specifically related to fatigue. KW - Driver errors KW - Drowsiness KW - Fatigue (Physiological condition) KW - Highway safety KW - Human factors in crashes KW - Short haul KW - Traffic crashes KW - Traffic safety KW - Truck crashes UR - http://ntl.bts.gov/lib/21000/21200/21224/PB99105785.pdf UR - https://trid.trb.org/view/860426 ER - TY - RPRT AN - 01062353 AU - Federal Highway Administration TI - US Route 202 Section 600, Montgomery County : environmental impact statement PY - 1998/08//Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821850 ER - TY - RPRT AN - 00942344 AU - Harry, S R AU - Carroll, R W AU - Mounce, J AU - Western Transportation Institute AU - California Department of Transportation AU - Oregon Department of Transportation AU - Federal Highway Administration TI - NORTHERN CALIFORNIA / SOUTHERN OREGON RURAL INTELLIGENT TRANSPORTATION SYSTEMS (ITS) AREAWIDE TRAVEL AND SAFETY IMPROVEMENT PROJECT. TASK 2.4 TRAVELER NEEDS SURVEY SIGNIFICANCE TESTING: VOLUME II PY - 1998/08 SP - 75 p. AB - The demographic data collected in the Northern California / Southern Oregon Traveler Needs Survey were used to define the categories in the significance testing. Our analyses included significance testing based upon t-statistics to determine whether certain demographic variables (i.e. males, residents, specified age groups) significantly influence the response to various opinion-based questions. The chi-squared analysis is used to determine if differences in responses across groups (e.g., residents vs. tourists, males vs. females, or between specified age groups) are statistically significant at a predetermined level of probability. For this analysis, a 95% confidence level (p 0.05) was selected for reporting purposes. Thus, statistically significant differences in responses meant there was only five chances in one hundred that the variation across categories was due to something other than actual differences (e.g., biased samples) in the groups being analyzed. Before performing the modeling exercises to determine variable significance, minor data transformations were necessary. Data that had multiple non-numeric choices (i.e., urban/rural/suburban or work/school/shopping) were transformed into singular indicator variables. Data that had multiple choices with a range of numerical values were transformed one of two ways: (1) average values for each range were determined and assigned so that a single variable resulted for all values or (2) an indicator variable was created for each range of values so that multiple variables resulted. For example, a single new variable, avinc, was created by determining the average values for each of the income ranges specified. Interpretation of this variable led to conclusions about how increasing or decreasing income levels likely affect the opinion-based response. Nothing definitive could be said about any particular income group using this variable. Alternatively, four indicator variables (povinc, lowinc, midinc and highinc) were created for each income range. This specification allowed conclusions to be drawn specifically about certain income groups. Model interpretation is as follows. Inclusion of the variable in the model indicated that the variable significantly affected the response to the particular opinion-based question. For this analysis, a 95% confidence interval was used which corresponds to a t-statistic value of 1.96. Considering the example on the following page, familiar travelers and those traveling in the area for reasons related to school were found to significantly affect "Lack of information from signs along the roadway". The variable "one" is included in each model to allow for estimation of the bo value in the ordered probit model. Interpreting these results further, the negative sign preceding the estimated coefficient indicates a propensity to respond toward the lower or negative end of the ranking. KW - Age KW - California KW - Chi square distributions KW - Demographics KW - Gender KW - Improvements KW - Income KW - Intelligent transportation systems KW - Oregon KW - Probits KW - Residents KW - Rural areas KW - Safety KW - Significance (Statistics) KW - Statistical analysis KW - Tourists KW - Travel KW - Travel surveys UR - https://trid.trb.org/view/643091 ER - TY - RPRT AN - 00933875 AU - Kehl, R J AU - Constantino, C A AU - Carrasquillo, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - MATCH-CURE AND MATURITY: TAKING CONCRETE STRENGTH TESTING TO A HIGHER LEVEL PY - 1998/08 SP - 4 p. AB - In the concrete industry, an owner buys quality-control specimens but pays for structural members. This practice can be a problem, given that the acceptance criteria may be less concerned with the quality of concrete in the member and more with the strength of the concrete in the quality-control specimen. However, new technologies can close the gap between these separate entities. Maturity has been shown to be an excellent indicator of in-place strength development and quality from fresh to hardened concrete. Match-cure technology harnesses the maturity concept to the curing of quality-control specimens, resulting in quality-control specimens that are representative of the in-place concrete. The match-cure procedure is best applied for release strengths of precast prestressed concrete members. This study summary reports on research, which collected temperature data from precast members in the field and investigated the effect of curing temperatures on the compressive strength, modulus of elasticity, and permeability. KW - Cast in place concrete KW - Compressive strength KW - Concrete KW - Concrete curing KW - Concrete maturity KW - Data collection KW - Match-cure KW - Modulus of elasticity KW - Permeability KW - Precast concrete KW - Prestressed concrete KW - Quality control KW - Structural members KW - Temperature KW - Testing UR - http://www.utexas.edu/research/ctr/pdf_reports/1714_S.pdf UR - https://trid.trb.org/view/724934 ER - TY - RPRT AN - 00752207 AU - Elias, V AU - Carlson, D AU - Bachus, R AU - Giroud, J P AU - Earth Engineering and Sciences, Incorporated AU - Federal Highway Administration TI - STRESS CRACKING POTENTIAL OF HDPE GEOGRIDS PY - 1998/08 SP - 192 p. AB - This report presents the development of a testing protocol to measure the potential for stress cracking of high-density polyethylene (HDPE) geogrids used for soil reinforcement. The developed data demonstrate that local stress cracking in the unoriented transverse node of HDPE geogrids can occur as a result of construction-induced damage. Undamaged geogrids are not prone to stress cracking at load levels below their 100-year limiting creep load. KW - Construction KW - Corrosion cracking KW - Damages KW - Ethylene resins KW - Geogrids KW - Geotextiles KW - High density KW - High density polyethylene KW - Loss and damage KW - Stress corrosion KW - Stress cracking KW - Stresses KW - Testing UR - http://ntl.bts.gov/lib/21000/21200/21221/PB99105512.pdf UR - http://ntl.bts.gov/lib/55000/55700/55759/FHWA_TECHBRIEF_STRESS_CRACKING_OF_HDPE_GEOGRIDS.PDF UR - https://trid.trb.org/view/484849 ER - TY - RPRT AN - 00928071 AU - Kehl, R J AU - Carrasquillo, R L AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF THE USE OF MATCH CURE TECHNOLOGY IN THE PRECAST CONCRETE INDUSTRY PY - 1998/08 SP - 106 p. AB - This project was proposed to evaluate the feasibility and methodology of implementing match cure technology and maturity measurement systems into Texas Department of Transportation acceptance criteria for concrete construction projects. This report deals strictly with the investigation into the use of match cure technology. There are four main objectives of this research project. First, the potential for using match cure technology in the precast concrete industry will be evaluated. Second, a set of guidelines will be developed for using this technology in the field. Third, the limitations of the technology will be evaluated and addressed. And, fourth, a revision of the current specifications will be developed to include the use of match cure technology as acceptance criteria for precast concrete. KW - Acceptance tests KW - Concrete curing KW - Guidelines KW - Match cure technology KW - Precast concrete KW - Specifications UR - http://www.utexas.edu/research/ctr/pdf_reports/1714_2.pdf UR - http://ntl.bts.gov/lib/17000/17800/17855/PB2001104772.pdf UR - https://trid.trb.org/view/718783 ER - TY - RPRT AN - 00928072 AU - Maidment, D AU - Tate, E AU - Olivera, F AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - GIS FOR FLOODPLAIN MAPPING IN DESIGN OF HIGHWAY DRAINAGE FACILITIES PY - 1998/08 SP - 36 p. AB - Since the 1960s, civil engineers have employed a variety of computer models for stream floodplain analysis. HEC-2 and its Windows counterpart, HEC-RAS, have been the principal models used for such analyses. A significant deficiency of these programs is that the location of structures impacted by floodwaters, such as roads, homes, and businesses, cannot be effectively compared to the floodplain location. This report presents straightforward approaches to processing HEC-RAS output to enable two- and three-dimensional floodplain mapping in a geographic information system (GIS). The methodology was applied to a segment of Waller Creek in Austin, Texas. The HEC-RAS stream geometry and flood elevation data were imported into ArcView GIS, in which the cross sections were mapped along a digital representation of the stream. A planimetric view of the floodplain was developed using a digital orthophotograph as a base map. An approach to three-dimensional floodplain visualization through the integration of HEC-RAS stream cross-section data into a digital terrain model of the study area is under development. The results indicate that GIS is an effective environment for floodplain visualization and analysis. KW - Austin (Texas) KW - Computer models KW - Drainage structures KW - Flood plains KW - Geographic information systems KW - HEC-RAS (Computer model) KW - Location KW - Mapping KW - Streams KW - Visualization UR - http://www.utexas.edu/research/ctr/pdf_reports/1738_4.pdf UR - http://ntl.bts.gov/lib/15000/15700/15785/PB2000100884.pdf UR - https://trid.trb.org/view/718784 ER - TY - RPRT AN - 00928027 AU - Ritter, M A AU - Faller, R K AU - Lee, PDH AU - Rosson, B T AU - Duwadi, S R AU - Forest Products Laboratory AU - Federal Highway Administration TI - PLANS FOR CRASH-TESTED WOOD BRIDGE RAILINGS FOR CONCRETE DECKS PY - 1998/08 SP - 18 p. AB - As part of a continuing cooperative research between the Midwest Roadside Safety Facility at the University of Nebraska, Lincoln; the U.S. Department of Agriculture, Forest Service, Forest Products Laboratory; and the Federal Highway Administration, several crashworthy wood bridge railings and approach railing transitions have been adapted for use on concrete bridge decks. These railings meet testing and evaluation criteria outlined in National Cooperative Highway Research Program Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features," and include a glued-laminated timber (glulam) rail, with and without a curb, at Test Level-2 (TL-2), a glulam rail with curb at TL-4, and a glulam curb rail for low-volume roads at TL-1. In adapting the railings from a wood deck to a concrete deck, the critical consideration was railing attachment to the deck. A comparable connection was obtained by an analysis of maximum loads measured by field instrumentation during crash testing or by equating the ultimate capacity of connections used on the wood deck to those required for a concrete deck. For the convenience of the user, full drawing sets are provided in customary U.S. and S.I. units. KW - Approach railing transitions KW - Bridge decks KW - Bridge railings KW - Concrete KW - Drawings KW - Laminated wood KW - NCHRP Report 350 KW - Structural connection KW - Wood UR - http://www.fpl.fs.fed.us/documnts/fplgtr/fplgtr108/fplgtr108.pdf UR - https://trid.trb.org/view/718741 ER - TY - SER AN - 00823199 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - ROUGHNESS TRENDS OF FLEXIBLE PAVEMENTS PY - 1998/08 SP - 4 p. AB - Roughness is widely regarded as the most important measure of pavement performance because it is the measure most evident to the traveling public. It greatly affects ride quality, safety, and vehicle operating costs. Therefore, understanding how and why roughness occurs in pavements is of major concern to highway agencies. To this end, the Long Term Pavement Performance (LTPP) program recently completed a study to investigate the changes in roughness of flexible pavements over time and their relationship to design factors, subgrade conditions, and climatic conditions. The results of this study were published in Report No. FHWA-RD-97-147, "Investigation of Development of Pavement Roughness". This document reviews that report. KW - Climate KW - Flexible pavements KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Roughness KW - Subgrade (Pavements) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/98132/98132.pdf UR - https://trid.trb.org/view/716256 ER - TY - RPRT AN - 00771250 AU - Fambro, D B AU - Shull, L A AU - Bartoskewitz, R T AU - Frieslaar, A H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - HIGHWAY-RAIL GRADE CROSSINGS: PUBLIC SAFETY EDUCATION MATERIALS--LOOK, LISTEN, AND LIVE PY - 1998/08 SP - 47 p. AB - The contents are as follows: (1) Common Myths - Know the Facts; (2) Common Questions - Why Are Things The Way They Are?; (3) Rail Transportation - Role of the Railroad in the Transportation System; (4) Stats and Facts - Hard Facts about Grade Crossing Crash Statistics; (5) Motor Vehicle Laws - Laws Pertaining to Railroad Grade Crossing Situations; (6) Operating Practices - Railroad Operating Practices Defined; (7) Driver Responsibilities - Your Responsibilities as a Driver; (8) Driver Behavior Issues - Understanding the Human Factors Involved; (9) Maintenance - Division of Responsibilities for Maintenance Activities; (10) Active Warning Devices - What They Mean and How They Work; (11) Consolidation & Closure - Crossing Consolidation and Closure Procedures; (12) Politicians and Officials - Role of Authorities in Grade Crossing Safety; (13) Pedestrians and Trespassers - Pedestrian and Trespasser Responsibilities; (14) School Bus Operations - Safe Transportation of Precious Cargo; (15) Hazardous Materials - Safe Transportation of Hazardous Materials; (16) Emergency Vehicles - Safe Routing of Emergency Vehicles; (17) The Younger Years - Safety Education for Kindergarten and Elementary; (18) Generation "Next" - Safety Education for Teens and Preteens; (19) Free at Last - Safety Education for Young Drivers; (20) Adults with Seniority - Safety Education for Older Drivers; (21) Operation Lifesaver - Grade Crossing Safety Program; and (22) Resource List - Contacts for Reporting Grade Crossing Concerns. KW - Adolescents KW - Aged drivers KW - Behavior KW - Children KW - Crash data KW - Drivers KW - Emergency vehicles KW - Hazardous materials KW - Highway safety KW - Laws KW - Maintenance KW - Operating rules KW - Pedestrians KW - Politics KW - Public information programs KW - Railroad grade crossings KW - Safety programs KW - School buses KW - Teenage drivers KW - Traffic safety education KW - Trespassers KW - Warning devices UR - http://ntl.bts.gov/lib/22000/22300/22326/PB99178220.pdf UR - https://trid.trb.org/view/488340 ER - TY - RPRT AN - 00815796 AU - Perrillo, K AU - Federal Highway Administration TI - THE EFFECTIVENESS AND USE OF CONTINUOUS SHOULDER RUMBLE STRIPS PY - 1998/08 SP - 15 p. AB - New York State has had tremendous success in reducing run-off-road crashes since the installation of over 3140 shoulder-kilometers of rumble strips on the New York State Thruway, and an additional 5086 shoulder-kilometers of rumble strips on Interstate highways and parkways. The purpose of this report is to establish the considerations, costs, effects, and benefits of continuous shoulder rumble strips. The research focuses on the northeastern states, including background information from each state in the northeast region that is currently using continuous shoulder rumble strips. KW - Benefits KW - Costs KW - Countermeasures KW - New York (State) KW - Northeastern United States KW - Ran off road crashes KW - Rumble strips UR - http://safety.fhwa.dot.gov/roadway_dept/research/conts_rumble/ UR - https://trid.trb.org/view/690505 ER - TY - RPRT AN - 00806429 AU - Yu, Shaw L AU - Fitch, G Michael AU - Earles, T Andrew AU - Wolfe, D Douglas AU - Virginia Transportation Research Council AU - Virginia Department of Conservation and Recreation AU - Federal Highway Administration TI - CONSTRUCTED WETLANDS FOR NONPOINT SOURCE POLLUTION CONTROL PY - 1998/08 SP - 102 p. AB - This report presents the results of research to evaluate the potential of utilizing mitigated wetlands as stormwater Best Management Practices (BMPs). Results of wetland monitoring, wetland modeling, and geographic information system (GIS) development are presented. Average removal rates as high as 90% for total suspended solids, 65% for chemical oxygen demand, 70% for total phosphorus and orthophosphate, and 50% for zinc were observed at study sites. Despite having stormwater runoff as a primary water source, the monitored sites supported apparently healthy and diverse vegetation and a variety of wildlife. A mathematical model of transport of a pollutant in dissolved and particulate forms in a two-segment, two-state system was developed. The model includes settling, diffusion, adsorption to plant and substrate, and vegetative uptake mechanisms. A GIS was developed to improve management of existing mitigated wetlands and to aid in siting of future mitigation sites. A link between a watershed model and this GIS is also described. The report concludes that mitigated wetlands may be as effective as conventional BMPs at improving the quality and at controlling the quantity of highway storm runoff. KW - Best practices KW - Compensatory wetland mitigation KW - Geographic information systems KW - Mathematical models KW - Monitoring KW - Orthophosphate KW - Oxygen KW - Phosphorus KW - Pollution control KW - Runoff KW - Suspended sediments KW - Vegetation KW - Water quality KW - Wetlands KW - Wildlife KW - Zinc UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/99-r14.pdf UR - https://trid.trb.org/view/672687 ER - TY - RPRT AN - 00800242 AU - Brandt, M AU - Missouri Department of Transportation AU - Federal Highway Administration TI - JOINT LOAD TRANSFER AND SLAB LOSS OF SUPPORT ANALYSIS PY - 1998/08 SP - 109 p. AB - Two portland cement concrete pavement designs are compared and analyzed for differences in their joint load transfer efficiency and slab support. The Falling Weight Deflectometer was used to gather deflection data for both pavements. The center deflections, corner deflections and load transfer efficiency are compared. The NCHRP Project 1-21 Procedure for Void Size Estimation is also followed to estimate loss of support for both pavements. KW - Concrete pavements KW - Deflection KW - Falling weight deflectometers KW - Load transfer KW - Loss of support (Pavements) KW - Pavement joints KW - Slabs KW - Void detection UR - https://library.modot.mo.gov/RDT/reports/Ri95002/RDT98-003_reduced.pdf UR - https://trid.trb.org/view/666423 ER - TY - RPRT AN - 00755094 AU - Morely, K A AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ECONOMETRIC ESTIMATION OF PEAK SPREADING IN THE SEATTLE METROPOLITAN AREA PY - 1998/08 SP - 76 p. AB - Peak spreading is becoming common on urban roadways as existing facilities reach capacity and traffic volumes continue to grow. Being able to accurately model peak spreading behavior is necessary to accurately assess the travel time saving benefits of capital improvement projects, in addition to other reasons. Several types of peak spreading models have been developed in recent years, each with varying levels of success and limitations. This report used historical data and trends to develop a peak spreading model for the Seattle metropolitan area. A two-part model was used in an attempt to develop a stand-alone peak-spreading model. Although this model did not produce the intended results, it serves as an important step in the process. The use of a logit model to predict the peak spreading phenomenon is an innovative approach that deserves additional study. KW - Econometrics KW - Logits KW - Peak periods KW - Peak spreading KW - Regression analysis KW - Seattle (Washington) KW - Transportation planning UR - http://www.wsdot.wa.gov/research/reports/fullreports/459.3.pdf UR - https://trid.trb.org/view/537196 ER - TY - SER AN - 00763090 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - EFFECTS OF A TOWAWAY REPORTING THRESHOLD ON CRASH ANALYSIS PY - 1998/08 SP - 6 p. AB - To combat reduction in resources, many agencies have begun to raise the reporting threshold for traffic crashes. Some agencies no longer report property-damage-only (PDO) crashes, unless the vehicle is not driveable or must be towed from the scene. Other agencies have raised the threshold to require reports only on crashes involving injury. Such changes in reporting thresholds will alter the data set available to users of crash data and may create problems for analysis. In order to determine the effect of moving to a towaway threshold, certain questions must be addressed: What are the implications of using a higher crash reporting threshold? What are we losing? If we analyze an issue, would we conclude anything differently? By raising the threshold, could we extrapolate back to the complete crash picture? There are clearly some differences in the reporting practices of the eight Highway Safety Information System (HSIS) States (California, Illinois, Maine, Michigan, Minnesota, North Carolina, Utah, and Washington) that make it inappropriate to combine data for many types of analyses. The purpose of this paper is to quantify the expected effects on data analysis capabilities if one or more of the HSIS States convert to a towaway-and-above threshold. KW - Crash data KW - Data collection KW - Databases KW - Highway Safety Information System KW - Impact studies KW - Reporting threshold KW - Statistics KW - Traffic crashes UR - http://www.hsisinfo.org//pdf/98-114.pdf UR - https://trid.trb.org/view/500514 ER - TY - RPRT AN - 00770445 AU - Iowa State University, Ames AU - Federal Highway Administration TI - ADVANTAGE I-75 MAINLINE AUTOMATED CLEARANCE SYSTEM FINAL REPORT. APPENDICES 1-5 PY - 1998/08 SP - v.p. AB - These are Appendices 1-5 of the final evaluation reports for the Advantage I-75 Mainline Automated Clearance Systems (MACS) project. The reports evaluated the performance and productivity of weigh stations along the I-75/Highway 401 corridor between Ontario and Florida. The appendices are titled: Appendix I. Copies of Bills of Lading Indicating Loads Used in Fuel Consumption Test; Appendix II. Copy of SAE Fuel Consumption Test Procedure; Appendix III. Copy of Fuel Consumption Test Measurement Form; Appendix IV. Copies of Data Collection Forms Used in Weigh Station Throughput Test; and Appendix V. Copies of Surveys Sent to State Agencies and Motor Carriers for the Jurisdictional Issues Evaluation. KW - Automated clearance KW - Bills of lading KW - Commercial vehicle operations KW - Commercial vehicles KW - Data collection KW - Forms of business or industry KW - Fuel consumption KW - Jurisdictions KW - Loads KW - Measurement KW - Motor carriers KW - Surveys KW - Throughput KW - Trucks KW - Weigh stations UR - http://www.ctre.iastate.edu/Research/i_75/ UR - https://trid.trb.org/view/503760 ER - TY - RPRT AN - 00770444 AU - McCall, B AU - Kroeger, D AU - Kamyab, A AU - Stern, H AU - Iowa State University, Ames AU - Federal Highway Administration TI - ADVANTAGE I-75 MAINLINE AUTOMATED CLEARANCE SYSTEM FINAL REPORT. PART 5: JURISDICTIONAL ISSUES INDIVIDUAL EVALUATION REPORT PY - 1998/08 SP - 28 p. AB - This report is part five of the Advantage I-75 Mainline Automated Clearance Systems (MACS) Project. The purpose of this report is to document the jurisdictional issues encountered in the implementation of electronic screening technologies for commercial vehicle operations in the participant states and provinces. The report also documents whether or not states will continue using MACS or an enhanced version of electronic screening, and motor carriers' reactions to using the MACS version of electronic screening. KW - Automated clearance KW - Commercial vehicle operations KW - Commercial vehicles KW - Electronic clearance at weight stations KW - Jurisdictions KW - Motor carriers KW - Trucks KW - Weigh stations KW - Weight stations UR - http://www.ctre.iastate.edu/reports/i75/5juris.pdf UR - https://trid.trb.org/view/503643 ER - TY - RPRT AN - 00770442 AU - McCall, B AU - Kroeger, D AU - Kamyab, A AU - Stern, H AU - Iowa State University, Ames AU - Federal Highway Administration TI - ADVANTAGE I-75 MAINLINE AUTOMATED CLEARANCE SYSTEM FINAL REPORT. PART 3: WEIGH STATION INDIVIDUAL EVALUATION REPORT PY - 1998/08 SP - 37 p. AB - This document is the third of five evaluation reports for the Advantage I-75 Mainline Automated Clearance Systems (MACS) on the performance and productivity of weigh stations along the I-75/Highway 401 corridor between Ontario and Florida. The vision of the Advantage I-75 program is to incorporate existing technologies into an ITS operational setting that will provide an initial step in the process of adapting the nation's highway systems to accommodate the increased demands placed on it. A field operational test entitled Mainline Automated Clearance Systems (MACS) was designed and implemented for the Advantage I-75 program. The objective of the MACS operational test was to allow transponder-equipped trucks to travel any segment of the entire length of I-75 and Highway 401 at mainline speeds with no more than a single stop at a weigh station. The purpose of this part of the evaluation is to determine if mainline electronic clearance produces significant travel time savings for motor carriers. The data collection procedure used to make this determination was designed by Iowa State University. The prescribed method was to position recorders at the entrance point of the weigh station, at the static scale and at the exit point of the weigh station. The recorders, equipped with stop watches, then recorded the time each truck crossed the specific point. Mainline speeds were also recorded. The difference in time between the commercial vehicle in the weigh station, and one on the mainline was the estimated time savings attributable to being electronically screened on the mainline. KW - Commercial vehicles KW - Corridors KW - Electronic clearance at weigh stations KW - Intelligent transportation systems KW - Mainline electronic clearance KW - Motor carriers KW - Performance KW - Productivity KW - Transponders KW - Travel time KW - Trucks KW - Weigh stations UR - http://www.ctre.iastate.edu/reports/i75/3weigh.pdf UR - https://trid.trb.org/view/503641 ER - TY - RPRT AN - 00770440 AU - McCall, B AU - Kroeger, D AU - Kamyab, A AU - Stern, H AU - Iowa State University, Ames AU - Federal Highway Administration TI - ADVANTAGE I-75 MAINLINE AUTOMATED CLEARANCE SYSTEM FINAL REPORT. PART 1: EXECUTIVE SUMMARY PY - 1998/08 SP - 12 p. AB - The Advantage I-75 Mainline Automated Clearance System Project (MACS) demonstrates and evaluates the feasibility of electronic clearance at weigh stations along the Interstate Highway 75 corridor. The test involves participants from government and industry. Government participants include the states of Michigan, Ohio, Kentucky, Tennessee, Georgia, Florida, the Province of Ontario, Canada, the Federal Highway Administration (FHWA), and Transport Canada. Industry participants include the American Trucking Associations, the National Private Truck Council, the Ontario Trucking Association, state trucking associations along the corridor, and individual motor carriers who travel along the corridor. The Kentucky Transportation Center at the University of Kentucky serves as the project's research and operations center on behalf of the lead state of Kentucky. The Center for Transportation Research and Education (CTRE) at Iowa State University serves as the evaluator of the project. The evaluation consists of four tests to determine the effectiveness of electronic clearance of commercial vehicles at weigh stations. These tests are a fuel consumption test, a weigh station throughput test, a simulation model, and an examination of jurisdictional issues. A report evaluating the Advantage I-75 system prepared by the University of Kentucky, Kentucky Transportation Center with input from CTRE, is submitted separately. The vision of the Advantage I-75 program was to incorporate existing technologies into an Intelligent Transportation System (ITS) operational setting that provides an initial step in the process of adapting the nation's highway system to accommodate the increased demands placed on it. The objective of the Advantage I-75 MACS operational test is to permit transponder-equipped trucks to travel any segment of the I-75 and Highway 401 corridor at mainline speeds while being cleared to bypass the weigh stations along the corridor. KW - Automated clearance KW - Automation KW - Commercial vehicles KW - Electronic clearance at weigh stations KW - Fuel consumption KW - Intelligent transportation systems KW - Jurisdiction KW - Motor carriers KW - Simulation KW - Throughput KW - Transponders KW - Trucks KW - Weigh stations UR - http://www.ctre.iastate.edu/reports/i75/1execsum.pdf UR - https://trid.trb.org/view/503639 ER - TY - RPRT AN - 00770441 AU - McCall, B AU - Kroeger, D AU - Kamyab, A AU - Stern, H AU - Iowa State University, Ames AU - Federal Highway Administration TI - ADVANTAGE I-75 MAINLINE AUTOMATED CLEARANCE SYSTEM FINAL REPORT. PART 2: MOTOR CARRIER FUEL CONSUMPTION INDIVIDUAL EVALUATION REPORT PY - 1998/08 SP - 44 p. AB - With over 600 commercial vehicle inspection stations across the USA and the increasing emphasis on safety inspections for commercial routes, there are numerous occasions on which a commercial vehicle driver faces delays en route. Many of the nation's fixed inspection facilities were constructed 20 to 30 years ago. Consequently, the explosive growth in truck traffic has exceeded the station design specifications at many of these inspection stations. As truck arrivals exceed these stations' operational capacities, queues develop and drivers are delayed. Often, the backups require stations to close to avoid safety risks. The national Intelligent Transportation System (ITS) program is designed to address these safety and productivity concerns along with focusing advanced technology on commercial vehicle operations (CVO). One part of this overarching program is to enhance mainline electronic clearance of CVO at the weigh stations. This report is the second part of the Advantage I-75 Mainline Automated Clearance System evaluation. the purpose of this part of the evaluation is to determine if mainline electronic clearance produces significant fuel savings for motor carriers. The test used to make this determination applied accepted Society of Automotive Engineers' (SAE) guidelines. The prescribed method directed one truck to stay on the mainline and the second truck to enter the weigh station. The second truck would then either stop or slow at the scale, depending on the design of the weigh station. The fuel used by each truck was then precisely measured to determine the fuel used by each vehicle. The difference in fuel used was the estimated savings of fuel attributable to a truck bypassing a weigh station. KW - Automated clearance KW - Commercial vehicle operations KW - Commercial vehicles KW - Electronic clearance at weigh stations KW - Fuel consumption KW - Motor carriers KW - Transponders KW - Trucks KW - Weigh in motion scales KW - Weigh stations UR - http://www.ctre.iastate.edu/reports/i75/2fuel.pdf UR - https://trid.trb.org/view/503640 ER - TY - RPRT AN - 00770443 AU - McCall, B AU - Kamyab, A AU - Kroeger, D AU - Stern, H AU - Iowa State University, Ames AU - Federal Highway Administration TI - ADVANTAGE I-75 MAINLINE AUTOMATED CLEARANCE SYSTEM FINAL REPORT. PART 4: SIMULATION MODELING INDIVIDUAL EVALUATION REPORT PY - 1998/08 SP - 16 p. AB - This is the fourth of five evaluation reports for the Advantage I-75 MACS electronic screening project. The vision of the Advantage I-75 program is to incorporate existing technologies into an ITS operational setting that will provide an initial step in the process of adapting the nation's highway systems to accommodate the increased demands placed on it. A field operational test entitled Mainline Automated Clearance Systems (MACS) was designed and implemented for the then-termed Advantage I-75 MACS program. The objective of the Advantage I-75 MACS operational test was to allow transponder-equipped trucks to travel any segment of the entire length of I-75 and Highway 401 at mainline speeds with no more than a single stop at a weigh station. The purpose of this portion of the evaluation was to develop a reliable computer simulation model to assess the effect that the Advantage I-75 Mainline Clearance Operation Test (MACS) has on weigh station queue length and the number of unauthorized (queue-based) bypasses resulting from weigh station overcrowding. KW - Automated clearance KW - Commercial vehicle operations KW - Commercial vehicles KW - Computer models KW - Corridors KW - Electronic clearance at weigh stations KW - Intelligent transportation systems KW - Length KW - Mainline electronic clearance KW - Mainline speeds KW - Motor carriers KW - Queuing KW - Simulation KW - Transponders KW - Trucks KW - Weigh stations UR - http://www.ctre.iastate.edu/reports/i75/4model.pdf UR - https://trid.trb.org/view/503642 ER - TY - SER AN - 00763096 JO - LTPP TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - UNDERSTANDING TRAFFIC VARIATIONS BY VEHICLE CLASSIFICATIONS PY - 1998/08 SP - 4 p. AB - To provide a better understanding of how short-duration truck volume counts can be used to accurately estimate the key variables needed for design, planning, and operational analyses, the Long-Term Pavement Performance (LTPP) program recently completed a study entitled "Vehicle Volume Distributions by Classification" (FHWA-PL-97-025, June 1997). This TechBrief presents key findings from the study. In summary, it was found that truck volumes vary considerably by time of day, day of week, season, and from location to location. States need to develop mechanisms that can adjust short-duration truck volume counts to account for these changes. These mechanisms must be sensitive to differences in the amount of through-truck traffic on specific roads, as well as differences in trucking patterns that occur as economic activity changes from one region to another. KW - Days KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Periods of the day KW - Seasonal variations KW - Traffic counts KW - Truck traffic KW - Vehicle classification UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/98117/98117.pdf UR - https://trid.trb.org/view/500517 ER - TY - SER AN - 00763095 JO - LTPP TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - WHY DOES LTPP REQUIRE SITE-SPECIFIC TRAFFIC LOADING DATA? PY - 1998/08 SP - 4 p. AB - The purpose of this TechBrief is to discuss one of the Long Term Pavement Performance (LTPP) program's stringent data requirements - site-specific measurements for estimating pavement loadings - and to illustrate the effects of traffic loading data error on LTPP's ability to develop accurate and reliable design equations. This TechBrief is based on two studies: "Vehicle Volume Distributions by Classification" and "Results of an Empirical Analysis of Alternative Data Collection Sampling Plans for Estimating Annual Vehicle Loads at LTPP Test Sites", both by M. Hallenbeck and published in July 1997. KW - Accuracy KW - Data requirements KW - Equations KW - Errors KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Reliability (Statistics) KW - Traffic data KW - Traffic loads UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/98103/98103.pdf UR - https://trid.trb.org/view/500516 ER - TY - RPRT AN - 00763083 AU - Federal Highway Administration TI - LIFE-CYCLE COST ANALYSIS IN PAVEMENT DESIGN: EXECUTIVE SESSION. DEMONSTRATION PROJECT NO. 115 PY - 1998/08 SP - 26 p. AB - This two-day workshop was developed by Federal Highway Administration (FHWA) staff to facilitate the implementation of life-cycle cost analysis (LCCA) in pavement design. This workshop will be of interest to State highway agency personnel responsible for conducting and/or reviewing pavement design LCCAs. The FHWA Office of Engineering, Pavement Division, in cooperation with the Office of Technology Applications, offers LCCA technical support through Demonstration Project No. 115, "Probabilistic LCCA in Pavement Design" (DP-115). This workshop is available free of charge, upon request, to State highway agencies. This publication provides an executive summary of the workshop and the workshop agenda. KW - Demonstration projects KW - Education and training KW - Life cycle costing KW - Pavement design KW - Workshops UR - http://ntl.bts.gov/lib/21000/21200/21206/PB99104358.pdf UR - https://trid.trb.org/view/497120 ER - TY - RPRT AN - 00763081 AU - Federal Highway Administration TI - LIFE-CYCLE COST ANALYSIS IN PAVEMENT DESIGN PARTICIPANT'S NOTEBOOK. DEMONSTRATION PROJECT NO. 115 PY - 1998/08 SP - v.p. AB - This participant's notebook was developed by Federal Highway Administration (FHWA) staff to compliment a 2-day workshop on life cycle cost analysis (LCCA) in pavement design. This workshop will be of interest to State highway agency personnel responsible for conducting and/or reviewing pavement design LCCAs. The FHWA Office of Engineering, Pavement Division, in cooperation with the Office of Technology Applications, offers LCCA technical support through Demonstration Project No. 115, "Probabilistic LCCA in Pavement Design" (DP-115). DP-115 is a free 2-day workshop that demonstrates best practices in performing LCCAs for pavement design. This workshop is available, upon request, to State highway agencies. The participant's notebook is presented in 13 modules and a set of class exercises (with solutions). KW - Demonstration projects KW - Education and training KW - Life cycle costing KW - Pavement design KW - Workshops UR - https://trid.trb.org/view/497837 ER - TY - RPRT AN - 00762993 AU - Bowser, K A AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - GEOSYNTHETIC CLAY LINER PY - 1998/08 SP - 37 p. AB - The alignment of the Milroy bypass (SR0322, Sections B01 & B02) crosses limestone and dolomite formations. Geotechnical investigations during the project design phase identified areas of high potential for sinkhole activity. In July and August, 1997, drainage ditches in the sinkhole prone areas of Section B01 were lined with impermeable geosynthetic clay liners to prevent the infiltration of surface water, a prime cause of sinkhole development. The clay liners are manufactured by placing bentonitic clay between two layers of geotextile that are bonded together. This report evaluates the constructability and performance of this lining method in the prevention of sinkholes within the project drainage system. The study will continue for 18 months after the completion of the installation. KW - Bentonite KW - Construction KW - Ditches KW - Drainage KW - Geosynthetics KW - Geotextiles KW - Linings KW - Performance KW - Prevention KW - Sinkholes UR - http://ntl.bts.gov/lib/21000/21600/21661/PB99130676.pdf UR - https://trid.trb.org/view/497075 ER - TY - RPRT AN - 00760592 AU - Chini, S A AU - Kuo, S-S AU - Duxbury, J P AU - Monteiro, FMBR AU - Mbwambo, W J AU - University of Florida, Gainesville AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - GUIDELINES AND SPECIFICATIONS FOR THE USE OF RECLAIMED AGGREGATES IN PAVEMENT PY - 1998/08 SP - 270 p. AB - The objective of this research study was to evaluate the performance of nine recycled concrete aggregate (RCA) design sections through both theoretical and experimental analyses. Five of these sections were 254 mm (10 in.) thick slabs of concrete pavement with varying percentages of recycled and virgin aggregates. The remaining four sections were composed of an 88.9 mm (3.5 in.) layer of hot mix asphalt (HMA) with a 12.7 mm (0.5 in.) friction wear course, over different thicknesses of RCA base material. Both types of pavements had control sections to which the test data could be compared and contrasted. For the analytical approach, the KENSLABS and KENLAYER computer programs were utilized to determine the stresses in the concrete slabs along with the tensile and compressive strains in the HMA sections. These parameters were then used to estimate the theoretical number of allowable repetitions for failure to occur in the individual sections. Part 1 of this report presents the results of the study of the use of RCA in rigid pavement. It includes a literature review, a review of the use of RCA in the United States, and laboratory test results. Part 2 presents the results of the study of the use of RCA as a base course in flexible pavement. It includes a literature review, a review of the state of concrete recycling in Florida, a look at aggregate properties important for base courses, and a review of international standards and U.S. Department of Transportation standards. Part 3 gives the results of the performance tests, and Part 4 the results of the theoretical analysis. KW - Base course (Pavements) KW - Computer programs KW - Concrete aggregates KW - Concrete pavements KW - Flexible pavements KW - Florida KW - Laboratory tests KW - Literature reviews KW - Performance evaluations KW - Recycled materials KW - Standards KW - Theoretical studies KW - United States UR - https://trid.trb.org/view/496331 ER - TY - CONF AN - 00760875 AU - Clark, J AU - Wyman, M M AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - DATA INTEGRATION BETWEEN MULTIPLE COUNTIES FOR REGIONAL PLANNING AND TRANS-BOUNDARY LINEAR REFERENCING PY - 1998/08 SP - p. 429-432 AB - The document provides information in the following categories: Puget Sound Regional Council (PSRC) membership and population served; PSRC GIS strategy; primary project goals for better transportation data sharing; typical format of a traffic event for a city; and PSRC integration of disparate transportation data. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Geographic information systems KW - Information processing KW - Integrated systems KW - Linear referencing systems KW - Linear systems KW - Metropolitan planning organizations KW - Project management KW - Puget Sound Region KW - Regional planning KW - Traffic distribution UR - https://trid.trb.org/view/498931 ER - TY - CONF AN - 00760873 AU - Bower, S T AU - Harris, B AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - LINEAR REFERENCING IN A DATA WAREHOUSING ENVIRONMENT PY - 1998/08 SP - p. 86-95 AB - The document provides information for the following: Location - the key data integrator; The data warehouse environment; location referencing; linear referencing; event overlay; managing historical data: event data structure;event dissolve; multiple location referencing methods; integration with GIS; and recommendations. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Data storage KW - Geographic information systems KW - Information processing KW - Information systems KW - Integrated systems KW - Linear referencing systems KW - Linear systems KW - Location KW - Location referencing methods KW - Referencing UR - https://trid.trb.org/view/498929 ER - TY - CONF AN - 00760872 AU - Shuller, E AU - Kiel, D AU - Wang, M AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - IMPLEMENTATION OF ENTERPRISE LINEAR REFERENCING SYSTEMS AT THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION: LRS DESIGN AND DATABASE DEVELOPMENT PY - 1998/08 SP - p. 27-34 AB - The following information is provided in this presentation: Task 1: Interviews, data gathering with 4 SPB units; Follow-up interviews on LRS/LRM specifics; Review use of LRM methods; Review other state DOT use of LRS; Review current LRS research; Recommend base LRS integration of secondary LRMs; Report of findings and recommendations; Proof of concept demonstration; Process as blueprint for full LRS implementation. Task 2: LRS proof of concept implementation; Existing database review; Conceptual database design; Database design proof of concept implementation; Data dictionary design; Report. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Databases KW - Geographic information systems KW - Information systems KW - Information technology KW - Linear programming KW - Linear referencing systems KW - Linear systems KW - Location KW - Location referencing methods KW - Referencing UR - https://trid.trb.org/view/498928 ER - TY - RPRT AN - 00760505 AU - Mitretek Systems AU - PB Farradyne, Incorporated AU - Federal Highway Administration TI - DEVELOPING FREEWAY AND INCIDENT MANAGEMENT SYSTEMS USING THE NATIONAL ITS ARCHITECTURE PY - 1998/08 SP - 160 p. AB - This is one of a series of documents providing support for deploying Intelligent Transportation Systems (ITS). This series addresses Traffic Signal Control Systems, Freeway and Incident Management Systems, Transit Management Systems, and Traveler Information Systems. The National ITS Architecture provides a common structure for deploying these systems. An important point of these documents is that you can reap operational benefits while saving staff hours and design costs by using the National ITS Architecture as a deployment guide. This document focuses on freeway and incident management systems, a component of ITS. It aims to provide practical help for the transportation community with deploying freeway and incident management systems in an integrated, multimodal environment using the National ITS Architecture. ITS is the application of management strategies and technologies to increase the efficiency and safety of national, regional, and local surface transportation systems. This document covers the basics of freeway and incident management ITS applications, the role the National ITS Architecture can play in freeway and incident management system project development, the development process for a regional architecture, some challenges faced by transportation management agencies, and some best practices and lessons learned for developing and deploying advanced freeway and incident management systems. The regional architecture will indicate how current and future systems in the region may be integrated to obtain the added benefits available through integration of these systems. KW - Deployment KW - Freeway management systems KW - Incident management KW - Intelligent transportation systems KW - National ITS Architecture KW - Regional planning KW - Systems integration UR - http://www.fhwa.dot.gov/publications/research/operations/its/98032/devfreeway.pdf UR - http://ntl.bts.gov/lib/21000/21200/21207/PB99104366.pdf UR - http://ntl.bts.gov/lib/8000/8700/8782/devfreeway.pdf UR - https://trid.trb.org/view/496252 ER - TY - RPRT AN - 00760448 AU - PALMER, R AU - Petroff, C AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - AN ASSESSMENT OF THE ZERO-RISE ORDINANCE IN KING COUNTY - TECHNICAL REPORT PY - 1998/08 SP - 136 p. AB - Floodplain regulation strives to balance the benefits of reducing flood hazards to human life and property against the costs of limiting encroachment on areas that, under normal conditions, have appeal for many kinds of development. The 1990 enactment of a zero-rise ordinance in King County tightened floodplain regulations enough that agencies responsible for maintaining safe bridges and roadways are now hampered by excessive design and construction costs. Agencies responsible for maintaining transportation safety must now work in a highly restrictive regulatory environment in which bridge replacements and improvements are prohibitively expensive or impossible without variances from one or more regulations. The general purpose of this project was to evaluate the implications of the zero-rise regulation for bridge builders in the King County Roads Division and the Washington State Department of Transportation. The study found the following: (1) Economic trade-off of compliance vs. noncompliance: The results of the impact analysis showed that the potential benefits of maintaining the state's infrastructure by replacing, widening, or building new bridges and roads should be considered when development is restricted within the floodplains. The additional costs for compliance with the zero-rise ordinance would be uniformly much greater than the marginal cost of damages due to additional flooding for the bridges studied. (2) Ability to predict, model, and measure changes: Because of the uncertainties in input parameters, it was not usually possible to predict changes in the water surface elevations to within 0.01 ft (0.003 m). The range of variation for predicted backwater elevations, given realistic levels of uncertainty in inputs, were up to an order of magnitude larger than the 0.01 ft (0.003 m) limit. A steady, one-dimensional hydraulic model, which is an economical and commonly used tool for assessing water surface profiles, was not generally accurate enough to delineate the floodplain to within 0.01 ft (0.003 m). (3) Alternatives to the zero-rise ordinance: An analysis of alternatives to a zero-rise ordinance suggested that, for a limitation law set to a technically enforceable tolerance, exemptions for public structures could be evaluated on the basis of economics. KW - Alternatives analysis KW - Bridges KW - Compliance KW - Costs KW - Design KW - Development KW - Economics KW - Exemption KW - Flood damage KW - Flood plains KW - King County (Washington) KW - Ordinances KW - Prevention KW - Regulations KW - Variances UR - http://www.wsdot.wa.gov/research/reports/fullreports/426.2.pdf UR - http://ntl.bts.gov/lib/21000/21400/21499/PB99121170.pdf UR - https://trid.trb.org/view/496196 ER - TY - CONF AN - 00760753 AU - Walsek, W AU - Kraetzschmar, M AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - MARYLAND'S DEVELOPMENT OF A STATEWIDE GIS FOR HIGHWAY MANAGEMENT PY - 1998/08 SP - p. 195-215 AB - The Maryland State Highway Administration (MSHA) is in the midst of developing and deploying an agency wide Geographic Information System (GIS). The system, when complete, will connect approximately 200 staff members to a common database of MSHA business data and spatial layers. The user community is dispersed across the state at the agency headquarters in Baltimore and 8 remote locations. This paper discusses phases of Maryland GIS project which have progressed to the point where we have contended with important issues, evaluated alternatives and selected courses of action. The paper is written from both the perspective of the agency that will use the GIS and the perspective of the firm that is developing the actual GIS application. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Alternatives analysis KW - Digital communication systems KW - Geographic information systems KW - Implementation KW - Information management KW - Information storage and retrieval systems KW - Mapping KW - System design UR - https://trid.trb.org/view/498836 ER - TY - CONF AN - 00760760 AU - Hobbs, E AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - MN/MODEL: AN ARCHAEOLOGICAL PREDICTIVE MODEL FOR MINNESOTA PY - 1998/08 SP - p. 377-384 AB - Mn/Model is a statewide, GIS-based archaeological predictive model being developed for the Minnesota Development of Transportation (Mn/DOT), with funding from the Federal Highway Administration. The project's goal is to improve efficiency and better conserve cultural resources by providing new information pertinent to transportation and land use planning. The model predicts the probability of finding archaeological sites on the basis of the relationships between known sites and a variety of environmental factors. This paper briefly summarizes the background and context of the project, explains the process of developing the model, presents some of the results to date, and discusses some of the work still to be done. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Archaeological surveying KW - Environmental protection KW - Geographic information systems KW - Land use planning KW - Minnesota KW - Probability KW - Regional analysis UR - https://trid.trb.org/view/498843 ER - TY - CONF AN - 00760756 AU - Cook, P D AU - Foster, D AU - Schuller, E R AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - GEOGRAPHIC INFORMATION SYSTEMS (GIS) IMPLEMENTATION IN THE PHASED ENVIRONMENTAL PROCESS FOR SYSTEMS PLANNING AT THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION (NCDOT) PY - 1998/08 SP - p. 230-253 AB - Many state DOTs are starting to use GIS as a tool to support a range of transportation decision-making processes This case study explores the successful use of this tool as a key part of a new process initiated by NCDOT to improve their approach to integrating environmental issues into the transportation systems planning process. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Decision making KW - Environmental impacts KW - Geographic information systems KW - Implementation KW - Intelligent transportation systems KW - Natural resources KW - North Carolina KW - Social factors KW - Systems analysis KW - Transportation planning UR - https://trid.trb.org/view/498839 ER - TY - CONF AN - 00760757 AU - Pittman, R AU - Tucker, J R AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - GIS BRINGS VALUE TO THE TRANSPORTATION MARKET PY - 1998/08 SP - p. 254-269 AB - Geographic Information Systems (GIS) have become an integral component of the information technology utilized and depended on by the transportation industry. The public is demanding improved service and safety from the transportation agencies serving them and at the same time is unwilling to provide funds through taxes to satisfy these demands. So the agencies are exploring the value that a GIS-T can bring to their organizations in performing their mission under these constraints. GIS-Ts are being effectively utilized to: Provide decision support for making quality decisions on maintaining the transportation infrastructure; design efficient routes for maintenance operations and serving the riders of transit systems; manage traffic and incidents so greater use of the existing infrastructure is achieved while safety is improved; provide current information throughout the infrastructure lifecycle to the entire enterprise; and, develop multi-year improvement plans that take into account existing roadway characteristics and conditions and accident record information. Examples of these uses are presented and discussed in this paper. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Advanced driver information systems KW - Automated highway systems KW - Databases KW - Decision making KW - Decision support systems KW - Geographic information systems KW - Intelligent transportation systems KW - Level of service KW - Passenger information systems KW - Strategic planning UR - https://trid.trb.org/view/498840 ER - TY - CONF AN - 00760765 AU - You, J AU - Kim, T J AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - AN INTEGRATED LAND USE-TRANSPORTATION MODELING SYSTEM WITH GIS: LUTGIS PY - 1998/08 SP - p. 448-461 AB - The main purpose of this paper is to explore a possible integration for the entire transportation modeling procedure - from data inventory to future demand forecasting - by implementing integrated land use and transportation models with a geographic information system (GIS). U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Demand responsive transportation KW - Geographic information systems KW - Integrated systems KW - Land use UR - https://trid.trb.org/view/498848 ER - TY - CONF AN - 00760754 AU - Winters, F AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - INTEGRATION OF GIS WITH A DEPARTMENT-WIDE CAPITAL PROGRAM INFORMATION SYSTEM AT NEW YORK STATE DOT PY - 1998/08 SP - p. 216-217 AB - This paper provides information, through charts, on the following subjects: Capital program background; Information system background; GIS support for information systems; Custom ArcView for interactive placement of project limits, and, ArcView project for viewing, summarizing and querying program data. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Geographic information systems KW - Information processing KW - Information retrieval KW - Information systems KW - New York (State) KW - Program management KW - Project management KW - System design KW - Systems analysis UR - https://trid.trb.org/view/498837 ER - TY - CONF AN - 00760761 AU - Knickmeyer, J W AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - NATIONAL TRANSPORTATION ANALYSIS PLATFORM: PROGRESS AND PROSPECTS PY - 1998/08 SP - p. 285-400 AB - The US Army's Military Traffic Management Command Transportation Engineering Agency (MTMCTEA) is charged with assuring that the military and civil transportation infrastructure is capable of supporting rapid deployment of armed forces which are now predominantly based in the United States, a mission the agency performs by close coordination and cooperation with the Department of Transportation and other Federal agencies. This paper examines the impact of the developments on the NTAP concept, and on the probability of its implementation. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Defense KW - Geographic information systems KW - Infrastructure KW - Military transportation KW - National security UR - https://trid.trb.org/view/498844 ER - TY - CONF AN - 00760763 AU - Souleyrette, R AU - Strauss, T AU - Pawlovich, M AU - Estochen, Brad AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - GIS-ALAS: THE INTEGRATION AND ANALYSIS OF HIGHWAY CRASH DATA IN A GIS ENVIRONMENT PY - 1998/08 SP - p. 411-415 AB - The Center for Transportation Research and Education and the Iowa Department of Transportation are developing a GIS-based Accident Location and Analysis system (GIS-ALAS). This system, an extension of Iowa's DOS-based PC-ALAS, includes the location of all crashes on all roads in the state for the last ten years, about 700,000 records. It provides spatial display, query, and analysis capabilities for users in highway safety, law enforcement, and health services. This paper covers the history and status of GIS-ALAS development and methodologies for data assimilation and system design. Issues covered include software selection, crash data and location, integration of background data and other applications, and distribution/security methods. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Crash data KW - Crash locations KW - Data collection KW - Geographic information systems KW - Highway safety KW - Iowa KW - System design UR - https://trid.trb.org/view/498846 ER - TY - CONF AN - 00760764 AU - Choi, Kunhee AU - Jang, W AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - TRANSIT NETWORK DEVELOPMENT FROM ARC-NODE BASED TOPOLOGICAL HIGHWAY NETWORK VIA SPATIAL ANALYSIS AND DYNAMIC SEGMENTATION PY - 1998/08 SP - p. 433-449 AB - This paper presents research that derives a true to life transit network out of basic highway network, with application of spatial analysis and dynamic segmentation. Using the "near" spatial analysis, the nearest bus stops have been identified as stop nodes, whereas topological relation between nodes and links and a series of line data set has been identified and computed using dynamic segmentations. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Dynamic resistance KW - Geographic information systems KW - Mapping KW - Network analysis (Planning) KW - Topology UR - https://trid.trb.org/view/498847 ER - TY - CONF AN - 00760766 AU - Chen, C AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - CONSIDERATIONS OF SPATIAL/TEMPORAL DATA MODEL DESIGN AND DATA INTEGRATION IN GIS FOR DYNAMIC NETWORK ROUTING PY - 1998/08 SP - p. 462-470 AB - Within the domain of Intelligent Transportation Systems (ITS) research, models devoted to solving dynamic traffic problems are proposed by means of integrating historical data with real time traffic information. Due to the complexity of these models and the strength of spatial analyzing and display capability of GIS, a trend of embedding these algorithms with GIS is emerging. Although GIS has been adopted in many disciplines to solve real world problems successfully, bottlenecks exist because 1) current GIS mainly deals with data that are not sensitive to temporal changes; 2) the need of decomposable data structure in GIS to facilitate processing algorithm to meet the time constraints of dynamic (real-time) routing system, and 3) the need of a consistent location referencing system to integrate spatial data from various sources. This paper discusses these difficulties in details and proposes a conceptual model by integrating GIS with dynamic traffic asignments algorithm(DTA) to resolve this problem. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Communication systems KW - Dynamic traffic assignment KW - Geographic information systems KW - Intelligent transportation systems KW - Onboard navigational aids KW - Real time data processing KW - Route choice UR - https://trid.trb.org/view/498849 ER - TY - CONF AN - 00760755 AU - Bates, C AU - Schwetz, T AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - PAVING THE ROADS TO GIS-T PY - 1998/08 SP - p. 218-229 AB - The Lane Council of Governments (LCOG) has been a leader in the design, implementation and management of Geographic Information Systems (GIS) for over 25 years. Increasing complexity and analytical demands on transportation planning have required LCOG to gain better expertise in applying GIS solutions on transportation planning problems. This paper describes some of the past and current practices and experiences of LCOG's GIS-T efforts. Those efforts have evolved as local, state, and federal demands on transportation planning have required more functionality out of the GIS. This evolution is described to illustrate the problems faced by local transportation and GIS staff to meet these demands. One of the keys to the success of implementing GIS-T at LCOG has been the ability of the transportation planners at LCOG to leverage the work done by the local GIS partner agencies. Building and maintaining a regional GIS for non-transportation activities has provided a direct benefit to the local transportation planning process. The remainder of the paper focuses in the organizational strategies that have kept the GIS in place, and thriving, for over 25 years. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Demand KW - Functional analysis KW - Geographic information systems KW - Implementation KW - Information storage and retrieval systems KW - Intelligent transportation systems KW - Mapping KW - Oregon KW - Organizations KW - Regional planning KW - Transportation operations KW - Transportation planning UR - https://trid.trb.org/view/498838 ER - TY - CONF AN - 00760758 AU - Racca, D P AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - USING GIS TO IDENTIFY MARKETS FOR TRANSIT IN DELAWARE PY - 1998/08 SP - p. 270-291 AB - Traffic congestion is gradually increasing in New Castle County, Delaware. There is growing population and travel demand, and less opportunity to accommodate increased travel by building new roads or expanding existing ones. The Delaware Department of Transportation (DELDOT), with local and regional planning agencies, has begun to examine and initiate a number of strategies to maintain the current level of service. One such a strategy is to increase the number of transit trips by improving transit service and by better marketing. Research was sponsored by the Delaware Transportation Institute to better understand travel demand and to identify opportunities for transit in New Castle County. A premise at the base of the research was that travel time is to many people an insurmountable modal barrier to using the current transit system. Particular focus was placed on investigating opportunities for express service. Door-to-door travel time was considered when evaluating potential new transit routes. This paper briefly describes activities with emphasis on those involving the use of geographic information systems (GIS) and how it was used in the research to support the following objectives; understand and present traffic patterns to investigate markets for transit; examine current transit service relative to estimated travel markets; develop an information system that could quantify the access time of suburban populations to entry points in the transit system for various modes; address travel demand at the tax parcel level or housing unit level and better describe travel demand distributions; estimate the short haul time necessary to reach populations in a local area; and acquire a better understanding of the potential and limitations of transit systems in New Castle County. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Geographic information systems KW - Information systems KW - Level of service KW - Market assessment KW - Market development KW - Population growth KW - Public transit KW - Regional planning KW - Suburbs KW - Traffic congestion KW - Travel demand KW - Travel time UR - https://trid.trb.org/view/498841 ER - TY - CONF AN - 00760759 AU - Cihon, R AU - Carte, M AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - MADOG: AN IMPLEMENTATION OF THE LRS IN A GIS: USING ARVVIEW EXTENSIONS PY - 1998/08 SP - p. 292-307 AB - This paper discusses the implementation of an ArcView application at the Washington State Department of Transportation (WSDOT) for working with the Linear Referencing System (LRS). The MADOG (Mapping, Analysis, and Display Of Geographic information) application and centerline base maps are designed to be distributed through a client/server environment or on a CD to be operated at the person's workstation, desktop, or dashboard. The paper presents three custom ArcView extensions, written as Avenue scripts that were designed to: 1) access base and street centerline maps at several scales; 2) place point and linear "events" over the multiple route systems; and, 3) determine and locate the nearest milepoint value on the centerline map from GPS collected data. Also listed are some unresolved issues involved in the validation procedures and maintenance of an enterprise wide LRS for transportation related GIS applications. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Geographic information systems KW - Global Positioning System KW - Linear systems KW - Maintenance KW - Mapping KW - Routes and routing KW - Validation KW - Washington (State) UR - https://trid.trb.org/view/498842 ER - TY - CONF AN - 00760762 AU - Turner, A E AU - Brackett, D AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - TRI-RAIL'S TRACKING AND INFORMATION SYSTEM: INTEGRATING OPERATIONS AND CUSTOMER INFORMATION SYSTEMS PY - 1998/08 SP - p. 401-410 AB - TrainTrac is a state of the art train tracking and management system that was developed for the Tri-Rail Commuter Rail Authority to help improve many aspects of their system's operation. TrainTrac is an information system that improves Tri-Rail operation by providing consistent and accurate information to the people who need it, in the form they need it, and at the time they need it. Different people within the Tri-Rail system require different types of information that are best presented in differing ways. This paper discusses TrainTrac, the use of GIS, the technical challenges encountered, and finally draws some conclusions. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Customer service KW - Geographic information systems KW - Information systems KW - Integrated systems KW - Rail transit KW - Tracking systems KW - Train operation UR - https://trid.trb.org/view/498845 ER - TY - CONF AN - 00760744 AU - Demers, P AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - FLORIDA DOT'S STANDARDS DEVELOPMENT AND IMPLEMENTATION PY - 1998/08 SP - p. 49-51 AB - The report provides information on: reasons for the development of standards; the development approach; the initial development; refinement and testing; implementation; standards selected; standards development status; and lessons learned. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Development KW - Florida KW - Geographic information systems KW - Implementation KW - Intelligent transportation systems KW - Standards KW - Testing UR - https://trid.trb.org/view/498827 ER - TY - CONF AN - 00760740 AU - Spear, B D AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - A SUMMARY OF STATE DOT GIS ACTIVITIES PY - 1998/08 SP - p. 22-26 AB - The following categories were covered in the paper, in the form of charts: Information sources; DOT sites visited; Stage of development; Program evolution; Location of GIS unit; GIS organizational fit; GIS staff size; Budgets and contracts; GIS software; GIS hardware; Hardware and software; Base map scales; Spatial databases; Core functions; GIS capabilities; GIS functionality; Business functions; ISTEA systems; GIS-T research priorities, and, BTS GIS-T initiatives. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Budgeting KW - Contracts KW - Development KW - Functional analysis KW - Geographic information systems KW - Information processing KW - Information systems KW - Intelligent transportation systems KW - Mapping KW - Personnel KW - Program management KW - Research projects KW - Software KW - State departments of transportation UR - https://trid.trb.org/view/498823 ER - TY - CONF AN - 00760747 AU - Feng, C AU - Wei, H AU - Lee, Jong Jae AU - Wiseman, B AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - GIS IMPLEMENTATION USING EXTENDED HTML TECHNOLOGY PY - 1998/08 SP - p. 96-106 AB - Major GIS software programs can deliver GIS services to the user over the Internet. This capability is based on CGI (Common Gateway Interface) technology, which requires a skilled programmer to operate both the server and the GIS software for successful data transfer. In this paper, a more efficient approach is introduced using extended HTML technology, which integrates GIS into Apache, a popular www server. A GIS user with modest training can use an HTML editor to easily create interactive mapping homepages on this "built-in" wwwGIS server. Public domain software and data sets have been used to implement the prototype system, thus requiring fewer resources. This project successfully demonstrates a new generation of GIS development. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Databases KW - Geographic information systems KW - Implementation KW - Information processing KW - Integrated systems KW - Intelligent transportation systems KW - System design UR - https://trid.trb.org/view/498830 ER - TY - CONF AN - 00760749 AU - Choi, Kunhee AU - Shin, C AU - Park, I AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - AN ESTIMATION OF LINK TRAVEL TIME USING GPS AND GIS PY - 1998/08 SP - p. 121-128 AB - A brief review of travel time measuring practices have been introduced with special emphasis on the link travel time derivation using GPS and GIS database. The major impetus of this research is to use the floating or 'idle' GPS-equipped probes whose original missions are quite specific, for example to be dispatched promptly on demand (using the automatic vehicle location technology), in estimating the link travel times of the network for which the traffic information service is under consideration. The approach used GPS, GIS and the wireless communication. The WGS 84 oriented GPS data have been converted for the Transverse Mercator oriented GIS database. An algorithm based on Oracle query has been developed for link travel time calculation. The proposed algorithm has been tested with actual field data, proving that errors lie within the 10%. Some future research agenda have been also suggested. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Algorithms KW - Automatic vehicle location KW - Geographic information systems KW - Global Positioning System KW - Intelligent transportation systems KW - Travel time UR - https://trid.trb.org/view/498832 ER - TY - CONF AN - 00760738 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - INTEGRATING THE TRANSPORTATION BUSINESS USING GIS. PROCEEDINGS OF THE 1998 GEOGRAPHIC INFORMATION SYSTEMS FOR TRANSPORTATION (GIS-T) SYMPOSIUM PY - 1998/08 SP - 471p AB - The Eleventh Symposium on Geographic Information Systems for Transportation (GIS-T) was held in Salt Lake City, Utah April 20-22, 1998. Thirty-one of the papers presented at the symposium are included in these proceedings. The topics of the papers include: Enterprise architecture; Florida DOT progress; Enterprise integration and data warehousing; GIS use through the Internet; Technical ITS and interoperability; Mobile mapping with GPS; GIS-T applications; Enterprise GIS-T implementation; Benefit cost of GIS-T; Modeling and land use; Successful projects; Interagency cooperation for regional planning; Transportation analysis; and, Temporal considerations. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Conferences KW - Data communications KW - Geographic information systems KW - Global Positioning System KW - Information management KW - Information systems KW - Intelligent transportation systems KW - Land use models KW - Mapping UR - https://trid.trb.org/view/498821 ER - TY - CONF AN - 00760743 AU - Demers, P AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - FDOT'S WORK PROGRAM GIS APPLICATION PY - 1998/08 SP - p. 46-48 AB - The report provides a business perspective for the Florida work program. It describes the work program as a mechanism to determine projects capable of improving, expanding and maintaining the transportation infrastructure through use of available funds. The reasons for the design, development and implementation of a new system are listed; the functional analysis of the system is provided; and the foreseeable benefits are enumerated. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Benefits KW - Development KW - Florida KW - Functional analysis KW - Geographic information systems KW - Information storage and retrieval systems KW - Intelligent transportation systems KW - Program management KW - System design UR - https://trid.trb.org/view/498826 ER - TY - CONF AN - 00760745 AU - O'Packi, P AU - Lewis, S AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - WHAT CAN A SPATIAL DATA WAREHOUSE DO FOR A TRANSPORTATION AGENCY? PY - 1998/08 SP - p. 52-67 AB - A Data Warehouse (DW) is considered to be a place to put all of one's data; a Geographic Information System (GIS) is commonly considered to be "a map making or spatial analysis tool". The goal of this paper is to provide a practical overview of these two unique technologies and their integration within the transportation arena. The view presented is of DW and GIS as processes, rather than mere technologies. The integration of DW and GIS is seen as vital to many DOT system integration efforts. Thus, this paper gives a practical viewpoint of spatial DW from the perspective of the transportation agency. First the paper discusses the ways in which an agency can immediately benefit from implementing a GIS-based DW. Second, the paper describes what is required to successfully implement a GIS DW, from the financial, technical and organizational perspectives. Finally, the long-term practical benefits and the ways in which GIS DW will further facilitate agency integration is discussed. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Data collection KW - Data processing operations KW - Geographic information systems KW - Integrated systems KW - Intelligent transportation systems KW - Linear systems KW - Warehousing UR - https://trid.trb.org/view/498828 ER - TY - CONF AN - 00760748 AU - Xiong, D AU - Gordon, S R AU - Latham, F E AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - SPATIAL DATA INTEGRATION AND INTEROPERABILITY FOR ITS PY - 1998/08 SP - p. 107-120 AB - Map databases and spatial data are part of the information infrastructure in Intelligent Transportation Systems (ITS). In addition, great amounts of data that are collected dynamically in ITS also have a spatial component. To support ITS deployment and operations, spatial data integration and interoperability will be critical because ITS will depend on spatial data integration and interoperability to effectively distribute, integrate and update spatial databases and achieve data access, exchange and communications among distributed system components in real time. In searching for alternatives, this paper will evaluate technologies for interoperability and their utilities for ITS. It will first provide a background on the subject of spatial data interoperability, and identify different types of interoperability in the context of ITS. The purpose is to provide a perspective on the problem that needs to be solved. The paper looks into a set of technologies that have emerged in recent years. These technologies include CORBA, OLE/COM, ODBC, and OGIS. Finally, the paper discusses ways to utilize these existing technologies, and identifies issues that should be targeted for ITS to address. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Data communications KW - Geographic information systems KW - Information dissemination KW - Information management KW - Information storage and retrieval systems KW - Integrated systems KW - Intelligent transportation systems KW - Mapping KW - Technology assessment UR - https://trid.trb.org/view/498831 ER - TY - CONF AN - 00760750 AU - Scarponcini, P AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - INTEGRATING THE TRANSPORTATION FACILITY LIFE CYCLE PY - 1998/08 SP - p. 185-194 AB - Progress has been made over the past decade in horizontal integration of the design phase work flow. The real opportunity exists in the vertical integration across the entire life cycle, including planning, design, construction, operation, maintenance, and retirement of transportation facilities. Automation technology has advanced significantly, making this both technologically possible and affordable. Construction costs have accelerated and budgets have decreased, necessitating a renewed effort in extending the lives of those facilities which already exist. Emphasis on facility management, as precipitated by ISTEA, has encouraged DOTs to better plan their maintenance expenditures. New focus on intermodal systems, safety management, and advanced transportation technologies have increased the demand for information previously soloed in individual divisions. The facility life cycle approach to information integration can help satisfy this need, resulting in more efficient and effective decision making. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Cost control KW - Facilities KW - Geographic information systems KW - Information systems KW - Integrated systems KW - Intelligent transportation systems KW - Intermodal transportation KW - Life cycle analysis KW - Maintenance management KW - Technology assessment UR - https://trid.trb.org/view/498833 ER - TY - CONF AN - 00760739 AU - Gousios, C W AU - Spear, B D AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - THE BTS STATE DOT SITE VISIT PROGRAM: INSIGHTS FROM THE FIRST YEAR PY - 1998/08 SP - p. 1-21 AB - The US Department of Transportation, Bureau of Transportation Statistics (BTS) is conducting an outreach effort focused on state and local government GIS-T issues. As part of this effort, BTS is visiting each of the state departments of transportation (DOTs) to develop an understanding of the nationwide "state of the practice" for GIS-T. The site visit team prepares a summary report based on discussion notes and supplemental material provided by the state DOT. Following a review by the state DOT, the summary report is posted on the BTS Internet site. The State DOT Site Visit Program began in December 1996. By the end of 1997, BTS had visited a total of 13 state DOTs. This report is a synthesis of the findings and presents some preliminary insights from those initial visits. Major topics covered in this report include: organizational structure, staffing, evolutionary development, GIS software and system configuration, core GIS activities, GIS-T applications, and GIS-T research needs. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Geographic information systems KW - Local government KW - Organizations KW - Personnel KW - Research management KW - Software KW - State departments of transportation KW - Structural analysis KW - System design UR - https://trid.trb.org/view/498822 ER - TY - CONF AN - 00760742 AU - Levy, C AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - AN ENTERPRISE TRANSPORTATION ARCHITECTURE FOR OREGON DOT PY - 1998/08 SP - p. 35-45 AB - The report provides information on the following topics: program history; current status; vision for future; the current picture function vs business process; goals; context; the process model; systems and functions; listing of projects; and lessons learned. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Data collection KW - Functional analysis KW - Geographic information systems KW - Intelligent transportation systems KW - Management and organization KW - Management information systems KW - Oregon KW - Organizations KW - Planning and design KW - Project management UR - https://trid.trb.org/view/498825 ER - TY - CONF AN - 00760746 AU - Dubois, R AU - Armentrout, N AU - O'Packi, P AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - TIDE: A GIS-LINKED DATA WAREHOUSING APPROACH FOR BUILDING AN INTEGRATED TRANSPORTATION INFORMATION ENVIRONMENT PY - 1998/08 SP - p. 68-85 AB - The Maine Department of Transportation (Maine DOT) needed a tool to combine data warehouse (DW)and GIS technology to allow easy access to reliable information for system-wide query, analysis and reporting. As with most transportation agencies, Maine DOT is faced with changing needs, challenges, and limited resources. To be more responsive and to provide staff and managers alike with an ideal platform to deliver integrated transportation information to both internal and external customers, Maine DOT has turned to integrating DW and GIS technologies. This paper provides a detailed overview of Maine DOT's Transportation Information for Decision Enhancement (TIDE), a robust GIS-linked DW system. Specifically reviewed and discussed are the inherent technical issues involved in a project of this nature. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Data warehouses KW - Decision making KW - Geographic information systems KW - Information processing KW - Information storage and retrieval systems KW - Integrated systems KW - Intelligent transportation systems KW - Maine KW - Technology assessment UR - https://trid.trb.org/view/498829 ER - TY - RPRT AN - 00759246 AU - Yen, AY-M AU - Fricker, J D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - AN INTEGRATED TRANSPORTATION LAND USE MODELING SYSTEM FOR INDIANA, PART II: IMPLEMENTATION REPORT AND USER'S MANUAL PY - 1998/08 SP - 30 p. AB - The principle objective of this research was to develop an integrated model to represent the interrelationships between land use and transportation, subject to the requirements of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and the Clean Air Act Amendments of 1990 (CAAA). The integrated model includes two major parts: a land-use allocation module and a travel demand module. An interface module has also been built to transform data between these two modules. The land-use allocation module consists of a residential location model, an employment location model, a land use potential model, and a land consumption model. One unique feature of the residential and employment location models is that they simultaneously estimate passenger movement by work-to-home, home-to-shop and work-to-shop trips between zones before entering the travel demand module. Then the TRANPLAN-based travel demand module carries out trip generation and trip distribution stages for estimating home-based school, home-based other, non-home-based, external-internal and external-external trips. The land consumption model, which is significantly different from the LANCON procedure of DRAM/EMPAL, is based on micro-economic theory to simulate the profit-maximizing behavior of housing or landowners over time. The major purpose of the land consumption model is to satisfy the need to reach a balance between demand and supply in the housing market during each time period. The land consumption model is also influenced by Anas's work in CATLAS, which did not deal with employment location, but simultaneously considers housing location and employment location. The integrated model can be used to evaluate land use policies and transportation policies. Tests run for the Lafayette area have demonstrated that the model can be used to quantify positive and negative effects of long range transportation and land use plans. This report, Part II of the final report, is a separate user's guide which describes the FORTRAN programs that make up Indiana Transportation Land Use Modeling System (ITLUMS), the sequence in which the programs must be run, and the format of the input files needed by the ITLUMS programs. KW - Computer models KW - Integrated models KW - Land use KW - Long range planning KW - Manuals KW - Microeconomics KW - Policy analysis KW - Travel demand UR - http://ntl.bts.gov/lib/21000/21100/21153/PB99101602.pdf UR - https://trid.trb.org/view/538830 ER - TY - RPRT AN - 00759245 AU - Yen, AY-M AU - Fricker, J D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - AN INTEGRATED TRANSPORTATION LAND USE MODELING SYSTEM FOR INDIANA, PART I PY - 1998/08 SP - 158 p. AB - The principle objective of this research was to develop an integrated model to represent the interrelationships between land use and transportation, subject to the requirements of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and the Clean Air Act Amendments of 1990 (CAAA). The integrated model includes two major parts: a land-use allocation module and a travel demand module. An interface module has also been built to transform data between these two modules. The land-use allocation module consists of a residential location model, an employment location model, a land use potential model, and a land consumption model. One unique feature of the residential and employment location models is that they simultaneously estimate passenger movement by work-to-home, home-to-shop and work-to-shop trips between zones before entering the travel demand module. Then the TRANPLAN-based travel demand module carries out trip generation and trip distribution stages for estimating home-based school, home-based other, non-home-based, external-internal and external-external trips. The land consumption model, which is significantly different from the LANCON procedure of DRAM/EMPAL, is based on micro-economic theory to simulate the profit-maximizing behavior of housing or landowners over time. The major purpose of the land consumption model is to satisfy the need to reach a balance between demand and supply in the housing market during each time period. The land consumption model is also influenced by Anas's work in CATLAS, which did not deal with employment location, but simultaneously considers housing location and employment location. The integrated model can be used to evaluate land use policies and transportation policies. Tests run for the Lafayette area have demonstrated that the model can be used to quantify positive and negative effects of long range transportation and land use plans. This report, Part I of the final report, is the technical report that describes how the Indiana Transportation Land Use Modeling System (ITLUMS) was developed. KW - Computer models KW - Indiana KW - Integrated models KW - Land use KW - Long range planning KW - Microeconomics KW - Policy analysis KW - Travel demand UR - http://ntl.bts.gov/lib/21000/21100/21154/PB99101610.pdf UR - https://trid.trb.org/view/538829 ER - TY - RPRT AN - 00759247 AU - Zhang, Y AU - Chen, W-F AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - STRENGTH AND DURABILITY OF CONCRETE: EFFECTS OF CEMENT PASTE-AGGREGATE INTERFACES. PART I: THEORETICAL STUDY ON INFLUENCE OF INTERFACIAL TRANSITION ZONE ON PROPERTIES OF CONCRETE MATERIALS PY - 1998/08 SP - 43 p. AB - This research was based on a two-part basic research investigation studying the effects of cement paste-aggregate interfaces (or interfacial transition zones - ITZ) on strength and durability of concrete. Part I dealt with the theoretical study and Part II dealt with the experimental. This report, Part I, the theoretical part, illustrates the effect of ITZ on the concrete properties by assuming its elastic moduli to be varied continuously in the region. A four-phase composite model is employed and three functions are chosen to model the moduli variation in the ITZ. A theoretical solution for an n-layered spherical inclusion model is used to estimate the overall effective moduli of the modified four-phase model. The influence of material and geometric characteristics of the ITZ, as well as that of the aggregate on the overall effective moduli is investigated. The effects of three different moduli variations in ITZ on the overall moduli are compared. Their potential application is discussed. Finally, by comparing the prediction of the proposed models to a set of data on mortar, it is found that the elastic modulus at the interface is about 20-70% lower than that in the bulk paste for portland cement mortar, and 10-40% lower for silica fume mortar. KW - Aggregates KW - Cement paste KW - Concrete KW - Durability KW - Interfaces KW - Mathematical models KW - Modulus of elasticity KW - Strength of materials KW - Theoretical studies UR - http://ntl.bts.gov/lib/21000/21300/21398/PB99115222.pdf UR - https://trid.trb.org/view/538831 ER - TY - RPRT AN - 00759248 AU - Lee, T-FF AU - Cohen, M D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - STRENGTH AND DURABILITY OF CONCRETE: EFFECTS OF CEMENT PASTE-AGGREGATE INTERFACES. PART II: SIGNIFICANCE OF TRANSITION ZONES ON PHYSICAL AND MECHANICAL PROPERTIES OF PORTLAND CEMENT MORTAR PY - 1998/08 SP - 261 p. AB - This research was based on a two-part basic research investigation studying the effects of cement paste-aggregate interfaces (or interfacial transition zones - ITZ) on strength and durability of concrete. Part I dealt with the theoretical study and Part II dealt with the experimental. This report, Part II, the experimental part, illustrates the relationship between the ITZ microstructure and the mechanical properties of the concrete. The mechanical properties studied included the dynamic modulus of elasticity, dynamic shear modulus, logarithmic decrement of damping, flexural tensile strength, and compressive strength. In addition, the effects of changing the water-to-cementitious material ratio by mass, aggregate type, volume fraction of aggregate, and silica fume substitution, on these properties were investigated. A criterion based on water quantity and the specific surface area of aggregate by mass in a mixture was developed to eliminate biased data from the analysis process. This criterion was used to detect mixing and compaction problems that may have resulted in erroneous values of mechanical properties of specimen. In order to realize the compaction condition of the fresh mixture, an index of compaction (called gross porosity) was introduced. The three-phase model of Hashin-Shtrikman bounds was employed, tested, and validated with the experimental data from this research. A modification of this model linked the theory of Hashin-Shtrikman bounds to the results of this research on dynamic moduli of the transition zone. A form of optimal water content is recommended. This optimal water content may be used for a mixture to gain its possibly highest moduli, strengths and density. Thus, the rule of the optimal water content may potentially be applied to optimize the mixture design for conventional and high-strength concrete with consideration of ITZ. KW - Aggregates KW - Cement paste KW - Compressive strength KW - Concrete KW - Durability KW - Experiments KW - Interfaces KW - Mathematical models KW - Mechanical properties KW - Microstructure KW - Mix design KW - Modulus of elasticity KW - Moisture content KW - Optimization KW - Porosity KW - Shear modulus KW - Strength of materials KW - Tensile strength KW - Water cement ratio UR - http://ntl.bts.gov/lib/21000/21300/21399/PB99115230.pdf UR - https://trid.trb.org/view/538832 ER - TY - RPRT AN - 00759179 AU - Hughes, J AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - EVERGREEN RETAINING WALL SYSTEM PY - 1998/08 SP - 44 p. AB - This report summarizes the findings of nearly ten years of evaluating the Evergreen Wall System. The project was located in Engineering District 6-0 on SR 0476, Sections 100 and 300 of the Blue Route in Delaware County. This precast concrete wall system is essentially a bin wall system with an exposed face that must be landscaped. This wall system requires a minimal amount of excavation during placement. The Evergreen Wall System has performed satisfactorily and is recommended for acceptance as an alternative to other approved precast retaining wall systems. KW - Aesthetics KW - Landscaping KW - Pennsylvania KW - Precast concrete KW - Retaining walls KW - Structural design KW - Vegetation UR - http://ntl.bts.gov/lib/5000/5700/5778/evergreen.html UR - https://trid.trb.org/view/538792 ER - TY - RPRT AN - 00759173 AU - Brooks, E W AU - Oregon Department of Transportation AU - Federal Highway Administration TI - CONCRETE BRIDGE DECKS WITH ISOTROPIC REINFORCING: SHORT TERM EVALUATION PY - 1998/08 SP - 38 p. AB - The Oregon Department of Transportation (ODOT) has used traditional truss bar layout for bridge deck reinforcement for many years. Studies by other states found the same performance using an isotropic deck grid steel reinforcement layout. The isotropic system uses less steel, which lowers the cost of the deck and reduces distress caused by rebar corrosion. Three bridges included in this study were built with isotropic reinforced decks. Within two years all the decks had some minor initial cracking. The deck on the Santiam Overflow No. 4 cracked soon after the forms were removed. This cracking could be related to the seismic activity in the area. The other two decks also cracked, but the cracks are very tight and do not appear to be through cracks. The short-term performance is as good as standard deck rebar layouts. KW - Bridge decks KW - Concrete KW - Fracture mechanics KW - Isotropic reinforcement KW - Isotropy KW - Performance evaluations KW - Reinforcement (Engineering) KW - Short term KW - Time duration UR - http://ntl.bts.gov/lib/21000/21400/21418/PB99117079.pdf UR - https://trid.trb.org/view/538786 ER - TY - RPRT AN - 00759168 AU - Placer, J AU - SAGAHYROON, A AU - Northern Arizona University, Flagstaff AU - Arizona Department of Transportation AU - Federal Highway Administration TI - FUZZY VARIABLE SPEED LIMIT DEVICE PROJECT PY - 1998/08 SP - 28 p. AB - The main objective of the Fuzzy Variable Speed Limit Device (FVSLD) Project was to demonstrate that fuzzy logic is well-suited to the design and implementation of a variable speed limit (VSL) system dedicated to speed management on rural highways. This objective was demonstrated through the creation of a real-time fuzzy control system that could continuously display highway speeds that are appropriate to the atmospheric and road surface conditions that exist at any given time at locations of interest. The software that implements the control system was the main product of the project although a micro-controller based hardware prototype of the final fuzzy control system was also created. The geographical area of concern for the project was the I-40 corridor in rural northern Arizona. This corridor passes through a variety of geographic locations that range from desert to mountainous terrain. As a final demonstration, the completed FVSLD Project software was used to remotely display, in real-time at the district headquarters of the Arizona Department of Transportation in Flagstaff, appropriate highway speeds for three target Road Weather Information System (RWIS) sites selected along the I-40 corridor. Information provided by each of these RWIS stations was monitored and an appropriate speed limit for each location was displayed. The sites selected were the RWIS stations located at Riordan, Pine Springs, and Ash Fork. KW - Arizona KW - Fuzzy logic KW - Prototypes KW - Real time control KW - Real time data processing KW - Remote control KW - Road weather information systems KW - Rural highways KW - Software KW - Speed limits KW - Traffic control KW - Traffic speed KW - Weather UR - http://ntl.bts.gov/lib/21000/21400/21421/PB99117145.pdf UR - https://trid.trb.org/view/538781 ER - TY - RPRT AN - 00754918 AU - Dutta, P K AU - U.S. Army Cold Regions Research and Engineering Laboratory AU - Federal Highway Administration TI - INVESTIGATIONS OF PLASTIC COMPOSITE MATERIALS FOR HIGHWAY SAFETY STRUCTURES PY - 1998/08 SP - 85 p. AB - This report presents a basic overview and assessment of different concepts and technologies of using polymer composites in structures generally used for highway safety. The structural systems included a highway barrier guardrail with its posts and blockouts, sign posts, concrete reinforcing rebars, breakaway couplers, and crushable plastic cushions to protect errant drivers from roadside sign and utility posts, and small trees. The composites included fiber reinforced plastics (FRP) in laminated and bar forms, and commercially available recycled and reconstituted structural plastic composites. Commercially available FRP composites, recycled plastic composites, and several conceptual designs and prototype components were assessed and tested. The results showed many potential advantages of using composites in almost all the structures considered, but one-to-one replacement of conventional materials was not always found attractive. For deriving maximum benefits from fiber composites, the basic performance of the given structures should be reassessed and then composites should be designed at the materials level using innovative fiber architecture and appropriate manufacturing technologies that can meet those performance requirements. KW - Barriers KW - Barriers (Roads) KW - Breakaway supports KW - Composite materials KW - Crushable plastic cushions KW - Fiber reinforced plastics KW - Guardrails KW - Highway safety KW - Plastics KW - Polymers KW - Recycled materials KW - Reinforced concrete KW - Reinforcement (Engineering) KW - Reinforcing bars KW - Sign supports KW - Structural materials KW - Structural plastic composites KW - Structures UR - http://ntl.bts.gov/lib/8000/8800/8855/CR98_07.pdf UR - https://trid.trb.org/view/537133 ER - TY - RPRT AN - 00755104 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - HIGHWAY OPERATIONS PY - 1998/08 SP - 424 p. AB - This document replaces the "Texas Highway Operations Manual" which was issued in August 1992. This edition provides a means of implementing the results of research tasks performed as part of this study and completed since the publication of that manual. The "Highway Operations Volume" of the "Traffic Operations Manual" was developed for the Texas Department of Transportation to serve as a Department manual addressing highway operations. The information in this volume covers a wide range of operational issues related to the planning, design, construction, maintenance, and management of highways. Part I of this volume serves as an introduction of the concept of highway operations. Part II addresses operational considerations for project development, design, and scheduled activities. Part III addresses systems management, data collection, operational analysis, incident management, control strategies, information systems, and control centers. Part IV contains the appendices, abbreviations and definitions, annotated bibliography, and index. KW - Data collection KW - Freeways KW - Highway design KW - Highway operations KW - Highway systems KW - Highways KW - Incident management KW - Information systems KW - Management KW - Manuals KW - Operational analysis KW - Operations KW - Streets KW - Systems management KW - Texas KW - Traffic KW - Traffic control KW - Traffic control centers UR - https://trid.trb.org/view/537206 ER - TY - RPRT AN - 00755089 AU - Morley, K AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - MOBILITY PROGRAMMING CRITERIA AND EVALUATION PROCEDURES PY - 1998/08 SP - 133 p. AB - This technical report provides a comprehensive overview of the benefit-cost methodology used by the Washington State Department of Transportation (WSDOT) as part of its prioritization of roadway capacity improvements. This report also reviews WSDOT's entire prioritization process, which has been discussed in other previous reports. This report provides a look into the different types of spreadsheets WSDOT currently uses and details how the benefits and costs are calculated for each type of improvement. It should serve as a reference manual for the benefit-cost calculations of future roadway capacity improvement projects. KW - Benefit cost analysis KW - Highway capacity KW - Improvements KW - Manuals KW - Mobility KW - Ratings KW - Spreadsheets KW - Strategic planning KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/453.1.pdf UR - http://ntl.bts.gov/lib/21000/21000/21017/PB98164817.pdf UR - https://trid.trb.org/view/537191 ER - TY - RPRT AN - 00754978 AU - Federal Highway Administration TI - REDUCING TRAFFIC CONGESTION: USING MARKET PRICES TO ENHANCE MOBILITY PY - 1998/08 SP - 43 p. AB - This is the Department of Transportation's 1997 biennial report on the Congestion Pricing Pilot Program, as required by Section 1012(b) of the Intermodal Surface Transportation Efficiency Act of 1991, P.L. 102-240. The report highlights the significant progress that has been made in implementing pilot tests of congestion pricing and bringing congestion pricing to the attention of transportation planners and policy makers throughout the United States. The report is organized in the following sections: Executive Summary; The High Cost of Idling; What Can Be Done About It?; Projects in Motion; The Role of FHWA's Congestion Pricing Pilot Program; Lessons Learned; and Conclusions and a Look to the Future. KW - Benefits KW - Congestion pricing KW - Congestion Pricing Pilot Program KW - Effectiveness KW - Measures of effectiveness KW - Mitigation KW - Project management KW - Projects KW - Traffic congestion KW - Traffic mitigation KW - U.S. Federal Highway Administration UR - http://ntl.bts.gov/lib/12000/12200/12248/index.html UR - https://trid.trb.org/view/537176 ER - TY - RPRT AN - 00753950 AU - Hag-Elsafi, O AU - New York State Department of Transportation AU - Federal Highway Administration TI - PRECAST PRESTRESSED CONCRETE DOUBLE-T BEAMS FOR SHORT-SPAN BRIDGES PY - 1998/08 SP - 39 p. AB - Short-span bridges, having span lengths from 25 to 60 ft (7.62 to 18.29 m), account for half the publicly owned structures in New York State, which suggests the potential benefits for the State Department of Transportation and others from further economies in construction of bridges in this span range. Two sets of standard sections and details are developed in this report for precast double-T beams for short-span bridges: 1) for use with a non-composite asphalt wearing surface for rapid construction, and 2) for use with a cast-in-place composite deck for enhanced durability. The proposed standards are intended as viable alternatives to voided slabs (the current New York State standard for precast short-span bridges), based on practicality and economic advantages. Details for rapid construction and durability of double-T beam systems used with asphalt wearing surfaces include 1) standard precast prestressed beams, 2) grouted longitudinal shear keys, 3) transverse post-tensioning of the beams through their flanges, 4) precast post-tensioned diaphragms, 5) waterproofing membranes, and 6) fixed and expansion supports. Proposed standards for beams used with cast-in-place decks include 1) standard precast prestressed beams with shallower flanges, 2) cast-in-place post-tensioned diaphragms, and 3) a composite deck made continuous for live load over fixed and expansion supports. It is concluded that 20 to 30% savings in materials may be possible if the proposed beams are used instead of the current voided slabs. KW - Construction management KW - Design standards KW - Double tee beams KW - Durability KW - Economic benefits KW - New York (State) KW - Short span bridges KW - T beams UR - http://ntl.bts.gov/lib/21000/21000/21074/PB98173784.pdf UR - https://trid.trb.org/view/536714 ER - TY - RPRT AN - 00753956 AU - Ozyildirim, C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - FABRICATING AND TESTING LOW-PERMEABILITY CONCRETE FOR TRANSPORTATION STRUCTURES PY - 1998/08 SP - 21 p. AB - Many concrete structures are not providing the expected service life. Repairs are costly, cause inconvenience to motorists, and raise safety concerns. The durability of concrete depends on, among other things, the ability to resist the penetration of harmful solutions, e.g., chlorides. Recently, pozzolanic materials have been widely used to reduce the permeability of concrete. In this study, the permeability of concretes containing portland cement alone or portland cement with a pozzolan (fly ash, silica fume) or a slag was determined by either the rapid permeability test (AASHTO T 277) or the ponding test (AASHTO T 259). Concretes were tested with either test to determine the reduction in permeability with time. Results show that both tests indicate the permeability of concretes. The rapid permeability test is more convenient and relatively faster than the ponding test. Permeability decreases with time, and the addition of pozzolans or slag is very effective in reducing permeability. KW - Chloride content KW - Compressive strength KW - Concrete KW - Concrete tests KW - Durability KW - Effectiveness KW - Fly ash KW - Measures of effectiveness KW - Permeability KW - Silica fume KW - Slag KW - Test procedures KW - Water cement ratio UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/99-r6.pdf UR - http://ntl.bts.gov/lib/21000/21000/21055/PB98169717.pdf UR - https://trid.trb.org/view/536720 ER - TY - RPRT AN - 00753939 AU - Stephens, J E AU - Johnson, D R AU - Wangsmo, M AU - Schillings, P AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - USE OF WARRANTIES ON IN-SERVICE PERFORMANCE FOR ROADWAY CONSTRUCTION PROJECTS PY - 1998/08 SP - 91 p. AB - The objective of this project is to investigate the potential benefits of using in-service warranties on roadway construction projects in Montana. Following this approach to highway contracting, the contract specifications are expressed in terms of the performance of the roadway after it is placed into service, rather than in terms of the construction methods to be used or the final properties to be achieved in building the facility. Perceived benefits of the in-service warranty approach include that a) the contractor is directly motivated to provide a facility that meets the needs of the motoring public (i.e., a smooth, safe roadway) rather than simply to meet prescribed construction standards, and b) competitive market forces will result in the design and construction of innovative and efficient roadway projects. This approach to highway construction contracting differs significantly from the approach currently used in Montana, and thus the results of using this approach are uncertain. This study has been divided into two phases. Phase I consists of a) identifying the critical issues that must be addressed if in-service warranties are to be used, b) reviewing the manner in which these contracts have been implemented in Europe and across the U.S., c) determining current perceptions in Montana regarding these contracts, and d) formulating recommendations for demonstration in-service warranty projects to be awarded in Montana. Phase II of the project involves a) developing a formal in-service warranty contract instrument based on the recommendations from Phase I, b) selecting demonstration projects to be constructed using these contracts, c) monitoring their construction and in-service performance, and d) doing a cost-to-benefit analysis of the projects. Phase I of this study has been completed and the results are presented in this report. Issues that need to be addressed in developing warranty contracts on in-service roadway performance include the aspects of the roadway behavior to be warranted, the duration of the warranty, the payment terms, the bid procedure, etc. Examples of how these issues can be addressed are available from Europe, where the use of in-service warranties appears to be commonplace, and the U.S., where several state departments of transportation have recently researched and awarded demonstration warranty projects. The Montana Department of Transportation and the Montana construction community and bonding agents have a variety of concerns regarding the use of in-service warranties on roadway construction projects. Many of these concerns can only be definitively answered by awarding and studying demonstration warranty projects. The first conclusion of Phase I is that the demonstration projects should be reconstruction jobs, on moderately traveled highways. Second, the projects should be warranted with respect to ride, rutting, cracking, and skid resistance for a period of 5 to 10 years. Contract awards should be based on securing the best technical quality for the lowest price. Finally, a maintenance bond should be required. KW - Benefits KW - Construction projects KW - Demonstration projects KW - Implementation KW - Montana KW - Pavement cracking KW - Pavement performance KW - Recommendations KW - Reconstruction KW - Ride quality KW - Road construction KW - Rutting KW - Skid resistance KW - Warranties KW - Warranty UR - http://ntl.bts.gov/lib/21000/21000/21086/PB98175086.pdf UR - https://trid.trb.org/view/536703 ER - TY - RPRT AN - 00753876 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration AU - National Association of Governors' Highway Safety Representatives TI - MODEL MINIMUM UNIFORM CRASH CRITERIA (MMUCC) PY - 1998/08 SP - 124 p. AB - The National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA) are cooperating with the National Association of Governors' Highway Safety Representatives (NAGHSR) to develop model minimum uniform crash criteria (MMUCC). Development of MMUCC has been structured to obtain maximum input from all sectors of the highway safety community. Over a 20 month period, a straw model was proposed and then revised according to feedback received at meetings, via the Web, email, phone, mail, etc., before producing this final version. MMUCC includes 75 minimum data elements that need to be collected by police at the crash scene and an additional 38 data elements that can be derived (11 data elements) from those that are collected at the scene or obtained by linking (27 data elements) to other data files, e.g., roadway data, injury data, etc. The total 113 data elements represent a "model" data set which can be expanded as necessary to meet a state's specific needs. A study of the feasibility of implementing MMUCC evaluated the data elements collected by the 17 states providing crash data to NHTSA for its State Data System. These 17 states are currently collecting about 60% of the 75 MMUCC data elements needing to be collected by police at the scene. And on average, they collect an additional 28 data elements not included in MMUCC. Implementation of MMUCC will facilitate improved crash data for highway and traffic safety, injury control and public health purposes at the local, state, and federal levels. KW - Crash data KW - Crash reports KW - Data collection KW - Model minimum uniform crash criteria KW - On the scene crash investigation KW - Police KW - Standardization KW - States UR - http://www.nhtsa.dot.gov/people/ncsa/codes/mindata/mmuccaugust98.pdf UR - http://ntl.bts.gov/lib/21000/21000/21070/PB98173537.pdf UR - https://trid.trb.org/view/536692 ER - TY - RPRT AN - 00752104 AU - Bernard, T E AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - HEAT STRESS MANAGEMENT IN FLORIDA DEPARTMENT OF TRANSPORTATION MAINTENANCE ACTIVITIES PY - 1998/07/13 SP - 12 p. AB - Heat stress is a combination of environmental conditions and work demands that is a common hazard in many outside workplaces. The purpose of this project was to characterize the potential heat stress exposures among roadway maintenance personnel in Florida's Department of Transportation and then make recommendations on managing any routine heat stress. Based on an analysis of environments and work demands, the crews could be significantly exposed over large segments of the year. Because of the exposures, general controls are necessary and include training, the implementation of heat stress hygiene practices, medical surveillance and a heat-alert program. During the hotter months, it will be necessary to employ specific controls for crews with moderate or high metabolic rates. While engineering controls should be considered first, administrative controls are useful and include providing discretion over the pace of work, sharing difficult jobs, and rescheduling work to cooler parts of the day. KW - Crash exposure KW - Exposure (Human) KW - Florida KW - Health hazards KW - Hot weather KW - Industrial hygiene KW - Maintenance personnel KW - Medical services KW - Occupational safety KW - State departments of transportation KW - Stress (Physiology) UR - http://ntl.bts.gov/lib/20000/20800/20887/PB98157126.pdf UR - https://trid.trb.org/view/484784 ER - TY - RPRT AN - 00759252 AU - Alleman, J E AU - Clikeman, F M AU - Skronski, T AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - IDENTIFICATION AND QUANTIFICATION OF RADIONUCLIDES IN COAL ASH PY - 1998/07/09 SP - 86 p. AB - One of the important environmental issues raised recently in regard to coal ash reuse for highway construction purposes (e.g., embankment development) is that of worker, and public, exposure to radiation which might possibly be emitted by these types of residuals. Radiation emission is, in fact, a natural phenomenon for most materials, both natural and man-made, but in the case of coal ash residuals the process of combustion produces an inevitable concentration of radionuclides from the original virgin coal. The Indiana Department of Transportation's corresponding environmental concern consequently focuses on the following basic question: does this magnification of radionuclides found within these coal ash residuals cause sufficiently high levels of radiation to impose harmful effects due to exposure? This research project subsequently addressed the associated issue of radiation emission by coal ash residuals generated with the State of Indiana, covering both fly ash and bottom ash materials. Samples were obtained at sixteen different coal-fired power generating facilities within Indiana and subjected to a quantitative analysis of their associated gamma-ray emission levels. After identifying the responsible radionuclides, a conservative approximation was then developed for the worst-case potential occupational exposure with construction employees working on this type of high-volume, coal ash embankment. In turn, these potential emission levels were compared to those of other traditional construction materials and other common sources. The observed results indicated that these coal ash residuals did contain levels of gamma-ray emitters that were, in fact, higher than those of traditional construction materials (i.e., clay, sand, brick, and limestone). However, these levels of gamma-ray emission were not excessively high, and considerably below the limits respectively promulgated for public exposure and occupational exposure by the Environmental Protection Agency (100 mrem/yr for a single man-made source) and the Nuclear Regulatory Commission (5 rem/yr). KW - Bottom ash KW - Embankments KW - Environmental impacts KW - Exposure KW - Fly ash KW - Gamma rays KW - Occupational safety KW - Quantitative analysis KW - Radiation hazards KW - Radioactivity KW - Radionuclides KW - Safety UR - http://dx.doi.org/10.5703/1288284313236 UR - http://ntl.bts.gov/lib/21000/21000/21002/PB98163793.pdf UR - https://trid.trb.org/view/495810 ER - TY - RPRT AN - 00752105 AU - Pinelli, J-P AU - Subramaniam, C AU - Leonard, M AU - Puvvala, J AU - Florida Institute of Technology, Melbourne AU - Florida Department of Transportation AU - Federal Highway Administration TI - STUDY OF BREAK-AWAY SIGN BASE CONNECTIONS PY - 1998/07/09 SP - 131 p. AB - The primary objective of this research was to provide an accurate and reliable method for predicting the tension in the bolts of break-away sign base connections. Among the investigated methods, Belleville spring washers turned out to be the most appropriate device to predict the tension in the bolts. They have the capacity to flatten when subjected to a load and to recover when the load is removed. Moreover, they are calibrated such that for a given deflection, the load can be predicted. The research was divided into three phases. The objective of the first phase was to determine the origin and the adequacy of the current methods and specifications of the bolt installation. The objective of the second phase was to develop a method to measure the bolt force that will enable the correct tension setting in the bolts during installation of the break-away connection. During the second phase of the research, intensive laboratory testing was conducted, the use of Belleville spring washers was selected as the best method to monitor the bolt tensions, the right combination of spring washer was selected for each bolt diameter, and the necessary deflection was determined. That deflection was achieved using filler gages to prevent the bolt from being over-tightened. The objective of the third phase was to investigate the loss of tension in the bolts over time, due to the quasi permanent wind and traffic induced vibrations and temperature effects. New combinations of spring washers, involving a lesser number of washers, were also investigated. During the third phase of this research more intensive work was conducted on the following aspects: 1) alternative combinations of spring washers for bolts of different sizes were investigated; 2) the uncertainties associated with the measuring method were evaluated; and 3) the behavior of the spring washers under wind and traffic induced vibrations and thermal loading were studied. The third phase work concluded that spring washers seem to minimize the loosening of the bolts under vibrations when compared to flat washers. Regarding the behavior of the connection under cyclic temperature changes, no significant differences were detected between spring washers and flat washers. This final report includes detailed descriptions of the entire research work. KW - Bolted connectors KW - Bolts KW - Breakaway supports KW - Deflection KW - Spring washers KW - Temperature KW - Tension KW - Thermal stresses KW - Vibration UR - https://trid.trb.org/view/484785 ER - TY - RPRT AN - 01103186 AU - Williams, Gary AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Implementation of the ProScan System in Oklahoma PY - 1998/07/01 SP - 64p AB - The Oklahoma Department of Transportation (ODOT) conducted a Profilograph Operator's Training and Certification Course in November, 1995. Course excercises included testing one track of a roadway with six different profilographs. The profilographs used consisted of two each of three different types. Differences in results produced by the various instruments indicate that all profilographs to be used on ODOT projects should have their accuracy verified by testing a common track. In the past, controls on Profilograph accuracy have been limited to calibrating the machines to the manufacturer's recommendations. In other exercises, students interpreted copies of the same profilogram manually and with the ProScan Computer Scanner System. Results from manual interpretation were significantly more variable than those from Pro-Scan interpretations. This agrees with comparisons made by others and preliminary work by ODOT. Time required by the students to complete both manual and ProScan interpretations was also recorded. Labor savings due to use of the ProScan System were calculated based on this information. KW - Bridge decks KW - Implementation KW - Oklahoma KW - Profilographs KW - Quality control KW - Roughness KW - Scanners KW - Texture KW - Training UR - http://ntl.bts.gov/lib/21000/21200/21245/PB99107203.pdf UR - https://trid.trb.org/view/860438 ER - TY - RPRT AN - 01586609 AU - Davids, William G AU - Turkiyyah, George M AU - Mahoney, Joe P AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Modeling of Rigid Pavements: Joint Shear Transfer Mechanisms and Finite Element Solutions Strategies PY - 1998/07//Final Report SP - 210p AB - This report documents the modeling strategy and associated verification which permits analysis of multiple portland cement concrete (PCC) plain jointed slabs. Several subbase/soil layers below the slabs and separation of the slab and base layer are considered. Load effects include those associated with both multiple tire and linear temperature gradients. A technique for modeling aggregate interlock shear transfer across PCC pavement joints is developed and verified. The overall development is contained in the computer program EverFE. The computer program uses a graphical user interface which aids its use. KW - Computer models KW - EverFE (Computer program) KW - Finite element method KW - Graphical user interfaces KW - Interlocking aggregates KW - Load transfer KW - Pavement joints KW - Rigid pavements UR - http://www.wsdot.wa.gov/research/reports/fullreports/455.1.pdf UR - https://trid.trb.org/view/1378483 ER - TY - RPRT AN - 01104292 AU - New York State Department of Transportation AU - Federal Highway Administration TI - New York State Ingelligent Transportation System Commercial Vehicle Operations (CVO). Business Plan PY - 1998/07 SP - 33p AB - The purpose of this Business Plan is to describe the major Intelligent Transportation System (ITS) initiatives and projects in the area of Commercial Vehicle Operations (CVO) that have recently been or are planned to be undertaken in New York State by the end of this century. KW - Commercial vehicle operations KW - Commercial vehicles KW - Highway safety KW - Intelligent transportation systems KW - Motor carriers KW - New York (State) KW - Traffic flow KW - Traffic safety KW - Truck lines KW - Truck traffic KW - Trucking UR - http://ntl.bts.gov/lib/16000/16700/16757/PB2000104657.pdf UR - https://trid.trb.org/view/864106 ER - TY - RPRT AN - 00765286 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - OTTAWA-CARLETON TRANSPORTATION COMMISSION: MAKING TRANSIT THE TOP PRIORITY FOR TRANSPORTATION INVESTMENT: OTTAWA, ONTARIO PY - 1998/07 SP - 6 p. AB - The greater Regional Municipality of Ottawa-Carleton (RMOC) has a policy of meeting demands for new growth while guiding development outside of the region's Greenbelt, which, in terms of transportation planning means making transit the number one priority for transportation investment, establishing parking controls, and promoting transit-oriented development. The result of this strategy is the Transitway, a network of express service bus routes that serve the downtown commute as well as interregional trips. The fact that 70% of those arriving in Ottawa's downtown during the rush hour do so by transit proves Transitway a success. KW - Air quality management KW - Bus transit KW - Canada KW - Commuter service KW - Express service KW - Investments KW - Land use planning KW - Livable communities KW - Ontario (Province) KW - Transit oriented development KW - Transportation planning UR - https://trid.trb.org/view/502025 ER - TY - RPRT AN - 00942335 AU - Western Transportation Institute AU - California Department of Transportation AU - Oregon Department of Transportation AU - Federal Highway Administration TI - CALIFORNIA/OREGON ADVANCED TRANSPORTATION SYSTEMS REGIONAL STAKEHOLDER PARTNERSHIP BUSINESS PLAN WORKING PAPER PY - 1998/07 SP - 32 p. AB - The purpose of this working paper is to provide California Oregon Advanced Transportation Systems (COATS) stakeholders a plan by which business decisions may be based and an organizational structure to support those decisions. The COATS Business Plan contains information on the project objectives, management structure and decision making process, "early winner" project selection criteria and stakeholder outreach needs. It should be noted information contained in the Business Plan has been prepared for discussion only, and should act as a catalyst for upcoming Steering Committee meetings. At the upcoming meeting the Steering Committee will act and adopt information contained within this Business Plan. The objective of a business plan and management structure is to provide a framework for policy, process and action among the public and private jurisdictions involved. By establishing a management structure, the interest and involvement of the COATS project members can continue. The organizational structure is arranged to maximize the group's ability to meet its objectives and to minimize bureaucratic impediments, which sometimes result in large groups. KW - Businesses KW - California KW - California/Oregon Advanced Transportation Systems (COATS) KW - Decision making KW - Intelligent transportation systems KW - Intelligent transportation systems programs KW - Management KW - Oregon KW - Organizations KW - Partnerships KW - Planning KW - Regions KW - Stakeholders KW - Strategic planning UR - https://trid.trb.org/view/643083 ER - TY - RPRT AN - 00921766 AU - Ansari, Farhad AU - Luke, A AU - Maher, A AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF FAST-TRACK CONCRETE - 2 PY - 1998/07 SP - 34 p. AB - The project described herein pertains to the development of very high early strength concrete, herein referred to as fast track concrete, for rapid repair of highway pavements. This project is a sequel to an earlier study. The objective of the former project was to develop the base mix design for the fast track concrete, establish in-place field monitoring procedures, and demonstrate the fast track technology in actual field applications. The scope of the earlier project was limited to a single cement brand and type. The objective of the study presented here was to explore the capability of Portland cement types I and III in achieving fast track properties. In doing so the project involved development of fast track concrete with a number of different cement brands currently used in New Jersey. The concrete developed in this project will be employed in full-depth repair of jointed concrete pavement slabs. KW - Concrete KW - High early strength KW - Highways KW - Joints (Engineering) KW - Pavements KW - Portland cement KW - Repairing UR - http://ntl.bts.gov/lib/18000/18600/18602/PB2002100891.pdf UR - https://trid.trb.org/view/706834 ER - TY - RPRT AN - 00824632 AU - Allen, J J AU - de Fortier Smit, A AU - Warren, P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - RECOMMENDATIONS FOR ESTABLISHING THE TEXAS ROADWAY RESEARCH IMPLEMENTATION CENTER PY - 1998/07 SP - 94 p. AB - The overall objective of the Roadway Research Initiative study was to describe an advanced testing capability, one that would speed implementation of the results from traditional computer and laboratory-based research efforts by providing a reusable test bed for evaluating field performance under actual traffic and environmental conditions. A longer-term benefit would result from the development of performance-based models for use in mechanistic pavement design procedures. The report describes the concept of the Roadway Research Implementation Center, including test program goals and objectives. Test-site configuration is illustrated, cost estimates are presented, and the organizational structure is suggested. Finally, immediate steps are recommended for utilizing the 1/3-scale mobile load simulator in the final design of the test center. KW - Accelerated tests KW - Cost estimating KW - Instrumentation KW - Mobile load simulator KW - Organization KW - Pavement performance KW - Pavements KW - Research KW - Test facilities UR - http://www.utexas.edu/research/ctr/pdf_reports/1812_S.pdf UR - http://ntl.bts.gov/lib/18000/18800/18857/PB2002102282.pdf UR - https://trid.trb.org/view/713751 ER - TY - RPRT AN - 00806827 AU - Buth, C E AU - Bligh, R P AU - Menges, W L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - NCHRP REPORT 350 TEST 3-11 OF THE TEXAS TYPE T6 BRIDGE RAIL PY - 1998/07 SP - 50 p. AB - The Texas Type T6 Bridge Rail was developed under a previous Texas Department of Transportation study with the Texas Transportation Institute. The Texas Type T6 was crash tested and evaluated under National Cooperative Highway Research Program (NCHRP) Report 230 guidelines. The two tests performed included one test with a 2041-kg passenger vehicle traveling at 99.0 km/h and 27.5 degrees, and the second was with a 1035-kg passenger vehicle traveling at 93.3 km/h and 14.0 degrees. The bridge rail performed acceptably during these two tests. However, with the adoption of NCHRP Report 350, the bridge rail needed to be reevaluated using the 2000-kg pickup truck. This report presents the details and results of the full-scale crash test on the Texas Type T6 Bridge Rail with the 2000-kg pickup truck traveling at 100 km/h and 25 degrees to evaluate performance at test level three. According to the specifications set for NCHRP Report 350 test designation 3-11, the Texas Type T6 did not perform satisfactorily. Although the bridge rail contained and redirected the vehicle, some of the anchor bolts pulled out allowing posts to be displaced from the bridge deck. The vehicle rolled onto its left side upon exiting the installation and intruded into adjacent traffic lanes. Exit angle at loss of contact was significantly greater than the 60% allowed. KW - Anchor bolts KW - Automobiles KW - Bridge railings KW - Design KW - Impact angle KW - Impact tests KW - NCHRP Report 230 KW - NCHRP Report 350 KW - Performance evaluations KW - Pickup trucks KW - Speed UR - http://ntl.bts.gov/lib/21000/21300/21368/PB99113433.pdf UR - https://trid.trb.org/view/672769 ER - TY - RPRT AN - 00755090 AU - Kahler, T H AU - Quinn, T P AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - JUVENILE AND RESIDENT ADULT SALMONID MOVEMENT AND PASSAGE THROUGH CULVERTS PY - 1998/07 SP - 45 p. AB - An outcome of the Washington State Department of Transportation's Juvenile Fish Passage Workshop on September 24, 1997, was agreement that a literature review was necessary to determine the state of knowledge about juvenile salmonid movement and passage through culverts at road crossings. This report summarizes the findings of the literature review. The conclusion of this literature review is that stream dwelling salmonids are often highly mobile. Upstream movement was observed in nearly all studies that were designed to detect it, and in all species, age classes, and seasons. There are variations in the movement patterns of fish populations both between and within river systems. The role of turbulence in affecting the ability of fish to pass through culverts is poorly understood and deserves further investigation. Countersunk culverts have proved to be better for fish passage than culverts with or without other modifications for fish passage. KW - Baffles KW - Corrugations KW - Corrugations (Defects) KW - Countersunk culverts KW - Culvert hydraulics KW - Culverts KW - Fish ladders KW - Fish passage KW - Guides to the literature KW - Hydraulics KW - Literature reviews KW - Salmon KW - Turbulence KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/457.1.pdf UR - http://ntl.bts.gov/lib/21000/21200/21219/PB99104580.pdf UR - https://trid.trb.org/view/537192 ER - TY - RPRT AN - 00791496 AU - Stuster, J AU - Coffman, Z AU - Warren, D AU - Federal Highway Administration AU - National Highway Traffic Safety Administration AU - Anacapa Sciences, Incorporated TI - SYNTHESIS OF SAFETY RESEARCH RELATED TO SPEED AND SPEED MANAGEMENT PY - 1998/07 SP - v.p. AB - This report presents a synthesis of research findings on the safety effects of speed, speed limits, enforcement, and engineering measures to manage speed. The report is the update of research on speed and speed control that was originally published in 1963 and updated in 1970 by the Highway Users Federation for Safety and Mobility as a chapter in "Traffic Control and Roadway Elements--Their Relationship to Highway Safety." The synthesis was updated again in 1982 by the Federal Highway Administration. A great deal of speed related research has been carried out since that time. This synthesis highlights the results of significant safety research related to speed completed since the last update in 1982. Some of the earlier benchmark studies are summarized where appropriate. The report is a product of the FHWA-NHTSA Speed Management Team. KW - Highway safety KW - Highway traffic control KW - Speed KW - Speed control KW - Speed limits KW - Syntheses KW - Traffic calming KW - Traffic law enforcement UR - http://www.fhwa.dot.gov/publications/research/safety/98154/ UR - http://ntl.bts.gov/DOCS/speedtoc.htm UR - https://trid.trb.org/view/649208 ER - TY - RPRT AN - 00780280 AU - Brown, C S AU - Rice, K J AU - Claassen, V P AU - University of California, Davis AU - California Department of Transportation AU - Federal Highway Administration TI - COMPETITIVE GROWTH CHARACTERISTICS OF NATIVE AND EXOTIC GRASSES PY - 1998/07 SP - 246 p. AB - Experiments were conducted to study the competitive interactions between herbaceous species used in erosion control seedings. Results are reported from an experiment designed to examine the potential suppressive effect of Vulpia myuros (Zorro fescue) on native grasses and resident weeds by testing the effects of varying densities of V. myuros. Because V. myuros significantly reduced the survival and performance of the mixture of perennial grasses and this effect increased with increasing V. myuros seeding density, including this exotic annual in native seeding mixtures is counterproductive. Also investigated was whether species that use resources differently in space and time create more stable plant communities than species with more similar resource use patterns. The results of these experiments suggest that within an herbaceous plant community, species have the potential to partition their resources, which may allow them to co-exist without competitively excluding one another. It was found that mixtures including species with different spatial and temporal resource use patterns utilized soil water more completely and produced greater and more consistent aboveground biomass than mixtures of species with more similar resource use patterns. More species rich mixtures used soil water more completely and produced more aboveground biomass with more stable species composition than less diverse mixtures. To investigate the effects of community resource use patterns and species diversity on invasion by weeds, the success of two weedy species with different phenologies and rooting depths, Bromus hordeaceus (soft chess) and Centaurea solstitialis (yellow starthistle), when planted into established species mixtures, was studied. Invaders performed worst in mixtures that included species with resource use patterns similar to the invader. Also reported are results from a survey of erosion control plantings and relict perennial grass communities. Annual precipitation and geographic location were the environmental variables that best explained the species composition data. Relict perennial grass stands had greater mineralizable and total nitrogen levels, higher perennial grass cover, and lower legume cover than revegetation sites. KW - Competition KW - Erosion control KW - Grasses KW - Native plants KW - Vegetation control KW - Weeds UR - https://trid.trb.org/view/509240 ER - TY - RPRT AN - 00780268 AU - Thomson, T A AU - Lutenegger, A J AU - University of Massachusetts, Amherst AU - Massachusetts Highway Department AU - Federal Highway Administration TI - PASSIVE EARTH PRESSURES IN INTEGRAL BRIDGE ABUTMENTS PY - 1998/07 SP - 154 p. AB - The goal of this project was to determine the magnitude and distribution of passive earth pressures behind rigid, concrete abutments used for integral highway bridges. The project was accomplished by conducting experiments using a prototype-scale bridge abutment. Tests were performed by passive loading after placing backfill behind the abutment. Results of a literature review and initial design of the test wall obtained during Year 1 were previously summarized in Report ISA #6916, Task Order #6. During Year 2, a detailed analysis of factors affecting earth pressure measurement and subsequent earth pressure cell calibration was conducted, the earth pressure cells were calibrated, the prototype-scale abutment was constructed and fitted with all the required instrumentation, and the first series of tests was performed. Results of passive loading tests for a shallow foundation were previously presented in Report ISA #6916, Task Order #7323. This report covers all work completed since the culmination of the Year 2 review along with the findings of the project. During Year 3, passive abutment testing with abutment supported by a deep foundation system was completed. All results were then interpreted to obtain a better understanding of lateral earth pressure distributions for abutments on different foundations, with different wingwall geometries, and for different backfill material. The findings of this report indicate that lateral earth pressures behind integral bridge abutments can be modeled using equations developed based on the results from the passive testing of the prototype abutment. KW - Backfill soils KW - Bridge abutments KW - Deep foundations KW - Earth pressure KW - Equations KW - Jointless bridges KW - Load tests KW - Mathematical models KW - Prototype tests KW - Scale models KW - Shallow foundations KW - Soil structure interaction KW - Wingwalls UR - https://trid.trb.org/view/509227 ER - TY - RPRT AN - 00764790 AU - Thiem, L T AU - Alkhatib, E A AU - Bade, S K AU - Panganamamula, A AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - CHARACTERIZATION OF ROADWAY RUNOFF PRIOR TO TREATMENT PY - 1998/07 SP - 108 p. AB - Proper design of roadway runoff treatment systems requires the knowledge of the pollutants present, peak concentrations, volumetric mass loading and seasonal variations. Three sampling locations in the State of Rhode Island having different Average Daily Traffic (ADT) values, drainage areas and land uses were selected to characterize roadway runoff. A total of six rain storms, including two winter and four non-winter storms were sampled. The collected water samples were analyzed for suspended solids, metals, nutrients, and organic and inorganic chemicals. Both natural (leaf fall) and anthropogenic (application of deicing agents) seasonal characteristics were found to be factors affecting the concentration and loads of calcium, chloride, nitrate, sodium and total organic carbon (TOC). A first flush period during which the contaminants and mass loadings are present in high concentrations was observed at all of the sites for most of the contaminants. The range of ADT values selected for this study did not affect the magnitude of the pollutant concentrations and loads. Land use and seasonal characteristics appeared to have the most impact on the magnitude of mass loadings from roadway runoff. KW - Average daily traffic KW - Calcium KW - Chlorides KW - Inorganic compounds KW - Land use KW - Metals KW - Nitrates KW - Organic compounds KW - Pollutants KW - Rainfall KW - Rhode Island KW - Runoff KW - Samples KW - Seasons KW - Sodium KW - Storms KW - Suspended sediments UR - http://ntl.bts.gov/lib/22000/22000/22023/PB99155350.pdf UR - https://trid.trb.org/view/497694 ER - TY - RPRT AN - 00765284 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - NORTH CENTRAL TEXAS COUNCIL OF GOVERNMENTS OZONE ACTION PROGRAM: DALLAS/FORT WORTH, TEXAS PY - 1998/07 SP - 4 p. AB - The North Texas Clean Air Coalition represents a community-wide effort initiated by the private sector to secure the region's economic future by avoiding sanctions for non-attainment. The Coalition, established in 1993, has grown into a private-public partnership consisting of the North Central Texas Council of Governments, Fort Worth Chamber of Commerse, Greater Dallas Chamber of Commerce, North Texas Commission, Dallas Area Rapid Transit (DART), Denton Special Program Aging Needs (SPAN), and Fort Worth Transportation Authority (The T). The common goal of the members of the Coalition is to increase public awareness of air quality issues and consequently improve air quality in the region. As a result, more people are taking steps toward the use of transportation as a way to improve air quality; transit ridership continues to increase on Ozone Action Days and many of the Coalition's TDM programs are growing. KW - Air quality management KW - Dallas (Texas) KW - Demand responsive transportation KW - Livable communities KW - Ozone KW - Private enterprise KW - Public information programs KW - Public private partnerships UR - https://trid.trb.org/view/502023 ER - TY - RPRT AN - 00765288 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - TRI-COUNTY METROPOLITAN TRANSIT DISTRICT (TRI-MET) LAND USE AND TRANSIT COORDINATION PY - 1998/07 SP - 5 p. AB - The paper examines the land use and transportation coordination efforts by the Tri-County Metropolitan Transit District (Tri-Met) that use transit as a tool to help shape regional growth, prevent urban sprawl, and improve air quality. Discussed are the regional growth plans that have been set up to concentrate future growth into centers and corridors served by transit. Tri-Met has become more than just a transit provider by having six land use planners on its staff and by being an active participant in the development of projects at or near transit stations and other transit facilities. Through these efforts, Portland's transit and land use program has resulted in a 35% increase in transit ridership since 1988 and the creation of a transit based community. KW - Air quality management KW - Economic growth KW - Land use planning KW - Livable communities KW - Portland (Oregon) KW - Regional development KW - Ridership KW - Sustainable development KW - Transit centers KW - Urban sprawl UR - https://trid.trb.org/view/502027 ER - TY - RPRT AN - 00765282 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - PACE VANPOOL INCENTIVE PROGRAM (VIP): CHICAGO, ILLINOIS PY - 1998/07 SP - 10 p. AB - A suburban Chicago public transit agency has adopted a competing travel mode by offering vanpools as one of its own transit services. The Pace Vanpool Incentive Program (VIP) is perhaps the fastest growing public sector program in the country. VIP is operated like a fixed-route service, with features such as route design, fare structure, payment process, and other operating procedures that conform to and reflect the management requirements and systems of a public transit operator. The paper recognizes Pace as an example of how some public transit agencies are successfully adapting to the new realities created by the migration of population and employment from central cities to suburbs. KW - Air quality management KW - Commuter service KW - Commuting KW - Livable communities KW - Paratransit services KW - Public transit KW - Regional transportation KW - Suburbs KW - Vanpools KW - Work trips UR - https://trid.trb.org/view/502021 ER - TY - RPRT AN - 00765283 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - NEW JERSEY TRANSIT WHEELS PROGRAM: NEWARK, NEW JERSEY PY - 1998/07 SP - 4 p. AB - A package of 40 different suburban WHEELS services was initiated in 1994-95 by New Jersey Transit (NJT) to serve the growing suburban commute market. These experimental services were funded through Congestion Mitigation and Air Quality (CMAQ) and they were either completely new routes, often using innovative types of routing and mostly operated with minibuses; or enhancements to existing bus or rail routes, typically providing transit options for commuters later into the evening or on weekends. A total of 23 bus and rail services in three categories are in the process of transitioning from their experimental status to NJT's regular operating budget. The categories are: new suburban employment training services; new reverse commute services; and enhanced Saturday, Sunday, and evening services. KW - Air quality management KW - Demand responsive transportation KW - Livable communities KW - Paratransit services KW - Public transit KW - Reverse commuting KW - Work trips UR - https://trid.trb.org/view/502022 ER - TY - RPRT AN - 00765285 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - NORTH FRONT RANGE TRANSPORTATION AND AIR QUALITY PLANNING COUNCIL: INNOVATIONS IN DEVELOPMENT OF REGIONAL TDM PROGRAM AND PROJECT PRIORITIZATION PROCESS: FORT COLLINS, COLORADO PY - 1998/07 SP - 5 p. AB - The North Front Range Transportation and Air Quality Planning Council (Council) goals contain these new ideas: development and subsequent revision of a regional project prioritization process that emphasizes congestion mitigation, air quality improvement, and multimodalism; and, planning, development, and implementation of a regionally coordinated, locally implemented TDM program that involves local jurisdictions, including cities and public transit operators. The projects are prioritized within the following five project categories: Transit/HOV, Rail, Bike/Pedestrian, Mobility Strategies, and Highway. KW - Air quality management KW - Colorado KW - Congestion management systems KW - Demand responsive transportation KW - Livable communities KW - Multimodal transportation KW - Public private partnerships KW - Regional planning KW - Regional transportation UR - https://trid.trb.org/view/502024 ER - TY - RPRT AN - 00765279 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - BI-STATE DEVELOPMENT AGENCY METROLINK LIGHT RAIL SYSTEM: ST. LOUIS, MISSOURI PY - 1998/07 SP - 9 p. AB - The opening of MetroLink, a new light rail system in St. Louis in 1993 reversed a decades long decline in transit ridership. The system has become one of the country's most successful new light rail systems, and has exceeded projections to carry over 42,000 weekday riders. It has also become a critical component in the regional effort to revive the urban core of St. Louis. To play a significant economic development role required innovative, multifaceted financing arrangements for MetroLink. One of the key factors in the reduction of the overall costs was the use of existing railroad right of way and largely abandoned rail facilities. The paper analyzes the system for both transportation and air quality impacts and includes an analysis of the application of transportation control measure (TCM) emissions methodology. KW - Air quality KW - Air quality management KW - Cost control KW - Economic impacts KW - Emission control systems KW - Light rail transit KW - Livable communities KW - Public transit KW - Regional economics KW - Ridership KW - Urban renewal UR - https://trid.trb.org/view/502018 ER - TY - RPRT AN - 00765281 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - METRO COMMUTER PASS PROGRAM: SEATTLE, WASHINGTON PY - 1998/07 SP - 10 p. AB - The Seattle King County Metro offers several innovative commuter pass programs designed to facilitate travel on public transit as well as to encourage the use of other commute alternatives. The markets targeted include the traditional transit market that purchases monthly passes, as well as riders on other adjacent transit systems and vanpool users. Carpoolers, bicyclists and walkers are also targeted by the program to help reduce traffic congestion and improve air quality. The program offers great flexibility by customizing to meet the varying needs of different employers and other users. As an example, one program is provided to employers with a high-level of transit service while others target employers with limited transit service needs but encourage carpooling and other commute alternatives. As a result of this flexibility, this program is one of the largest of its kind in the country, with more than 100,000 passes in use each month. KW - Air quality management KW - Alternatives analysis KW - Commuter service KW - Commuting KW - Congestion management systems KW - Employee assistance programs KW - Employer sponsored transportation KW - Fare collection KW - Livable communities KW - Seattle (Washington) UR - https://trid.trb.org/view/502020 ER - TY - RPRT AN - 00765280 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - THE BOISE URBAN STAGES (THE BUS): BOISE, IDAHO PY - 1998/07 SP - 10 p. AB - Growing suburbanization and anticipation of continuing changes in the user community, the operators of the small public transit system (THE BUS) in Boise were forced to take a proactive approach to their transportation planning. The paper identifies some of the key initiatives launched which include: the replacement of most of its diesel buses with small and medium sized compressed natural gas (CNG) buses, thus significantly reducing pollutant emissions; initiation of a comprehensive public involvement process by asking citizens and organizations throughout the community to help redesign the transit system; and, entering THE BUS into partnerships with a local university and other major employers to provide "free" service to students and employees, with the cost of these services assumed by the employers. KW - Air quality management KW - Bus transit KW - Compressed natural gas KW - Livable communities KW - Pollution control KW - Public transit KW - Transit buses KW - Urban sprawl KW - Urban transit UR - https://trid.trb.org/view/502019 ER - TY - RPRT AN - 00765287 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - OMNILINK LOCAL TRANSIT SERVICES AND SMART FLEXROUTE INTEGRATED REAL-TIME ENHANCEMENT SYSTEM (SAFIRES) ITS PROJECT PY - 1998/07 SP - 5 p. AB - The Potomac & Rappahannock Transportation Commission (PRTC) OmniLink service in Prince William County, Virginia is an integrated network of community "flexroute" suburban transit service and commuter-oriented rail feeder services that includes express bus, commuter rail and ride-matching services. This service is the subject of an operations test to evaluate an integrated, "smart vehicle" service that includes fixed route, route-deviation, and paratransit modes. Congestion and fiscal relief along with emission reductions are the expected regional transportation and air quality benefits of OmniLink service. KW - Air quality management KW - Commuter service KW - Congestion management systems KW - Express buses KW - Flexroute KW - Integrated systems KW - Intelligent transportation systems KW - Rail transit KW - Ridematching KW - Smart systems KW - Virginia UR - https://trid.trb.org/view/502026 ER - TY - RPRT AN - 00764608 AU - Lee, CSY AU - Fleming, G G AU - Burstein, J AU - Volpe National Transportation Systems Center AU - Computer Sciences Corporation AU - Federal Highway Administration TI - FHWA TRAFFIC NOISE MODEL (REGISTERED TRADEMARK), VERSION 1.0 LOOK-UP TABLES PY - 1998/07 SP - 216 p. AB - In March 1998, the Federal Highway Administration (FHWA) released the FHWA Traffic Noise Model [FHWA TNM (registered trademark)], Version 1.0, a state-of-the-art computer program for highway traffic noise prediction and analysis. Comparisons have shown TNM to agree extremely well with field measured data. To provide analysts with a quick screening tool for evaluating simple highway geometries, the U.S. Department of Transportation, Research and Special Programs Administration, John A. Volpe National Transportation Systems Center, Acoustics Facility, in support of the FHWA, Office of Environment and Planning, has developed a set of look-up tables for TNM. The TNM Look-Up Tables are accompanied by a complementary DOS program entitled, TNMLOOK. This document contains the Look-Up Tables in their entirety, as well as instructions on how to use TNMLOOK. Three companion reports, a User's Guide, a Technical Manual and a data report, respectively, describe the use of TNM, its internal acoustics, and the vehicle noise-emissions data base within TNM. KW - Computer programs KW - Geometric design KW - Highway design KW - Mathematical prediction KW - Noise barriers KW - Tables (Data) KW - Traffic noise UR - https://trid.trb.org/view/497634 ER - TY - RPRT AN - 00763490 AU - National Association of Regional Councils AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - POTENTIAL OF PUBLIC TRANSIT AS A TRANSPORTATION CONTROL MEASURE: CASE STUDIES AND INNOVATIONS PY - 1998/07 SP - 86 p. AB - This report is the final product of the Clean Air Project of the National Association of Regional Councils (NARC). The report documents a nationwide study of transit projects and programs, intended to assess the experience, limitations, and value of public transit as a potential transportation control measure (TCM). Four in-depth case studies and six additional projects featured as innovations in transportation are offered as examples investigating the potential of transit as a TCM. The four case studies analyzed for transportation and air quality impacts are: Bi-State Development Agency MetroLink Light Rail of St. Louis, Missouri; Boise Urban Stages (THE BUS) of Boise, Idaho; Metro Commuter Pass Program of Seattle, Washington; and Pace Vanpool Incentive Program of Chicago, Illinois. These studies and supporting innovations highlight the efforts of ten metropolitan areas and transit agencies which have succeeded in developing and implementing innovative transit strategies that are making positive contributions to regional air quality improvement efforts. Both the case studies and innovations offer insight into the state-of-the-practice and suggest ways to expand the value and effectiveness of transit programs. The study concludes that the real potential of transit as a TCM is viewed not as an isolated strategy, but as part of a package of TCMs and other strategies working together. KW - Air quality KW - Air quality management KW - Case studies KW - Clean Air Act Amendments KW - Control systems KW - Emission control systems KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Metropolitan government KW - Public transit KW - Regional planning KW - State of the art reports KW - Strategic planning UR - https://trid.trb.org/view/497340 ER - TY - RPRT AN - 00763212 AU - Shahrooz, B M AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - BOND CHARACTERISTICS OF OVERLAYS PLACED OVER BRIDGE DECKS SEALED WITH HMWM OR EPOXY PY - 1998/07 SP - 195 p. AB - The reported research examines the bond strength between overlays placed over bridge decks which are sealed with epoxy resin or high molecular weight methacrylate (HMWM) sealers. The study involved field and laboratory experimental testing of cores under direct shear, Strategic Highway Research Program (SHRP) interfacial specimens, beams, and a 1/3-scale bridge subassembly of a typical steel stringer bridge. Micro-silica modified concrete, latex modified concrete, and superplasticized dense concrete overlays were used in this study. The experimental data were complemented with finite element studies. Despite often stark variations in the values of bond strength obtained from different testing methods, the data universally suggest that the use of a sealer at the interface can reduce the available bond strength. The level of the strength reduction depends on the type of sealer, but the bond strength can drop by as much as 50%. Extra surface preparation techniques, such as light sandblasting of the surface after applying the sealer or broadcasting sand over the sealed interface while the sealer is curing, are effective in restoring the bond strength. Sandblasting the HMWM sealed surface, or broadcasting sand [at approximately 100 kg/sq m (20 lb/sq ft)] increases the strengths to 80% and 85%, respectively, of the unsealed surfaces. Fatigue testing and loading well beyond service level loads do not adversely impact the bond strength so long as the sealed surface is treated before the application of the overlay. Test results indicate that bond strength at the overlay-deck interface is not critical when the deck is subjected to negative moments (i.e., those producing tension in the overlay); hence, the deck over piers can be sealed with or without a secondary treatment of the sealed surface. Although the application of sealers lower the available bond strength, finite element analyses of representative bridges show that the maximum computed shear stress is smaller than the lowest strength. Therefore, bridge decks may be sealed if either of the recommended secondary surface preparation techniques is followed to prepare the sealed deck before the application of overlays. KW - Bond strength (Materials) KW - Bridge decks KW - Concrete overlays KW - Epoxy resins KW - Field tests KW - Finite element method KW - High molecular weight methacrylate KW - Laboratory tests KW - Sand blasting KW - Seal coats KW - Sealing compounds KW - Shear stress KW - Surface preparation UR - http://ntl.bts.gov/lib/21000/21700/21778/PB99140865.pdf UR - https://trid.trb.org/view/497239 ER - TY - RPRT AN - 00763079 AU - Banerjee, S AU - FINNEY, A AU - Wentworth, T AU - Bahiradhan, M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF DESIGN METHODOLOGIES FOR SOIL-NAILED WALLS, VOLUME 3: AN EVALUATION OF SOIL-NAILING ANALYSIS PACKAGES PY - 1998/07 SP - 124 p. AB - Comparative evaluations of seven soil nail wall design computer programs are described and analyzed. The performance evaluations of the available programs (SNAIL, NAIL-SOLVER, STARS, NAILM, GOLDNAIL, TALREN, and COLDUIM) were accomplished by conducting a number of example analyses. Ten hypothetical cases and five case studies used in the analyses represented common design scenarios. Also examined were the magnitude and distribution of loads on the nails under normal working conditions. This was accomplished by observing the response of soil nails for a number of walls instrumented with strain gages. From this a general approach for estimating nail loads from strain history data was developed. KW - Case studies KW - Computer programs KW - Design KW - Load transfer KW - Loads KW - Retaining walls KW - Soil nailing UR - http://www.wsdot.wa.gov/research/reports/fullreports/371.3.pdf UR - https://trid.trb.org/view/497117 ER - TY - RPRT AN - 00763078 AU - Banerjee, S AU - FINNEY, A AU - Wentworth, T AU - Bahiradhan, M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF DESIGN METHODOLOGIES FOR SOIL-NAILED WALLS, VOLUME 2: DISTRIBUTION OF AXIAL FORCES IN SOIL NAILS BASED ON INTERPRETATION OF MEASURED STRAINS PY - 1998/07 SP - 161 p. AB - Comparative evaluations of seven soil nail wall design computer programs are described and analyzed. The performance evaluations of the available programs (SNAIL, NAIL-SOLVER, STARS, NAILM, GOLDNAIL, TALREN, and COLDUIM) were accomplished by conducting a number of example analyses. Ten hypothetical cases and five case studies used in the analyses represented common design scenarios. Also examined were the magnitude and distribution of loads on the nails under normal working conditions. This was accomplished by observing the response of soil nails for a number of walls instrumented with strain gages. From this a general approach for estimating nail loads from strain history data was developed. KW - Case studies KW - Computer programs KW - Design KW - Load transfer KW - Loads KW - Retaining walls KW - Soil nailing UR - http://www.wsdot.wa.gov/research/reports/fullreports/371.2.pdf UR - https://trid.trb.org/view/497116 ER - TY - RPRT AN - 00763077 AU - Banerjee, S AU - FINNEY, A AU - Wentworth, T AU - Bahiradhan, M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF DESIGN METHODOLOGIES FOR SOIL-NAILED WALLS, VOLUME 1 PY - 1998/07 SP - 206 p. AB - Comparative evaluations of seven soil nail wall design computer programs are described and analyzed. The performance evaluations of the available programs (SNAIL, NAIL-SOLVER, STARS, NAILM, GOLDNAIL, TALREN, and COLDUIM) were accomplished by conducting a number of example analyses. Ten hypothetical cases and five case studies used in the analyses represented common design scenarios. Also examined were the magnitude and distribution of loads on the nails under normal working conditions. This was accomplished by observing the response of soil nails for a number of walls instrumented with strain gages. From this a general approach for estimating nail loads from strain history data was developed. KW - Case studies KW - Computer programs KW - Design KW - Load transfer KW - Loads KW - Retaining walls KW - Soil nailing UR - http://www.wsdot.wa.gov/research/reports/fullreports/371.1.pdf UR - https://trid.trb.org/view/497115 ER - TY - RPRT AN - 00762959 AU - Turner, S M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - VIDEO ENFORCEMENT FOR HOV LANES: FIELD TEST RESULTS FOR THE I-30 HOV LANE IN DALLAS PY - 1998/07 SP - 52 p. AB - This report documents a study conducted to assess and test promising technologies for High Occupancy Vehicle (HOV) lane enforcement. After a qualitative assessment of video, automatic vehicle identification, and infrared machine vision technologies, the study was suspended because no preferred video technology was available for testing. The study was resumed when a vendor demonstrated promising video technology. The semi-automated high occupancy vehicle enforcement and review (HOVER) system was then developed for an operational test on the East R.L. Thornton (I-30) contraflow HOV lane in Dallas, Texas. The results of the operational test indicated that the HOVER system, in its current state, could support a program that mails HOV information to suspected violators (similar to the HERO program). The study's limited budget prevented several improvements that could improve the capabilities of the HOVER system. With several enhancements to the system (e.g., improved license plate recognition and "whitelist" license plate database, etc.), the HOVER system could be used to perform enforcement screening. Significant enhancements to the system (e.g., high-quality video cameras and additional camera views, improved video signal transmission, improved license plate capture and recognition, etc.) could enable its use for HOV ticket-by-mail programs, although enabling legislation does not currently exist in Texas. The author recommends implementation of these enhancements and further testing to determine future system potential. KW - Automated enforcement KW - Dallas (Texas) KW - Field tests KW - High occupancy vehicle lanes KW - Traffic law enforcement KW - Video cameras KW - Video technology UR - http://ntl.bts.gov/lib/21000/21400/21486/PB99120826.pdf UR - https://trid.trb.org/view/497039 ER - TY - RPRT AN - 00760584 AU - Parker, F AU - Hammons, M AU - HALL, J AU - Auburn University AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF AN AUTOMATED DYNAMIC CONE PENETROMETER FOR EVALUATING SOILS AND PAVEMENT MATERIALS PY - 1998/07 SP - 66 p. AB - The correlation between the resistance to the penetration of cone penetrometers has historically been used to estimate in situ soil and paving material strength. This report reviews the literature related to the use of dynamic cone penetrometers (DCPs) for evaluating soil and paving material strength. Manually driving the penetrometer, recording blows versus penetration, and extracting the device is a somewhat tedious process. Automation of this process means more efficient and cost effective data collection, and the design, fabrication and operation of an automated DCP (ADCP) is described. Demonstration and calibration tests with the ADCP in typical Florida paving materials and subgrade soils were conducted. Analysis of the data from these tests demonstrates that the strength of Florida paving materials and subgrade soils can be readily estimated with data from the ADCP and existing correlations. Additional research to establish relationships between laboratory/design strength parameters and field strength parameters estimated with the ADCP will be required to effectively utilize the ADCP for construction control. KW - Automation KW - Calibration KW - Cone penetrometers KW - Cost effectiveness KW - Demonstration projects KW - Foundation soils KW - Future research KW - Literature reviews KW - Paving materials KW - Strength of materials KW - Subgrade materials UR - http://ntl.bts.gov/lib/21000/21200/21234/PB99106635.pdf UR - https://trid.trb.org/view/496323 ER - TY - RPRT AN - 00760587 AU - Lybas, J M AU - Fagundo, F E AU - Cook, R A AU - Hoffman, V L AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EFFECT OF INTERNAL AND EXTERNAL CONSTRAINTS ON THE SHEAR AND BOND STRENGTH OF PRECAST PRESTRESSED CONCRETE GIRDERS PY - 1998/07 SP - 227 p. AB - In computing the shear strength of prestressed concrete girders, the AASHTO Bridge Design Specification includes the lack of full effective prestress in the transfer zones adjacent to the ends of the girder. In comparison with earlier design specifications, this results in reduced computed contribution of concrete to the shear strength of the girder in these regions, and a greater computed weight of transverse reinforcement. This is in contrast to the fact that shear failure of prestressed concrete girders has not been a problem in Florida. One possible way to reduce the computed required weight of transverse reinforcement would be to reduce the transfer length. With this in mind, a series of 12 scale model pretensioned test girders were fabricated and loaded to failure in the structural laboratory. All girders were identical, except that in an attempt to reduce transfer length, the test girders incorporated various anchorage devices at the ends of the prestressing strand. Devices were either cast into the girder above the support, or placed externally, bearing against the end of the girder, and included spring loaded chucks, plain chucks with and without bearing plates, steel twists wound around the strand, epoxy-filled tubes, and sizeable bearing plates with chuck-type wedges. Girders were loaded to failure under a concentrated load, placed so as to induce a strut and tie failure mechanism at the end regions of the girders. Transverse reinforcement was omitted between the load and the support, providing a measure of the contribution of the concrete to the shear strength of the girder. Internally placed devices had little effect on either the measured transfer length or the shear strength of the girders. However, improved transfer length and higher shear strengths, along with improved load-deflection ductility were achieved when spring loaded chucks were placed externally, bearing against the ends of the test girders, and 3 ft (915 mm) to 6 ft (1829 mm) of strand adjacent to ends of the girder were debonded from the concrete by enclosing them in steel sleeves. KW - Anchorages KW - Ductility KW - Girders KW - Load tests KW - Prestressed concrete KW - Prestressing strands KW - Scale models KW - Shear strength KW - Transfer length KW - Transverse reinforcement KW - Weight UR - https://trid.trb.org/view/496326 ER - TY - RPRT AN - 00760579 AU - Kwan, B W AU - Tung, L J AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - ELECTRONIC HANDBOOK ON COMMUNICATIONS FOR TRAFFIC CONTROL AND ITS APPLICATIONS [PC-BASED VISUAL AND INTERACTIVE HANDBOOK FOR ITS (IVHS) COMMUNICATIONS FUNCTIONS] PY - 1998/07 SP - 245 p. AB - A comprehensive reference handbook is developed to treat communications topics that are relevant to traffic control operations, freeway management, and intelligent transportation systems (ITS) development. The subjects include basic communication principles, the requirements of communication systems for traffic control, communications technologies for traffic control systems, and the selection of communications architectures and technologies. An electronic version of the handbook is implemented as an HTML document. This allows the user to read and interact with the handbook using an Internet browser, such as the Netscape Communicator and the Microsoft Explorer. In particular, on-line calculators are implemented using the Java programming language and integrated with the electronic handbook. The calculations pertain to (1) communication bandwidth requirements for traffic control operations, (2) transmission line parameters, and (3) antenna parameters. KW - Antennas KW - Bandwidth (Traffic signals) KW - Communication systems KW - Communications KW - Communications architectures KW - Freeway management systems KW - Handbooks KW - Intelligent transportation systems KW - On-line calculators KW - Technology KW - Traffic control KW - Transmission lines KW - Wireless communication systems UR - https://trid.trb.org/view/496319 ER - TY - RPRT AN - 00760581 AU - Kunnath, S K AU - Chopra, M B AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - INFLUENCE OF MODELING PARAMETERS ON THE DYNAMIC RESPONSE OF CONCRETE BRIDGES PY - 1998/07 SP - 85 p. AB - A detailed parametric study of the effects of changes in superstructure flexibility on the dynamic behavior of bridge superstructures was initiated in Phase I of this project. The study was aimed at carrying out a systematic investigation of the effects of the following parameters on the dynamic characteristics of typical bridges designed by AASHTO (1989) and AASHTO-LRFD (1994): (1) increased girder spacing; (2) increased span length; and (3) type of girder (I-girder or CIP box-girders). Phase I studies indicated that dynamic characteristics of bridges were generally unaffected by changes in the design provision of the new LRFD code. However, the range of parameters considered were not broad enough to make definitive conclusions. Also, the assumption of simple supports at the abutments needed further investigation. Consequently, one of the objectives in this phase of the study was to monitor potential changes in dynamic response due to changes in boundary conditions. It was considered important to investigate these effects and arrive at realistic models of the superstructure-substructure interface. Additionally, further enhancement of the preliminary deck and vehicle-structure interaction models was also needed to improve the predicted response of the bridge beyond the Phase I results and findings. In the first quarter of this phase of the project, a detailed literature survey was undertaken to gain a better understanding of the state of the art in finite element analysis and dynamic behavior of prestressed concrete bridges. In the second quarter, most of the effort was directed towards identifying the appropriate models of the structure and vehicle in addition to carrying out several analyses of different parameters to investigate the dynamic response of typical I-girder and box-girder bridges. Some of the models and results presented in this report were also summarized in Phase I. However, the information presented in this report contains a great deal of additional and new material. In the final two quarters of the project, the investigation was extended to a study of distribution factors for typical I-girder and box-girder bridges. Finally, a spring abutment model was developed to study the effects of varying the stiffness characteristics of the deck-abutment interface. A detailed summary of results and research findings are presented in this report. KW - American Association of State Highway and Transportation Officials KW - Boundary conditions KW - Box girders KW - Bridge spans KW - Bridge substructures KW - Bridge superstructures KW - Concrete bridges KW - Distribution factors KW - Dynamic response KW - Finite element method KW - Girders KW - I girders KW - Interfaces KW - Literature reviews KW - Load and resistance factor design KW - Mathematical models KW - Spacing KW - Vehicle structure interaction UR - https://trid.trb.org/view/496321 ER - TY - RPRT AN - 00761233 AU - Koltun, G F AU - Sherwood, J M AU - U.S. Geological Survey AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FACTORS RELATED TO THE JOINT PROBABILITY OF FLOODING ON PAIRED STREAMS PY - 1998/07 SP - 32 p. AB - Factors related to the joint probability of flooding on paired streams were investigated. Stream pairs were considered to have flooded jointly at the design-year flood threshold (corresponding to the 2-, 10-, 25-, or 50-year instantaneous peak streamflow) if peak streamflows at both streams in the pair were observed or predicted to have equalled or exceeded the threshold on a given calendar day. Daily mean streamflow data were used as a surrogate for instantaneous peak streamflow data to determine which flood thresholds were equalled or exceeded on any given day. Instantaneous peak streamflow data, when available, were used preferentially to assess flood-threshold exceedance. Observed joint probabilities of flooding were computed as the ratios of the number of days when streamflows at both streams concurrently equalled or exceeded their flood thresholds (events) to the number of days where streamflows at either stream equalled or exceeded its flood threshold (trials). Logistic regression equations for estimating the joint probability of flooding at the 2-year flood threshold were developed based on event-trial ratio and basin characteristic data. Distance drainage area centroids, the ratio of the smaller to larger drainage area, mean drainage area, and the centroid angle adjusted 30 degrees were the characteristics most closely associated with the joint probability of flooding on paried streams in Ohio. In general, the joint probability of flooding decreased with an increase in centroid distance and increased with increases in drainage area ratio, mean drainage area, and centroid angle adjusted 30 degrees. Contingency tables were constructed and analyzed to provide information about the bivariate distribution of floods on paired streams. KW - Drainage KW - Floods KW - Probability KW - Regression analysis KW - Streams UR - http://oh.water.usgs.gov/reports/wrir/wrir.98-4238.pdf UR - http://ntl.bts.gov/lib/21000/21500/21528/PB99123416.pdf UR - https://trid.trb.org/view/496580 ER - TY - RPRT AN - 00759568 AU - Salwin, A E AU - Mitretek Systems AU - Federal Highway Administration TI - THE ROAD TO SUCCESSFUL ITS SOFTWARE ACQUISITION. VOLUME I: OVERVIEW AND THEMES PY - 1998/07 SP - 68 p. AB - This document assembles best practices and presents practical advice on how to acquire the software components of Intelligent Transportation Systems (ITS). The document presents a series of themes that serve as guiding principles for building a successful acquisition. Included are people themes of collaboration, team building, open communications, and active customer involvement. Software acquisition activities are presented. Among the activities covered are building a team, developing requirements, making build/buy decisions, resolving the intellectual property rights, acceptance testing, and project and risk management. KW - Intelligent transportation systems KW - Management and organization KW - Personnel development KW - Personnel management KW - Procurement KW - Project management KW - Software UR - http://ntl.bts.gov/lib/21000/21200/21254/PB99107427.pdf UR - https://trid.trb.org/view/495962 ER - TY - RPRT AN - 00759567 AU - Salwin, A E AU - Mitretek Systems AU - Federal Highway Administration TI - THE ROAD TO SUCCESSFUL ITS SOFTWARE ACQUISITION. VOLUME II: SOFTWARE ACQUISITION PROCESS REFERENCE GUIDE PY - 1998/07 SP - 224 p. AB - This document assembles best practices and presents practical advice on how to acquire the software components of Intelligent Transportation Systems (ITS). The intended audience is the "customers" - the project leaders, technical contract managers, decision makers, and consultants - who are responsible for one or more its systems. The document presents a series of themes that serve as guiding principles for building a successful acquisition. Included are people themes of collaboration, team building, open communications, and active customer involvement, which have been likened to partnering, management themes of flexibility. Software acquisition activities that build upon these themes are presented. Among the activities covered are building a team, developing requirements, making build.buy decisions, resolving the intellectual property rights, acceptance testing, and project and risk management. KW - Intelligent transportation systems KW - Management and organization KW - Procurement KW - Software UR - http://www.fhwa.dot.gov/publications/research/operations/its/98036/rdsuccessvol2.pdf UR - http://ntl.bts.gov/lib/11000/11500/11508/rdsuccessvol2.pdf UR - http://ntl.bts.gov/lib/21000/21400/21417/PB99117061.pdf UR - https://trid.trb.org/view/495961 ER - TY - RPRT AN - 00759569 AU - Mitretek Systems AU - Federal Highway Administration TI - THE ROAD TO SUCCESSFUL ITS SOFTWARE ACQUISITION. EXECUTIVE SUMMARY PY - 1998/07 SP - 11 p. AB - This document presents best practices and practical advice on how to acquire the software components of Intelligent Transportation Systems (ITS). The executive summary briefly describes the themes and activities developed during the project development. KW - Intelligent transportation systems KW - ITS program technologies KW - Procurement KW - Software UR - http://ntl.bts.gov/lib/21000/21400/21416/PB99117053.pdf UR - http://ntl.bts.gov/lib/8000/8700/8727/rdsuccesses.pdf UR - https://trid.trb.org/view/495963 ER - TY - RPRT AN - 00759185 AU - Yu, S L AU - Fassman, E A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - HYDROLOGIC BUDGET FOR A WETLAND SYSTEM PY - 1998/07 SP - 31 p. AB - An important functional indicator of the success of a constructed wetland as a replacement for a natural system is the hydrology of a site and whether it is adequate to support wetland vegetation and habitats. For constructed wetlands with potentially limiting hydrologic conditions, such as sites that rely on stormwater runoff as the primary source of water, particular attention to water loss through evapotranspiration (ET) is necessary in determining the water balance. The literature reveals a variety of techniques used to calculate ET and demonstrates the difficulty in estimating ET. Of the methods presented in this report, three empirical relationships were applied to the water balance of a stormwater-supported mitigated wetland. The results were compared to those given by direct measurement. Empirical estimation of wetland ET revealed that the Penman method most closely reflected actual wetland ET, the Thornthwaite method predicted water loss at a rate significantly less than the actual rate, and restrictions of the Class A pan evaporation method rendered the method inappropriate for the given conditions. The accuracy of any empirical estimator to reflect ET rates may improve from on-site data collection of climate parameters. KW - Accuracy KW - Alternatives analysis KW - Climate KW - Constructed wetlands KW - Data collection KW - Drainage KW - Empirical methods KW - Estimating KW - Estimation theory KW - Evapotranspiration KW - Hydrology KW - Measurement KW - Runoff KW - Water consumption KW - Water requirements KW - Wetlands UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/98-r35.pdf UR - http://ntl.bts.gov/lib/21000/21000/21075/PB98173875.pdf UR - https://trid.trb.org/view/538798 ER - TY - RPRT AN - 00759180 AU - Milnes, K AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - GEOSYNTHETIC CLAY LINER PY - 1998/07 SP - 29 p. AB - This report summarizes the performance of Geosynthetic Clay Liner for sinkhole mitigation on SR 3040-01 in Berks County, Pennsylvania. Geosynthetic Clay Liner is a composite material made from bentonite clay sandwiched between woven and nonwoven geotextile. This material was placed where a recurring sinkhole had appeared. The sinkhole has not reappeared since the Geosynthetic Clay Liner was placed. The Geosynthetic Clay Liner placed on this project was Bentomat ST clay liner supplied by the Colloid Environment Technologies Company (CETCO). KW - Bentonite KW - Geosynthetics KW - Geotextiles KW - Mitigation KW - Performance evaluations KW - Sinkholes KW - Traffic mitigation UR - http://ntl.bts.gov/lib/21000/21200/21288/PB99109712.pdf UR - https://trid.trb.org/view/538793 ER - TY - RPRT AN - 00759163 AU - Tabler, R D AU - Tabler and Associates AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - IMPROVING THE WYOMING ROAD WEATHER INFORMATION SYSTEM PY - 1998/07 SP - 93 p. AB - A two-year study of the Wyoming Road Weather Information System (RWIS) indicated that the system will facilitate and improve maintenance operations and enhance the safety and convenience of highway travel if certain critical improvements are made. Without these improvements, benefits will be marginal and continued operation may not be cost effective. Areas identified for improvement include: 1) upgrading the radio communications system; 2) integrating the two systems presently in use (SSI and Vaisala); 3) upgrading software to improve data displays and simplify use; 4) adding supplementary weather information such as Nexrad radar, satellite images, and weather maps; 5) making RWIS data and weather information directly available in every maintenance shop, preferably via satellite communications such as that available from the Data Transmission Network (DTN); 6) installing additional roadside weather stations; 7) improving site selection procedures; and 8) providing additional training. Other recommendations included improving forecasting services, conducting research to determine visibility sensors suitable for blowing snow conditions, archiving data, and assigning personnel dedicated to managing and maintaining the RWIS. KW - Availability KW - Data storage KW - Improvements KW - Information systems KW - Location KW - Management KW - Modernization KW - Research KW - Satellite communication KW - Supply KW - Training KW - Weather KW - Weather forecasting KW - Weather stations KW - Wyoming UR - http://ntl.bts.gov/lib/21000/21400/21461/PB99119141.pdf UR - https://trid.trb.org/view/538776 ER - TY - RPRT AN - 00756440 AU - Zareanm, M AU - Buergler, B AU - Sajovec, J AU - Burkhardt, J AU - Schweiger, Carol L AU - TransCore/SAIC AU - Federal Highway Administration TI - RURAL PUBLIC TRANSPORTATION TECHNOLOGIES: USER NEEDS AND APPLICATIONS. EXECUTIVE SUMMARY PY - 1998/07 SP - 20 p. AB - The purpose of this study was to gain better understanding of the state of the practice of rural APTS and to determine where the U.S. DOT could best direct its resources to close the gap between current practice and the state of the art. User and operator surveys and site visits were conducted to determine information requirements, problems, interests, and concerns of both operators and passengers of transit systems in rural and small urban areas. A state-of-the-art technology assessment was also conducted to determine the potential for current and emerging technologies to satisfy the requirements of rural transit users and operators. Nine rural ITS action items are recommended to address the identified needs. Recommended actions could pertain to any part of the U.S. DOT Rural ITS Program, including research and development, deployment, and delivery/outreach. This volume is the second in a series. It summarizes the findings documented in the study's final report. KW - Advanced public transportation systems KW - Advanced traveler information systems KW - Intelligent transportation systems KW - Needs assessment KW - Rural transit KW - Technology assessment KW - User needs UR - http://ntl.bts.gov/lib/000/700/732/index.html UR - https://trid.trb.org/view/537687 ER - TY - RPRT AN - 00756441 AU - Zarean, M AU - Buergler, B AU - Sajovec, J AU - Burkhardt, J AU - Schweiger, Carol L AU - TransCore/SAIC AU - Federal Highway Administration TI - RURAL PUBLIC TRANSPORTATION TECHNOLOGIES: USER NEEDS AND APPLICATIONS. FINAL REPORT PY - 1998/07 SP - 98 p. AB - The purpose of the study was to gain a better understanding of the state of the practice of rural APTS and to determine where the U.S. DOT could best direct its resources to close the gap between current practice and the state of the art. User and operator survey and site visits were conducted to determine information requirements, problems, interest, and concerns of both operators and passengers of transit systems in rural and small urban areas. A state-of-the-art technology assessment was also conducted to determine the potential for current and emerging technologies to satisfy the requirements of rural transit users and operators. The technology assessment focused on transit-related advanced traveler information systems for transit riders and applications of APTS technologies to improve financial accountability and data verification for rural transit operators. Nine rural ITS action items are recommended to address the identified needs. Recommended actions could pertain to any part of the U.S. DOT's Rural ITS Program., including research and development, deployment, and delivery/outreach. KW - Advanced public transportation systems KW - Intelligent transportation systems KW - Needs assessment KW - Rural transit KW - Technological innovations KW - Technology assessment KW - User needs UR - http://ntl.bts.gov/lib/000/700/733/index.html UR - https://trid.trb.org/view/537688 ER - TY - RPRT AN - 00755092 AU - Barnes, J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - PEAK SPREADING ANALYSIS: REVIEW OF RELEVANT ISSUES AND SYNTHESIS OF CURRENT PRACTICE, PHASE I PY - 1998/07 SP - 87 p. AB - Peak spreading is relevant in several types of analyses, particularly analysis for capital construction investments, air quality analysis for conformity requirements, and analysis for transportation demand management investments. This review was conducted in response to issues raised at the Washington State Department of Transportation (WSDOT) regarding the benefit/cost assumptions and calculations that could or should be made regarding the phenomenon of peak spreading. This report identifies the transportation planning issues associated with peak spreading, reviews efforts that have been made to account for it in analysis, and makes recommendations specific to the priorities of the State of Washington. Four categories of analysis approaches were reviewed: (1) a post-processing technique in which hourly factors are applied to the daily traffic volumes output by a forecasting model; (2) peak spreading adjustments that were made to the four-step modeling process; (3) attempts to develop more sophisticated stand-alone peak spreading models, which could then be used as sub-models within the more traditional forecasting process; and (4) stand-alone models that were completely independent of the four-step forecasting process. Because consistent statewide forecasting methods have not yet been implemented, peak spreading analysis methods developed for WSDOT in the short term should be independent of four-step forecasting models. However, the establishment of a common travel demand forecasting framework throughout the state would definitely make longer-term modeling approaches more feasible. In the short- to mid-term, directional historical traffic data that have been collected by WSDOT should be compiled for key freeway locations. These historical traffic profiles could be used to formulate simple models on the basis of future estimated growth rates to predict future traffic conditions. In the longer term, a departure time element should be included in the ongoing research at the University of Washington, the goal of which is to include a more robust variety of traveler choices in travel demand forecasting. KW - Peak periods KW - Peak spreading KW - Transportation planning KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/459.1.pdf UR - http://ntl.bts.gov/lib/21000/21200/21218/PB99104564.pdf UR - https://trid.trb.org/view/537194 ER - TY - RPRT AN - 00755088 AU - Hamilton, C W AU - BELL, R AU - Giblin, D AU - Wolf, K AU - Ewing, K AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - PLANTING FOR SUSTAINABLE ROADSIDES: EMPIRICAL AND EXPERIMENTAL STUDIES AND RECOMMENDATIONS FOR WESTERN WASHINGTON PY - 1998/07 SP - 304 p. AB - Over a year and a half, research was conducted to assess the performance of selected plant materials on western Washington highway roadsides, to experimentally evaluate different soil covers for their effects on plant performance and weed control, to experimentally evaluate different site preparation techniques for their effects on plant performance, and to consider aesthetic perception as it might influence roadside landscape design. The ultimate goal is a highway roadside landscape that serves functional, ecological, and aesthetic purposes in a cost-effective manner sustainable over the long term. Evaluations of 12 roadside landscape sites and synthesis of performance data concerning 22 woody species - 14 native and 8 exotic - suggest that drought stress is the primary cause of poor plant performance, exacerbated by nutrient-poor, fast-draining sandy loam soils. All species, even those that perform well under such conditions, benefit from compost application at the time of planting. Species that are naturally adapted to water stress should be emphasized, including several natives that heretofore have been seldom utilized. Erosion-control mixes of aggressive exotic grasses often out-compete woody plants, to the long-term detriment of slope stability; native bunchgrasses and low shrubs are recommended instead. Invaders such as Himalayan blackberry are best controlled by herbicides, well timed mowing, and shading out by desirable native trees. Experiments suggest that soil covers of clover or weed mats suppress weeds more successfully than do bark mulch or Nutramulch plus residual herbicide. Clover, however, out-competed woody species for water, resulting in 95% mortality, so weed mats are clearly recommended where economically feasible. Parklike landscapes of well-spaced large trees and low understory densities are most positively perceived by observers. Such landscapes, however, may not be as functionally or ecologically appropriate, nor as cost effective, as "messier" landscapes. Therefore, designers of highway roadside landscapes are challenged to devise solutions that best meet local criteria for success. KW - Aesthetics KW - Cost effectiveness KW - Drought KW - Ecological effects KW - Ecosystems KW - Field studies KW - Grasses KW - Herbicides KW - Landscape design KW - Mowing KW - Native plants KW - Plant growth KW - Plants KW - Shrubs KW - Soils KW - Sustainable development KW - Vegetation selection KW - Washington (State) KW - Weed control KW - Wildlife UR - https://trid.trb.org/view/537190 ER - TY - RPRT AN - 00755091 AU - Wallace, B P AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF TRAVEL DEMAND MANAGEMENT STRATEGIES IN THE TRIP GENERATION PHASE OF A NETWORK-BASED MODELING APPROACH PY - 1998/07 SP - 146 p. AB - Current trip generation models are insensitive to the effects of travel demand management (TDM) strategies. To evaluate the potential effectiveness of TDM solutions, transportation professionals must rely largely on the results of case studies, which can not be generalized for areas other than the one in which the study was performed. To evaluate TDM strategies in a context that is sensitive to the unique characteristics of each urban area, TDM strategies should be incorporated into regional travel demand models. Five TDM strategies affecting trip generation rates were examined: land-use strategies, pricing strategies, telecommunications, alternative work schedules, and on-site facilities. To analyze these strategies, household, person, and trip data from the Puget Sound Transportation Panel (PSTP) were used. Variables derived from the PSTP data that may help explain the impacts of these TDM strategies were evaluated for significance in trip generation models for the following purposes: home-based work, home-based shopping, home-based other, work-other, and other-other. The trip generation models were specified with Poisson and negative binomial regression techniques. After the models had been estimated, the significance of the variables representing the impacts of TDM strategies was analyzed and justified. Many of the "TDM variables" were indeed significant in the trip generation models; however, in some cases, the significance of the variables can be attributed to factors that are not related to the effects of TDM strategies. For example, the effects of trip chaining appeared to have played a major role in the significance of certain variables. However, some variables appeared to explain the effects of certain TDM strategies quite well. With further research, the four-step modeling process may provide a viable mechanism for evaluating the impacts of TDM strategies on trip generation rates. KW - Impacts KW - Mathematical models KW - Puget Sound KW - Puget Sound Region KW - Strategic planning KW - Travel demand management KW - Trip generation KW - Variables UR - http://www.wsdot.wa.gov/research/reports/fullreports/458.1.pdf UR - http://ntl.bts.gov/lib/21000/21000/21093/PB98180334.pdf UR - https://trid.trb.org/view/537193 ER - TY - RPRT AN - 00755093 AU - Barnes, J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - REVIEW OF MICROBENCOST FOR WSDOT MOBILITY PY - 1998/07 SP - 39 p. AB - The MicroBENCOST software was developed by the Texas Transportation Institute (TTI) to calculate user benefits and costs for several types of highway improvement analysis. The purpose of this report was to review the capabilities and the drawbacks of this software and to assess the feasibility of its use for benefit/cost (B/C) analysis in the Washington State Department of Transportation Mobility division (WSDOT Mobility). This review shows that for the most part, the overall procedures of MicroBENCOST are comparable to many employed by WSDOT Mobility (i.e., similar components are included in benefit and cost calculations, and similar project types can be analyzed). However, the output of the program depends on many default values that differ from WSDOT Mobility's and are designed not to be overwritten. Additionally, the program utilizes some calculations that are much more complex and require more detailed data than those currently used by WSDOT Mobility. Finally, although the general procedures utilized by the software are accepted and widely used throughout industry, they have inherent drawbacks that conflict with the analysis of alternative transportation solutions. Adoption of MicroBENCOST would not advance WSDOT Mobility toward the goal of including more alternative transportation solutions in the process. Adoption of MicroBENCOST is certainly feasible but would require substantial work by someone who understands both the coding of the program and the sensitivity of its output to any revisions, as well as the WSDOT benefit-cost procedures. The primary advantage of utilizing MicroBENCOST would be that once the default values and procedures had been established, the program could allow better standardization and automation of some benefit/cost calculation methods. However, the change would require a tradeoff decision regarding whether the review, consensus-building, and refinement of both the software and existing WSDOT Mobility procedures would be justified by some degree of increased standardization. The end result would be a more elaborate way to do a portion of the same benefit/cost calculations, with no added capability for more comprehensive evaluation or for analysis of alternative transportation solutions. KW - Alternatives analysis KW - Automation KW - Benefit cost analysis KW - Calculation KW - Feasibility analysis KW - Highways KW - Improvements KW - Software KW - Standardization KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/459.2.pdf UR - http://ntl.bts.gov/lib/21000/21200/21217/PB99104556.pdf UR - https://trid.trb.org/view/537195 ER - TY - JOUR AN - 00754578 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - DEVELOPING LONG-LASTING LOWER MAINTENANCE HIGHWAY PAVEMENT PY - 1998/07 VL - 62 IS - 1 SP - p. 23-31 AB - The Research and Technology Coordinating Committee (RTCC) provides continuing guidance to the Federal Highway Administration (FHWA) on highway research opportunities and priorities. The committee sought to determine whether it is possible, on the basis of current knowledge, to raise pavement design and construction standards to 50 years of service. The study found that pavement that lasts longer and requires less maintenance than current standard pavement is technologically feasible and is being pursued in several states. The current Long Term Pavement Performance Program could yield significant technical information to assist in developing long-lasting, lower maintenance pavement. Cost-effective implementation requires improved pavement management systems and a continuing commitment to pavement maintenance. A key component of pavement design, predicting traffic and loads, is extremely difficult and highly problematic as the design life becomes longer. State highway agencies have limited incentives for building long-lasting, lower maintenance pavements. However, for heavily trafficked highways, life-cycle costs accounting indicates that such pavement yields considerable benefits in reduced maintenance and highway user costs. Highway users generally support fees used to improve highways, so long-lasting, lower maintenance pavement can be a reality if the costs and benefits are articulated clearly and the users are assured that user fees are improving the highways they use. Because each aspect of the nation's highway system, including pavement design, pavement procurement and construction, pavement maintenance, and vehicle design and operation, is optimized independently, the overall system is considerably suboptimized. Incentives aimed at reducing project construction times could also be structured to yield longer lasting pavements. Well-focused research is needed to address remaining unresolved questions about long-lasting lower maintenance pavement. KW - Cost effectiveness KW - Development KW - Durability KW - Highway user costs KW - Life cycle costing KW - Pavement design KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Paving KW - Research KW - Research and development KW - Research and technology coordinating committee KW - Service life KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98julaug/developing.cfm UR - https://trid.trb.org/view/539807 ER - TY - JOUR AN - 00754579 JO - Public Roads PB - Federal Highway Administration AU - Cooper, J D AU - Federal Highway Administration TI - WORLD'S LONGEST SUSPENSION BRIDGE OPENS IN JAPAN PY - 1998/07 VL - 62 IS - 1 SP - p. 32-36 AB - On April 5, 1998, 10 years after construction began, the ribbon was cut to open the world's longest suspension bridge, the Akashi Kaikyo Bridge in Japan. The bridge, also known as the Pearl Bridge, has a record main span of 1,991 m, with two side spans of 960 m each, and cost an estimated 500 billion Japanese yen (U.S. $3.6 billion) to build. Anchorages measure 63 m by 84 m and extend into the Kobe and granite layers at the site. This required special foundation construction technology. Several other technologies were developed to support the design and construction of the bridge, including installation of vertical plates at the bottom center of the highway deck to increase flutter speed. A second unique technology developed for use on the Akashi Kaikyo Bridge was the use of parallel wire strand for cable fabrication and erection. Rather than using traditional cable-spinning methods for on-structure cable fabrication, individual parallel wire strands were fabricated off-site, transported to the bridge site, and strung parallel to each other to form the main cable. Of particular interest was the performance of the bridge in the January 17, 1995, Hyogo-ken Nanbu Earthquake, which provided a full-scale test of tower response. The earthquake caused a permanent lateral and vertical offset of the Awaji tower and anchorage. This resulted in a 0.8-m increase in span length between the main towers and a 0.3-m increase in the southern side span length. The increased distance between towers was accommodated by the redesign of the two center stiffening panels, which are 0.4 m longer than originally designed. The earthquake caused a one-month delay in the construction schedule during which the bridge was carefully inspected. The lost time was made up during the remaining 3-year construction period, and the bridge was opened on schedule. KW - Akashi Kaikyo Bridge (Japan) KW - Bridge anchorages KW - Bridge cables KW - Bridge construction KW - Bridge design KW - Bridge spans KW - Bridge superstructures KW - Bridge towers KW - Bridges KW - Construction KW - Earthquakes KW - Flutter (Aeronautics) KW - Flutter (Aeronautics) KW - Japan KW - Structural analysis KW - Structural design KW - Suspension bridges KW - Technological innovations UR - http://www.fhwa.dot.gov/publications/publicroads/98julaug/worlds.cfm UR - https://trid.trb.org/view/539808 ER - TY - JOUR AN - 00754581 JO - Public Roads PB - Federal Highway Administration AU - Koontz, M AU - Federal Highway Administration TI - CLEAN AIR AND TRANSPORTATION: THE FACTS MAY SURPRISE YOU PY - 1998/07 VL - 62 IS - 1 SP - p. 42-46 AB - The transportation sector, and especially the automobile industry, has done its part in the quest for better air quality. Carbon monoxide (CO) levels were down 37% from 1987 to 1996. During the same period, the average number of monitored exceedances of the CO standard fell a staggering 92% nationally. Ozone levels are down as well, and gross emissions levels have dropped for pollutants from mobile sources. As advances in transportation technology have held emissions in check, other strategies associated with transportation have found little success despite very high costs. States have accrued enormous air quality benefits from lowered vehicle-emission standards and more modest, but nevertheless important gains from developments such as reformulated gasoline and inspection and maintenance programs. The common denominator among these successes has been technology. Low-emission, zero-emission, and electric vehicles are also expected to have an effect on future regional emissions and the push toward attainment. KW - Air pollution sources KW - Air quality KW - Air quality management KW - Air quality standards KW - Automobile industry KW - Carbon monoxide KW - Electric automobiles KW - Exhaust gases KW - Low emission vehicles KW - Ozone KW - Pollutants KW - Standards KW - Transportation KW - Transportation sector KW - Zero emission vehicles UR - http://www.fhwa.dot.gov/publications/publicroads/98julaug/clean.cfm UR - https://trid.trb.org/view/539810 ER - TY - JOUR AN - 00754583 JO - Public Roads PB - Federal Highway Administration AU - Romero, P AU - Stuart, K AU - Federal Highway Administration TI - EVALUATING ACCELERATED RUT TESTERS PY - 1998/07 VL - 62 IS - 1 SP - p. 50-54 AB - To avoid costly pavement failure and to ensure that rehabilitation and maintenance efforts are maximized, state Departments of Transportation have adopted the use of accelerated rut testers and/or servohydraulic testing devices to help predict pavement performance. The Federal Highway Administration tested several devices at the Turner-Fairbank Highway Research Center in McLean, Virginia, to determine which device offers the most accurate prediction of pavement rutting resistance. Accelerated rut testing devices, such as the Georgia Loaded-Wheel Tester, French Pavement Rutting Tester, and Hamburg Wheel-Tracking Device, try to simulate the distresses caused by many years of exposure to traffic within a matter of hours by rolling a wheel across a sample of asphalt concrete under specific temperature and humidity conditions. These devices apply a fixed load at a fixed temperature and do not account for seasonal changes in traffic, temperature, or environment. Servohydraulic equipment, such as the Superpave Shear Tester, offers the option of changing temperature and load configuration; however, tests are still performed under fixed conditions. Comparison tests showed that no device was clearly better than the others. For the most part, all devices were able to separate good from bad mixtures when these had been made with the same aggregate and different binders. However, when mixtures with two different aggregate gradations were tested, no device was able to distinguish the mixtures that performed well from those that did not, even though accelerated loading facility testing showed significant differences in pavement performance. KW - Accelerated tests KW - Aggregate gradation KW - Aggregates KW - Alternatives analysis KW - Asphalt concrete KW - Asphalt pavements KW - Binders KW - Comparative analysis KW - Equipment tests KW - Hydraulic devices KW - Hydraulic equipment KW - Pavement performance KW - Pavement tests KW - Pavements KW - Ruts (Pavements) KW - Rutting KW - Servomechanisms KW - Structural tests KW - Test equipment UR - http://www.fhwa.dot.gov/publications/publicroads/98julaug/evaluating.cfm UR - https://trid.trb.org/view/539812 ER - TY - JOUR AN - 00754580 JO - Public Roads PB - Federal Highway Administration AU - Cagle, J AU - Waddoups, A AU - Federal Highway Administration TI - PLANNING FOR A NEW TYPE OF NATURAL DISASTER: EL NINO PHENOMENON BRINGS INNOVATIVE APPROACHES PY - 1998/07 VL - 62 IS - 1 SP - p. 37-41 AB - Disaster preparedness for transportation officials generally comes in two forms: reactive preparations, such a moving people out of harm's way as a storm approaches, and proactive preparations that anticipate natural disasters before they hit and design facilities to withstand them. El Nino was a little bit of both. In anticipation of the 1997-1998 storms, the California Division Office of the Federal Highway Administration (FHWA) conducted training sessions on how to apply for emergency relief funds. FHWA also wanted to anticipate the physical impact on the highway system, especially in the two key areas of flooding and landslides. In addition, physical systems to monitor scour depth and provide a warning signal were set up at bridges throughout the region. While El Nino's effect was felt throughout Region Nine, it hit California particularly hard. At various times throughout the region, there were sink holes, landslides, flooded highways, and roads blocked by fallen trees and other debris. Statewide, the California Department of Transportation set overall damage to the highway system at approximately $300 million. While much was done to prepare bridges, the most costly roadway damage came from landslides, particularly along the coast. Over the past 8 years, the state has averaged slightly more than one major natural disaster each year. The big difference with the 1997-1998 El Nino storms is that they were predicted. For the first time, workers had months to prepare. El Nino showed that the benefits provided by new prediction methods can be lost if government does not take a new look at its procedures and processes for predictable disasters. The efforts in Region Nine and California were a start in that effort. KW - California KW - Costs KW - Damage costs KW - Disaster preparedness KW - Disasters and emergency operations KW - El nino KW - Emergency response KW - Floods KW - Highway systems KW - Highways KW - Landslides KW - Loss and damage KW - Planning KW - Scour KW - State departments of transportation KW - Storms KW - U.S. Federal Highway Administration KW - Weather forecasting UR - http://www.fhwa.dot.gov/publications/publicroads/98julaug/planning.cfm UR - https://trid.trb.org/view/539809 ER - TY - JOUR AN - 00754582 JO - Public Roads PB - Federal Highway Administration AU - Barrows, R J AU - Hay, S AU - Federal Highway Administration TI - COMPUTER BITS GIVE GEOTECHNICAL DRILLING CUTTING-EDGE TECHNOLOGY PY - 1998/07 VL - 62 IS - 1 SP - p. 47-49 AB - The Geotechnical Business-Focused Team of the Western Federal Lands Highway Division (WFLHD) required a process for collecting data during geotechnical subsurface explorations that was easier and faster than the handwritten borehole logging (recording) system currently being used. During 1995 and 1996, WFHLD began evaluating a handheld personal digital assistant (PDA). This PDA allowed the user to enter information using a hard-tipped, plastic pen capable of writing directly on the screen. This unit transferred written letters to type and automatically saved the information. Data could also be entered by typing on a built-in, pop-up, soft keyboard that placed typed text on the screen. Field testing was done with standard and ruggedized PDA units at Prince of Wales Island, Alaska; Glacier National Park, Montana; and Spokane Indian Reservation, Washington. The automated system is more efficient and eliminates the classification inconsistencies encountered with manual logging, while allowing the storage of large quantities of borehole data. The user can transfer information to back-up storage cards. In addition, the electronic boring logs can be transferred to the WFLHD office via Internet e-mail. KW - Borehole loggings KW - Boreholes KW - Data collection KW - Data logging KW - Data recording KW - Field tests KW - Geological surveying KW - Geotechnical engineering KW - Information processing KW - Information storage and retrieval systems KW - Personal computers KW - Subsurface explorations UR - http://www.fhwa.dot.gov/publications/publicroads/98julaug/computer.cfm UR - https://trid.trb.org/view/539811 ER - TY - JOUR AN - 00754576 JO - Public Roads PB - Federal Highway Administration AU - Pasko, T J AU - Federal Highway Administration TI - CONCRETE PAVEMENTS--PAST, PRESENT, AND FUTURE PY - 1998/07 VL - 62 IS - 1 SP - p. 7-15 AB - This article discusses the past, present, and future of concrete pavements in the United States. It is now difficult to trace the chronology of pavement design evolution, since most of the important basic research and development on pavements predates the age of computers. However, this older experimental work was meticulously done, despite the lack of modern electronics. If one has the opportunity to search the files, one can often find precedents for today's "innovations," such as variable thicknesses, stainless dowels, and beam and slab construction. In 1977, the author proposed a design concept called Pick A Slab Thickness--Protect It Forever (PAST-PIF), which shifted the emphasis from slab thickness to concentrating on seeing that all design assumptions were met, that the pavement was built as the designer intended with long-lasting materials, and that the pavement was protected and maintained to fulfill the design assumptions. The research needs for the future are being looked at, primarily from the materials and construction point of view. If portland cement concrete pavement construction is to stay competitive, ways must be found to place concrete more economically, with less delay to the traffic, and in a way that the pavements provide more assurance of a maintenance-free design life. The use of high-strength concrete, if it is to be economical, will probably require new slab configurations that are untested. KW - Concrete KW - Concrete pavements KW - Cost effectiveness KW - Durability KW - Future KW - Future research KW - High strength concrete KW - History KW - Pavement design KW - Paving KW - Portland cement concrete KW - Research KW - Slabs KW - Traffic delays UR - http://www.fhwa.dot.gov/publications/publicroads/98julaug/concrete.cfm UR - https://trid.trb.org/view/539805 ER - TY - JOUR AN - 00754577 JO - Public Roads PB - Federal Highway Administration AU - Finn, F AU - Federal Highway Administration TI - PAVEMENT MANAGEMENT SYSTEMS--PAST, PRESENT, AND FUTURE PY - 1998/07 VL - 62 IS - 1 SP - p. 16-22 AB - This articles reviews the past, present, and future of pavement management systems (PMSs). It is hard to say when the idea of systematically managing pavement networks first started. The first national workshops on pavement management were held in 1980 in Phoenix, Arizona, and Charlotte, North Carolina, with the goal of formulating and setting priorities for a national program of short- and long-term activities to be pursued by the Federal Highway Administration (FHWA) and state agencies toward better management of pavements. Only five states had systematic procedures for managing pavement networks at that time. Now, all 50 states, the District of Columbia, and Puerto Rico have some form of pavement management programs in place or in development. Forty-two systems include a method of prioritization, and 20 states have a provision for optimization for purposes of budget planning and project programming. While 47 of the 52 agencies use the International Roughness Index (IRI) to measure ride, they use 10 different types of equipment. The dominant forms of distress being measured and included in PMS databases are rutting, faulting, and cracking. A divergence exists in the way that rut depth and faulting are measured and reported. Based on this, FHWA has contracted to develop standardized protocols for at least these four types of measurements: IRI, rut depth, faulting, and various types of cracking. KW - Evaluation KW - Faulting KW - Future KW - Future research KW - History KW - Measurement KW - Measuring instruments KW - Pavement conditions KW - Pavement cracking KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Protocols KW - Research KW - Roughness KW - Rutting KW - Standardization KW - State departments of transportation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98julaug/pavement.cfm UR - https://trid.trb.org/view/539806 ER - TY - JOUR AN - 00754575 JO - Public Roads PB - Federal Highway Administration AU - Churilla, C J AU - Federal Highway Administration TI - LTPP: THE NEXT DECADE PY - 1998/07 VL - 62 IS - 1 SP - p. 2-6 AB - The Federal Highway Administration (FHWA) Long-Term Pavement Performance Program (LTPP) is the largest and most comprehensive pavement study in the world. In 1987, LTPP began a series of rigorous long-term field experiments monitoring more than 2,400 asphalt and portland cement concrete pavement test sections across the United States and Canada. Throughout its first decade, LTPP has furthered the understanding of how pavements perform. As it moves into its second decade, LTPP seeks to build on these efforts to further knowledge of why pavements perform as they do. To address this challenge, FHWA has developed a Strategic Analysis Plan that establishes a clear focus for analytical activities and data collection, launched a data resolution effort to address the gaps in data collected over the past several years, and initiated a monitoring adjustments effort. KW - Analysis KW - Analytical techniques KW - Asphalt pavements KW - Canada KW - Concrete pavements KW - Data collection KW - Field investigations KW - Field studies KW - Long term KW - Long-Term Pavement Performance Program KW - Monitoring KW - Pavement performance KW - Portland cement concrete KW - Research programs KW - Research projects KW - Time duration KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/98julaug/ltpp.cfm UR - https://trid.trb.org/view/539804 ER - TY - SER AN - 00754979 JO - LTPP TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - WIM SCALE CALIBRATION: A VITAL ACTIVITY FOR LTPP SITES PY - 1998/07 SP - 3 p. AB - Long-Term Pavement Performance (LTPP) data are the foundation for new pavement designs for years to come. As such, data collected at LTPP test sites need to be as accurate and complete as possible. For the collection of truck weight data, this requires direct calibration of weigh-in-motion (WIM) scales at LTPP test sites. The purpose of this TechBrief is to highlight the significance of scale-calibration error on LTPP data, to describe the drawbacks of auto-calibration techniques currently used by some States to offset calibration errors, and to provide recommendations for implementing direct WIM scale calibration. This TechBrief is based on preliminary work to develop a calibration/commodity study. The study on which this TechBrief is based was performed by Law PCS, 12104 Indian Creek Court, Suite A, Beltsville, MD 20705 and the Washington State Transportation Center, University of Washington, University District Building, 1107 NE 45th Street, Suite 535, Seattle, WA 98105-4631, under Contract No. DTFH61-97-C-00002. KW - Automatic calibration KW - Calibration KW - Data collection KW - Errors KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Recommendations KW - Trucks KW - Trucks by weight KW - Weigh in motion scales KW - Weight UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/98104/98104.pdf UR - https://trid.trb.org/view/540143 ER - TY - RPRT AN - 00753954 AU - Yu, S L AU - Fitch, G M AU - Earles, T A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTED WETLANDS FOR STORMWATER MANAGEMENT PY - 1998/07 SP - 92 p. AB - This report presents the results of research to evaluate the potential of utilizing mitigated wetlands as stormwater Best Management Practices (BMPs). Results of wetland monitoring, wetland modeling, and geographic information system (GIS) development are presented. Average removal rates as high as 90% for total suspended solids, 65% for chemical oxygen demand, 70% for total phosphorus and orthophosphate, and 50% for zinc were observed at study sites. Despite having stormwater runoff as a primary water source, the monitored sites supported apparently healthy and diverse vegetation, and a variety of wildlife. A mathematical model of transport of a pollutant in dissolved and particulate forms in a two-segment, two-state system was developed. The model includes settling, diffusion, adsorption to plant and substrate, and vegetative uptake mechanisms. A GIS was developed to improve management of existing mitigated wetlands and to aid in siting of future mitigation sites. A link between a watershed model and this GIS is also described. The report concludes that mitigated wetlands may be as effective as conventional BMPs at improving the quality and at controlling the quantity of highway storm runoff. KW - Constructed wetlands KW - Drainage KW - Geographic information systems KW - Mathematical models KW - Mitigation KW - Pollutants KW - Removal KW - Runoff KW - Storm water management KW - Storms KW - Traffic mitigation KW - Water control KW - Water pollution KW - Wetlands UR - http://ntl.bts.gov/lib/21000/21200/21244/PB99107195.pdf UR - https://trid.trb.org/view/536718 ER - TY - RPRT AN - 00753955 AU - Jernigan, J D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EXPECTED SAFETY BENEFITS OF IMPLEMENTING INTELLIGENT TRANSPORTATION SYSTEMS IN VIRGINIA: A SYNTHESIS OF THE LITERATURE PY - 1998/07 SP - 20 p. AB - The purpose of this study was to identify, through a literature review, the potential safety benefits of implementing various Intelligent Transportation System (ITS) technologies through Virginia's Smart Travel Program. This study was requested by the ITS Section of the Virginia Department of Transportation to document what is believed to be an underestimated benefit of ITS: safety. Several Advanced Traffic Management Systems technologies improve safety, primarily through reducing congestion. In general, this reduces crash risk, particularly for multivehicle crashes. Advanced Traveler Information Systems (ATIS) provide information to the public by such means as the broadcast media, cable television, highway advisory radio, and the Internet. Although no studies document an impact, a simulation study showed that such a system has the potential to reduce crash risk. Commercial Vehicle Operations (CVO) applications have the potential to reduce the risk of fatalities and serious injuries. CVO are generally geared to improving the efficiency of safety inspections and reducing inconvenience to motor carriers that are not in violation. Because of greater efficiency, more hazardous vehicles and drivers can be removed from service. Much of the work on Advanced Vehicle Control and Safety Systems is in the developmental stages. Although vehicle-based warning systems would provide the driver with some warning once the vehicle enters a hazardous situation, road-based or integrated systems have the potential to warn the driver before entering the danger zone. Advanced Public Transportation Systems and Advanced Rural Transportation Systems could have a positive impact on safety through the deployment of Mayday systems and alarms and other security warning devices that notify authorities in the event of an incident. KW - Accident risks KW - Guides to the literature KW - Intelligent transportation systems KW - Literature reviews KW - Reduction (Decrease) KW - Risk assessment KW - Traffic safety KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/99-r2.pdf UR - http://ntl.bts.gov/lib/21000/21000/21009/PB98164536.pdf UR - http://ntl.bts.gov/lib/37000/37000/37025/99-r2.pdf UR - http://ntl.bts.gov/lib/9000/9800/9878/99-r2.pdf UR - https://trid.trb.org/view/536719 ER - TY - RPRT AN - 00753743 AU - Franklin, J P AU - Niemeier, D A AU - Oregon Department of Transportation AU - Federal Highway Administration TI - THE PRIORITIZATION OF MOBILITY IMPROVEMENTS USING A MULTICRITERIA PRIORITIZATION ALGORITHM PY - 1998/07 SP - 59 p. AB - A prioritization process has been prepared by the University of California, Davis, for use by the Oregon Department of Transportation (ODOT) in selecting multimodal mobility improvement projects to fund, given a budget constraint. The process involves first, the evaluation of projects using a set of criteria, incorporating such factors as cost-efficiency and modal integration, and second, the processing of the evaluation scores through a ranking algorithm. The ranking algorithm presented is the Technique for Order Preference by Similarity to an Ideal Solution (TOPSIS). TOPSIS has been previously implemented by the Washington State Department of Transportation (WSDOT), and due to issues that arose, modifications were made to the methodology in TOPSIS that were specific to the criteria used by WSDOT. Due to differing policy goals, these criteria are different from those recommended for ODOT. However, the issues that arose would apply to an ODOT implementation. TOPSIS was demonstrated using a sample set of project scores that were collected, and using several scenarios in which the evaluation criteria are weighted in different proportions, yielding unsurprising results. A process for determining final weights was demonstrated during a meeting of the Oregon Transportation Commission. Recommendations for further study are presented. KW - Algorithms KW - Improvements KW - Mobility KW - Multimodal transportation KW - Project management KW - Projects KW - Ratings KW - Selecting KW - Strategic planning UR - http://ntl.bts.gov/lib/10000/10600/10639/multimodal.pdf UR - http://ntl.bts.gov/lib/21000/21000/21045/PB98168776.pdf UR - https://trid.trb.org/view/536567 ER - TY - RPRT AN - 00753745 AU - Arockiasamy, M AU - AMER, A AU - Florida Atlantic University, Boca Raton AU - Florida Department of Transportation AU - Federal Highway Administration TI - LOAD DISTRIBUTION ON HIGHWAY BRIDGES BASED ON FIELD TEST DATA: PHASE III PY - 1998/07 SP - 169 p. AB - The studies on wheel load distribution are carried out in three phases. Studies in Phase I were focused on straight slab-on-girder, solid slab, voided slab and double Tee bridges. The existing analytical and field load distribution methods were reviewed for different bridge types. The grillage analogy concepts were presented together with the cross sectional properties of different bridge types for grillage analogy idealization, field test procedures and methodologies. Several parameters such as span length, bridge width, slab thickness, edge beam and number of lanes are considered in the parametric studies of solid and voided slab bridges. One hundred sixty study cases were carried out to evaluate the various parameters affecting load distribution of slab-on-girder bridges. The load distribution factors from the analysis of double Tee simply supported bridges are compared with those based on the AASHTO and LRFD codes. The studies in Phase II were focused on wheel load distribution of the skew slab-on-girder and skew solid slab bridges. The various parameters affecting load distribution of skew simply supported slab-on-girder bridges were studied using finite element method and data from the field tests are used to verify the analytical results. Analytical and field studies on the wheel load distribution of skew simply supported solid slab bridges are presented and compared with those based on the AASHTO and LRFD codes. The finite element method and field test data were used to investigate the continuous skew and straight slab-on-I girder bridges and compute the corresponding wheel load distribution factors. The present studies in Phase III were mainly directed towards the analyses of comprehensive field test data, shear load distribution of continuous slab-on-girder bridges, and effects of diaphragms and shoulders on the wheel load distribution factors. The main parameters that affect shear load distribution are compared for single and multiple span bridges. The study on shear load distribution focuses on five main parameters: spacing between the girders, variation of skew angle, variation in the number of spans, ratio between adjacent two spans, and span length. The effect of diaphragms on wheel load distribution was first evaluated for a field test bridge and compared with a finite element model of the actual bridge. The diaphragm parameters that affect the wheel load distribution were studied to evaluate the effect of each parameter. The main conclusions based on the studies in Phases I, II, and III are presented in this report. KW - Diaphragms KW - Diaphragms (Engineering) KW - Field data KW - Field studies KW - Finite element method KW - Girder bridges KW - Grillage analogy KW - Highway bridges KW - Loads KW - Road shoulders KW - Shear loads KW - Skew bridges KW - Slab-on-girder bridges KW - Wheel load distribution KW - Wheel loads UR - http://ntl.bts.gov/lib/21000/21000/21034/PB98167802.pdf UR - https://trid.trb.org/view/536569 ER - TY - SER AN - 00752208 JO - LTPP TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - ACCURACY OF LTPP TRAFFIC LOADING ESTIMATES PY - 1998/07 SP - 4 p. AB - The accuracy and reliability of traffic load estimates are key to determining a pavement's life expectancy. To better understand the variability of traffic loading rates and its effect on the accuracy of the Long Term Pavement Performance (LTPP) program's loading estimates, LTPP recently completed an analysis studying the effect of varying truck load rates and data collection plans on Equivalent Single Axle Load (ESAL) estimates at sample sites in the LTPP data base. Results of the analysis are documented in a report entitled, "Results of the Empirical Analysis of Alternative Data Collection Sampling Plans for Estimating Annual Vehicle Loads at LTPP Test Sites" (available at http://www.chapsys.com/ltpp_web/ltpp7.htm). The purpose of this TechBrief is to present key findings and products that resulted from the report. KW - Accuracy KW - Axle loads KW - Data collection KW - Equivalent single axle loads KW - Estimates KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Reliability KW - Sampling KW - Traffic equivalence factor KW - Traffic loads KW - Trucks KW - Vehicle classification KW - Weigh in motion UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/98124/98124.pdf UR - https://trid.trb.org/view/488085 ER - TY - RPRT AN - 00752189 AU - Solano, P L AU - Tannian, F X AU - Hegde, S AU - University of Delaware, Newark AU - Delaware Department of Transportation AU - Federal Highway Administration TI - PAYING FOR ROAD INFRASTRUCTURE THROUGH TRANSPORTATION UTILITY DISTRICTS: ESTIMATION AND EVALUATION FOR DELAWARE PY - 1998/07 SP - 116 p. AB - This report describes and analyzes the establishment of a system of Transportation Utility Districts (TUDs) throughout the State of Delaware. The TUDs would be a fiscal mechanism employed to recoup a proportion of the annual costs of road infrastructure financed through the capital budget of the State government's Department of Transportation. The cost recovery would yield revenues through the levy of utility fees paid by motor vehicle owners within each utility district. Several intertwined dimensions of the proposed TUDs system are explored. The economic characteristics and operational requirements of the TUDs are given. Estimates of revenues, the amount of recovered cost, and size of utility fees that would be generated through TUDs are provided. The revenue estimates encompass the fiscal years of 1997 through 2002. Major economic and financial implications of establishing a TUDs system are also presented. The analysis is presented in the following parts. First, a summary description of the structure and operations of a TUDs system in the State of Delaware is presented. The second section encompasses estimates of both the revenues that could be generated from cost recovery and the concomitant utility fees. Third, the economic rationale for establishing TUDs is examined. Fourth, the methodology employed for the estimates of the capital cost recovered and the utility bills are discussed. Lastly, the analysis closes with a consideration of the economic issues that would be raised by the establishment of TUDs. KW - Cost recovery KW - Delaware KW - Economic considerations KW - Economic factors KW - Estimates KW - Financing KW - Highways KW - Revenues KW - Transportation utility districts KW - User charges UR - https://trid.trb.org/view/484830 ER - TY - RPRT AN - 00752141 AU - Edgar, R AU - Close, C AU - Oregon Department of Transportation AU - Federal Highway Administration TI - USING LIGHT EMITTING DIODES IN TRAFFIC SIGNALS PY - 1998/07 SP - 42 p. AB - In 1993, the Oregon Department of Transportation (ODOT) began testing red light emitting diodes (LEDs) as a replacement to the incandescent lamps in vehicular and pedestrian signals. Field performance was found to be reliable and subsequently ODOT began replacing all red incandescent lamps. In 1995, an implementation program was created to introduce Oregon cities and counties to the LED lamps. The program installed 2,212 red LED lamps used in 12 in. (30.5 cm) balls, 12 in. (30.5 cm) arrows, 8 in. (20.3 cm) balls, and pedestrian "hand" symbols. The red LED lamps reduced power consumption by 88%. Operating costs, including power and annualized lamp replacement costs, were reduced 26%. The LED lamps are warranted to last 5 years and have an estimated payback of 3.6 years. The 12 in. (30.5 cm) lamps, which typically have about 620 individual LEDs, continue to operate after several of the LEDs have failed - thus making the LED lamp more reliable. The higher reliability and longer life has reduced the number of emergency calls for lamp failures. KW - Cost effectiveness KW - Energy conservation KW - Light emitting diodes KW - Operating costs KW - Oregon KW - Pedestrian actuated controllers KW - Pedestrian phase KW - Red KW - Reliability KW - Traffic signals UR - http://ntl.bts.gov/lib/20000/20900/20950/PB98160203.pdf UR - https://trid.trb.org/view/484798 ER - TY - RPRT AN - 00752140 AU - Morian, D A AU - Gibson, S D AU - Epps, J A AU - Nichols Consulting Engineers, Chartered AU - Federal Highway Administration TI - CONCRETE PAVEMENT MAINTENANCE TREATMENT PERFORMANCE REVIEW: SPS-4 5-YEAR DATA ANALYSIS PY - 1998/07 SP - 176 p. AB - The Strategic Highway Research Program developed and coordinated construction of test sections for rigid pavement maintenance throughout the United States and Canada. Test sites included specific test sections for evaluation of the performance of undersealing and joint sealing as maintenance treatments. Each site also included an unsealed control section. This report discusses the project background and analysis of monitoring data collected over a 5-year period by the Long Term Pavement Performance (LTPP) project at SPS-4 sites throughout the United States and Canada. The analysis considers three important characteristics of the maintenance treatments: treatment performance, timing of application, and cost effectiveness. In addition to data analysis results, the report conclusions include information from "Pavement Treatment Effectiveness, 1995 SPS-3 and SPS-4 Site Evaluations, National Report" (May 1997). KW - Canada KW - Concrete pavements KW - Cost effectiveness KW - Data analysis KW - Joint sealing KW - Long-Term Pavement Performance Program KW - Mathematical analysis KW - Pavement maintenance KW - Pavement performance KW - Performance evaluations KW - Preventive maintenance KW - Sealing (Technology) KW - Strategic Highway Research Program KW - Timing KW - Undersealing KW - United States UR - http://ntl.bts.gov/lib/21000/21800/21803/PB99142689.pdf UR - https://trid.trb.org/view/484797 ER - TY - RPRT AN - 00751063 AU - Walker, V AU - Walker (Vicki) AU - Arizona Department of Transportation AU - Federal Highway Administration TI - UNIVERSITY RESEARCH CENTER - PHASE I PY - 1998/07 SP - 210 p. AB - The Arizona Department of Transportation Research Center has become separated from its connections with the three in-state universities. In an effort to re-establish a productive relationship with the universities, a survey of state departments of transportation (DOTs) and university research centers was conducted in an attempt to determine what organizational structures are currently used and which would best serve Arizona's needs. The diversity of models used indicates that there may be no one best way to conduct transportation research. Therefore, the "best" model is the one which is developed by the entire local transportation community to fit its needs and which is adaptable over time. The success of state DOTs in soliciting private sector participation was explored as a means of procuring additional sources of research funds. Over 75% of the survey respondents indicated they have some private sector involvement in their program; however, most private sector involvement is in the form of materials, equipment, and services, rather than monetary contribution which ranged from 1% to 18% of annual research budgets. Since the private sector does not account for a large portion of a center's budget, funding sources initially come from state legislatures, the DOTs, and/or the university(s). Many states indicated that the transportation center is highly dependent upon the DOT to supply research projects for approximately the first five years. During this time, the center's reputation is expanded and its ability to attract outside funding and projects from other sources increases. The funding provided by the DOT does not need to be large; however, a constant among all states which have productive cooperative programs is the continuity of funding. A commitment must be made by the DOT to sustain a level of support which is sufficient to elicit a similar commitment on the university's part to devote faculty and other resources to meet the DOT's research needs. KW - Arizona KW - Cooperation KW - Financing KW - Private enterprise KW - Research KW - Research projects KW - State departments of transportation KW - Surveys KW - Universities and colleges UR - https://trid.trb.org/view/484605 ER - TY - RPRT AN - 00791487 AU - Campbell, J L AU - Everson, J H AU - Garness, S A AU - Pittenger, J L AU - Kennedy, J AU - Llaneras, E AU - Battelle Seattle Research Center AU - Federal Highway Administration TI - PRELIMINARY HUMAN FACTORS REVIEW FOR THE INTELLIGENT VEHICLE INITIATIVE (IVI) PROGRAM: IDENTIFICATION OF HUMAN FACTORS RESEARCH NEEDS PY - 1998/06/26 SP - 126 p. AB - This report summarizes the activities and results of a preliminary human factors review for the Intelligent Vehicle Initiative (IVI) program. The objective of the project was to help the U.S. Department of Transportation identify human factors work that needs to be done early in the life cycle of the IVI program to ensure safe and well-engineered vehicles. This project was comprised of two major subtasks. Subtask 1 provided for a Preliminary IVI Human Factors Technology Workshop to draw together the stakeholders in the IVI program to begin to define the technologies and the human factors issues that need to be considered in developing an IVI. Subtask 2 investigated the preliminary infrastructure and human factors in-vehicle requirements for alternative configurations of an IVI. The data collected in the Human Factors Technology Workshop in subtask 1 served as a basis and starting point for the research performed to identify human factors research needs that exist. The following conclusions were developed during the conduct of this project: (1) human factors research needs for the Generation I IVI focus on the need to integrate and manage the information presented to the driver; (2) no publicly available human factors research has examined the effects of integrating multiple Intelligent Transportation Systems (ITS) devices into a vehicle as envisioned by the IVI; (3) considerable human factors research has been conducted to support the development of individual User Services within the IVI; (4) a broad range of ITS technologies are available to support the development of a Generation I IVI prototype; and (5) for the Generation II and III IVI especially, extensive algorithm/software, infrastructure, and specific technologies are needed. KW - Algorithms KW - Human factors KW - In vehicle devices KW - Infrastructure KW - Intelligent transportation systems KW - Intelligent Vehicle Initiative KW - Intelligent vehicles KW - Research KW - Software KW - Stakeholders KW - Technology KW - Workshops UR - http://ntl.bts.gov/DOCS/98178/index.html UR - https://trid.trb.org/view/648500 ER - TY - ABST AN - 01459304 TI - Evaluation of Concrete Durability and Corrosion Resistance of Concrete Structures in Marine Environments AB - This project will evaluate the effectiveness of various corrosion inhibiting measures that have been proposed for use by the Hawaii DOT. A field study will be conducted to investigate existing structures for chloride intrusion, permeability, and progression of the electrochemical reaction. A laboratory study will be used to identify the mixture proportions that will optimize the effectiveness of each of the corrosion inhibitors investigated. The laboratory study will also investigate the quantity and composition of the corrosion products at different stages with Raman spectroscopy. The most promising corrosion inhibiting methods identified in the laboratory study will be used in exposure slabs constructed for long-term monitoring of corrosion resistance. KW - Chlorides KW - Concrete pavements KW - Concrete structures KW - Corrosion resistance KW - Durability KW - Electrochemical corrosion KW - Hawaii KW - Permeability KW - Research projects UR - https://trid.trb.org/view/1227516 ER - TY - RPRT AN - 00760334 AU - Wolfe, W E AU - Abdulshafi, O A AU - Wu, T H AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - SEASONAL INSTRUMENTATION OF SHRP PAVEMENTS - THE OHIO STATE UNIVERSITY PY - 1998/06/11 SP - 38 p. AB - Environmental instruments to measure temperature, soil moisture and frost depth were installed at five test sections of the Strategic Highway Research Program (SHRP) pavement project on U.S. 23 north of Delaware, Ohio. At three of these locations tensiometers, which are designed to measure negative pore pressures, were added to the instrumentation package. The pore pressures as recorded by the tensiometers have increased from initially negative to positive values at each location and throughout the profile in the first year after installation of the instrument package was completed. At the same time, data collected from the moisture probes were showing a corresponding increase in soil moisture content. Samples of an aggregate base and clayey subgrade material were collected at several locations on the DEL 23 project by the Ohio Department of Transportation (ODOT). They were delivered to the Ohio State University (OSU) soil mechanics laboratory for classification and permeability determination. The aggregate base conformed to ODOT material specification Item 304. Measured permeability coefficients ranged between 0.02 and 0.029 cm/sec. The clayey material was classified as a low plasticity clay (AASHTO Classification A-6 to A-7-6) with permeability coefficients ranging between 0.000001 and 0.00000004 cm/sec. KW - Base course (Pavements) KW - Experimental roads KW - Frost KW - Laboratory tests KW - Measuring instruments KW - Moisture content KW - Monitoring KW - Permeability KW - Pore pressure KW - Seasonal variations KW - Strategic Highway Research Program KW - Subgrade (Pavements) KW - Temperature KW - Tensiometers KW - Test sections UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A40225481 UR - http://ntl.bts.gov/lib/21000/21200/21297/PB99109829.pdf UR - https://trid.trb.org/view/496185 ER - TY - RPRT AN - 01105090 AU - Basoz, Nesrin AU - Kiremidjian, Anne S AU - Multidisciplinary Center for Earthquake Engineering Research AU - Stanford University AU - Federal Highway Administration TI - Evaluation of Bridge Damage Data from the Loma Prieta and Northridge, California Earthquakes PY - 1998/06/02/Technical Report SP - 314p AB - The overall objective of this task was to correlate observed bridge damage resulting from the 1989 Loma Prieta and 1994 Northridge earthquake to the local ground motions, bridge structural characteristics, and repair costs and time. Damage states reported after the earthquakes were investigated and new damage state definitions for concrete bridges were proposed. Bridges were grouped by their structural characteristics and correlation studies were performed to obtain ground motion-damage relationships and ground motion-repair cost ratio relationships. Logistic regression analysis was used to obtain empirical fragility curves. Currently available fragility curves and damage probability matrices were compared to observed damage data and the empirical relationships developed in this study. KW - Concrete bridges KW - Damage (Bridges) KW - Earthquake engineering KW - Fragility curves KW - Highway bridges KW - Loma Prieta Earthquake, October 17, 1989 KW - Northridge Earthquake, January 17, 1994 KW - Regression analysis KW - Repairing KW - Seismicity KW - Soil structure interaction KW - Structural analysis UR - http://ntl.bts.gov/lib/21000/21400/21452/PB99118861.pdf UR - https://trid.trb.org/view/864707 ER - TY - RPRT AN - 01548141 AU - LeClair, Margaret AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Durability of Bridge Decks PY - 1998/06//Final Report SP - 103p AB - In recent years, premature bridge deck cracking has become a major concern of the Arkansas State Highway and Transportation Department. Research Project TRC-9210, "Durability of Bridge Decks," was initiated to investigate the causes of this premature cracking and develop solutions to reduce or eliminate this problem. A literature review has been conducted on this subject. Its purpose was to examine the causes of cracking, define the different types of concrete cracking, and review past research on the subject of concrete cracking and bridge deck durability. Since concrete exhibits inherent cracking tendencies due to relative weakness in tension, this research concentrated on the causes of premature cracking and processes to reduce, not eliminate the problem. The physical work on this project involved site selection and surveys, investigation of the concrete mixes and pour histories, investigation of repair methods, investigation of the use of synthetic fibers of preventive measures, and the petrographic examination of cores obtained from the bridge decks on the project. KW - Arkansas KW - Bridge decks KW - Concrete KW - Cores (Specimens) KW - Cracking KW - Durability KW - Literature reviews KW - Petrographic analysis KW - Repairing KW - Synthetic fibers UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209210.pdf UR - https://trid.trb.org/view/1335509 ER - TY - RPRT AN - 01173802 AU - Evers, D Elaine AU - Visser, Jenneke M AU - Peterson, Gary W AU - Holm, Guerry O AU - Sasser, Charles E AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - 1997 Annual Report: Environmental Monitoring Program Louisiana Offshore Oil Port Pipeline PY - 1998/06//Environmental Monitoring Program SP - 66p AB - The Louisiana Offshore Oil Port (LOOP) Environmental Monitoring Program includes an onshore pipeline vegetation and wildlife survey as a continuing study designed to measure the immediate and long-term impacts of LOOP-related pipeline construction and operation on surrounding wetland plant communities and associated waterfowl, wading-bird, fur bearing mammal, and alligator populations. In 1997, the authors sampled the vegetation biomass in the intermediate salinity zone of the LOOP pipeline. They then analyzed the intermediate vegetation biomass data collected from 1978 through 1997. They included controls to assess "baseline" change rates in the absence of the pipeline because any impacts of the LOOP pipeline occur within a rapidly changing wetland ecosystem. The controls were compared to areas adjacent to the pipeline to test for any pipeline effects. In the marshes surrounding the Clovelly salt dome the authors assessed plant species and cover to characterize the spatial patterns of vegetation occurrence. Because the frequency of waterfowl and wildlife censusing was reduced to once every three years, semi-annual pipeline corridor overflights by trained wetland biologists were conducted in the 1997 monitoring program. KW - Environmental impacts KW - Environmental monitoring KW - Louisiana KW - Pipelines KW - Vegetation KW - Waterfowl KW - Wetlands KW - Wildlife UR - http://www.ltrc.lsu.edu/pdf/2008/fr_318.pdf UR - https://trid.trb.org/view/934171 ER - TY - RPRT AN - 01115428 AU - Federal Highway Administration TI - Economic Implications of Transportation Investments and Land Development Patterns PY - 1998/06//Technical Report SP - 140p AB - The report presents four papers that can be used for evaluating the private, government, and social implications of alternative transportation and land use decisions. The first paper, Business Location in Today's Economy, explores the relationship between changing business operating conditions and firm location needs. The implications of these changes to broader planning and policy goals are also discussed. The second paper, The Costs of Alternative Land Use Patterns, presents an analytical framework and a prototype model for estimating the full costs of alternative land use patterns. The paper also presents results from application of the full cost model to Portland, Oregon. The third paper, Using STEAM for Benefit-Cost Analysis of Transportation Alternatives, discusses application of FHWA's recently developed STEAM model for multi-modal transportation evaluation. STEAM utilizes speed relationships that account for the effects of queuing under recurring congestion as well as incidents. The fourth paper, Improved Speed Estimation Procedures for Use in STEAM and in Air Quality Planning, presents the speed relationships and methodology used to develop them. KW - Air quality management KW - Alternatives analysis KW - Benefit cost analysis KW - Businesses KW - Computer models KW - Economic impacts KW - Industrial location KW - Investments KW - Land use KW - Multimodal transportation KW - Operations KW - Speed UR - http://ntl.bts.gov/lib/21000/21200/21208/PB99104374.pdf UR - https://trid.trb.org/view/873065 ER - TY - RPRT AN - 00938436 AU - Pigman, J G AU - Agent, K R AU - Weber, J M AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF CONDITION-RESPONSIVE WORK ZONE TRAFFIC CONTROLS AT THE I-75 CLAYS FERRY BRIDGE PY - 1998/06 SP - 48 p. AB - The objective of this study was to document the effectiveness of the application of advanced technologies for the real-time control and management of traffic in the work zone at the I-75 Clays Ferry Bridge reconstruction project. A description is given for each of the condition-responsive traffic control devices used on the project. A summary of the usage of each system is given along with a rating of its performance and effectiveness. The evaluation includes an analysis of accident data in the vicinity of the Clays Ferry Bridge for the period of January 1990 through June 1997. The possibility of future use of the various technologies was discussed. Use of a video camera system was found to be an effective method to monitor activities at the construction site. Several improvements to the standard method of using a variable message sign were found to make them more effective and responsive to existing conditions. Included were the following: 1) placing a message on the sign only when warranted by a specific incident; 2) controlling the signs remotely and typically using pre-programmed messages; and 3) using multiple signs with the first sign placed several miles prior to the work activity. Motorists use of highway advisory radio (HAR) was very limited, and the AM stations generally had a poor reception quality. The future use of HAR at construction sites was determined to have limited applications unless improvements could be made in reception and usage. It was determined that inadequate maintenance of the HAR systems may have contributed to the reduced quality of the signal and resulting usage. Use of a video-based vehicle detection system to provide alarms was not successful although its failure may be related to the type of equipment used. While the use of a weather detection system has the ability to provide specific weather and pavement data, it was a problem to properly operate and maintain at an active work site. There was an increase in the annual total number of traffic accidents during construction compared to before construction but the annual number of injury and fatal accidents did not change. A substantial part of the increase in total accidents was the result of the large increase in rear end collisions. KW - Advanced traffic management systems KW - Construction sites KW - Crash data KW - Highway advisory radio KW - Kentucky KW - Monitoring KW - Performance KW - Real time control KW - Rear end crashes KW - Road weather information systems KW - Traffic control devices KW - Variable message signs KW - Video cameras KW - Work zone traffic control UR - https://trid.trb.org/view/730657 ER - TY - SER AN - 00823203 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - LTPP DATA ANALYSIS: IMPROVED LOW PAVEMENT TEMPERATURE PREDICTION PY - 1998/06 SP - 4 p. AB - The Seasonal Monitoring Program (SMP), an element of the Long-Term Pavement Performance (LTPP) study, was initiated in 1991. One of the key objectives of SMP is to provide field data to validate models for relating environmental conditions and in situ properties of pavement materials. The initial phase (Loop-1) of the program -- collecting pavement and air temperatures at 30 test sites throughout North America -- was completed in 1995. The availability of these data made it possible to evaluate and refine existing low pavement temperature models for asphalt binder selection. This LTPP data analysis was conducted to verify the existing Strategic Highway Research Program's (SHRP) low pavement temperature models and develop an LTPP model for SUPERPAVE binder selection. KW - Air KW - Binders KW - Data analysis KW - Environment KW - Long-Term Pavement Performance Program KW - North America KW - Pavements KW - Seasonal Monitoring Program (LTPP) KW - Strategic Highway Research Program KW - Superpave KW - Temperature UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/97104/97104.pdf UR - http://ntl.bts.gov/lib/55000/55800/55864/FHWA-RD-97-104_TECH_BRIEF.PDF UR - https://trid.trb.org/view/716260 ER - TY - RPRT AN - 00796920 AU - Sneddon, R V AU - Rohde, J AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEVELOPMENT OF DRAINAGE COEFFICIENTS AND LOSS OF SUPPORT VALUES FOR PAVEMENT DESIGN IN NEBRASKA PY - 1998/06 SP - 45 p. AB - A chart of drainage time to achieve 50% saturation for bases and subbases with edge drains was developed. Using this chart recommended values for drainage coefficients for portland cement concrete (PCC) and asphalt concrete (AC) pavements can be determined from the 1993 American Association of State Highway and Transportation Officials (AASHTO) Design Guide. At the sites evaluated, pavement drainage in Nebraska is rated Poor to Very Poor. Therefore, the drainage coefficient will range from 0.95 to 0.70 depending on topography of the right-of-way and climate. Loss of Support values of 1 to 1.5 are appropriate for design, unless highly permeable non-erodable subbases are designed so that pavement drainage can be rated Good. A computer model which incorporates the AASHTO 1993 design equation for PCC pavement is presented in a spreadsheet format that provides ease of design for evaluation of alternate criteria and material properties. Two design examples representing conditions at one of the test sites are presented. The examples assume poor and good drainage for design assumptions comparison. KW - Asphalt concrete pavements KW - Coefficients KW - Computer models KW - Concrete pavements KW - Drainage KW - Edge drains KW - Loss of support (Pavements) KW - Nebraska KW - Pavement design KW - Spreadsheets UR - http://onlinepubs.trb.org/onlinepubs/conf/cp21.pdf UR - https://trid.trb.org/view/654658 ER - TY - RPRT AN - 00789145 AU - Federal Highway Administration TI - PERFORMANCE OF COARSE-GRADED MIXES AT WESTRACK - PREMATURE RUTTING PY - 1998/06 SP - 20 p. AB - WesTrack is the Federal Highway Administration's (FHWA) test facility in Nevada for developing performance-related specifications for hot-mix asphalt pavement construction. It is also providing some of the earliest data on the performance of Superpave asphalt mixture designs under high rates of heavy truck loading. When Superpave-designed test sections placed at the track in June 1997 had very rapid rutting failures, the highway community was concerned that the mixture design and construction procedures might be missing important, but unknown, constraints. A forensic team composed of academicians, asphalt industry representatives, and State highway agency engineers was assembled to study the early failures, and, if appropriate, to make recommendations for revising the Superpave procedures. This is their report. KW - Asphalt mixtures KW - Coarse aggregates KW - Construction KW - Heavy duty trucks KW - Hot mix asphalt KW - Loads KW - Pavement performance KW - Rutting KW - Superpave KW - Test facilities KW - Westrack UR - http://ntl.bts.gov/lib/22000/22000/22062/PB99157984.pdf UR - http://ntl.bts.gov/lib/9000/9100/9140/009226.pdf UR - https://trid.trb.org/view/647678 ER - TY - RPRT AN - 00768916 AU - Travel Model Improvement Program AU - Federal Transit Administration AU - Environmental Protection Agency TI - GUIDELINES FOR NETWORK REPRESENTATION OF TRANSIT ACCESS, STATE-OF-THE-PRACTICE SUMMARY PY - 1998/06 SP - 60 p. AB - Determining the impedance for any possible travel choice involves creating a network--a schematic representation of the travel facilities available, associating an impedance with each segment of the network, finding reasonable paths through the network from trip origin points to trip destination points, summing the impedance on each link in a given path to determine the origin to destination impedance over that path, and in some methods allocating travel over a set of feasible paths to assess origin to destination impedance. The resulting impedances and, hence, the impedance values used to estimate and apply travel demand models, depend directly on the network structures--the ways in which real world transportation systems are represented for computational analysis. The methods used for network representation have evolved in response to the needs of travel forecasting models. The introduction of public transit issues into travel demand forecasting created a need for more complex network representation. The choice of transit access mode is influenced not only by travel time, but also by factors related to traveler characteristics, trip purpose, and available transit modes. These factors cannot be treated fully by network representation and must be incorporated in the broader travel choice modeling framework. Some of the methods developed and applied by analysts involved in transit planning and travel demand forecasting are documented in this report. The report is not intended to describe procedures applicable in all situations, but to identify and document methods that have been found useful in prior experience. KW - Access KW - Bus stops KW - Case studies KW - Costs KW - Forecasting KW - Guideways KW - Neighborhoods KW - Network analysis (Planning) KW - Networks KW - Park and ride KW - Parking KW - Public transit KW - Rail transit stations KW - Time KW - Traffic KW - Transit riders KW - Travel demand KW - Travelers KW - Walking UR - https://trid.trb.org/view/503222 ER - TY - RPRT AN - 00769459 AU - Arneson, L A AU - Shearman, J O AU - Federal Highway Administration TI - USER'S MANUAL FOR WSPRO -- A COMPUTER MODEL FOR WATER SURFACE PROFILE COMPUTATIONS PY - 1998/06 SP - 323 p. AB - WSPRO, a water-surface profile computation model, can be used to analyze one-dimensional, gradually-varied, steady flow in open channels. WSPRO also can be used to analyze flow through bridges and culverts, embankment overflow, and multiple-opening stream crossings. This user's manual provides guidance for using the WSPRO model and updates a previous edition dated September, 1990. It presents a general overview of input data requirements, uses conceptual examples to illustrate typical data sequences for various model applications, and provides detailed instructions for preparation of input data. Several example problems are included to illustrate both input data and model output. Analysis and interpretation of model output is discussed in detail. Two additional appendices have been added. Section 10 documents operation of the HYDRAIN WSPRO Input/Output Program. Section 11 discusses the operation of the SMS WSPRO interface. Both programs automate user interaction with the computer model. KW - Backwaters KW - Bridges KW - Channels (Waterways) KW - Computer models KW - Computer program documentation KW - Culverts KW - Flow KW - Overflows KW - User interfaces (Computer science) KW - Water surface profile UR - http://ntl.bts.gov/lib/22000/22000/22020/wsproman.pdf UR - https://trid.trb.org/view/503367 ER - TY - RPRT AN - 00769464 AU - Hughes, C S AU - Simpson, A L AU - Cominsky, R AU - Maser, K AU - Wilson, T AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - MEASUREMENT AND SPECIFICATION OF CONSTRUCTION QUALITY, VOLUME II: MATERIALS TESTING AND FIELD DATA PY - 1998/06 SP - 273 p. AB - This study consisted of testing six projects: three hot-mix asphalt concrete (HMAC) and three portland cement concrete (PCC). The primary objectives were to: (1) determine how current quality control test results vary in construction projects and how this variability affects pavement performance, (2) assess the suitability of current methods of quantifying materials and construction quality and quality variability, and (3) develop and improve methods that minimize current shortcomings. Volume I of this report contains information about the data analysis. Volume II provides information about the data collected and use of the ground penetrating radar to determine thickness of the pavement. Volume II also contains univariate data on each of the tests performed on samples taken from the six projects in this study. KW - Asphalt concrete pavements KW - Concrete pavements KW - Construction KW - Field data KW - Ground penetrating radar KW - Hot mix asphalt KW - Materials tests KW - Portland cement concrete KW - Quality control KW - Thickness KW - Variables UR - https://trid.trb.org/view/503372 ER - TY - RPRT AN - 00765978 AU - Jiang, Y J AU - Tayabji, S D AU - Wu, C L AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - MECHANISTIC EVALUATION OF TEST DATA FROM LTPP JOINTED CONCRETE PAVEMENT TEST SECTIONS PY - 1998/06 SP - 76 p. AB - This study was conducted to assess how well some of the existing concrete pavement mechanistic-empirical based distress prediction procedures performed when used in conjunction with the data being collected as part of the national Long-Term Pavement Performance (LTPP) program. As part of the study, appropriate data were obtained from the National Information Management System (NIMS) for the GPS-3 and GPS-4 experiments. Structural analysis was performed for up to 140 axle load configurations for the selected test sections. Then, ILLICON and the Portland Cement Association (PCA) procedures were used to predict fatigue cracking and joint faulting damage, respectively. The computed results were compared with observed values. This study has shown that, even given the many current limitations in the LTPP database, the LTPP data can be used successfully to develop better insight into pavement behavior and to improve pavement performance. KW - Axle loads KW - Concrete pavements KW - Fatigue (Mechanics) KW - Faulting KW - Long-Term Pavement Performance Program KW - Mathematical prediction KW - Mechanistic design KW - Pavement distress KW - Pavement joints KW - Pavement performance KW - Structural analysis KW - Test sections KW - Transverse cracking UR - https://trid.trb.org/view/502439 ER - TY - RPRT AN - 00765369 AU - Ritter, M A AU - Duwadi, S R AU - Forest Products Laboratory AU - Federal Highway Administration TI - RESEARCH ACCOMPLISHMENTS FOR WOOD TRANSPORTATION STRUCTURE BASED ON NATIONAL RESEARCH NEEDS ASSESSMENT PY - 1998/06 SP - 30 p. AB - In 1991, the USDA Forest Service, Forest Products Laboratory (FPL) and the Federal Highway Administration (FHWA) formed a joint cooperative research program for wood transportation structures. Development and execution of this program was based on a national assessment of research needs and priorities. In the 5 years since the completion of the research needs assessment, significant research has been completed or is ongoing for wood transportation structures. This publication provides a summary of the research accomplishments of the joint research program. KW - Needs assessment KW - Research projects KW - Structures KW - Timber construction KW - Transportation buildings KW - Wood structures UR - http://ntl.bts.gov/lib/20000/20700/20798/PB98149453.pdf UR - https://trid.trb.org/view/502075 ER - TY - RPRT AN - 00762984 AU - Blower, D AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - THE RELATIVE CONTRIBUTION OF TRUCK DRIVERS AND PASSENGER VEHICLE DRIVERS TO TWO-VEHICLE, TRUCK-CAR TRAFFIC CRASHES PY - 1998/06 SP - 45 p. AB - This study examined the relative contribution of truck and passenger vehicle drivers to truck-passenger vehicle traffic crashes. The data used covered fatal crashes, using the University of Michigan Transportation Research Institute's (UMTRI's) Trucks Involved in Fatal Accidents file, and nonfatal crashes, using the National Highway Traffic Safety Administration's (NHTSA's) General Estimates System file. Analysis files were constructed for crashes involving one truck and one passenger vehicle, either a car, sport utility vehicle, passenger van, or pickup truck. For fatal crashes, the contribution of each driver was gauged primarily by examining the coding of driver-related factors. Driver-related factors were compared with a separate variable that records the relative movement and position of the vehicles prior to the crash. Certain crash configurations strongly suggest relative contribution to the occurrence of the crash. Accordingly, by examining the coding of driver-related factors by crash configuration, we were able to evaluate the reliability of the driver-related factors variable. It appears that in fatal truck-passenger vehicle collisions, the passenger vehicle driver contributes more heavily to the crash than the truck driver. This finding is most firmly established in crashes where the physical nature of the collision suggests responsibility. For nonfatal truck-passenger vehicle crashes, the evidence is considerably less clear. Only the partial evidence of traffic violations is available in existing crash datasets. Nevertheless, it does appear in nonfatal truck-car crashes that truck drivers may contribute somewhat more than passenger vehicle drivers, though this conclusion is tentative. KW - Automobile drivers KW - Driver errors KW - Evidence KW - Fatalities KW - Multiple vehicle crashes KW - Traffic violations KW - Truck drivers UR - https://trid.trb.org/view/497063 ER - TY - RPRT AN - 00760519 AU - Nichols Consulting Engineers, Chartered AU - California Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTING A QUALITY MANAGEMENT PROGRAM USING STATISTICAL QUALITY ASSURANCE AND PERFORMANCE STANDARDS PY - 1998/06 SP - v.p. AB - The California Department of Transportation (Caltrans) is implementing more effective means of defining, measuring and achieving quality in pavement construction projects as part of an overall quality management strategy. Caltrans is using statistical quality assurance (SQA) in their construction specifications to achieve the required quality. The new asphalt concrete specifications attempt to change how the assurance of quality is pursued. Process and quality control is the responsibility of the Contractor, while the evaluation for acceptance and payment remains the responsibility of Caltrans. In March 1996, Caltrans issued a request for proposal for an independent evaluation of the effectiveness of its new QC/QA program. This report presents the methodology, the investigative results, conclusions and recommendations for improvement. Chapter 1 provides background information and project objectives. Chapter 2 presents a summary of conclusions and recommendations. Chapter 3 provides a summary description of the 1996 and 1997 construction projects included in the evaluation. Chapter 4 describes the analyses performed and the results obtained for physical property and pay factor data. Chapter 5 summarizes the analyses of interviews of various participants through the implementation, from pre-job through on-site and post-job. Chapter 6 presents the need for training and discusses example plans for future implementation of QC/QA. Chapter 7 summarizes the evolution of the QC/QA specification from its inception through early 1998. Finally, Chapter 8 presents a brief comparison between the Caltrans QC/QA specification and the practices of other states and agencies on a few selected elements. KW - Asphalt concrete pavements KW - California KW - Construction KW - Evaluation and assessment KW - Implementation KW - Quality assurance KW - Quality control KW - Specifications KW - Training UR - http://ntl.bts.gov/lib/21000/21500/21511/PB99122772.pdf UR - https://trid.trb.org/view/497799 ER - TY - RPRT AN - 00760526 AU - Lin, Y AU - Gamble, W L AU - Hawkins, N M AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - SEISMIC BEHAVIOR OF BRIDGE COLUMN NON-CONTACT LAP SPLICES PY - 1998/06 SP - 340 p. AB - This study formed part of an on-going research program, sponsored by the Illinois Department of Transportation, to examine seismic retrofit methods appropriate to the type of bridge columns and support foundations existing in Illinois. Full scale field tests confirmed the seismic vulnerability of lap splice details commonly used in bridge columns constructed during the 1960s and also demonstrated that the as-built lap splices were typically non-contact, rather than contact, as shown on the design drawings. Laboratory tests were made, modeling the lap splice details found in the field, and involving systematic variations in concrete cover, column bar circumferential spacing and dowel and column bar radial separation. From the combination of the field and laboratory results an analytical model is developed that provides reasonable predictions of the strength, stiffness and ductility of circular bridge columns with inadequate length non-contact lap splices at their base. KW - Bridge foundations KW - Columns KW - Ductility KW - Earthquake resistant design KW - Field tests KW - Laboratory tests KW - Mathematical models KW - Non-contact lap splices KW - Retrofitting KW - Seismic vulnerability KW - Stiffness KW - Strength of materials UR - https://trid.trb.org/view/496272 ER - TY - RPRT AN - 00760473 AU - Benson, D E AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - TEL8 TELECOMMUNICATIONS NETWORK: A POOLED FUND STUDY FOR TRANSPORTATION VIDEOCONFERENCING PY - 1998/06 SP - 17 p. AB - This document provides a summary of the development of a telecommunications network dedicated to transportation. The network was initially established as a satellite-based videoconference system among state departments of transportation and transportation research universities in Federal Highway Administration Region 8. The report details the development of transportation-related programming and training for the network as well as the technological evolution of the system. KW - Networks KW - Programmed instruction KW - Telecommunications KW - Training KW - Transportation KW - Videoconferencing UR - http://ntl.bts.gov/lib/21000/21600/21604/PB99128522.pdf UR - https://trid.trb.org/view/496220 ER - TY - RPRT AN - 00760337 AU - Miller, R A AU - Hlavacs, G M AU - LONG, T W AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - TESTING OF FULL SCALE PRESTRESSED BEAMS TO EVALUATE SHEAR KEY PERFORMANCE PY - 1998/06 SP - 103 p. AB - Adjacent box girder bridges use grouted shear keys to transfer load between beams. These shear keys tend to crack and leak. A full-scale portion of an adjacent box girder bridge was used to test the performance of grouted shear keys under environmental and cyclic loads. Strain gages were placed in the girders and in the shear keys. Displacement gages were placed spanning the shear keys on the top and bottom flanges of the girders. The bridge was subjected to simulated cyclic truck loading as well as environmentally induced thermal loading. The pulse velocity method was employed to find cracks in shear keys. Dye penetration was used to confirm the pulse velocity measurements. The total research project consisted of: (a) testing of the current keyway detail using the currently specified nonshrink grout, (b) testing of the current keyway detail but substituting epoxy grout for the nonshrink grout, and (c) testing of a modified keyway detail using nonshrink grout in which the keyway is moved to the neutral axis of the girder. In the first test, the shear keys were grouted in late autumn and cracked soon after casting, before any simulated vehicle loading had been applied. Data from instruments embedded in the beams and shear keys showed large changes in strain due to freezing temperatures. The beams were subjected to 41,000 cycles of loading simulating an HS20-44 truck wheel. No new cracking occurred due to loading, but cracks caused by temperature propagated. In the second test, the keys were grouted in the summer. However, temperature changes caused by the sun heating the top of the girders again caused large thermal strains, which cracked the shear keys at the abutments. Measurements of beam and shear key deformations and strains under temperature induced loading showed that temperature changes cause large transverse strains in the keyways. These strains are of sufficient magnitude to crack the grout. The keyways were subjected to 1,000,000 cycles of load. As before, the load did not cause new cracks but the existing cracks propagated. In the third test, keyways located at the neutral axis were grouted in late summer. Thermal stresses caused minimal cracking at the abutments. These keys were subjected to 1,000,000 cycles of load and only minimal propagation was observed. In the fourth test, the standard keyways were grouted in early spring using an epoxy grout. No cracking occurred in any of the keyways during the grouting process nor during cyclic or environmental testing. KW - Box girder bridges KW - Crack propagation KW - Cracking KW - Deformation KW - Epoxy resins KW - Grout KW - Load transfer KW - Repeated loads KW - Seasons KW - Shear keys KW - Strain (Mechanics) KW - Testing KW - Thermal loads UR - http://ntl.bts.gov/lib/21000/21500/21520/PB99123200.pdf UR - https://trid.trb.org/view/496187 ER - TY - RPRT AN - 00760059 AU - Federal Highway Administration TI - TRANSPORTATION AND GLOBAL CLIMATE CHANGE: A REVIEW AND ANALYSIS OF THE LITERATURE PY - 1998/06 SP - 125 p. AB - This report provides a discussion of the relationship between transportation and global climate change, based on peer-reviewed literature and research findings. The report presents an overview of policy debates, scientific conclusions, unresolved issues, and strategies available as potential solutions. The principle focus of the report is to better identify an array of tools and highlight aspects of these tools that may be useful to DOT as it begins to develop a strategy for addressing the link between transportation and climate change. This reports is in four sections: (1) Inventories of Emissions and Concentrations; (2) Potential Impacts of Global Climate Change; (3) Developments in Global Climate Change Policy; and (4) Strategies to Reduce Greenhouse Gas Emissions. KW - Climate KW - Climate change KW - Environmental impacts KW - Environmental policy KW - Greenhouse gases KW - U.S. Department of Transportation KW - Weather and climate UR - http://wwwcf.fhwa.dot.gov/environment/glob_cvr.pdf UR - http://ntl.bts.gov/lib/21000/21600/21622/PB99129132.pdf UR - https://trid.trb.org/view/496109 ER - TY - RPRT AN - 00759562 AU - Hallenbeck, M AU - ITS America AU - Federal Highway Administration TI - CHOOSING THE ROUTE TO TRAVELER INFORMATION SYSTEMS DEPLOYMENT. DECISION FACTORS FOR CREATING PUBLIC/PRIVATE BUSINESS PLANS PY - 1998/06 SP - 130 p. AB - Advanced traveler information systems (ATIS) are moving beyond the research stage to become fully integrated elements of urban transportation management systems. By definition, ATIS work best when multiple public and private organizations are able to cooperate. However, the details of how public agencies will work both together and with private companies to develop, deploy, operate and maintain ATIS have not been determined. Current ATIS deployment activities suggest that a variety of business approaches for deploying and operating an ATIS may be possible and appropriate. This report discusses the issues that affect the development of a business plan for deploying and operating an ATIS. It is intended to help regions interested in ATIS understand the factors that influence the selection of a business approach to ATIS services and work through the process of balancing between needs and goals that are often mutually exclusive. KW - Advanced traveler information systems KW - Business administration KW - Intelligent transportation systems KW - Public private partnerships KW - Transportation system management KW - Urban transportation UR - http://www.fhwa.dot.gov/publications/research/operations/its/pdfs/choosetis.pdf UR - http://ntl.bts.gov/lib/8000/8300/8355/choosetis.pdf UR - https://trid.trb.org/view/495956 ER - TY - JOUR AN - 00757858 JO - Transporter PB - Federal Highway Administration AU - Federal Highway Administration TI - SECRETARY SLATER ANNOUNCES PARTNERSHIP TO COMBAT RED LIGHT RUNNING PY - 1998/06 SP - 1 p. AB - On April 30, Transportation Secretary Rodney E. Slater announced a new partnership with the Chrysler Corporation and the American Trauma Society (ATS) to combat red light running (RLR) which is a major reason why more than 8,000 people are killed annually in crashes at intersections. FHWA provides participating sites an RLR Strategic Planning Guide, camera-ready print materials, and broadcast quality Public Service Announcements. The ATS members will dedicate trauma center staff and resources. The Chrysler Corporation will dedicate the services of their public relations firm and provide RLR materials. KW - Fatalities KW - Intersections KW - Partnerships KW - Public information programs KW - Red light running KW - Traffic crashes KW - Traffic safety KW - Traffic violators UR - https://trid.trb.org/view/542200 ER - TY - RPRT AN - 00756368 AU - Campbell, K L AU - Lang, S W AU - SMITH, M C AU - University of Michigan Transportation Research Institute AU - Science Applications International Corporation AU - Federal Highway Administration TI - ELECTRONIC RECORDER STUDY PY - 1998/06 SP - 127 p. AB - Information on the current use of electronic recorders (ERs) and opinions on mandatory electronic recorder use was obtained from truck and bus fleets and owner operators through the cooperation of several trucking industry associations. This study does not address the relationship of electronic recorders to compliance with hours of service (HOS), nor the relationship of compliance with HOS to fatigue or safety. Due to the low response rate (12%), the results cannot be considered as representative of the larger population of fleets and trucks. One-third or more of responding National Private Truck Council (NPTC) members, and large private and for-hire fleets used electronic recorders, although only about half were equipped with the HOS function. There is a clear pattern, evident in the responses received and the 1992 TIUS data, of increasing ER use with larger fleets. ER use ranges from 0 to only a few percent in small truck fleets, among owner operators and in bus fleets. Use of electronic recorders to maintain HOS records saved drivers 20 minutes per day in comparison to paper logbooks, based on the median difference. Administrative personnel saved 20 minutes per driver per month using electronic recorders. These results should not be considered representative of the national population due to the low response rate and small sample size. The association between fleet size and the use of electronic recorders appears to be an important issue. Based on the 1996 MCMIS data, 90% of all carriers operate less than 9 trucks. There is no evidence that ERs are cost effective in small fleets. The overwhelming view of fleets of all sizes is that mandatory use of electronic recorders would require an excessive expenditure for minimal benefits. KW - Buses KW - Electronic recorders KW - Electronics KW - Fleet management KW - Fleets KW - Hours of labor KW - Motor carriers KW - Recording instruments KW - Service time KW - Size KW - Trucks UR - http://ntl.bts.gov/lib/21000/21300/21326/PB99111866.pdf UR - https://trid.trb.org/view/537643 ER - TY - RPRT AN - 00755103 AU - Zayed, A M AU - Toth, C AU - Garibaldi, M AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE AND DURABILITY OF CLASS C FLY ASH IN CONCRETE PY - 1998/06 SP - 62 p. AB - In this study, seven Class C ashes and a Class F ash were blended with three different cements of variable tricalcium aluminate content to address the durability of Class C ashes in sulfate environment. Chemical and mineralogical analyses were conducted on all as-received materials and the durability of cement-fly ash blends was assessed through mortar cube strength, length expansion and hydrated phases identification at selected periods of exposure to a 5% sodium sulfate solution. It was found that the presence of sodalite phase and tricalcium aluminate in Class C ashes studied here resulted in rapid deterioration. In addition, the presence of 1.3% tricalcium aluminate (RIR method) in Class C ashes resulted in lowering the durability of cement/Class C ash blends if the cements contain 2% tricalcium aluminate (Bogue method). None of the Class C ashes studied in this investigation had better performance in the sulfate environment if compared to Class F ash. It is recommended that prior to using Class C ash in concrete mixes to be subjected to moderate or aggressive environment, a detailed mineralogical analysis is to be conducted to determine the presence of any detrimental phases in the as-received ash. KW - Chemical analysis KW - Concrete KW - Deterioration KW - Durability KW - Fly ash KW - Mineralogy KW - Sulfates KW - Tricalcium aluminate UR - https://trid.trb.org/view/537205 ER - TY - RPRT AN - 00755102 AU - Yazdani, N AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - EFFECT OF PUMPING ON CONCRETE, PHASE II PY - 1998/06 SP - 97 p. AB - This report summarizes the second part of a Florida Department of Transportation (FDOT) sponsored project that investigated the changes which occur in concrete due to the effect of pumping. This research is important because the pumping of fresh concrete is gaining popularity due to economics and ease of construction. The detrimental and beneficial effects of pumping, if any, should be known so that they may be accounted for in design. Concrete samples were collected and analyzed from 11 FDOT construction sites before and after pumping, during the original project. In the second phase, an additional 62 samples were collected and analyzed. This report presents the combined results for 73 samples from both studies. Collection and testing of concrete were performed in accordance with the American Society for Testing and Materials (ASTM) and American Association of State Highway and Transportation Officials (AASHTO) test methods. By testing samples before and after pumping, the changes in the properties of concrete due to pumping were determined. The tests used in this study were Air Content (ASTM C173), Slump (ASTM C143), Unit Weight (ASTM C138), Compressive Strength (ASTM C39), Rapid Chloride Permeability (AASHTO T277), and Water Permeability (FDOT). The test results were statistically analyzed to determine whether the changes caused by pumping were statistically significant. The air content and the slump of concrete decreased by about 1% and 13 mm (0.5 in.) on the average, respectively, due to pumping. The unit weight and compressive strength of concrete were found to increase by about 24 kg/cu m (1.5 pcf) and 1.83 MPa (266 psi), respectively, due to pumping. Pumping decreased the water and chloride ion permeabilities in the majority of tested samples. Results show that pumping does not have detrimental effects on concrete properties. In many cases, it results in stronger, denser, and more durable concrete. It is suggested that pumping be continued as a means of concrete placement on FDOT projects with confidence. KW - Air content KW - Before and after studies KW - Compressive strength KW - Concrete KW - Concrete properties KW - Concrete tests KW - Durability KW - Fresh concrete KW - Permeability KW - Physical properties KW - Pumps KW - Rapid chloride permeability KW - Slump test KW - Statistical analysis KW - Test procedures KW - Test results KW - Unit weight KW - Water permeability KW - Weight UR - http://ntl.bts.gov/lib/21000/21100/21195/PB99104127.pdf UR - https://trid.trb.org/view/537204 ER - TY - RPRT AN - 00754976 AU - Cowherd, C AU - Midwest Research Institute AU - Colorado Department of Transportation AU - Federal Highway Administration TI - PARTICULATE MATTER FROM ROADWAYS PY - 1998/06 SP - 163 p. AB - Paved roads constitute a major category of PM-10 and PM-2.5 emissions in urban areas. Paved roadway resuspension processes emit antiskid materials, abraded pavement particles, rubber tire fragments, and dirt that is tracked from unpaved areas. In the Denver area, exceedances of the PM-10 standard in late winter and early spring are related to residual road sand loadings from wintertime antiskid controls. This report presents the results of research, sponsored by the Colorado Department of Transportation, to (a) determine the relationships between the paved roadway surface dust characteristics and fine particle emissions, and (b) evaluate emission control measures that reduce road surface silt loadings (either by preventive or mitigative means). Several types of field studies were used in performing this research. The Correlation Studies entailed simultaneous paved road plume profiling and road surface material sampling at three test sites in the Denver metropolitan area. The composition of collected airborne and surface samples were analyzed by chemical and microscopic analysis. The upwind/downwind airborne particulate matter samples that were selected for analysis included PM-10 and PM-2.5, while the road surface samples included the resuspended PM-10 and PM-2.5 from Midwest Research Institute's Dustiness Test Chamber. The Correlation Studies demonstrated that emission control effectiveness for the paved road resuspension processes can be evaluated in terms of reductions of roadway surface material loadings. Additional composite surface sampling of Denver arterial roadways compared the effects of winter sanding and alternative chemical deicers on surface loadings. KW - Air quality management KW - Chemical analysis KW - Deicers KW - Deicers (Equipment) KW - Denver (Colorado) KW - Dust KW - Effectiveness KW - Environmental impacts KW - Field studies KW - Measures of effectiveness KW - Microscopic analysis KW - Particulates KW - Pavements KW - Sand KW - Silts KW - Urban areas UR - https://trid.trb.org/view/537174 ER - TY - RPRT AN - 00753953 AU - Miller, J S AU - Demetsky, M J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ALBEMARLE COUNTY/CITY OF CHARLOTTESVILLE TRANSPORTATION PLANNING COMPACT DISC PY - 1998/06 SP - 29 p. AB - This report describes transportation planning data, available in numerous files and formats stored on the accompanying compact disc, that were compiled from planning studies for the Charlottesville/Albemarle area done in 1967, 1979, and 1990. These data were used for a Virginia Transportation Research Council (VTRC) report entitled "Measuring Transportation Infrastructure Constraints on Land Use with Historical Data" by J.S. Miller and M.J. Demetsky and a dissertation entitled "Reversing the Direction of the Transportation Planning Process: Measuring Transportation Infrastructure Constraints on Land Use with Historical Data" by J.S. Miller. Data development for this project became a labor-intensive task. For that reason, and because subsequent research using the same data sets is to be encouraged, the data used for this project are described in this paper. The data synthesized on the compact disc are categorized as land use, trip generation, trip distribution, traffic assignment, and linkages between the studies performed in 1967, 1979, and 1990. KW - Albemarle County (Virginia) KW - CD-ROM KW - Charlottesville (Virginia) KW - Data communications KW - Data links KW - Forecasting KW - History KW - Land use KW - Land use forecasting KW - Modems KW - Sets KW - Time series KW - Traffic assignment KW - Transportation planning KW - Trip distribution KW - Trip generation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/98-r33.pdf UR - http://ntl.bts.gov/lib/9000/9800/9879/98-r33.pdf UR - https://trid.trb.org/view/536717 ER - TY - RPRT AN - 00753952 AU - Miller, J S AU - Demetsky, M J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - USING HISTORICAL DATA TO MEASURE TRANSPORTATION INFRASTRUCTURE CONSTRAINTS ON LAND USE PY - 1998/06 SP - 74 p. AB - Conventional practice for developing transportation forecasts is to calibrate a model for base year conditions and then apply the model to identify future deficiencies. These models typically begin with an assumed land use and then project future traffic volumes. To determine limitations on land development as a function of the capability of the transportation system, this research effort reversed that direction, beginning with transportation system characteristics as the independent variable and calculating employment and population as dependent variables. To evaluate this process, a case study area was selected for which transportation planning data were available at three points in time over a 25-year period. This area is Charlottesville, Virginia, with imperfect snapshots of transportation and land use characteristics from 1967, 1979, and 1990. A five-component modeling process was developed and applied to the Charlottesville area for the 1967 base year. This initial approach made intuitive sense, was built from models suggested by the literature, and worked reasonably well on a small theoretical network. The performance of one component, however, was extremely weak and led the authors to develop a direct estimation model instead. This revised technique directly estimates zonal trip ends based on transportation system variables that are influenced by link volumes, roadway types, travel distances, and the geographical position of the zone. Additionally, the authors regressed retail employment, nonretail employment, and population to zonal trip ends. Lessons learned with 1967 data were used to calibrate the model for the 1979 base year and apply it for the 1990 forecast year. For individual zones, errors on the order of 50% were obtained, with larger values for retail employment and smaller values for nonretail employment and population. For the aggregate study area, errors between 6% and 21% were obtained. Suggestions about how this model formulation might be interpreted to yield land use limits as a function of traffic volumes are discussed. A simple finding for achieving convergence with the iterative entropy maximization method is stated. Recommendations for using historical data to predict the present, ensuring that these planning data are available for future efforts, and conducting a longitudinal study are presented. Issues associated with linking data from different time periods are explained. KW - Calibration KW - Case studies KW - Charlottesville (Virginia) KW - Data communications KW - Data links KW - Employment KW - Forecasting KW - History KW - Land use KW - Land use forecasting KW - Mathematical models KW - Population KW - Time series KW - Traffic volume KW - Transportation planning KW - Validation UR - http://ntl.bts.gov/lib/20000/20800/20885/PB98157076.pdf UR - https://trid.trb.org/view/536716 ER - TY - RPRT AN - 00753951 AU - Scully, J R AU - ENOS, D G AU - Williams, A J AU - Clemena, G G AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - CATHODIC PROTECTION OF COASTAL PRESTRESSED CONCRETE PILES: PREVENTION OF HYDROGEN EMBRITTLEMENT PY - 1998/06 SP - 224 p. AB - Assessing the effect of cathodic protection (CP) on a chloride-contaminated bridge pile involved defining the hydrogen embrittlement behavior of the pearlitic reinforcement and quantifying the local (i.e., at the steel/concrete interface) chemical and electrochemical conditions, both prior to and throughout the application of CP. The hydrogen embrittlement behavior of the reinforcement was assessed through a combination of Devanathan/Stachurski permeation experiments, to quantify subsurface hydrogen concentrations as a function of the applied hydrogen overpotential, and crack initiation tests for bluntly notched and fatigue precracked tensile specimens employing elastic-plastic finite element analysis and linear elastic fracture mechanics, respectively. A series of laboratory scale piles was constructed to determine relevant environmental and electrochemical conditions at the steel/concrete interface. Laboratory-scale piles were partially immersed in ASTM (American Society for Testing and Materials) artificial ocean water and allowed to stabilize. With time, localized corrosion (crevicing) was initiated along the reinforcement and accompanied by a shift in the pH of the occluded environment from an alkaline pH 12.6 to 5.5 and below due to ferrous ion hydrolysis. CP current densities from 0.1 to 2.5 microA/sq cm (per unit area reinforcement) were applied via a skirt anode located at the waterline. By combining the effect of local CP level as a function of position along the reinforcement on hydrogen absorption with the information on the hydrogen embrittlement characteristics of the reinforcement as a function of hydrogen concentration, safe windows for the application of CP may be identified. With the exception of 100 mV depolarization/decay criteria, it was not possible to sufficiently protect the splash zone of the pile with its high corrosion rate without exceeding the threshold hydrogen concentration for embrittlement at some zone within the reinforcement. KW - Cathodic protection KW - Coastal regions KW - Coasts KW - Embrittlement KW - Hydrogen embrittlement KW - Laboratory tests KW - Piles (Supports) KW - Prestressed concrete KW - Prestressed concrete piles KW - Prevention KW - Scale models UR - http://ntl.bts.gov/lib/37000/37000/37023/98-R26.pdf UR - https://trid.trb.org/view/536715 ER - TY - RPRT AN - 00753755 AU - Joshua, S C AU - Lee Engineering, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - PECOS - ITI DATA MODELS PY - 1998/06 SP - 123 p. AB - This study concerned the development and use of cost models for forecasting future year operation and maintenance (O&M) costs associated with Intelligent Transportation Infrastructure (ITI) in Arizona. This infrastructure consists of both urban and rural applications of Intelligent Transportation Systems (ITS) elements. The urban systems consisted of Phoenix and Tucson Freeway Management Systems. The rural applications were Road Weather Information Systems (RWIS), variable message signs, etc. A primary source of cost data used in the development of the models was the Performance Controlled System (PECOS) that the Arizona Department of Transportation (ADOT) utilizes to monitor all highway maintenance activities. Performance guidelines specified in PECOS for preventive maintenance were used in the cost model. The cost model developed consists of two submodels: (1) operating resource model and (2) maintenance resource model. Existing and future statewide ITI inventory was based on installed systems and on future ITI deployment schedules. The operating resource model applies annual operating costs for each category of ITI element on the anticipated statewide ITI inventory that was determined for each year. The maintenance resource model incorporates factors such as: scheduled or preventive maintenance, unscheduled or demand maintenance, and equipment warranty periods. The degradation of ITI elements with age and their eventual replacement costs were based on current observations. The cost models developed were used to generate annual O&M forecasts for the years 1998 through 2012. The results provide a detailed breakdown of the costs by each ADOT District in terms of total cost and total man-hours required. KW - Arizona KW - Cost models KW - Costs KW - Data collection KW - Data sources KW - Forecasting KW - Infrastructure KW - Intelligent transportation systems KW - Inventory KW - Maintenance costs KW - Maintenance management KW - Operating costs KW - Replacement costs UR - http://ntl.bts.gov/lib/21000/21000/21044/PB98168768.pdf UR - https://trid.trb.org/view/536579 ER - TY - RPRT AN - 00753742 AU - Wilson, T AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - LONG-TERM MONITORING OF PAVEMENT MAINTENANCE MATERIALS TEST SITES PY - 1998/06 SP - 77 p. AB - The Strategic Highway Research Program's (SHRP's) H-106 pothole repair experiment was part of the most extensive pavement maintenance experiment ever conducted. Started under SHRP and continued under the Long-Term Pavement Performance (LTPP) program's Long-Term Monitoring project, it provides valuable data on the performance and cost-effectiveness of various cold-mix materials and procedures for repairing asphalt concrete-surfaced pavements. The information derived from this study will contribute greatly toward advancing the state of the practice of response-type pothole-patching operations. KW - Bituminous materials KW - Cold mix paving mixtures KW - Cost effectiveness KW - Long term KW - Monitoring KW - Patching KW - Pavement maintenance KW - Performance evaluations KW - Potholes KW - Repairing KW - Repairs KW - Strategic Highway Research Program KW - Time duration UR - http://ntl.bts.gov/lib/21000/21800/21804/PB99142697.pdf UR - https://trid.trb.org/view/536566 ER - TY - RPRT AN - 00752205 AU - Ping, W V AU - HE, Y AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF FLEXIBLE PAVEMENT PERFORMANCE LIFE IN FLORIDA PY - 1998/06 SP - 250 p. AB - The pavement performance life provides information on how long a particular pavement type will typically last before it needs rehabilitation. This study presents the research effort to estimate the average flexible pavement performance life in Florida. Two data files of Pavement Condition Survey (PCS) and Work Program Administration (WPA) were used for this study. SAS programs (software designed to perform statistical analyses of data, conduct complex data management, and provide a high-level programming language) were applied to analyze and manipulate these two data files. The pavement performance condition curves were developed for a large sample size of pavement sections based on the polynomial model. The average pavement performance lives were evaluated for each pavement group based on the performance curves. The results of the evaluation showed that the primary system had longer average performance life than the interstate system. Generally, the polynomial model performed well in fitting the data. The pavement performance curve indicates that if maintenance and rehabilitation are performed while the pavement is still in the "slow rate of deterioration" phase, life cycle cost may be reduced. KW - Data analysis KW - Evaluation KW - Flexible pavements KW - Florida KW - Life cycle costing KW - Mathematical analysis KW - Mathematical models KW - Pavement conditions KW - Pavement life KW - Pavement management systems KW - Pavements KW - Service life UR - http://ntl.bts.gov/lib/21000/21000/21035/PB98167851.pdf UR - https://trid.trb.org/view/484847 ER - TY - RPRT AN - 00752183 AU - Smith, B L AU - McGhee, C C AU - Demetsky, M J AU - Sadek, Adel W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF PROTOTYPE DECISION SUPPORT SYSTEMS FOR REAL-TIME FREEWAY TRAFFIC ROUTING: VOLUME I PY - 1998/06 SP - 42 p. AB - For a traffic management system (TMS) to improve traffic flow, TMS operators must develop effective routing strategies based on the data collected by the system. The purpose of this research was to build prototype decision support systems (DSS) for the real-time development of such strategies. We used the freeway system controlled by the Suffolk (Virginia) TMS as a test case. A routing DSS has (1) a search mechanism that allows the space of possible routing strategies to be explored thoroughly but efficiently, and (2) an evaluation routine that estimates the effectiveness of a particular strategy. We combined the search and evaluation routines to develop two DSS prototypes: a simple shock-wave DSS that required very little input data and a heuristic search/dynamic traffic assignment (DTA) DSS that demanded more input and computations but captured traffic dynamics better. We evaluated the prototypes based on the agreement of their recommended strategies with prior expectations and their potential for real-time applications. The results are promising. For the shock-wave DSS, the diversion percentages recommended agree with prior expectations. For the heuristic search/DTA model, the results are consistent regardless of the start point for the search algorithm. KW - Algorithms KW - Decision support systems KW - Freeway traffic KW - Freeways KW - Highway traffic KW - Highway traffic control KW - Prototypes KW - Real time control KW - Real time data processing KW - Routing KW - Strategic planning UR - http://ntl.bts.gov/lib/20000/20900/20909/PB98157829.pdf UR - https://trid.trb.org/view/484824 ER - TY - RPRT AN - 00752182 AU - Taylor, S R AU - Bognaski, D S AU - Clemena, G G AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EFFECT OF CATHODIC PROTECTION ON EPOXY-COATED REBAR PY - 1998/06 SP - 59 p. AB - In anticipation of the future need to use cathodic protection (CP) on existing concrete structures reinforced with epoxy-coated rebars (ECR), this study sought to determine if CP can effectively mitigate corrosion of ECR without adversely affecting the rebar/concrete interface and to examine the effect of CP on the disbonding characteristics of the coating/rebar interface in the concrete environment. Hybrid cell concrete samples, reinforced by ECR with intentional coating defects, were designed to allow for cathodic polarization, electrochemical interrogation, and mechanical testing of rebar pullout characteristics. Cathodic polarization was conducted at four current levels (0X, 1X, 5X, and 10X of 1.08 microA/sq cm, scaled to a 1% coating defective area) and three time intervals. Five replicate samples were used for each condition. Open-circuit potential measurements, electrochemical impedance spectroscopy (EIS), and linear polarization were performed on each sample prior to, during, and after the application of CP. After each CP exposure, the load-vs.-strain behavior of the rebar was quantified in an MTS load frame using a linear variable differential transformer (LVDT) for strain determination. All electrochemical tests indicated that the CP current levels and application times used were effective in preventing corrosion of embedded ECR. The tests also revealed that the CP levels and times had no effect on the splitting failure characteristics, at a 95% confidence level. However, EIS tests indicated that the coating was delaminating at the periphery of defects, which was verified by post mortem scanning electron microscopy (SEM) analysis. Although the levels of delamination in this study did not affect mechanical performance, it is recommended that the use of a protective level that does not induce film delamination be explored. KW - Cathodic protection KW - Corrosion protection KW - Delamination KW - Epoxy coatings KW - Rebars KW - Reinforced concrete KW - Reinforcing bars UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/98-r5.pdf UR - http://ntl.bts.gov/lib/20000/20700/20799/PB98149461.pdf UR - https://trid.trb.org/view/484823 ER - TY - JOUR AN - 00752190 JO - Publication of: Illinois University, Urbana-Champaign PB - University of Illinois, Urbana-Champaign AU - Alvarez, C AU - Thompson, M AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - MECHANISTIC-EMPIRICAL EVALUATION OF THE MN/ROAD MAINLINE FLEXIBLE PAVEMENT SECTIONS PY - 1998/06 SP - 363 p. AB - This study utilized Illinois Department of Transportation (IDOT) mechanistic-empirical (M-E) technology and Mn/ROAD mainline pavement section data and information to verify/refine/modify IDOT M-E analysis and design concepts and procedures for full-depth asphalt concrete (FDAC) and conventional flexible pavements (CFP). The Mn/ROAD mainline flexible pavements include eleven CFP and three FDAC pavement sections. Four different granular materials were used in the CFP. A fine-grained soil subgrade (R-value of about 12) is present throughout the mainline. Laboratory material testing results, field distress measurements, and falling weight deflectometer (FWD) test data were used to study pavement deflection response and performance (rutting and asphalt concrete fatigue). The study demonstrated that the IDOT M-E analysis and design procedures for FDAC and CFP sections are adequate. The ILLI-PAVE structural model adequately predicts the pavement responses. The use of bi-linear (arithmetic) subgrade model and the "theta" granular material model ILLI-PAVE inputs closely replicate CFP field FWD deflection responses. The effect of granular material quality on CFP deflection response is very limited. The ILLI-PAVE FWD backcalculation algorithms are adequate for estimating the moduli of asphalt concrete and subgrade soils. KW - Algorithms KW - Backcalculation KW - Coefficient of subgrade reaction KW - Deflection KW - Falling weight deflectometers KW - Fatigue (Mechanics) KW - Field measurements KW - Field tests KW - Flexible pavements KW - Full-depth asphalt pavements KW - Granular materials KW - Materials tests KW - Mechanistic design KW - Modulus of resilience KW - Pavement deflection KW - Pavements KW - Rutting KW - Structural models UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-097.pdf UR - https://trid.trb.org/view/488083 ER - TY - RPRT AN - 00752188 AU - Lenhart, J AU - Oregon Department of Transportation AU - Federal Highway Administration TI - MANAGEMENT OF STORMWATER FACILITY MAINTENANCE RESIDUALS PY - 1998/06 SP - 60 p. AB - Current research on stormwater maintenance residuals has revealed that the source and nature of these materials is extremely variable, that regulation can be ambiguous, and handling can be costly and difficult. From a regulatory perspective, data indicate that the Total Petroleum Hydrocarbons (TPHs) and the Polycyclic Aromatic Hydrocarbons (PAHs) are the major constituents of concern but in most cases do not pose a substantial environmental impact if handled appropriately. Several operational facilities were reviewed. Though the operators are not completely satisfied with facility performance, some reported successes involve decanting prior to dumping on the dewatering slab, and piling the solids fraction deeper. While decant water is being directed to sanitary sewer treatment plants, the solids have various disposal options. Recommendations are made to consider the investigation of alternative technologies such as dewatering in filter containers and co-composting. Report recommendations include the establishment of treatment and disposal methodologies with expected approval from the Oregon Department of Environmental Quality. Methodologies include field decanting to sanitary sewers and limited land application. The Oregon Department of Transportation should identify treatment options and estimate material volume to project the costs of handling the residuals. A management approach includes further development of worker training, developing a statewide master plan and the evaluation of some alternative waste treatment technologies. KW - Aromatic hydrocarbons KW - Costs KW - Drainage KW - Hydrocarbons KW - Management KW - Methodology KW - Petroleum KW - Petroleum hydrocarbons KW - Recommendations KW - Regional planning KW - Runoff KW - Sewage treatment KW - Solid waste disposal KW - State planning KW - States KW - Training KW - Waste treatment UR - http://ntl.bts.gov/lib/12000/12200/12222/index.html UR - http://ntl.bts.gov/lib/20000/20800/20886/PB98157100.pdf UR - https://trid.trb.org/view/484829 ER - TY - JOUR AN - 00752191 JO - Publication of: Illinois University, Urbana-Champaign PB - University of Illinois, Urbana-Champaign AU - Roesler, J R AU - Barenberg, B J AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - FATIGUE OF CONCRETE BEAMS AND SLABS PY - 1998/06 SP - 516 p. AB - The Illinois Department of Transportation (IDOT) Mechanistic Based Design Procedure was used to evaluate the performance of concrete pavements being tested in Mn/ROAD. To accurately evaluate the probable performance of the pavements, fatigue characteristics of concrete used in Mn/ROAD had to be determined. Fatigue tests were run on simply supported beams, fully supported beams, and fully supported slabs to evaluate the fatigue behavior of concrete using the different types of specimens. Results show that when interpreted in the conventional manner using Wholer diagram, the fatigue responses were the same with all three specimen types. However, the strength of the concrete at first crack was about 30% higher in the fully supported slabs than for the simply supported beams. The slab specimens also showed a much longer performance life between first crack and full cracking than the beam specimens. These results indicate a significantly longer fatigue life for the slabs than predicted using the strength data from simple beams. When the findings were applied to the concrete pavements in Mn/ROAD, using the IDOT Mechanistic Based Design Algorithms, the conclusion was that the pavements should not have failed. Results from Mn/ROAD show no evidence of structural distress at this time, thus partially validating the IDOT Mechanistic Based Design Procedure. KW - Beams KW - Concrete KW - Concrete pavements KW - Concrete strength KW - Design KW - Fatigue (Mechanics) KW - Fatigue life KW - Fatigue tests KW - Forecasting KW - Mechanical analysis KW - Mechanistic design KW - Performance evaluations KW - Slabs KW - Strength of materials KW - Test results KW - Validation UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-098.pdf UR - https://trid.trb.org/view/488084 ER - TY - RPRT AN - 00752143 AU - McKittrick, L AU - Hicks, J AU - Stephens, J AU - VanLuchene, R AU - Rabern, D AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE OF STEEL PIPE PILE-TO-CONCRETE BENT CAP CONNECTIONS SUBJECT TO SEISMIC OR HIGH TRANSVERSE LOADING. PHASE I: PRELIMINARY INVESTIGATION PY - 1998/06 SP - 100 p. AB - A preliminary investigation was conducted on the behavior of steel pipe pile-to-concrete pile cap connections for bridge structures subjected to extreme seismic and ice forces. This investigation consisted of reviewing available information on the analysis, design, and performance of steel pipe pile-to-concrete pile cap connections, setting up a finite element model for analyzing the behavior of these connections, and investigating a method for experimentally testing these connections. Only limited information on the behavior of steel pipe pile-to-concrete pile cap was found during the literature search. Therefore, a finite element model was developed to study connection behavior. The model, developed in ANSYS, consisted of a typical bridge bent (comprised of steel pipe piles topped with a concrete pile cap) and superstructure. The concrete and steel were represented with 3-D brick and link elements. All materials were modeled as linear and elastic. Inelastic material behavior was studied in some detail, and issues that need to be addressed in future analyses in modeling such behaviors were identified. The finite element model was used to study the behavior of the pipe pile-to-concrete pile cap connection in different situations. The model was loaded with a horizontally directed inertial body force of 1 g to study the behavior of the connection under lateral seismic loads. Ice loads were applied as pressures acting directly on the pile cap (high water case) and on the lead pile in a bent. These pressures varied from 0 to 200 psi (0 to 1379 kPa). In general, large stresses and strains were predicted in the pile-to-pile cap connection under seismic loads. The predicted strains exceeded the elastic limit of the materials, suggesting that large deformations and significant damage may occur in the pile and cap under seismic loads. The stresses and strains predicted in the ice load analyses were significantly lower than those predicted in the seismic analyses, and only minor damage would be expected in the pile and cap under ice loads. Parametric calculations were performed to estimate the effect of deck support conditions, pile height, pile embedment, and pile reinforcement on connection response. Performance of the finite element model was validated by comparing its results with the results of simple hand calculations and with the results of a test on a physical model of a pile and pile cap. The hand calculations were performed using a simple 2-D frame model of a typical bent. The physical test was performed on a 1/2 size model of an interior section of a typical bent. Further calculations need to be done that realistically consider the inelastic response of the pile and cap materials under seismic loads. The objectives of such calculations would be (a) to precisely determine the vulnerability (strength and ductility) of these connections under seismic loads, (b) to develop retrofit strategies for existing connections, and (c) to develop design approaches for new connections, as necessary. KW - Bents KW - Connections KW - Damages KW - Deformation KW - Ductility KW - Earthquake resistant design KW - Earthquakes KW - Finite element method KW - Ice KW - Ice loads KW - Inelastic response KW - Inelastic stress KW - Loads KW - Loss and damage KW - Model testing KW - Pile caps KW - Piles (Supports) KW - Pipe KW - Pipe piles KW - Retrofitting KW - Scale models KW - Seismic loads KW - Steel KW - Steel piling KW - Strain (Mechanics) KW - Strains KW - Strength of materials KW - Stresses UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/seismic/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/structures/seismic.shtml UR - http://ntl.bts.gov/lib/45000/45800/45870/final_report92.pdf UR - https://trid.trb.org/view/484800 ER - TY - RPRT AN - 00752138 AU - Yu, H T AU - Smith, K D AU - Darter, M I AU - Jiang, J AU - Khazanovich, L AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - PERFORMANCE OF CONCRETE PAVEMENTS. VOLUME III: IMPROVING CONCRETE PAVEMENT PERFORMANCE PY - 1998/06 SP - 302 p. AB - With the goal of improving future concrete pavement design and construction practices, this project evaluated the performance of 303 inservice concrete pavement sections located throughout North America. An extensive field testing program, consisting of pavement condition surveys, drainage surveys, falling weight deflectometer (FWD) testing, coring/boring operations, and roughness testing, was conducted in order to collect the information needed for analysis. Because many of these pavement sections are part of State-level studies on concrete pavements, a range of design variables (e.g., load transfer, slab thickness, joint spacing, drainage) thought to affect concrete pavement performance are present. Over one-third of the sections was evaluated under a preceding Federal Highway Administration study, meaning that 5-year performance trends are available for some of the sections. Additional pavement performance data are also available for 96 European concrete pavement sections and for 21 Chilean concrete pavement sections. The average age and average cumulative equivalent single axle loads (ESALs) for the North American sections are 16 years and 7.1 million, respectively, compared to 21 years and 21.8 million for the European sections and 9 years and 5.9 million for the Chilean sections. This volume presents pavement performance prediction models that were developed from the data collected under this study. Prediction models are presented for transverse joint faulting (doweled and nondoweled), transverse cracking [jointed plain concrete pavement (JPCP) and jointed reinforced concrete pavement (JRCP)], transverse joint spalling (JPCP and JRCP), pavement serviceability (JPCP and JRCP), and pavement roughness (JPCP only). Based on the results of the models and on the results of the field evaluation findings, guidelines for the improved design of concrete pavements are presented. KW - Age KW - Axle loads KW - Boring KW - Chile KW - Concrete pavements KW - Condition surveys KW - Cores (Specimens) KW - Deflection tests KW - Drainage KW - Equivalent single axle loads KW - Europe KW - Falling weight deflectometers KW - Faulting KW - Field data KW - Field studies KW - Field tests KW - Forecasting KW - Guidelines KW - Mathematical models KW - North America KW - Pavement design KW - Pavement performance KW - Pavement serviceability KW - Performance KW - Performance prediction KW - Roughness KW - Spalling KW - Traffic equivalence factor KW - Transverse cracking KW - Transverse joints KW - Trend (Statistics) UR - https://trid.trb.org/view/484795 ER - TY - RPRT AN - 00752112 AU - Collins, J AU - Oregon Department of Transportation AU - Federal Highway Administration TI - ROADWASTE: ISSUES AND OPTIONS PY - 1998/06 SP - 284 p. AB - The Oregon Department of Transportation (ODOT) is conducting a study to determine roadwaste management options. Phase 1 consisted of a thorough review of regulations and standards, roadwaste characterization, current management practices, and new technology. This report documents the findings from Phase 1, focusing on road sweepings and stormwater vactor residuals, though the findings also help to clarify proper management of other roadwaste materials. No one set of regulations was identified that covers roadwaste management. Consequently, hazardous and solid waste, water quality, cleanup, and other rules are reviewed. Roadwaste characterization evolved during the 1990s; many tests were run and results varied widely. Total petroleum hydrocarbon (TPH) tests, used at underground storage tank (UST) cleanup sites, are not appropriate for evaluation of roadwaste due to H-C bond interference from natural organic constituents. Now, carcinogenic PAHs (seven heavy petroleum compounds) and heavy metals drive evaluation of risk. Fine particles (clays and silts) are more contaminated than coarse fractions. Dissolved contaminants in vactor liquids are low; however, high contamination loadings are often adsorbed to suspended solids. Identifying and separating differing roadwastes allows more ready management while requiring less frequent analysis. Practices reviewed address hot load separation, mainstream roadwaste, and vactor waste management. Many possibilities are identified for trials; it is expected that Phase 2 (Trial Implementation) will lead to further important finds. The report recommends that trials lead to the development of Best Management Practices to support statewide plan development by ODOT in Phase 3. KW - Alternatives analysis KW - Cleaning KW - Contaminants KW - Contamination KW - Drainage KW - Hazardous wastes KW - Heavy metals KW - Oil spill cleanup KW - Options KW - Petroleum KW - Regulations KW - Runoff KW - Solid wastes KW - Streets KW - Sweepings KW - Vactor wastes KW - Waste management KW - Wastes KW - Water quality UR - https://trid.trb.org/view/484793 ER - TY - RPRT AN - 00752106 AU - Townsend, F C AU - Krishnamurthy, K AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - SHAFT98 - COMPUTER DESIGN PROGRAM FOR AXIALLY LOADED DRILLED SHAFTS PY - 1998/06 SP - 50 p. AB - SHAFT98 is a Visual Basic program based upon the following Federal Highway Administration reports: (a) "Drilled Shafts: Construction Procedure and Design Methods" (1988) by L.C. Reese and M.W. O'Neill, and (b) "Load Transfer for Drilled Shafts in Intermediate Geomaterials" (1996) by M.W. O'Neill et al. The program calculates axial capacities and settlements for clays, sands and soft rock (unconfined compression strength between 0.5 and 5.0 MPa). KW - Axial capacities KW - Axial loads KW - Clay KW - Computer programs KW - Design KW - Drilled shafts KW - Sand KW - Settlement (Structures) KW - Soft rock UR - http://ntl.bts.gov/lib/20000/20800/20897/PB98157522.pdf UR - https://trid.trb.org/view/484786 ER - TY - RPRT AN - 00752102 AU - Liang, R Y AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - MIXTURE DESIGN AND PERFORMANCE PREDICTION OF RUBBER-MODIFIED ASPHALT IN OHIO PY - 1998/06 SP - 273 p. AB - The mixture design and performance characteristics of crumb rubber modified asphalt concretes were investigated in this research project to meet the requirements of the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991, which has required each State to incorporate scrap tire rubber into its asphalt paving materials. Specifically, the objectives of this research encompass the following: (i) investigation of the rheological properties of asphalt-rubber binder to determine optimum content of crumb rubber; (ii) development of optimum mix design for various applications, including both wet and dry mix processes; (iii) characterization of mechanical properties of recommended paving mixtures, including resilient modulus, fatigue cracking behavior, low-temperature thermal cracking resistance, water sensitivity test, incremental creep test and loaded wheel track test; and (iv) comparison of performance of selected paving mixes. The KENLAYER computer program developed by the University of Kentucky was used to evaluate the life performance of the selected paving mixtures. The Marshall testing procedure, with small modifications of selection criteria, was used to determine the optimum rubber-aggregate-asphalt mix design, including five wet processes and two dry processes. In addition, the unmodified conventional hot mix was used as the control mix for a comparison purpose. Based on the recommended mix design, mechanical properties characterizations, computer analysis results and life cycle cost analysis, it can be concluded that the rubber modified asphalt mixtures, produced by the wet process, can be a viable asphalt paving material for highway pavement in terms of resistance to fatigue, low-temperature thermal cracking and rutting. However, the durability of the rubber modified asphalt concretes in terms of TSR (tensile strength ratio) from the water stripping test has shown potential problem, needing further investigation. From limited life cycle cost analysis, crumb rubber modified asphalt concretes have not shown advantage over the conventional asphalt concrete. KW - Asphalt rubber KW - Computer programs KW - Cracking KW - Creep tests KW - Crumb rubber KW - Dry process KW - Life cycle costing KW - Low temperature KW - Marshall mix design KW - Mechanical properties KW - Mix design KW - Modulus of resilience KW - Performance KW - Performance characteristics KW - Performance evaluations KW - Rheological properties KW - Rutting KW - Tensile strength KW - Test tracks KW - Track tests KW - Wet process UR - http://ntl.bts.gov/lib/20000/20800/20893/PB98157480.pdf UR - https://trid.trb.org/view/484782 ER - TY - RPRT AN - 00752100 AU - Wade, M J AU - Smith, K D AU - Yu, H T AU - Darter, M I AU - Wienrank, C J AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - PERFORMANCE OF CONCRETE PAVEMENTS. VOLUME IV: APPENDIXES PY - 1998/06 SP - 329 p. AB - With the goal of improving future concrete pavement design and construction practices, this project evaluated the performance of 303 inservice concrete pavement sections located throughout North America. An expensive field testing program, consisting of pavement condition surveys, drainage surveys, falling weight deflectometer (FWD) testing, coring/boring operations, and roughness testing, was conducted in order to collect the information needed for analysis. Because many of these pavement sections are part of State-level studies on concrete pavements, a range of design variables (e.g., load transfer, slab thickness, joint spacing, drainage) thought to affect concrete pavement performance are present. Over one-third of the sections were evaluated under a preceding Federal Highway Administration study, meaning that 5-year performance trends are available for some of the sections. Additional pavement performance data are also available for 96 European concrete pavement sections and for 21 Chilean concrete pavement sections. The average age and average cumulative Equivalent Single Axle Loads (ESALs) for the North American sections are 16 years and 7.1 million, respectively, compared to 21 years and 21.8 million for the European sections and 9 years and 5.9 million for the Chilean sections. This volume includes supporting documentation for the research study. Summary tables containing design, construction, and performance data for the 303 concrete pavement sections evaluated under this study are provided in Appendix A. Appendix B presents a summary report prepared on the performance of 96 European concrete pavement sections, while Appendix C presents a summary report prepared on the performance of 21 concrete pavement sections from Chile. Appendix D contains an annotated bibliography on experimental concrete pavement sections by State, and Appendix E provides a reprint of a paper describing the performance of sections constructed on permeable bases. KW - Age KW - Axle loads KW - Bibliographies KW - Boring KW - Chile KW - Concrete pavements KW - Condition surveys KW - Cores (Specimens) KW - Deflection tests KW - Documentation KW - Documents KW - Drainage KW - Equivalent single axle loads KW - Europe KW - Falling weight deflectometers KW - Field data KW - Field studies KW - Field tests KW - North America KW - Pavement performance KW - Roughness KW - Tables (Data) KW - Traffic equivalence factor KW - Trend (Statistics) UR - https://trid.trb.org/view/484780 ER - TY - RPRT AN - 00752099 AU - Smith, K D AU - Wade, M J AU - Peshkin, D G AU - Khazanovich, L AU - Yu, H T AU - Darter, M I AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - PERFORMANCE OF CONCRETE PAVEMENTS. VOLUME II: EVALUATION OF INSERVICE CONCRETE PAVEMENTS PY - 1998/06 SP - 330 p. AB - With the goal of improving future concrete pavement design and construction practices, this project evaluated the performance of 303 inservice concrete pavement sections located throughout North America. An extensive field testing program, consisting of pavement condition surveys, drainage surveys, falling weight deflectometer (FWD) testing, coring/boring operations, and roughness testing, was conducted in order to collect the information needed for analysis. Because many of these pavement sections are part of State-level studies on concrete pavements, a range of design variables (e.g., load transfer, slab thickness, joint spacing, drainage) thought to affect concrete pavement performance are present. Over one-third of the sections was evaluated under a preceding Federal Highway Administration study, meaning that 5-year performance trends are available for some of the sections. Additional pavement performance data are also available for 96 European concrete pavement sections and for 21 Chilean concrete pavement sections. The average age and average cumulative equivalent single axle loads (ESALs) for the North American sections are 16 years and 7.1 million, respectively, compared to 21 years and 21.8 million for the European sections and 9 years and 5.9 million for the Chilean sections. This volume examines the performance of the North American concrete pavement sections included in the study. This examination primarily consists of an evaluation of the effect of concrete pavement design features on concrete pavement performance. Design features investigated include slab thickness, joint spacing, joint orientation, load transfer, joint sealant, base type, drainage, shoulder type, reinforcement, and pavement type. The results of an examination of the backcalculation results are also presented, as are the significant findings of an evaluation conducted on the performance of European and Chilean concrete pavements. KW - Age KW - Axle loads KW - Backcalculation KW - Boring KW - Chile KW - Concrete pavements KW - Condition surveys KW - Cores (Specimens) KW - Deflection tests KW - Design KW - Design features KW - Drainage KW - Equivalent single axle loads KW - Europe KW - Falling weight deflectometers KW - Field data KW - Field studies KW - Field tests KW - North America KW - Pavement performance KW - Performance evaluations KW - Roughness KW - Traffic equivalence factor KW - Trend (Statistics) UR - https://trid.trb.org/view/484779 ER - TY - RPRT AN - 00752101 AU - Bauer, K M AU - Harwood, D W AU - Midwest Research Institute AU - Federal Highway Administration TI - STATISTICAL MODELS OF ACCIDENTS ON INTERCHANGE RAMPS AND SPEED-CHANGE LANES PY - 1998/06 SP - 163 p. AB - The objective of this research was to develop statistical models for defining the relationship between traffic accidents and highway geometric design elements and traffic volumes for interchange ramps and speed-change lanes. The data base used to develop the models consisted of data for interchange ramps and speed-change lanes in the State of Washington and was obtained from the Federal Highway Administration's Highway Safety Information System. Additional geometric design features were obtained from the review of interchange diagrams. Data on other geometric design features, such as the ramp grades and horizontal curvature, were collected for a sample of ramps from aerial photographs and other existing highway agency files. The statistical modeling approaches used in the research included Poisson and negative binomial regression. Regression models to determine relationships between accidents and the geometric design and traffic volume characteristics of ramps were difficult to develop because the observed accident frequencies for most ramps and speed-change lanes are very low. The regression models developed, based on the negative binomial distribution, explained between 10 and 42% of the variability in the accident data, with the negative binomial distribution providing a poor to moderate fit to the data. However, most of that variability was explained by ramp Annual Average Daily Traffic (AADT). Other variables found to be significant in some models included mainline freeway AADT, area type (rural/urban), ramp type (on/off), ramp configuration, and combined length of ramp and speed-change lane. The best models obtained for predicting accident frequencies were those obtained when modeling the combined accident frequency for an entire ramp, together with its adjacent speed-change lanes. These models provided a better fit than separate models for ramps and speed-change lanes. Models developed to predict total accidents generally performed slightly better than did models to predict fatal and injury accidents. KW - Annual average daily traffic KW - Geometric design KW - Highway design KW - Interchanges KW - Mathematical models KW - Off ramps KW - On ramps KW - Ramps KW - Regression analysis KW - Rural areas KW - Speed change lanes KW - Traffic crashes KW - Traffic volume KW - Urban areas KW - Washington (State) UR - http://ntl.bts.gov/DOCS/97-106/index.htm UR - http://ntl.bts.gov/lib/000/700/739/index.htm UR - https://trid.trb.org/view/484781 ER - TY - RPRT AN - 01104269 AU - Thomas, A AU - Eshenaur, S AU - Kulicki, John M AU - Multidisciplinary Center for Earthquake Engineering Research AU - Modjeski and Masters, Incorporated AU - Federal Highway Administration TI - Methodologies for Evaluating the Importance of Highway Bridges PY - 1998/05/28/Technical Report SP - 186p AB - The location of a structure with respect to seismic hazards, its seismic vulnerability and its importance are factors which are used in determining what seismic design or seismic retrofit level a structure belongs in. This research evaluated methods for determining the importance of a structure and how to use this importance in seismic design and retrofitting specifications. This report develops a method for determining the importance of a bridge. This importance ranking of a bridge is then used in proposed revisions to seismic bridge design and retrofitting specifications. Depending on the relative importance bridge ranking, design or retrofitting requirements will be increased or decreased (e.g., the higher the importance ranking, the greater the seismic design or retrofitting requirements). This report also provides for existing importance methods to be used with the seismic design and retrofitting specifications. KW - Bridge design KW - Bridges KW - Earthquake resistant design KW - Highway bridges KW - Methodology KW - Retrofitting KW - Risk assessment KW - Seismicity UR - http://ntl.bts.gov/lib/21000/21400/21450/PB99118846.pdf UR - https://trid.trb.org/view/863583 ER - TY - RPRT AN - 00749972 AU - Bielenberg, B W AU - Faller, R K AU - Reid, J D AU - Rohde, J R AU - Sicking, D L AU - Keller, E A AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - CONCEPT DEVELOPMENT OF A BULLNOSE GUARDRAIL SYSTEM FOR MEDIAN APPLICATIONS PY - 1998/05/22 SP - 102 p. AB - The research study consisted of the design, fabrication, and full-scale vehicle crash testing of a bullnose barrier concept for the end treatment of median hazards. The bullnose concept consisted of a 12-gauge thrie beam rail supported by twenty-two wood posts, eleven posts on each side of the system. Horizontal slots were cut in the valleys of selected thrie beam sections to aid in vehicle capture as well as to reduce the buckling and bending capacities of the rail. Two full-scale crash tests were performed, the first using a 2000-kg pickup truck and the second using an 820-kg small car. The first test, impacting at a speed of 101.4 km/h and an angle of 0.1 degrees at a 1/4-point offset, was unsuccessful. Although the vehicle showed no potential for vehicle override, the thrie beam ruptured causing uncontrolled penetration of the vehicle behind the barrier. Consequently, the bullnose system was modified to include additional breakaway posts and horizontal slots in other thrie beam sections. The second test, impacting at a speed of 103.3 km/h and an angle of 3.4 degrees was determined to be successful according to the safety standards set forth by the Test Level 3 evaluation criteria described in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features". The data and information gathered from the development phase of this project will be used in the development of a computer simulation LS-DYNA model of the bullnose system as well as an improved bullnose guardrail design. KW - Breakaway supports KW - Bullnose guardrail systems KW - End treatments KW - Guardrails KW - Impact KW - Impact angle KW - Impact speed KW - Impact tests KW - Median barriers KW - NCHRP Report 350 KW - Safety KW - Safety standards KW - Simulation KW - Speed KW - Standards KW - Structural design KW - Thrie beams UR - http://ntl.bts.gov/lib/20000/20700/20743/PB98144793.pdf UR - https://trid.trb.org/view/484225 ER - TY - RPRT AN - 00759249 AU - Fatagoma, O AU - Premo, T AU - Jacko, R B AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - INTEGRATION OF REAL-TIME AIR POLLUTION PARAMETERS INTO THE DECISION MAKING PROCESS REGARDING HIGHWAY CONSTRUCTION WORK ZONE TRAFFIC FLOW IMPROVEMENTS PY - 1998/05/15 SP - 110 p. AB - The Midac Fourier Transform Infrared air monitoring system was used to measure real-time vehicular exhaust emission concentrations of carbon monoxide (CO) and hydrocarbons (HCs) during the Purdue Vehicle Emission Monitoring and Modeling Project (PVEMP) conducted in spring and summer 1997. The experiments took place on the Borman Expressway, in Gary, Indiana and on I-65, south of Lafayette, Indiana. Concurrently, two speed-readings were acquired from the passing vehicles in the vicinity of the air monitoring system using a hand-held laser gun. The speeds were integrated to determine the speeds and accelerations of the passing vehicles at the spectrometer. An 8-mm camcorder was used to videotape the passing vehicles in order to determine the vehicle types. Three vehicle types were determined: type I represented all the automobiles, type II represented all the medium-duty vehicles including light and medium duty trucks, pick-ups, and vans, and type III represented all the heavy-duty vehicles, mainly semi-trailers. Meteorological data were also recorded from the nearest surface weather stations. Overall, 16,870 vehicles were monitored, of which 8,478 were type I, 4,829 were type II, and 3,563 were type III. The flow rates in count per minute were 8.92 for type I, 5.08 for type II, 3.75 for type III, and 17.75 for the combined fleet. However, 4,413 vehicles were retained for data analysis. These included 2,848 (65%) type I vehicles and 1,565 (35%) type II vehicles. Type III vehicles were not included in the analysis because their exhaust emission concentrations were not measured. However, their counts and frequencies were determined. The analysis for the PVEMP database showed that the exhaust emission concentrations were very variable with a logarithmic distribution. On average, type I vehicles exhaust emission concentrations were 1.10% CO and 0.23% HCs while that of type II vehicles were 1.16% CO and 0.24% HCs. They were 1.12% CO and 0.23% HCs for the combined fleet. The recorded vehicle speeds varied from 34.5 mph (55.5 kph) to 83.5 mph (134.4 kph) with a mean of 56.56 mph (91.01 kph). Accelerations varied from -4.5 mph/sec (-7.4 kph/sec) to +4 mph/sec (+6.4 kph/sec) with a mean of 0.17 mph/sec (0.27 kph/sec). With a high emitter cut-point set at 4.0% CO and 0.2% HCs, 5.7% and 49.2% of the combined vehicle fleet were CO and HCs high emitters, respectively. The instantaneous values of the exhaust CO and HCs emission concentrations exhibited a nonlinear relationship with vehicle speeds and accelerations. Using the PVEMP database, a real-time modal exhaust emission concentration model was developed. The model was based on the nonlinear multivariate regression of the speed-acceleration matrix for modal-average CO and HCs exhaust emission concentrations aggregated by vehicle type. This model, the Purdue Vehicle Exhaust Emission Model, the Borman Expressway Application (PVEM-BEA), requires input of vehicle speeds and vehicle type for each passing vehicle at a given location within a short time interval. KW - Acceleration (Mechanics) KW - Air pollution KW - Automobiles KW - Carbon monoxide KW - Exhaust gases KW - Heavy duty vehicles KW - Hydrocarbons KW - Indiana KW - Mathematical models KW - Medium trucks KW - Monitoring KW - Multivariate analysis KW - Occupational safety KW - Pickup trucks KW - Regression analysis KW - Traffic flow rate KW - Traffic speed KW - Vans KW - Work zones UR - http://ntl.bts.gov/lib/20000/20700/20783/PB98148950.pdf UR - https://trid.trb.org/view/538833 ER - TY - RPRT AN - 00749971 AU - Faller, R K AU - Reid, J D AU - Rohde, J R AU - Sicking, D L AU - Keller, E A AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - TWO APPROACH GUARDRAIL TRANSITIONS FOR CONCRETE SAFETY SHAPE BARRIERS PY - 1998/05/15 SP - 168 p. AB - Two approach guardrail transitions for use with concrete safety shape barriers were developed and crash tested. For this study, the transition systems were attached to the New Jersey safety shape concrete barrier; however, it is believed that these transition systems could be easily adapted to the F-shape barrier with no need for further crash testing. Both transition designs were constructed with two nested thrie beam rails measuring 2.66-mm thick. The first transition design was supported by nine W150x13.5 steel posts measuring, 1,981-mm long, while the second transition design was supported by nine 152-mm x 203-mm wood posts measuring 2,134-mm long. For both systems, post spacings consisted on one at 292 mm, five at 476 mm, and three at 952 mm. A triangular-shape concrete curb was constructed below the thrie beam rail on each approach guardrail transition system. The two transition systems successfully met the Test Level 3 requirements specified in NCHRP Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features". KW - Acceptance tests KW - Barriers KW - Barriers (Roads) KW - Concrete safety shapes KW - Guardrail transition sections KW - Guardrails KW - Median barriers KW - NCHRP Report 350 KW - Post spacing KW - Posts KW - Spacing KW - Specifications KW - Steel KW - Thrie beams KW - Wood KW - Wood posts UR - https://trid.trb.org/view/484224 ER - TY - RPRT AN - 01100369 AU - Multidisciplinary Center for Earthquake Engineering Research AU - National Science Foundation AU - New York State Government AU - Federal Highway Administration AU - Federal Emergency Management Agency TI - Engineering and Socioeconomic Impacts of Earthquakes: An Analysis of Electricity Lifeline Disruptions in the New Madrid Area SN - 0965668223 PY - 1998/05/13/Technical Report SP - 216p AB - This monograph examines the potential effects of a repeat of the New Madrid earthquake to the metropolitan Memphis area. The authors developed a case study of the impact of such an event to the electric power system, and analyzed how this disruption would affect society. In nine chapters and 189 pages, the book traces the impacts of catastrophic earthquakes through a curtailment of utility lifeline services to its host regional economy and beyond. The monographs' chapters include: Modeling the Memphis economy; Seismic performance of electric power systems; Spatial analysis techniques for linking physical damage to economic functions; Earthquake vulnerability and emergency preparedness among businesses; Direct economic impacts; Regional economic impacts; Socioeconomic and Interregional impacts; Lifeline risk reduction; and Public policy formulation and implementation. KW - Disaster preparedness KW - Earthquake engineering KW - Earthquakes KW - Economic impacts KW - Electric power generation KW - Electric power transmission KW - Electric utilities KW - Lifelines KW - Memphis (Tennessee) KW - Metropolitan areas KW - Regional economics KW - Risk assessment KW - Seismicity KW - Social impacts KW - Socioeconomic factors UR - http://ntl.bts.gov/lib/21000/21600/21659/PB99130635.pdf UR - https://trid.trb.org/view/860074 ER - TY - RPRT AN - 00805908 AU - Hallenbeck, Mark AU - Federal Highway Administration TI - LONG TERM PAVEMENT PERFORMANCE PROGRAM PROTOCOL FOR CALIBRATING TRAFFIC DATA COLLECTION EQUIPMENT PY - 1998/05/10 SP - 16 p. AB - This document describes the procedures that the Long Term Pavement Performance (LTPP) program recommends for ensuring that traffic data collection equipment used for LTPP traffic monitoring efforts operates correctly and collects valid data. Recommendations are made for the following subject areas: steps for checking equipment calibration, quality control steps to be taken in the field, quality control steps to be taken in the office. The LTPP program acknowledges that weigh-in-motion (WIM) and automatic vehicle classification (AVC) are not mature technologies. As such, participating agency and site-specific conditions may legitimately warrant the use of procedures other than those presented in this document. In addition, LTPP recognizes that participating agencies use a variety of types of traffic data collection equipment and have different levels of available labor. Consequently, different participating agencies may prefer to use different methods for checking calibration and performing quality assurance on their data. As a result, while LTPP strongly recommends the use of the following procedures, agencies may request permission to substitute alternative, equivalent procedures. KW - Automatic vehicle classification KW - Calibration KW - Data collection KW - Equipment KW - Long-Term Pavement Performance Program KW - Monitoring KW - Pavement performance KW - Quality control KW - Traffic data KW - Traffic surveillance KW - Weigh in motion UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/trfcal/trfcal.pdf UR - https://trid.trb.org/view/672508 ER - TY - ABST AN - 01459664 TI - Bridge Software- Validation Guidelines and Examples AB - The objective of this project is to develop a methodology for bridge- design software validation. KW - Bridge design KW - Bridges KW - Guidelines KW - National Cooperative Highway Research Program KW - Research projects KW - Software KW - Standardization KW - Structural design KW - Validation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=336 UR - https://trid.trb.org/view/1227879 ER - TY - RPRT AN - 00760468 AU - Netemeyer, R L AU - Missouri Department of Transportation AU - Federal Highway Administration TI - RUTTING SUSCEPTIBILITY OF BITUMINOUS MIXTURES BY THE GEORGIA LOADED WHEEL TESTER PY - 1998/05/01 SP - 60 p. AB - The investigation was conducted using a Georgia Loaded Wheel Tester (LWT) on bituminous mixes which used materials that are native to Missouri. The investigation was used to ascertain the rutting characteristics of bituminous mixes, which the Missouri Department of Transportation (MoDOT) uses for high traffic volume routes. Included in these bituminous mixes were the new Superpave mixes. This investigation was also conducted so as to determine if the LWT can be used as a laboratory proof tester of bituminous mixes. This will allow the rejection and redesign of bituminous mixtures which display excessive rutting in the laboratory. The answer to whether the Georgia LWT can be used as a laboratory proof tester of bituminous mixes, is yes. Since almost all of the rutting analysis on the mix design properties and combined aggregate properties indicated text book behavior, it can be concluded that this correlation substantiates that the LWT can be used in the laboratory as a proof tester for rutting. KW - Bituminous mixtures KW - Georgia Loaded Wheel Tester KW - Laboratory tests KW - Rutting KW - Superpave KW - Testing equipment UR - http://ntl.bts.gov/lib/20000/20800/20827/PB98153604.pdf UR - https://trid.trb.org/view/496215 ER - TY - RPRT AN - 01613028 AU - Andres, Valerie A AU - Bonzon, Wade S AU - Davis, Rodney T AU - Breen, John E AU - Kreger, Michael E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Measured Behavior and Thermal Gradients in Innovative Bridge Piers PY - 1998/05//Research Report SP - 249p AB - Construction of the U.S. 183 elevated highway in Austin, Texas, provided a unique opportunity to investigate the behavior of two types of innovative concrete piers. Tied Y shape piers were used to support mainlane spans. They were cast in situ with steel pipes for the tensile ties between the arms of the Y. Force distribution and thermal gradients and effects were measured prior to and during construction of the superstructure. Force measurements were compared to conventional and to strut-and-tie model analyses. The second type of piers were tall segmentally constructed hollow box piers. Temperature gradient and strain data were obtained to evaluate design thermal gradients and thermal gradient design procedures. Recommendations for improvement in design specifications are presented. KW - Austin (Texas) KW - Bridge piers KW - Design KW - Force distribution KW - Highway bridges KW - Specifications KW - Structural behavior KW - Technological innovations KW - Temperature gradients UR - http://library.ctr.utexas.edu/digitized/texasarchive/phase2/1404-1.pdf UR - https://trid.trb.org/view/1425052 ER - TY - RPRT AN - 01582530 AU - Cable, J K AU - McDaniel, L L AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Iowa Highway Research Board AU - Federal Highway Administration TI - Effect of Mix Times on PCC Properties PY - 1998/05//Final Report SP - 59p AB - The objectives of this research were the collection and evaluation of the data pertaining to the importance of concrete mixing time on air content and distribution, consolidation and workability for pavement construction. American Society for Testing and Materials (ASTM) standard C 94 was used to determine the significance of the mixing time on the consistency of the mix being delivered and placed on grade. Measurements of unit weight, slump, air content, retained coarse aggregate and compressive strength were used to compare the consistency of the mix in the hauling unit at the point of mixing and at the point placement. An analysis of variance was performed on the data collected from the field tests. Results were used to establish the relationship between selected mixing time and the portland cement concrete properties tested. The results were also used to define the effect of testing location (center and side of truck, and on the grade) on the concrete properties. Compressive strength test concepts were used to analyze the hardened concrete pavement strength. Cores were obtained at various locations on each project on or between vibrator locations to evaluate the variance in each sample, between locations, and mixing times. A low-vacuum scanning electron microscope (SEM) was used to study air void parameters in the concrete cores. Combining the data from these analysis thickness measurements and ride in Iowa will provide a foundation for the formulation of a performance based matrix. Analysis of the air voids in the hardened concrete provides a description of the dispersion of the cementitious materials (specifically flyash) and air void characteristics in the pavement. Air void characteristics measured included size, shape and distribution. KW - Air voids KW - Compressive strength KW - Concrete mixing KW - Cores (Specimens) KW - Fly ash KW - Iowa KW - Portland cement concrete KW - Time duration UR - http://publications.iowa.gov/id/eprint/16247 UR - https://trid.trb.org/view/1376087 ER - TY - RPRT AN - 01173825 AU - Ray, Thomas G AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Development of Performance Indicators for DOTD Programs PY - 1998/05 SP - 56p AB - The principal objectives of this study were to evaluate the performance indicators in use at DOTD, to determine if any of these indicators appeared to be deficient, and, if so, to specify those deficiencies identified, to specify a uniform procedure for the development of future performance indicators, and to use this procedure to develop indicators as specified by the Program Review Committee. The scope of the investigation included the study of current procedures in use at DOTD, the study of Manageware, the planning and budgeting guidelines from the Division of Administration, a survey of available current literature, and interviews with program area managers of DOTD, as well as related personnel from the Division of Administration, the Legislative Budget Office and the Office of the Legislative Auditor. The methodology employed was that of general systems analysis; interview personnel, accumulate information, and define procedures and processes involved. The results of the study are that the performance indicators in use by DOTD are acceptable for the current stages of development of the new process of management that is desired by the legislature through the Legislative Budget Committee. As would be expected with a new process, the management of DOTD must continue pressure upon their personnel to ascertain an across the board consistency in the development and use of performance indicators. Management of DOTD would continue their advocacy of using performance indicators as measures of merit in the evaluation of departmental operations. Efforts should be directed at a continuing program of improving and increasing the utilization of performance indicators, working to insure that as changes are made they simplify the overall application of the technique. KW - Administration KW - Evaluation KW - Louisiana KW - Louisiana Department of Transportation and Development KW - Management KW - Performance indicators KW - Performance measurement UR - http://www.ltrc.lsu.edu/pdf/2008/fr_317.pdf UR - https://trid.trb.org/view/934180 ER - TY - RPRT AN - 01104327 AU - Buth, C Eugene AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Federal Highway Administration TI - NCHRP Report 350 Test 3-11 of the Texas Type T411 Bridge Rail PY - 1998/05//Letter Report SP - 48p AB - The Texas Type T411 Bridge Rail is a concrete beam-and-posts system that was developed under a previous Texas Transportation Institute (TTI) study performed for Texas Department of Transportation (TxDOT). The Texas Type T411 was previously crash tested and approved under NCHRP Report 230 guidelines. However, with the adoption of NCHRP Report 350, the bridge rail needed to be reevaluated using the 2000-kg pickup truck. The report presents the details and results of the full-scale crach test on the Texas Type T411 Bridge Rail with the 2000-kg pickup truck traveling at 100 km/h and 25 degrees to evaluate performance at test level three. According to the specifications set for NCHRP Report 350 test designation 3-11, the Texas Type T411 Bridge Rail met all requirements except occupant risk. Significant occupant compartment deformation occurred on the center and right side of the vehicle. This deformation was judged to have the potential to cause serious injury. KW - Aesthetics KW - Bridge railings KW - Bridge superstructures KW - High risk locations KW - Highway safety KW - Parapets KW - Roadside hazards KW - Roadside improvement KW - Safety engineering KW - Structural members KW - Texas UR - http://ntl.bts.gov/lib/21000/21200/21268/PB99107922.pdf UR - https://trid.trb.org/view/864042 ER - TY - RPRT AN - 00988122 AU - Kawa, I AU - Zhang, Z AU - Hudson, W R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE AASHTO 18-KIP LOAD EQUIVALENCY CONCEPT PY - 1998/05 SP - 104 p. AB - This is an interim report for Project 0-1713, which is evaluating the 18-kip equivalency concept. This report presents the information synthesis, which includes a literature review and a report of the authors' evaluation of the AASHTO 18-kip equivalency concept accomplished so far. The results presented in this report set the stage for further evaluation of the 18-kip equivalency concept; in addition, the results can facilitate the development of mathematical models for calculating load equivalency factors, if necessary. KW - American Association of State Highway and Transportation Officials KW - Axle loads KW - Literature reviews KW - Load equivalency factors KW - Mathematical models KW - Traffic equivalence factor KW - Traffic loads UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1713_1.pdf UR - https://trid.trb.org/view/753764 ER - TY - RPRT AN - 00928075 AU - Zhang, Z AU - McNerney, M T AU - Rioux, T W AU - Hudson, W R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - REVIEW OF CURRENT GEOGRAPHIC INFORMATION SYSTEMS TECHNOLOGY FOR TXDOT PAVEMENT MANAGEMENT INFORMATION SYSTEM PY - 1998/05 SP - 76 p. AB - A geographic information system (GIS) is a tool for effectively managing and analyzing tremendous amounts of geographic information. It employs the essential principle of geography to organize information and express relationships between real-world phenomena. In recent years, GIS has become increasingly important in supporting decisions made in all sectors of government, including state departments of transportation. Because GIS is a technology that is complex, interactive, and evolutionary, its development and implementation demand careful study of such issues as needs, benefits/costs, specifications, and implementation plans. The Texas Department of Transportation (TxDOT) has been a leader in managing highway transportation systems. The GIS pavement management information system (PMIS) project will develop a comprehensive guide for implementing the most effective GIS capabilities to support TxDOT pavement management and other transportation-related management. This research will provide comprehensive recommendations for various issues involved in incorporating GIS into the Texas PMIS. KW - Geographic information systems KW - Guidelines KW - Implementation KW - Pavement management systems KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/1747_2.pdf UR - https://trid.trb.org/view/718787 ER - TY - RPRT AN - 00921551 AU - Consolazio, G R AU - Johns, K W AU - Dexter, R J AU - Lehigh University AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - FATIGUE PERFORMANCE OF VARIABLE MESSAGE SIGN & LUMINAIRE SUPPORT STRUCTURES. VOLUME II - FATIGUE TESTING AND FAILURE ANALYSIS OF ALUMINUM LUMINAIRE SUPPORT STRUCTURES PY - 1998/05//Final Report SP - 75 p. AB - Recently there were 8 straight and 6 cantilevered aluminum luminaire supports that failed along Route 147 in New Jersey. The cantilevered luminaire supports were mounted directly to the parapet of the Grassy Sound Bridge, which is part of Route 147. The cantilevered supports experienced cracking around the shoe base-to-pole weld and at the welds around the hand access holes. The straight poles were used along the side of the road leading up to the bridge. These straight poles were connected to their foundation through the breakaway transformer base. All of the poles that were on a transformer base experienced failure through the transformer base and not in the pole or shoe base. The primary purpose of the research described in this report was to determine the fatigue resistance of the socket detail used on the luminaire standards and to determine what caused the failure of the cantilevered aluminum luminaire supports on Route 147 in southern New Jersey. To accomplish this objective 12 luminaire support standards were tested to determine the fatigue resistance of the socket joint at the pole to shoe base connection. Pull tests were also performed to determine the dynamic characteristics, such as stiffness, natural frequency and percent of critical damping of each type of luminaire standard. The report concludes with design recommendations for fatigue resistance from natural wind gusts and vortex shedding and for improved shoe base-to-pole connection. KW - Aluminum KW - Cantilevers KW - Damping (Physics) KW - Failure analysis KW - Fatigue (Mechanics) KW - Fatigue strength KW - Fatigue tests KW - Luminaires KW - Natural frequency KW - Poles (Supports) KW - Pull tests KW - Shoe base KW - Socket joint KW - Stiffness KW - Structural connection KW - Vortex shedding KW - Wind UR - http://cait.rutgers.edu/files/FHWA-NJ-1998-010.pdf UR - http://ntl.bts.gov/lib/18000/18500/18583/PB2002100676.pdf UR - http://ntl.bts.gov/lib/35000/35000/35060/FHWA-NJ-1998-010.pdf UR - https://trid.trb.org/view/706783 ER - TY - RPRT AN - 00756316 AU - Federal Highway Administration TI - COMMUNITY IMPACT MITIGATION: CASE STUDIES PY - 1998/05 SP - 80 p. AB - In 1996, the Federal Highway Administration initiated efforts to re-educate transportation professionals and enhance their expertise on how to address possible adverse social, economic, and environmental effects during project planning, development, and decision making. A user-friendly primer, "Community Impact Assessment," was published in September 1996 on how to conduct a community impact assessment to address the impacts of proposed transportation actions on communities, neighborhoods, and people. To complement the primer, this document, "Community Impact Mitigation: Case Studies," provides examples of how transportation projects have been planned, designed, and constructed to be neighborhood friendly; avoid, minimize, and mitigate impacts; and, where appropriate, enhance the livability of communities and neighborhoods. This document contains five case studies: Community Mitigation and Enhancement - Durham, North Carolina; Community Cohesion - Oak Park, Michigan; Community Preservation - Philadelphia, Pennsylvania; Community Reconstruction - Seattle, Washington; and Community Revitalization - Prichard, Alabama. KW - Case studies KW - City planning KW - Communities KW - Decision making KW - Durham (North Carolina) KW - Economic impacts KW - Environmental impacts KW - Highway planning KW - Mitigation KW - Oak Park (Michigan) KW - Philadelphia (Pennsylvania) KW - Preservation KW - Prichard (Alabama) KW - Programming (Planning) KW - Reconstruction KW - Redevelopment KW - Revitalization KW - Seattle (Washington) KW - Social impacts KW - Traffic mitigation KW - Urban development UR - https://trid.trb.org/view/537590 ER - TY - RPRT AN - 00805932 AU - Federal Highway Administration TI - EQUITABLE TRANSPORTATION ACCESS IN THE JOURNEY TO WORK FOR PART-TIME WORKERS PY - 1998/05 SP - v.p. AB - This is a study of part-time workers and their worktrip behavior. It identifies the groups most likely to work part-time and highlights significant demographic, economic, and transportation differences among these workers and their full-time counterparts. This study pays particular attention to the availability of automobiles to part-time workers and the extent of their use as a commuting mode. This report features three main areas of analysis: (1) a literature review of the subject of part-time workers and their journey to work; (2) identification of the segments of the population most likely to work part time; and (3) an analysis of transportation access and the worktrip of part-time workers. KW - Access KW - Analysis KW - Automobiles KW - Commuting KW - Demographics KW - Economic factors KW - Jobs KW - Literature reviews KW - Part time employees KW - Work trips UR - http://www.fhwa.dot.gov/ohim/equit/equit.htm UR - https://trid.trb.org/view/673752 ER - TY - RPRT AN - 00806062 AU - Kuhlmann, Bill AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF "WASSER" SINGLE COMPONENT MOISTURE CURED POLYURETHANE PAINT FOR BRIDGE MAINTENANCE OVERCOATING PY - 1998/05 SP - n.p. AB - No problems encountered during construction. Paint system is performing well. KW - Bridges KW - Coatings KW - Maintenance KW - Moisture barriers KW - Paint KW - Performance evaluations KW - Polyurethane foams UR - https://trid.trb.org/view/673773 ER - TY - RPRT AN - 00800163 AU - Fiocco, M J AU - Federal Highway Administration TI - U.S. FREIGHT: ECONOMY IN MOTION 1998 PY - 1998/05 SP - 92 p. AB - The reason U.S. consumers are the envy of the world is that our nation essentially is an economy in motion. For a variety of reasons, our nation has the ability to move raw materials, manufactured products, and finished goods with very high degrees of precision and reliability. One primary reason is a freight logistics system that is second to none. No one person or entity is responsible for this success. Rather, it is the sometimes cooperative, sometimes competitive, actions of a range of players that make all of this possible. These players are public and private sector entities who must juggle a host of often conflicting and ever changing mandates in a world that is growing more compressed and time sensitive. The purpose of this paper is to explain the operation of these entities and their interactions, as well as to highlight those trends or forces of change that shape our continued ability to transport what we want, when and where we want it. It also will highlight how different entities benchmark the performance of their companies and/or industries, including how they view the performance of our transportation systems. KW - Businesses KW - Freight transportation KW - Governments KW - Industries KW - Logistics KW - Operations KW - Performance KW - Private enterprise KW - Trend (Statistics) KW - United States UR - http://ntl.bts.gov/lib/19000/19200/19229/PB2002105204.pdf UR - http://ntl.bts.gov/lib/5000/5700/5769/freightus98.pdf UR - https://trid.trb.org/view/666343 ER - TY - RPRT AN - 00798971 AU - Carney, C AU - Campbell, J L AU - Mitchell, E A AU - Battelle Human Factors Transportation Center AU - Federal Highway Administration TI - IN-VEHICLE DISPLAY ICONS AND OTHER INFORMATION ELEMENTS: LITERATURE REVIEW PY - 1998/05 SP - 247 p. AB - This report describes the objectives, methods, and findings associated with Task A: Perform Literature Review. The purpose of Task A is to conduct a review of relevant symbols and research, including the use of symbols by manufacturers and after-market vendors for existing and planned in-vehicle systems. The methodology employed to complete Task A included: examining articles collected as part of Battelle's previous guideline development efforts, conducting extensive database searches, and accessing the Internet to gather information regarding the most current use of symbols in existing and future in-vehicle information systems (IVIS). More than 200 articles, several books, and more than 100 websites were found via this methodology. On the basis of this review and analyses of the literature for icon and symbol research and current applications, the authors developed the following conclusions: (1) the lack of guidelines and standards for icons has resulted in design by consensus, a lack of scientific rigor in icon development, and multiple icons for the same messages; (2) existing literature and standards provide little guidance for the design of new icons for IVIS devices; (3) general design principles for icon design are sufficient to avoid development of a "bad" icon, but are not specific enough to support development of the "best" icon; (4) development of new icons and symbols for in-vehicle devices will require iterative testing and evaluation; existing test and evaluation methods provide sufficient scientific rigor for future evaluations of icons and symbols; and (5) despite industry concerns over the utility and relevance of human factors design guidelines, rigorous and proven methods for design guideline development exist and will be used in Tasks C and F of this project. KW - Advanced driver information systems KW - Design KW - Guidelines KW - Human factors KW - Icons KW - Information display systems KW - Literature reviews KW - Standards KW - Symbols UR - http://www.fhwa.dot.gov/publications/research/safety/98164/98164.pdf UR - http://ntl.bts.gov/lib/9000/9000/9018/98164.pdf UR - https://trid.trb.org/view/665943 ER - TY - JOUR AN - 00753196 JO - Public Roads PB - Federal Highway Administration AU - Bravo, N AU - Federal Highway Administration TI - ISTEA'S TRIBAL TECHNICAL ASSISTANCE PROGRAM LEGACY PY - 1998/05 VL - 61 IS - 6 SP - p. 22-28 AB - Few people are aware that the scope of the Federal Highway Administrations's Local Technical Assistance Program (LTAP) was expanded by the Intermodal Surface Transportation Efficiency Act of 1991, which authorized the program to directly serve Native American tribal governments. During the past 6 years, six LTAP centers have opened in key areas around the country to meet the distinctive needs of Native American tribal governments. Tribal Technical Assistance Program (TTAP) centers and state LTAP centers have the same underlying mission: to help develop a sound transportation system through training, technical assistance, and technology transfer. However, the TTAP centers assist tribal governments in developing intergovernmental coordination, transportation planning, and project selection. TTAP centers also focus on tourism as an economic development strategy. Details are provided on the six centers--Technology Transfer and Training Program for American Indians at Colorado State University, Oklahoma TTAP at Oklahoma State University, TTAP at Montana State University, TTAP at D-Q University in California, TTAP at Michigan Technological University, and Northwest Tribal LTAP at Eastern Washington University--which have gained a great many supporters in their relatively brief lifetime. KW - Development KW - Local Technical Assistance Program KW - Native Americans KW - Technical assistance KW - Technology transfer KW - Training KW - Transportation development KW - Transportation planning KW - Tribal Technical Assistance Program KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98may/tribal.cfm UR - https://trid.trb.org/view/635793 ER - TY - JOUR AN - 00753197 JO - Public Roads PB - Federal Highway Administration AU - Braswell, B J AU - Federal Highway Administration TI - PRIDE AND PARTNERSHIP: COMPLETING THE INTERSTATE H-3 PY - 1998/05 VL - 61 IS - 6 SP - p. 29-39 AB - After 37 years in the making, Hawaii's Interstate H-3 freeway was officially opened on the island of Oahu on December 12, 1997. H-3 links the Pearl Harbor Naval Base/Hickam Air Force Base complex on the south side of the island near Honolulu and the Kaneohe Marine Corps Air Station on the east coast, winding its way through stunningly beautiful scenery. In addition to the defense-access purpose, the highway provides much-needed safety and capacity improvements for the traveling public as a whole. The project was accomplished through a partnership that encompassed federal, state, and local government; the public; environmental, cultural, and community groups; and financial, administrative, and technical professions. H-3 is truly a smart highway, including intelligent transportation systems components and a state-of-the-art traffic operations center. The operations center controls all of the tunnel operations and an array of computerized traffic management tools that monitor traffic conditions, electronically detect stalled vehicles, and provide information to motorists through variable message signs, radio broadcasts, lane-control displays, and emergency-exit signs. Use of H-3 is exceeding all expectations. KW - Automation KW - Environmental protection KW - Freeway design KW - Freeways KW - Highway design KW - Highway operations KW - Highway planning KW - Highway traffic control KW - Highway travel KW - Intelligent transportation systems KW - Interstate Highway System KW - Military facilities KW - Oahu (Hawaii) KW - Partnerships KW - Road construction KW - Tunnel traffic operations KW - Tunnels KW - Vehicular tunnels UR - http://www.fhwa.dot.gov/publications/publicroads/98may/h3.cfm UR - https://trid.trb.org/view/635794 ER - TY - JOUR AN - 00753193 JO - Public Roads PB - Federal Highway Administration AU - Dowd, B AU - Federal Highway Administration TI - AASHTO'S SITEMANAGER TAMES CONTRACT DOCUMENTATION PY - 1998/05 VL - 61 IS - 6 SP - p. 9-12 AB - SiteManager, which was developed under contract to the American Association of State Highway and Transportation Officials (AASHTO), is a new software program that automates and streamlines the management of highway construction contracts. It was designed as an easy-to-use tool for state highway agencies and works equally well on large and small projects. By automating and improving contract recordkeeping, SiteManager helps state highway agencies spend less time on paperwork, which means lower costs. Highway agency staff can have the repetition of many tasks eliminated, freeing them to monitor progress at the project site, track contractor costs, and test materials. Because contract management procedures will be more efficient, contractors can usually expect faster turnaround on payments and speedier resolution of contract change orders. Suppliers will benefit from SiteManager's ability to automate procedures for certifying that suppliers or their materials meet a highway agency's specifications. To make it easier for states to implement SiteManager, the Federal Highway Administration will allow federal-aid construction funds to be used to purchase the computer hardware required to run the program. KW - American Association of State Highway and Transportation Officials KW - Automation KW - Construction management KW - Construction projects KW - Contract administration KW - Contractors KW - Cost effectiveness KW - Recordkeeping KW - Road construction KW - Software KW - State highway departments KW - Suppliers UR - http://www.fhwa.dot.gov/publications/publicroads/98may/aashto.cfm UR - https://trid.trb.org/view/635790 ER - TY - JOUR AN - 00753195 JO - Public Roads PB - Federal Highway Administration AU - Bryant, B AU - Johnson, C AU - Federal Highway Administration TI - THE ITS JOINT PROGRAM OFFICE: STRUCTURING THE FUTURE PY - 1998/05 VL - 61 IS - 6 SP - p. 18-21 AB - On April 21, 1998, Dr. Christine Johnson, director of the Department of Transportation's (DOT) Intelligent Transportation Systems (ITS) Joint Program Office (JPO) was interviewed. Johnson talks about the most significant developments in ITS from the perspective of the JPO, the focus of JPO's strategic planning, getting the DOT's modal agencies to work together, and the development of the federal role over the next couple of years. KW - Automation KW - Intelligent transportation systems KW - Interagency relations KW - Strategic planning KW - Transportation departments KW - Transportation planning KW - U.S. Department of Transportation UR - https://trid.trb.org/view/635792 ER - TY - RPRT AN - 00784651 AU - Federal Highway Administration TI - THE SCAN REPORT: INNOVATIVE TRAFFIC CONTROL PRACTICES PY - 1998/05 SP - 18 p. AB - This is a preliminary summary of the findings from the May 1998 European Scan Trip on Innovative Traffic Control Practices. The final report, currently under preparation, is expected to be completed early in 1999 and then reviewed for accuracy by the European hosts. Subsequent to that the report will be available from the FHWA website. The scan team traveled to Sweden, Germany, France, and England. The team identified those traffic control practices which have the greatest potential for successful implementation in the U.S. This summary briefly describes the most significant of those practices. KW - England KW - France KW - Germany KW - Innovation KW - Study tours KW - Sweden KW - Traffic control UR - http://www.bts.gov/NTL/DOCS/99039/ UR - http://ntl.bts.gov/DOCS/99039/index.html UR - https://trid.trb.org/view/637077 ER - TY - RPRT AN - 00769497 AU - Bay, J A AU - Stokoe, K H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A ROLLING DYNAMIC DEFLECTOMETER FOR CONTINUOUS DEFLECTION TESTING OF PAVEMENTS PY - 1998/05 SP - 252 p. AB - A rolling dynamic deflectometer (RDD) was developed as a nondestructive method for determining continuous deflection profiles of pavements. Unlike other commonly used pavement testing methods, the RDD performs continuous rather than discrete measurements. The ability to perform continuous measurements makes RDD testing very effective for quickly characterizing large sections of pavement while simultaneously providing a comprehensive picture of the pavement condition, with little danger of missing critical pavement features. RDD testing is performed while the RDD vehicle travels at speeds of up to 1.5 mph (2.4 km/hr). Continuous defection profiles determined with the RDD can be used to: 1) assess the overall stiffness of a pavement; 2) differentiate the relative stiffnesses of different regions; 3) detect cracks, joints, and weak regions; 4) assess the performance of cracked or jointed regions; 5) delineate the regions of the pavement influenced by joints and cracks; and 6) identify areas where additional discrete testing should be performed. The RDD is a powerful tool having the potential for: 1) designing pavement repairs and retrofits, 2) estimating the remaining life of pavements, and 3) functioning as a quality assurance and quality control system during the construction of new pavements. The RDD was constructed by modifying the electrohydraulic loading system on a Vibroseis truck. The RDD applies large sinusoidal dynamic forces to the pavement through specially designed loading rollers. The resulting deflections are simultaneously measured by rolling sensors designed to minimize the influence of noise caused by rough pavement surfaces. Distance measuring and data acquisition systems were designed to record the forces applied to the pavement and the resulting dynamic displacements; these systems also track the position of the RDD. The RDD was used to determine continuous deflection profiles at two sites on Interstate Highway 10 over a total length of 21 mi (33.5 km). These results were used to assess the condition of the pavement and to design an overlay. The RDD was also used to test runway and taxiway airport pavements at the Dallas-Fort Worth International Airport as part of a project to predict the remaining life of the airport pavements. Finally, the RDD was used in a stationary mode to dynamically load bridges and bridge foundations. All testing except the bridge project is presented in this report. KW - Airport runways KW - Continuous measurement KW - Deflection tests KW - Deflectometers KW - Design KW - Field tests KW - Nondestructive tests KW - Overlays (Pavements) KW - Pavement cracking KW - Pavement joints KW - Quality assurance KW - Quality control KW - Rolling dynamic deflectometers KW - Service life KW - Stiffness UR - http://www.utexas.edu/research/ctr/pdf_reports/1422_3F.pdf UR - https://trid.trb.org/view/503403 ER - TY - RPRT AN - 00765952 AU - Lappin, J E AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - MARKETING ITS INFRASTRUCTURE IN THE PUBLIC INTEREST PY - 1998/05 SP - 96 p. AB - The report provides the U.S. Department of Transportation Intelligent Transportation Systems (ITS) deployment community with information describing transportation investment decision-making at the state and local level and specific insight into the ITS deployment opportunities and obstacles faced by local and state transportation managers. The goal of the report is to identify education, information and outreach strategies that the Department can use to accelerate ITS deployment among the 75 metropolitan areas targeted by the Secretary of the Department of Transportation in 1996. KW - Decision making KW - Deployment KW - Intelligent transportation systems KW - Investments KW - Marketing KW - Metropolitan areas KW - Strategic planning UR - http://www.fhwa.dot.gov/publications/research/operations/its/jpo98029/marketits.pdf UR - http://ntl.bts.gov/lib/11000/11500/11513/marketits.pdf UR - http://ntl.bts.gov/lib/20000/20700/20700/PB98141583.pdf UR - https://trid.trb.org/view/502416 ER - TY - RPRT AN - 00764793 AU - Kane, D L AU - Behlke, C E AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - FIELD EVALUATION OF ENGINEERED CULVERTS PY - 1998/05 SP - 55 p. AB - Numerous culverts where potential fish passage problems existed were examined across the state. Many of the culverts were new culverts where fish passage considerations had been incorporated into the design. Others were ones that existed but had been upgraded to enhance fish passage. The main question to be addressed was: Were the design considerations effective in improving fish passage? We looked at culverts in the interior of Alaska where weak swimming fish (Arctic Grayling) are the design fish. We also visited numerous culverts in south-central and southeastern Alaska where passage of juvenile fish such as coho is considered important. The problems at each culvert are site specific (climate, hydrology, soils, topography, etc.), so it is impossible to make generalizations that apply to all culverts. We found that: 1) Weirs downstream (rocks, logs, etc.) of culverts are effective for reducing perched outlets, but it is crucial that banks are protected from erosion; 2) Baffles and depressed culverts are effective for reducing barrel velocities near the boundary and also producing resting areas that are critical for fish moving upstream in an uncertain environment; 3) Baffles that are sloped and produce flow that alternates from one side of the culvert to the other are probably beneficial to juvenile fish with limited jumping ability; and 4) Culverts with working thaw pipes are generally free of aufeis much sooner than culverts with aufeis that have no thaw pipes. KW - Alaska KW - Baffles KW - Culverts KW - Depressed culverts KW - Design KW - Erosion KW - Fish passage KW - Fishes KW - Thaw pipes KW - Weirs UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_98_1.pdf UR - https://trid.trb.org/view/497697 ER - TY - RPRT AN - 00764617 AU - Perera, R W AU - Byrum, C AU - Kohn, S D AU - Soil and Materials Engineers, Incorporated AU - Federal Highway Administration TI - INVESTIGATION OF DEVELOPMENT OF PAVEMENT ROUGHNESS PY - 1998/05 SP - 306 p. AB - The Long-Term Pavement Performance (LTPP) program was designed as a 20-year study of pavement performance. The LTPP program consists of two programs: (1) General Pavement Studies (GPS) that use in-service test sections in either their original design phase or in their first overlay phase and (2) Specific Pavement Studies (SPS) that investigate the effect of specific design features on pavement performance. A major data collection effort at these test sections is the collection of longitudinal profile data along the wheel paths, which is performed annually. This report describes an investigation that was carried out to study the change in roughness at the test sections using the profile data. At the time this analysis was carried out, profile data were generally available for 4 years in the database. This report describes: (1) investigation of time-sequence roughness data collected at GPS test sections to study trends in development of roughness, (2) comparison between International Roughness Index and Ride Number, (3) development of models to predict changes in roughness, (4) investigation of roughness characteristics of new flexible and rigid pavements built for the SPS program, (5) investigation of roughness characteristics of flexible and rigid pavements that were subjected to different rehabilitation strategies under the SPS program, and (6) recommendations for quality assurance and profiling frequency for the test sections. KW - Data collection KW - Flexible pavements KW - International Roughness Index KW - Long-Term Pavement Performance Program KW - Mathematical models KW - Pavement performance KW - Pavement profile KW - Quality assurance KW - Ride Number KW - Rigid pavements KW - Roughness KW - Test sections UR - https://trid.trb.org/view/497643 ER - TY - RPRT AN - 00763216 AU - DeWolf, J T AU - Zhao, Jinhua AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - DYNAMIC VIBRATION TECHNIQUES IN HIGHWAY BRIDGE MONITORING PY - 1998/05 SP - 53 p. AB - Currently, there are different monitoring techniques which can be used for damage detection in bridges. These include approaches based on both static and dynamic behavior. The use of dynamic properties has advantages over static properties, since components of the dynamic properties are only marginally influenced by variations in the loading. When dynamic properties are used, field studies have shown that it is not always sufficient to use only the traditional natural frequencies and modal displacements. Current research on bridge damage detection indicates that derivatives of natural frequencies and modal displacements, including the modal flexibility, the modal assurance criterion, and the coordinate modal assurance criterion, may be used to generate effective diagnostic parameters for damage identification. This report presents a review of all current methods which use vibrational information for bridge monitoring and damage detection. The methods are applied to the results from a field study of a bridge in which expansion bearings were partially restrained in colder weather. KW - Damage (Bridges) KW - Diagnostic tests KW - Dynamic structural analysis KW - Field studies KW - Highway bridges KW - Inspection KW - Monitoring KW - Vibration tests UR - http://ntl.bts.gov/lib/21000/21700/21777/PB99140857.pdf UR - https://trid.trb.org/view/497243 ER - TY - RPRT AN - 00763082 AU - Mathias, D AU - Cribbs, M AU - Blue-Six Software, Incorporated AU - Federal Highway Administration TI - DRIVEN 1.0: A MICROSOFT WINDOWS (TRADEMARK) BASED PROGRAM FOR DETERMINING ULTIMATE VERTICAL STATIC PILE CAPACITY. USER'S MANUAL PY - 1998/05 SP - 118 p. AB - The purpose of this manual is to provide instruction on the use of the computer program DRIVEN. This manual details the installation procedure, provides narration for each user input and output screen, discusses the engineering background used in the analytical development of the program, presents example problems, and finally provides a detailed description of the driveability analysis. This program is a significant step forward in pile design computing capability for the engineer. Please take the time to completely read through this manual. Only by reading through this manual can the DRIVEN software be utilized to its full potential. The DRIVEN program follows the methods and equations presented by Nordlund (1963, 1979), Thurman (1964), Meyerhof (1976), Cheney and Chassie (1982), Tomlinson (1980, 1985), and Hannigan, et al. (1997). The Nordlund and Tomlinson static analyses methods used by the program are semi-empirical methods and have limitations in terms of correlations with field measurements and pile variables which can be analyzed. The user is encouraged to review further information on this subject in the "Design and Construction of Driven Pile Foundations" manual (Hannigan, el al. 1997). Although DRIVEN has been completely rewritten from the ground up, its legacy lies in the SPILE program. Clearly, the most visible change is the move to a Windows based environment. The SPILE program was also developed by the Federal Highway Administration and released in 1993. In SPILE, the user entered a soil profile to a planned pile toe depth and "ran" the program for the results of this input. When using the DRIVEN program, the user enters the entire sampled soil profile to the full depth of the profile. Based upon this input, DRIVEN will calculate pile capacities at predetermined depth intervals. This allows the user to view the pile capacity as a function of depth. There are many other new features that have been added. These options are discussed in full detail within the user's manual. KW - Bearing capacity KW - Computer program documentation KW - Depth KW - Pile driving KW - Pile foundations UR - http://ntl.bts.gov/lib/21000/21200/21205/PB99104341.pdf UR - https://trid.trb.org/view/497119 ER - TY - RPRT AN - 00762962 AU - Perkinson, D G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AIR QUALITY IMPACTS OF HIGHWAY CONSTRUCTION AND SCHEDULING PY - 1998/05 SP - 100 p. AB - The passage of the 1990 Clean Air Act Amendments (CAAA) has resulted in several urban areas in Texas being designated non-attainment areas. While the non-attainment areas are acting to improve air quality, several near non-attainment areas need to act to maintain their air quality at current levels to avoid being designated a non-attainment area. These areas are reviewing several transportation-related strategies to reduce emissions and prevent further degradation of air quality. One option already being implemented is the observation of ozone action days that encourage citizens to seek alternative modes of travel such as transit and car pool/van pool on days conducive to the formation of high ozone levels. Alternative highway construction practices may also offer air quality benefits, especially on ozone action days. Reconstruction and rehabilitation activities requiring lane closures on high-volume roadways result in traffic congestion and delays. The traffic congestion caused by construction activities and the materials and equipment used in construction may aggravate the air quality problem in non-attainment areas, especially during hot summer months when atmospheric conditions lead to the formation of high ozone levels. There is a need to determine the impact of highway construction on air quality and to determine alternative construction practices designed to minimize the detrimental effects on ambient air quality. KW - Air quality KW - Construction and maintenance KW - Construction equipment KW - Exhaust gases KW - Impact studies KW - Ozone KW - Traffic congestion KW - Traffic delays UR - http://ntl.bts.gov/lib/21000/21400/21401/PB99115263.pdf UR - https://trid.trb.org/view/497042 ER - TY - RPRT AN - 00760507 AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - A SYSTEM OF ACTIVITY-BASED MODELS FOR PORTLAND, OREGON PY - 1998/05 SP - 157 p. AB - This report describes a project carried out by Cambridge Systematics, Inc. in collaboration with Mark Bradley Research and Consulting and Portland Metro. The project was funded by the U.S. Federal Highway Administration as part of the Travel Model Improvement Program (TMIP), and the work was carried out during 1996 and 1997. The purpose of the project was to demonstrate that activity-based travel demand models are currently feasible and can replace the traditional trip-based four step travel demand model for urban areas. The motivation for activity-based travel models is that travel is derived from the demand for activities. Therefore, travel decisions are part of a broader activity scheduling decision, and this requires that we model the demand for activities as well as mobility. In keeping with the objectives of the TMIP, the research in this project emphasized development of a model system that captures these aspects of decision making while remaining applicable in the near term at the level of state and metropolitan planning organizations. KW - Activity choices KW - Decision making KW - Mathematical models KW - Metropolitan planning organizations KW - Portland (Oregon) KW - Travel demand KW - Travel Model Improvement Program UR - http://ntl.bts.gov/lib/21000/21600/21683/PB99133837.pdf UR - https://trid.trb.org/view/496254 ER - TY - RPRT AN - 00760467 AU - Crouch, L K AU - Burgess, J B AU - Tucker, C J AU - Goodwin, W A AU - Maxwell, R AU - Knight, M L AU - Tennessee Technological University, Cookeville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - IDENTIFICATION OF AGGREGATES FOR TENNESSEE BITUMINOUS SURFACE COURSES, PHASE III PY - 1998/05 SP - 67 p. AB - Current methods of pre-evaluation of aggregates for bituminous surface courses are only able to clearly identify aggregates with a very high probability of performing well. There is no general agreement between researchers as to what engineering properties will provide adequate skid performance at various average daily traffic (ADT) levels. The lack of agreement has led to very conservative polish resistance specifications by many state departments of transportation and subsequently higher pavement costs. In 1992, the Tennessee Department of Transportation (TDOT) initiated a project to pair aggregate performance with the functional needs of the pavements (based on ADT) so that all Tennessee aggregate sources can be used most efficiently. The principal result of the project was a new aggregate polish resistance pre-evaluation procedure called the Tennessee Terminal Textural condition Method (T3CM). In this evaluation, using twenty Tennessee and Kentucky aggregates, the T3CM was used to characterize aggregate polish-resistance performance by comparing the results obtained on other aggregates to the results from proven field performers. The T3CM ranked five of six Tennessee proven performing siliceous limestones in the upper two performance categories. The test method had a coefficient of variation for aggregate ratings of less than one percent for a nine sample repeatability test. The results of this study have shown the T3CM to be a logistical success. Ease of performance, repeatability, substantially reduced costs (compared to British Wheel and British Pendulum) and increased productivity are advantages indicating that this test may be an ideal addition to normal aggregate prequalification tests. The research team recommends that the T3CM be used as a pre-evaluation procedure for aggregate sources. In addition, the T3CM should be used as a verification test for random aggregate lots. KW - Acceptance tests KW - Aggregate tests KW - Average daily traffic KW - Bituminous aggregates KW - Limestone aggregates KW - Polishing (Aggregates) KW - Repeatability KW - Skid resistance KW - Tennessee terminal textural condition method UR - http://ntl.bts.gov/lib/21000/21600/21688/PB99133902.pdf UR - https://trid.trb.org/view/496214 ER - TY - RPRT AN - 00760333 AU - Heydinger, A G AU - Randolph, B W AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - SEASONAL INSTRUMENTATION OF SHRP PAVEMENTS - THE UNIVERSITY OF TOLEDO PY - 1998/05 SP - 65 p. AB - Seasonal Monitoring Program (SMP) instrumentation was installed in five sections at the Ohio Test Pavement in Delaware County, Ohio using Strategic Highway Research Program (SHRP) protocols developed for the Long-Term Pavement Performance (LTPP) group of the Federal Highway Administration (FHWA). The SMP instrumentation monitors pavements for temperature and pavement bases and subgrade soils for variations of moisture, temperature and frost penetration. Time Domain Reflectometry (TDR) instrumentation was installed onsite in two sections for monitoring the moisture. Thermal conductivity sensors (TCS) were installed in four sections to measure soil moisture suction. Laboratory soil-water characteristic tests were conducted on remolded subgrade soil. The TDR volumetric moisture contents typically varied by 10% to 15% from the driest to the wettest periods, but sometimes the variations were larger. The lower water contents occurred during the late winter/early spring months and the higher contents occurred during the late summer early fall months. This reflects the climatic conditions that occurred. Some of the TDR moisture contents exceeded 40%, which is greater than the soil porosity and therefore not possible. An equation for TDR volumetric water content developed for the FHWA yields lower water contents. Most of the TCS are no longer within calibration. Data from sensors in calibration indicate very low matric suctions, which is consistent with high water contents. Soil-water characteristic relationships were obtained for the subgrade soil using triaxial and pressure plate apparatus. The relationships from the two tests are comparable. The soil exhibits some hysteresis when comparing drying and wetting curves. KW - Base course (Pavements) KW - Experimental roads KW - Frost KW - Laboratory tests KW - Measuring instruments KW - Moisture content KW - Monitoring KW - Seasonal variations KW - Sensors KW - Soil suction KW - Soil water KW - Strategic Highway Research Program KW - Subgrade (Pavements) KW - Surface temperature KW - Temperature KW - Thermal conductivity KW - Time domain reflectometers UR - http://ntl.bts.gov/lib/21000/21500/21521/PB99123218.pdf UR - https://trid.trb.org/view/496184 ER - TY - RPRT AN - 00759251 AU - Tarko, A AU - Kanipakapatnam, S AU - Wasson, J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - MODELING AND OPTIMIZATION OF THE INDIANA LANE MERGE CONTROL SYSTEM ON APPROACHES TO FREEWAY WORK ZONES. PART II: MANUAL OF THE INDIANA LANE MERGE CONTROL SYSTEM PY - 1998/05 SP - 23 p. AB - Severe traffic turbulence on entry sections of freeway work zones increases the delays and risk of crash. A new Indiana Department of Transportation system called Indiana Merge Lane System (IMLS) creates a dynamic no passing zone on the approach to the freeway work zone through the sequence of DO NOT PASS signs. The system is thought to encourage drivers to switch lanes well upstream of the discontinuous lane taper where the merging maneuver is safer and less intrusive. The IMLS is expected to impact drivers' behavior, their perception of the traffic conditions, and traffic safety. This research is focused on: (1) drivers' compliance with the system, (2) delays and travel times on approaches to work zones, (3) optimal configuration of the system, and (4) warrants for the system's use. The simulation and field studies indicate a significant reduction in the number of merging maneuvers near work zones after the IMLS is applied. Also, the travel time on continuous lanes is reduced. The increased fairness of the system improves the perception of the traffic conditions among the majority of drivers. A slight reduction in the capacity of the merge point is the second finding of the field observations. This finding should be confirmed through long-term measurements of capacity during regular use of the IMLS units. The final report is divided into two parts. This part, Part II, contains the system description, guidelines for its use, and rules for its setting. The system description includes presentation of the concept and the system components. The guidelines for the system use provide the traffic conditions where the system is expected to provide benefit. Finally, the manual gives a set of simple rules useful in setting all the system parameters to achieve the maximum reduction in the travel time in the continuous lane. KW - Approach lanes KW - Behavior KW - Compliance KW - Field studies KW - Freeways KW - Highway capacity KW - Manuals KW - Merging control KW - No passing zones KW - Simulation KW - Traffic delays KW - Traffic safety KW - Travel time KW - Utilization KW - Warrants (Traffic control devices) KW - Work zone traffic control UR - http://docs.lib.purdue.edu/jtrp/161/ UR - https://trid.trb.org/view/495809 ER - TY - RPRT AN - 00759250 AU - Tarko, A AU - Kanipakapatnam, S AU - Wasson, J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - MODELING AND OPTIMIZATION OF THE INDIANA LANE MERGE CONTROL SYSTEM ON APPROACHES TO FREEWAY WORK ZONES. PART I PY - 1998/05 SP - 106 p. AB - Severe traffic turbulence on entry sections of freeway work zones increases the delays and risk of crash. A new Indiana Department of Transportation system called Indiana Merge Lane System (IMLS) creates a dynamic no passing zone on the approach to the freeway work zone through the sequence of DO NOT PASS signs. The system is thought to encourage drivers to switch lanes well upstream of the discontinuous lane taper where the merging maneuver is safer and less intrusive. The IMLS is expected to impact drivers' behavior, their perception of the traffic conditions, and traffic safety. This research is focused on: (1) drivers' compliance with the system, (2) delays and travel times on approaches to work zones, (3) optimal configuration of the system, and (4) warrants for the system's use. The simulation and field studies indicate a significant reduction in the number of merging maneuvers near work zones after the IMLS is applied. Also, the travel time on continuous lanes is reduced. The increased fairness of the system improves the perception of the traffic conditions among the majority of drivers. A slight reduction in the capacity of the merge point is the second finding of the field observations. This finding should be confirmed through long-term measurements of capacity during regular use of the IMLS units. The final report is divided into two parts. This part, Part I, presents the performed research, including the simulation model development and simulation experiments. KW - Approach lanes KW - Behavior KW - Compliance KW - Field studies KW - Freeways KW - Highway capacity KW - Merging control KW - No passing zones KW - Simulation KW - Traffic delays KW - Traffic safety KW - Travel time KW - Warrants (Traffic control devices) KW - Work zone traffic control UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1817&context=jtrp UR - https://trid.trb.org/view/495808 ER - TY - RPRT AN - 00759162 AU - Robson, B AU - Harik, I AU - ALLEN, D AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - SEISMIC ISOLATION OF A HIGHLY SKEWED, PRESTRESSED CONCRETE GIRDER BRIDGE PY - 1998/05 SP - 181 p. AB - A relatively new approach for designing or retrofitting highway bridges in seismic zones involves isolating the superstructure from the substructure. Through experimental and analytical investigations, this study evaluates the effectiveness of isolating one particular bridge: a highly skewed, prestressed concrete, slab-on-girder bridge. Dynamic testing of the bridge was performed using the pullback, quick-release method. A three dimensional finite element model of the bridge was created. It was refined, or calibrated, to match experimentally determined natural frequencies and mode shapes. Time-history analyses, using site-specific acceleration records, were conducted for the seismically isolated bridge model and an identical, non-isolated bridge model. For the bridge under consideration, seismic isolation was found to appreciably reduce forces that the bridge substructure and foundation must resist. Seismic design forces for pier columns were reduced between 43% and 86%. The results of this study clearly show that seismic isolation is an effective means of reducing earthquake forces on bridges. KW - Bridge substructures KW - Bridge superstructures KW - Dynamic tests KW - Earthquake resistant design KW - Earthquakes KW - Effectiveness KW - Finite element method KW - Girder bridges KW - Highway bridges KW - Isolation KW - Measures of effectiveness KW - Prestressed concrete bridges KW - Reduction (Decrease) KW - Retrofitting KW - Skew bridges KW - Structural analysis UR - http://ntl.bts.gov/lib/21000/21500/21506/PB99121493.pdf UR - https://trid.trb.org/view/538775 ER - TY - RPRT AN - 00757873 AU - Blower, D AU - Pettis, L AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - TRUCKS INVOLVED IN FATAL ACCIDENTS, CODEBOOK 1996 PY - 1998/05 SP - 129 p. AB - This report provides one-way frequencies for all the vehicles in UMTRI's file of Trucks Involved in Fatal Accidents, 1996. The TIFA database provides coverage of all medium and heavy trucks recorded in the Fatal Accident Reporting Systems (FARS) file. TIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the truck from the TIFA survey. Some sampling was done in selecting cases for the file. All cases in which the truck driver was killed were sampled with certainty. All cases occurring in Michigan were taken with certainty. Half the cases where the FARS body type and vehicle trailering variables indicated the vehicle was a straight truck with no trailer or a tractor with one trailer were taken. All other cases coded as a truck in the FARS body type variable were taken. KW - Data KW - Fatal Accident Reporting System KW - Fatalities KW - Frequency (Electromagnetism) KW - Heavy duty trucks KW - Medium trucks KW - Sampling KW - Truck crashes UR - http://www.umtri.umich.edu/content/TIFA1996.pdf UR - https://trid.trb.org/view/538404 ER - TY - JOUR AN - 00753198 JO - Public Roads PB - Federal Highway Administration AU - Cooper, T AU - Federal Highway Administration TI - HIGHWAY FINANCING PY - 1998/05 VL - 61 IS - 6 SP - p. 40-43 AB - This article examines highway financing at the national level with data from the Federal Highway Administration's highway finance statistics program. The most important aspect on the revenue side of the ledger is that traditional road-user taxes and fees are levied at all levels and that a significant portion of the revenues do not support highway programs. With federal encouragement, states and others are using innovative financing techniques, including state infrastructure banks, to finance highways. The role of the federal government is to participate in state and local road programs. States are the recipients of most federal-aid funds, but they, in turn, share their state-imposed user revenues with local governments. A reverse flow occurs when local governments share in state road projects. State and local governments do the actual spending for highways. Three-quarters of capital outlay is done by the states, whereas local governments are responsible for more than half of all maintenance of the nation's roads and streets. Highway capital outlay garners nearly one-half of all dollars spent in 1998, and maintenance consumes another quarter. Total spending will top $100 billion for 1997 and 1998. Highway capital outlay and maintenance dollars will reach $79 billion in 1998. KW - Capital expenditures KW - Federal government KW - Financing KW - Local government KW - Local street KW - Revenues KW - Road construction KW - State government KW - State highways KW - Streets KW - Taxes KW - U.S. Federal Highway Administration KW - User charges UR - http://www.fhwa.dot.gov/publications/publicroads/98may/finance.cfm UR - https://trid.trb.org/view/635795 ER - TY - JOUR AN - 00753192 JO - Public Roads PB - Federal Highway Administration AU - Smith, K H AU - Federal Highway Administration TI - WEALTH OF INFORMATION PRESENTED AT SUPERPAVE CONFERENCE PY - 1998/05 VL - 61 IS - 6 SP - p. 7-8 AB - At the "Superpave: Today and Tomorrow" conference, held April 21-23, 1998, in St. Louis, Missouri, the latest news on trends and technology related to Superpave, the high-performance asphalt pavement mix design system, were reported. Some of the most valuable and timely information that was exchanged at the conference was related to field construction. Superpave mixes can require a greater level of compactive effort. The mysterious "tender zone," a temperature zone (generally 93-116 deg C) in which some mixes become unstable, was discussed a great deal. The tender zone phenomenon seems to be related to ambient temperatures, and in some areas of the country, it has not been a problem at all. Use of recycled asphalt pavement in Superpave is becoming more commonplace. Permeability problems have emerged on some Superpave projects as well, most notably in northwest Florida, where the available aggregates make mixes more susceptible to this problem. Recommended solutions include high inplace densities with strict density-monitoring specifications, well-sealed longitudinal joints, and thicker lifts. KW - Aggregates KW - Asphalt pavements KW - Compaction KW - Conferences KW - Density KW - High performance KW - Mix design KW - Pavement performance KW - Pavements KW - Paving KW - Performance KW - Permeability KW - Recycled pavements KW - Recycling KW - Superpave KW - Technology KW - Trend (Statistics) UR - http://www.fhwa.dot.gov/publications/publicroads/98may/wealth.cfm UR - https://trid.trb.org/view/635789 ER - TY - JOUR AN - 00753194 JO - Public Roads PB - Federal Highway Administration AU - Smallen, D AU - Federal Highway Administration TI - INTERMODAL CONNECTORS: NHS CATCHES UP TO THE 1990S PY - 1998/05 VL - 61 IS - 6 SP - p. 13-17 AB - Intermodal connectors were neglected for many years as construction of the Interstate Highway System was the focus of the transportation program. That focus resulted in numerous situations where traffic moves rapidly along interstate highways, but getting to and from nearby terminals can be slow going. In recent years, planners at all levels have begun to recognize the need to include intermodal connections in their planning programs. These connectors serve major ports, airports, public transit stations, Amtrak stations, intercity bus terminals, rail-highway terminals, ferry terminals, pipeline terminals, and multipurpose passenger terminals. After the Intermodal Surface Transportation Efficiency Act was signed into law on December 18, 1991, the Federal Highway Administration (FHWA) instructed the states to work with metropolitan planning organizations to identify intermodal terminals that warranted connection with the National Highway System. Through this process, the states identified intermodal connectors covering 3,250 km for inclusion, and FHWA is working to compile even more information on these connectors. KW - Connectivity KW - Connectors KW - Fasteners KW - Freight transportation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Intermodal transportation KW - Interstate Highway System KW - Metropolitan planning organizations KW - National Highway System KW - Regional planning KW - State planning KW - States KW - Transportation planning KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/635791 ER - TY - JOUR AN - 00753199 JO - Public Roads PB - Federal Highway Administration AU - Forster, S W AU - Federal Highway Administration TI - HIPERPAV: A USER-FRIENDLY TOOL TO HELP US "BUILD IT RIGHT" PY - 1998/05 VL - 61 IS - 6 SP - p. 44-46 AB - HIPERPAV is a user-friendly, Windows-based computer program that provides guidance on the design and construction of concrete pavement. Using HIPERPAV, engineers can predict and, thus, prevent uncontrolled cracking during the construction phase (the first 72 hours after placement). This capability enables the construction of concrete pavement that requires less maintenance, saving a considerable amount of money and reducing traffic disruption over the life of the pavement. HIPERPAV is currently being tested on pavement sections around the country, using a wide range of material, design, construction, and environmental inputs. This round of testing is scheduled to be completed in 1998. After any needed revisions are made, the Federal Highway Administration will distribute the program to the user community. This distribution is slated to being before the end of 1998. KW - Concrete KW - Concrete cracking KW - Concrete pavements KW - Cracking KW - Durability KW - Information processing KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Paving KW - Software KW - Tests KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98may/hiper.cfm UR - https://trid.trb.org/view/635796 ER - TY - JOUR AN - 00753191 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - CELEBRATE INTERNATIONAL HIGHWAY TRANSPORTATION SAFETY WEEK 1998 PY - 1998/05 VL - 61 IS - 6 SP - p. 6 AB - Federal Highway Administrator Kenneth Wykle has asked all U.S. governors to proclaim the week of June 1-6 as International Highway Transportation Safety Week (IHTSW) 1998. IHTSW 1998 promotes truck and bus safety in Canada, Mexico, and the United States and provides an opportunity to educate the public not only about safe driving practices around trucks and buses but also about the many programs and innovative projects that the Federal Highway Administration and its safety partners are pursuing to improve motor carrier and highway safety. Events, ranging from truck and bus roadside safety inspections to safe-driving presentations at rest areas and malls, are being planned throughout the three nations. KW - Buses KW - Canada KW - Highway safety KW - Inspection KW - International highway transportation safety week KW - Mexico KW - Motor carriers KW - Safety education KW - Safety programs KW - Traffic safety KW - Trucks KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/98may/week.cfm UR - https://trid.trb.org/view/635788 ER - TY - RPRT AN - 00752146 AU - Brakey, D A AU - Colorado Department of Transportation AU - Federal Highway Administration TI - HOT BITUMINOUS PAVEMENT QC&QA PROJECTS CONSTRUCTED IN 1997 UNDER QPM 2 SPECIFICATIONS PY - 1998/05 SP - 28 p. AB - This report presents Tables and Figures which summarize the hot bituminous pavement (HBP) Quality Level Analysis (QLA) for quality control and quality assurance (QC&QA) projects completed in 1997, the third season using the current specifications. The Quality Level (QL) for the elements (sieve analysis, asphalt content, and pavement density) and the item composites are summarized. While QL determines Pay Factor (PF), it is also used to rank contractors' performance. The item QL improved in 1997 over 1996. Incentive/disincentive payments were not sufficient to cause some contractors to improve their process control. Both the better and poorer performing contractors show up with similar rankings from year to year. The QLA specifications essentially are serving satisfactorily. No significant changes are recommended for the HBP QC&QA program. KW - Colorado KW - Disincentives KW - Hot mix asphalt KW - Incentives KW - Payment KW - Quality assurance KW - Quality control KW - Specifications UR - http://ntl.bts.gov/lib/20000/20900/20964/PB98161409.pdf UR - https://trid.trb.org/view/484803 ER - TY - RPRT AN - 00752144 AU - Brakey, B A AU - Colorado Department of Transportation AU - Federal Highway Administration TI - HBP PILOT VOID ACCEPTANCE PROJECTS IN REGION 2 IN 1997 PY - 1998/05 SP - 47 p. AB - Summaries and analyses of three Void Acceptance (VA) projects are reported and compared with previous VA and quality assurance and quality control (QA&QC) projects. For two of the three projects, the voids filled with asphalt (VFA) averaged 77% (design criteria was 65-75%) and percent air voids (AV) averaged 3.2% (design target was 4.0%). Because compacted bulk specific gravity field tests were higher than lab-mixed design values, for all processes, field AV and voids in mineral aggregate (VMA) averaged 0.4% below design values. VMA was easily met after field targets were adjusted. Precision of field AV tests and uniformity of contractor's production shows asphalt pavements can be built with Quality Level (QL) and incentive-disincentive type VA specifications. In implementing these findings: consider effects on VFA when making field changes in the job-mix formula; be very careful about reducing the field AV and VMA targets below design; tighten VMA tolerances; give more weight to AV and less to VMA in calculating composite pay factors; make designs on plant-mixed asphalt mixtures if possible to eliminate field changes in AV and VMA; require more training for industry and the Colorado Department of Transportation on volumetric property testing and relationships; and increase the number of VA pilot projects. KW - Acceptance tests KW - Air voids KW - Air voids content KW - Colorado KW - Disincentives KW - Hot mix asphalt KW - Incentives KW - Quality assurance KW - Quality control KW - Specifications KW - Superpave KW - Tolerances KW - Tolerances (Engineering) KW - Void ratios KW - Voids KW - Voids in mineral aggregate UR - http://ntl.bts.gov/lib/20000/20900/20962/PB98161383.pdf UR - https://trid.trb.org/view/484801 ER - TY - RPRT AN - 00752145 AU - Brakey, B A AU - Colorado Department of Transportation AU - Federal Highway Administration TI - 1997 HBP QC FOR PAY PILOT PROJECTS WITH VOID ACCEPTANCE PY - 1998/05 SP - 43 p. AB - The Colorado Department of Transportation's (CDOT's) first two hot bituminous pavement (HBP) projects using contractor quality control (QC) tests as a basis of payment are addressed in this report. QC tests for void analysis were required. Two levels of verification test (VT) were used: results of random split samples by the contractor and by CDOT. Contractor VTs were compared to QC results. Comparisons were by statistical F-test and T-test. It was found that contractor VT sets were within limits. The procedures used are workable. QC tests with statistical verification can be used for pay. The number of VTs to QCs can safely be 1 out of 8. More weight should be given to air voids (AV) and less to voids in mineral aggregate (VMA) in pay calculations. Voids filled with asphalt (VFA) should be considered when making changes in the job mix formula. In implementing the findings of this study: use F-test and T-test to verify that the contractor's QC tests for pay are accurate and unbiased; give more weight to AV and less to VMA in composite Pay Factor formula; require more training for industry and CDOT on volumetric property testing; and consider effects on VFA when making field changes in the job mix formula. KW - Air voids KW - Air voids content KW - Colorado KW - Contractors KW - Hot mix asphalt KW - Payment KW - Quality control KW - Voids in mineral aggregate UR - http://ntl.bts.gov/lib/20000/20900/20963/PB98161391.pdf UR - https://trid.trb.org/view/484802 ER - TY - RPRT AN - 00750935 AU - Federal Highway Administration TI - HIGHWAY TAXES AND FEES: HOW THEY ARE COLLECTED AND DISTRIBUTED, 1998 PY - 1998/05 SP - 152 p. AB - This publication presents tabular information on State and Federal laws that provide for the taxation of motor fuels, motor vehicles, motor carriers, and licensed drivers, and the distribution of these taxes and fees. Also included are tables that show the use of other State taxes for highways and the involvement of Federal agencies and Federal funds in highway activities. The information presented is based on data obtained from State authorities and the laws of the various States. The contents are organized as follows: Introduction; State Taxation of Gasoline; State Taxation of Special Fuels; State Gasoline Tax Loss and Expense Allowances; Motor-Fuel Tax Provisions on Interstate Motor Carriers; Exemption and Refund Provisions of State Gasoline Taxation; Provisions Governing the Disposition of State Motor-Fuel Tax Receipts; State Licenses and Fees Imposed on Wholesale Distributors of Motor Fuel; State Licenses and Fees Imposed on Retail Dealers of Motor Fuel; State Licenses and Fees Imposed on Users of Motor Fuel; State Liquid-Fuels Inspection Fees; Tax Rates on Motor Fuel; Summary of State Motor-Vehicle Registration Fee Schedules; Provisions Governing the Disposition of State Motor-Vehicle and Motor-Carrier Receipts; Provisions Governing the Allocation for Highway Purposes of Certain State Taxes, Fees, and Appropriations (Other than Highway-User Revenues); Federal Highway-User Fees; and Provisions Governing the Allocation of Federal Funds for Highway Purposes. KW - Collection KW - Drivers KW - Federal laws KW - Fees KW - Fuels KW - Fund allocations KW - Highway user taxation KW - Motor carriers KW - Motor vehicles KW - Physical distribution KW - State laws KW - State taxation KW - Tables (Data) KW - Tax receipts KW - Taxation UR - http://www.fhwa.dot.gov/ohim/hwytaxes/taxpage.htm UR - http://ntl.bts.gov/lib/16000/16000/16041/PB2000102249.pdf UR - https://trid.trb.org/view/484519 ER - TY - RPRT AN - 00750936 AU - Wang, J AU - Hughes, W E AU - Stewart, R AU - Lendis Corporation AU - Bellomo-McGee, Incorporated AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - SAFETY EFFECTS OF CROSS-SECTION DESIGN FOR RURAL, FOUR-LANE, NON-FREEWAY HIGHWAYS PY - 1998/05 SP - 28 p. AB - Over 56,000 km of arterial highways in the United States are multi-lane, non-interstate roads in rural areas. Fatality rates on rural federal-aid primary highways have been significantly higher compared with the fatality rates for urban and rural interstate highways and urban primary highways. Unfortunately, very little is known concerning the effects of geometric design elements on the safety for rural, multi-lane, non-freeway highways since little past research has concentrated on these roads. This paper presents a study of the effects of the various cross-section-related design elements on the frequency of accidents for rural, multi-lane, non-freeway roads. Data extracted from the Highway Safety Information System (HSIS) for four States were utilized for data exploration and descriptive analysis. Minnesota data were used for a statistical modeling due to the availability of accident, traffic, roadway inventory, and supplemental inventory data for selected data elements. Supplemental roadway variables that were needed included roadside condition and intersection/driveway access points. To collect those supplemental data elements, an advanced Photolog Laser Videodisc (PLV) data recording system was developed and applied for the study. These data were integrated into the HSIS database for the modeling analysis. The objective of the statistical modeling analysis was to identify cross-section-related variables that were statistically associated with the occurrence of accidents on selected roadway segments and to estimate model parameters. A Poisson regression model was used to model the relationship between expected accident frequency and various roadway and traffic variables. The study results establish a quantitative relationship between accident frequency and various cross-section-related roadway design elements on rural, multi-lane, non-freeway highways. KW - Arterial highways KW - Crash rates KW - Cross sections KW - Data analysis KW - Design KW - Design features KW - Fatalities KW - Four lane highways KW - Geometric design KW - Highway safety KW - Mathematical analysis KW - Mathematical models KW - Primary highways KW - Regression analysis KW - Rural highways UR - https://trid.trb.org/view/484520 ER - TY - RPRT AN - 00750937 AU - Hughes, C S AU - Simpson, A L AU - Cominsky, R AU - Pendleton, O J AU - Weed, R M AU - Wilson, T AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - MEASUREMENT AND SPECIFICATION OF CONSTRUCTION QUALITY, VOLUME I PY - 1998/05 SP - 183 p. AB - This study consisted of testing six projects: three hot-mix asphalt concrete (HMAC) and three portland cement concrete (PCC). The primary objectives were to: (1) determine how current quality control test results vary in construction projects and how this variability affects pavement performance, (2) assess the suitability of current methods of quantifying materials and construction quality and quality variability, and (3) develop and improve methods that minimize current shortcomings. Volume I of this report contains information about the data analysis. Volume II provides information about the data collected and use of the ground penetrating radar to determine thickness of the pavement. Volume II also contains univariate data on each of the tests performed on samples taken from the six projects in this study. KW - Construction projects KW - Data analysis KW - Ground penetrating radar KW - Hot mix asphalt KW - Mathematical analysis KW - Pavement performance KW - Pavement thickness KW - Pavements KW - Portland cement concrete KW - Quality control KW - Test results KW - Thickness KW - Variables UR - http://ntl.bts.gov/lib/18000/18800/18820/PB2002102150.pdf UR - https://trid.trb.org/view/484521 ER - TY - RPRT AN - 00750055 AU - Miller, A B AU - Clark, K M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A SURVEY OF MOVABLE SPAN BRIDGES IN VIRGINIA PY - 1998/05 SP - 39 p. AB - Bridges are among the cultural resources that must be considered for historic significance under the Historic Preservation Act of 1996. The Virginia Transportation Research Council conducted a study of Virginia's movable span bridges in 1996-1997, thus establishing an historic context for all such bridges in Virginia. This study was carried out in fulfillment of a 1994 Memorandum of Agreement between the Virginia Department of Transportation (VDOT), the Federal Highway Administration (FHWA), the Advisory Council on Historic Preservation, and the Virginia Department of Historic Resources. The Memorandum of Agreement provided for the initiation of a project to identify and field survey all movable span bridges within the VDOT transportation system in Virginia over the age of 40 years, and to develop an assessment and management plan for each of these bridges. Due to the small number (11) of pre-1960 movable span bridges in Virginia, the project was expanded to include field survey of all 20 extant movable span highway bridges in Virginia, as well as documentary research into movable span bridge types, data tabulation, and comparison of the resulting information on movable span chronology and technology. The information gathered during the survey provided a means for evaluation for historical significance by the Historic Structures Task Group (an interdisciplinary historic transportation study committee) and the State Historic Preservation Officer. Out of 11 extant, pre-1960 movable span bridges under VDOT ownership or management, none were recommended to be eligible for the National Register of Historic Places, reflecting the extremely commonplace engineering and technology of these structures. KW - Bridge engineering KW - Data collection KW - Field studies KW - Historic bridges KW - Historic preservation KW - Movable bridges KW - Surveys KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/98-r28.pdf UR - http://ntl.bts.gov/lib/20000/20700/20733/PB98144082.pdf UR - http://ntl.bts.gov/lib/37000/37000/37020/98-r28.pdf UR - https://trid.trb.org/view/484270 ER - TY - JOUR AN - 00750051 JO - Publication of: Illinois University, Urbana-Champaign PB - University of Illinois, Urbana-Champaign AU - Garg, N AU - Thompson, M R AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - MECHANISTIC-EMPIRICAL EVALUATION OF THE MN/ROAD LOW VOLUME ROAD TEST SECTIONS PY - 1998/05 SP - 304 p. AB - This study utilized Illinois Department of Transportation (IDOT) mechanistic-empirical (M-E) procedures and Mn/ROAD low-volume road (LVR) data and information to verify/refine/modify analysis and design concepts and procedures for LVR flexible pavements. The Mn/ROAD LVR flexible pavements include conventional flexible, full-depth asphalt, surface-treatment and aggregate-surface sections. Laboratory test results, field distress measurements, and falling weight deflectometer (FWD) test data were used to study the effect of granular material quality on pavement performance and deflection response. The results from the rapid shear tests, permanent deformation tests and field rutting measurements show that granular material rutting potential can be characterized by a rapid shear triaxial test at 15-psi confining pressure. For conventional flexible pavements, granular material quality did not affect the pavement deflection response, but material quality effects were significant for aggregate-surface and surface-treatment pavements. ILLI-PAVE predicted pavement responses were fairly accurate for sections with thicker asphalt concrete (AC) surfaces. The FWD deflection basin parameter AUPP (Area Under Pavement Profile) can be used to predict the strains at the bottom of the AC layer. Effect of subgrade type on pavement response and performance was studied. Sandy subgrades showed little or no change in pavement structural response due to spring-thaw effects. For the cohesive subgrade sections, moisture changes and spring-thaw effects increased surface deflections. The study showed that the IDOT LVR flexible pavement M-E design concepts and procedures are valid and adequate. KW - Deflection KW - Deformation KW - Deformation analysis KW - Design practices KW - Empirical methods KW - Falling weight deflectometers KW - Field tests KW - Flexible pavements KW - Granular materials KW - Laboratory tests KW - Low volume roads KW - Mechanistic design KW - Moisture content KW - Pavement deflection KW - Pavement design KW - Pavement performance KW - Pavements KW - Quality KW - Quality control KW - Rutting KW - Shear tests KW - Spring breakup KW - Subgrade materials KW - Thaw KW - Triaxial shear tests KW - Triaxial tests UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-096.pdf UR - https://trid.trb.org/view/486724 ER - TY - RPRT AN - 00750018 AU - Alam, M M AU - Vemuri, N AU - Tandon, Vivek AU - Nazarian, S AU - Picornell, M AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - A TEST METHOD FOR IDENTIFYING MOISTURE SUSCEPTIBLE ASPHALT CONCRETE MIXES PY - 1998/05 SP - 92 p. AB - Moisture damage is a common problem faced by various highway agencies. Researchers have developed laboratory test methods over the years to identify moisture susceptible asphalt concrete mixtures. However, none of them has been successful in consistently discriminating moisture susceptible asphalt concrete mixtures. Under the Strategic Highway Research Program (SHRP) the Environmental Conditioning System was developed. A comprehensive study of the test setup showed that it is a promising concept that needs further modification and evaluation. In this report, several modifications to the original Environmental Conditioning System are proposed. Results from preliminary evaluation of the system are also included. The new system has been better able to discriminate between poor and marginal mixtures. KW - Asphalt concrete KW - Environmental and sanitary systems in buildings KW - Environmental conditioning system KW - Forecasting KW - Laboratory tests KW - Modifications KW - Modulus of resilience KW - Moisture content KW - Moisture susceptibility KW - Performance evaluations KW - Strategic Highway Research Program KW - Stripping (Pavements) UR - http://ntl.bts.gov/lib/20000/20700/20773/PB98148653.pdf UR - https://trid.trb.org/view/484236 ER - TY - RPRT AN - 00749973 AU - Pfeifer, B G AU - Faller, R K AU - Reid, J D AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - NCHRP REPORT 350 EVALUATION OF THE NEBRASKA THRIE-BEAM TRANSITION PY - 1998/05 SP - 63 p. AB - This project was initiated to develop a thrie-beam transition to a concrete bridge rail which is capable of passing the criteria set forth in NCHRP Report 350. The system currently used by the Nebraska Department of Roads was redesigned with the help of the BARRIER VII computer program. This redesigned system was subjected to one test with a 2000-kg pickup impacting the system at 100 km/h and 25 degrees. The vehicle was redirected in a stable and controlled manner, but considerable occupant compartment damage occurred during the impact, resulting in failure of the test. KW - Bridge railings KW - Computer aided design KW - Crashes KW - Damages KW - Guardrail transition sections KW - Guardrails KW - Impact KW - Impact angle KW - Impact speed KW - Impact tests KW - Interior KW - Loss and damage KW - NCHRP Report 350 KW - Pickup trucks KW - Redirection KW - Speed KW - Testing KW - Thrie beams UR - http://ntl.bts.gov/lib/20000/20700/20776/PB98148729.pdf UR - https://trid.trb.org/view/484226 ER - TY - RPRT AN - 00748822 AU - Kombe, E M AU - Arizona Department of Transportation AU - Arizona Department of Transportation AU - Federal Highway Administration TI - LTPP TRAFFIC DATA COLLECTION AND MONITORING PY - 1998/05 SP - 92 p. AB - Traffic data collection is a vital part of the Strategic Highway Research Program's (SHRP's) Long Term Pavement Performance (LTPP) Project. The Arizona Department of Transportation is an active participant in this program. The accurate monitoring and evaluation of traffic data, particularly along test sections (Specific Pavement Studies and General Pavement Studies), ensures that these studies are based on reliable traffic characteristics. This is an important parameter for the validity of study results and conclusions. According to the "Framework for Traffic Data Collection for the General Pavement Studies Test Sections" released by SHRP in January 1989, the LTPP Program has six specific objectives, which are: (1) Evaluate existing design methods; (2) Develop improved design methodologies and strategies for the rehabilitation of existing pavements; (3) Develop improved design equations for new and reconstructed pavements; (4) Determine the effects of loading, environment, material properties and variability, construction quality, and maintenance levels on pavement distress and performance; (5) Determine the effects of specific design features on pavement performance; and (6) Establish a long term national data base to support SHRP's objectives and future needs. This report presents a summary of vehicle count, classification, and weight data collection and monitoring effort at the initial 27 program sites around the state of Arizona, most of which were installed in October/November 1992. It highlights procedures taken to identify performance shifts, calibration of equipment, and on-going efforts to upgrade and expand the data collection program. KW - Arizona KW - Automatic vehicle classification KW - Data collection KW - Defects KW - Design KW - Design features KW - Long-Term Pavement Performance Program KW - Monitoring KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Pavements KW - Strategic Highway Research Program KW - Test sections KW - Traffic counts KW - Traffic data KW - Vehicle classification KW - Vehicle weight KW - Weigh in motion UR - http://ntl.bts.gov/lib/20000/20700/20728/PB98143944.pdf UR - https://trid.trb.org/view/483846 ER - TY - RPRT AN - 00763084 AU - Larson, R M AU - Petersen, D AU - Correa, A AU - Federal Highway Administration TI - RETROFIT LOAD TRANSFER: SPECIAL DEMONSTRATION PROJECT SP-204 PY - 1998/04/15 SP - 299 p. AB - The objective of this Special Demonstration Project SP-204 was to promote the development by industry of equipment to make retrofit load transfer with smooth, round dowel bars a cost-effective maintenance and rehabilitation technique. This report covers a 4-year period from the initial development of this proposal through 1997 in which this technique (and the equipment developed) was used on regular construction or maintenance projects in the States of Washington, Kansas, South Dakota, Minnesota, North Dakota, Michigan, New Jersey, and West Virginia. It has been used routinely in Puerto Rico since 1983 (slots sawed individually). The technique involves the construction of slots (at least three in one wheelpath) by diamond sawing (Concrete Textures, Inc.; Cushion Cut; and Magnum Diamond and Machinery, Inc.) or by carbide milling (Keystone Engineering & Manufacturing Corporation). The slots are cleaned, 350-mm dowels on chairs are set in place, and the patching material (using fast-set materials) is placed. The surface is diamond or carbide ground and the joint and/or cracks are sawed and resealed. Load transfer has been restored at undoweled joints in jointed plain concrete pavement (JPCP) and at cracks in JPCP and at poorly performing doweled joints or working cracks in jointed reinforced concrete pavement. Background and project development information is included in appendices A and B. Detailed design, construction, and/or maintenance guidelines are provided in appendix C. Georgia, Puerto Rico, Indiana, Washington State, Kansas, South Dakota, and Michigan procedures and/or specifications are provided in appendices D-I and O. A videotape of the various procedures from Washington State, Kansas, and Indiana DOTs is also available from FHWA (total time - 52 minutes). KW - Carbide milling KW - Concrete pavements KW - Demonstration projects KW - Diamond sawing KW - Dowels (Fasteners) KW - Georgia KW - Indiana KW - Kansas KW - Load transfer KW - Michigan KW - Minnesota KW - New Jersey KW - North Dakota KW - Patching KW - Pavement cracking KW - Pavement joints KW - Pavement maintenance KW - Puerto Rico KW - Rapid set materials KW - Rehabilitation (Maintenance) KW - Retrofitting KW - South Dakota KW - Specifications KW - Washington (State) KW - West Virginia UR - https://trid.trb.org/view/497121 ER - TY - ABST AN - 01461073 TI - Incorporating ITS into the Transportation Planning Process AB - The objective of this project is to develop a guidance document for incorporating and integrating ITS improvements into the multimodal planning and programming processes. This guidebook will be used by state, metropolitan, and local decision makers and staffs as well as by federal agencies and private industry partners; it should supplement U.S. DOT guidance documents, training initiatives, and other research on ITS. KW - Data collection KW - Guidelines KW - Intelligent transportation systems KW - Mathematical models KW - Multimodal transportation KW - National Cooperative Highway Research Program KW - Research projects KW - Transportation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=908 UR - https://trid.trb.org/view/1229291 ER - TY - RPRT AN - 01577406 AU - Daleiden, J F AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - Video Inspection of Highway Edgedrain Systems PY - 1998/04 SP - 48p AB - Minimizing infiltration of water in pavement structures has long been a priority of pavement designers. Incorporation of subsurface edgedrains is frequently an integral part of a pavement drainage system. In order for such a system to be effective however, it must be properly installed and maintained. With advances in video technology, inspection of edgedrain systems can now be conducted quite efficiently. This report documents the results of 287 video inspections of highway edgedrain systems in 29 states. These inspections were conducted to both demonstrate the capabilities of the technology as well as demonstrate some of the common problems associated with the performance of edgedrain systems. Findings indicated not only that the equipment was quite effective in identifying edgedrain performance concerns, but also how widespread the concerns of edgedrain performance are. Almost one third of the systems inspected had non-functional outlets, another third were either found to have non-functional mainlines or the mainlines could not be inspected due to physical obstructions. Only one third of the systems inspected were found to be performing as intended. Recommendations are provided for edgedrain design improvements to facilitate performance of the system and their inspections as well as recommendations to improve quality control during construction. Suggestions are also provided for maintenance procedures to address concerns identified in the inspection process. A Draft Guide Specification For Video Edgedrain Inspection and Acceptance is also provided as an Appendix. KW - Design KW - Edge drains KW - Inspection KW - Maintenance KW - Pavements KW - Subsurface drainage KW - Video UR - http://publications.iowa.gov/id/eprint/19660 UR - https://trid.trb.org/view/1370374 ER - TY - RPRT AN - 01383697 AU - Holz, R D AU - Christopher, B R AU - Berg, R R AU - Federal Highway Administration TI - Geosynthetic design and construction guidelines PY - 1998/04 SP - 460p KW - Drainage KW - Drainage KW - Erosion KW - Erosion KW - Geogrid KW - Geogrids KW - Geotextile KW - Geotextiles KW - Highway design KW - Material properties KW - Properties of materials KW - Road design UR - https://trid.trb.org/view/1151460 ER - TY - RPRT AN - 01144496 AU - Taylor, William C AU - Abdel-Rahim, Ahmed S AU - Michigan State University, East Lansing AU - Federal Highway Administration AU - Michigan Department of Transportation TI - Final Report on Analysis of Corridor Delay Under SCATS Control (Orchard Lake Road Corridor) PY - 1998/04 SP - 116p AB - This study was designed to determine the change in travel time following the implementation of the Sydney Coordinated Adaptive Traffic System (SCATS) in Oakland County, Michigan. A before/after comparison was used to examine the change in travel time on a specific corridor (Orchard Lake Road). The results of the study showed that corridor travel-time and intersection delay for the main street through traffic improved as a result of SCATS implementation. The corridor travel-time improved for both directions for both the peak and the non-peak periods. The reduction in corridor travel time ranged from 6.56% to 31.80%, with savings in travel time being higher during the non-peak periods. Before/after intersection delay studies showed that both stopped and approach delay decreased for the main street through traffic at the intersections as a result of SCATS implementation. The reduction in delay and travel time is attributable to the increase in green time for the main street traffic under SCATS control. SCATS extended the green time for the main street through traffic, reducing the average degree of saturation from 1.02 to 0.87 during the peak periods and from 0.73 to 0.56 during the non-peak periods. SCATS reduced the green time for other approaches increasing the degree of saturation on the minor street through traffic from 0.86 to 0.95 during the peak periods and from 0.42 to 0.51 during the non-peak periods. SCATS allocated the green time effectively, especially during the non-peak periods. The system utilized the excessive green allocated for the minor street by reassigning it to the main street traffic. Extending the green time contributed to the reduction in delay in many ways. It reduced the degree of saturation, reduced the red time for the main traffic, and provided a wider through bandwidth for the main traffic along the corridor. In oversaturation cases, extending the green time often eliminated the number of vehicles that had to stop for more than one cycle. A Before/after offset study showed that the through bandwidth increased during all time periods for both directions, mainly as a result of extending the green time for the main street traffic. KW - Adaptive control KW - Highway traffic control KW - Signalized intersections KW - Traffic delays KW - Traffic signal control systems KW - Travel time UR - http://ntl.bts.gov/lib/16000/16700/16713/PB2000104550.pdf UR - https://trid.trb.org/view/904477 ER - TY - RPRT AN - 01113496 AU - Benda, Christopher C AU - Carter, Philip AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Reinforced Earth®: Mechanically Stabilized Earth Abutment Walls PY - 1998/04 SP - 24p AB - In 1996 the Vermont Agency of Transportation (VAOT) completed the state's first mechanically stabilized earth (MSE) abutment walls in the Town of Wallingford, Vermont. The project involved construction of a 100-ft simple steel girder bridge on U.S. Route 7 over the Vermont Railway. MSE technology was selected because it solved the problem of constructing abutments in a confined work zone and did so at a considerable cost savings when compared to using reinforced concrete pilings. The product under study is a proprietary system of the Reinforced Earth Company®. The system is composed of concrete facing panels which are attached to layers of steel reinforcing strips in compacted select backfill material. The project site has been continuously monitored since before construction with an extensive array of geotechnical instrumentation, including settlement platforms, inclinometers, earth pressure cells, and monitoring wells. Data collected from this project will provide a valuable reference for future use of MSE technology by VAOT. KW - Bridge abutments KW - Cost effectiveness KW - Data collection KW - Geotechnical engineering KW - Mechanically stabilized earth KW - Monitoring KW - Retaining walls KW - Wallingford (Vermont) UR - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/AOT_WallingfordReinforcedEarthMSEAbutmentWalls.pdf UR - https://trid.trb.org/view/873187 ER - TY - RPRT AN - 01099609 AU - Taylor, William C AU - Abdel-Rahim, Ahmed S AU - Michigan State University, East Lansing AU - Federal Highway Administration TI - Final Report on Analysis of Corridor Delay under SCATS Adaptive Control System (Orchard Lake Road Corridor) PY - 1998/04//Final Report SP - 116p AB - The study was designed to determine the change in travel time following the implementation of the Sydney Coordinated Adaptive Traffic System (SCATS) in Oakland County, Michigan. A before/after comparison was used to examine the change in travel time on a specific corridor (Orchard Lake Road). The results of the study showed that corridor travel-time and intersection delay for the main street through traffic improved as a result of SCATS implementation. The corridor travel-time improved for both directions for both the peak and the non-peak periods. The reduction in corridor travel time ranged from 6.56% to 31.80%, with savings in travel time being higher during the non-peak periods. KW - Adaptive control KW - Before and after studies KW - Highway corridors KW - Highway traffic control KW - Michigan KW - Optimization KW - Signalized intersections KW - Traffic delays KW - Traffic flow KW - Traffic signals KW - Travel time UR - http://ntl.bts.gov/lib/16000/16700/16713/PB2000104550.pdf UR - https://trid.trb.org/view/859133 ER - TY - RPRT AN - 00979944 AU - Holtz, R D AU - Christopher, B R AU - Berg, R R AU - Berg (Ryan R) and Associates, Incorporated AU - National Highway Institute TI - GEOSYNTHETIC DESIGN AND CONSTRUCTION GUIDELINES. PARTICIPANT NOTEBOOK. NHI COURSE NO. 13213 (REVISED APRIL 1998) PY - 1998/04 SP - 484 p. AB - This manual is an updated version of the Geotextile Design and Construction Guidelines, used for the Federal Highway Administration (FHWA) training course Geosynthetic Engineering Workshop. The update was performed to reflect current practices and codes for geotextile design, and has been expanded to address geogrid and geomembrane materials. The manual was prepared to enable the Highway Engineer to correctly identify and evaluate potential applications of geosynthetics as an alternative to other construction methods and as a means to solve construction problems. With the aid of this text, the Highway Engineer should be able to properly design, select, test, specify, and construct with geotextiles, geocomposite drains, geogrids and related materials in drainage, sediment control, erosion control, roadway, and embankment on soft soils applications. Steepened slope and retaining wall applications also are addressed, but designers are referred to the FHWA Demonstration Project No. 82 references on mechanically stabilized earth structures for details on design. This manual is directed toward geotechnical, hydraulic, roadway, bridge and structures, and route layout highway engineers. KW - Construction KW - Design KW - Drainage KW - Embankments KW - Erosion control KW - Geogrids KW - Geosynthetics KW - Geotechnical engineering KW - Geotextiles KW - Guidelines KW - Manuals UR - http://ntl.bts.gov/lib/21000/21600/21668/PB99130841.pdf UR - https://trid.trb.org/view/740722 ER - TY - JOUR AN - 00942437 JO - International Road Notes PB - Federal Highway Administration AU - Federal Highway Administration TI - INTERNATIONAL SCANNING TEAM STUDIES ORGANIZATION AND MANAGEMENT ISSUES PY - 1998/04 SP - 4 p. AB - To get a firsthand look at how a decade of government reform has affected road agencies, the Transportation Organization and Management International Scanning Team visited New Zealand, Australia, Sweden, and the United Kingdom in fall 1997. This "International Road Note" summarizes the team findings. In each nation, participants met with transportation officials in the public and private sectors and with other transportation-related groups to: review effects of the changing relationship(s) of government and the private sector to deliver and maintain transportation facilities; identify innovations in contracting and funding affecting transportation department operations and maintenance; and share U.S. experiences. Scanning team members were specifically interested in seeing the results of various approaches to contracting, outsourcing, and financing operations. The team findings are discussed under the following headings: Competition Results in Efficiency and Cost-Effectiveness; Contracting Options Specify Performance and Transfer Risk; Reform Takes Its Toll; and Experience, Learn, Change. The full report of the Transportation Organization and Management Team will be available in late summer 1998. KW - Australia KW - Competition KW - Contracting KW - Contracting out KW - Cost effectiveness KW - Economic efficiency KW - Financing KW - Governments KW - Innovation KW - Management and organization KW - New Zealand KW - Performance KW - Private enterprise KW - Risk management KW - Study tours KW - Sweden KW - United Kingdom UR - https://trid.trb.org/view/645178 ER - TY - RPRT AN - 00921762 AU - Consolazio, G R AU - Johns, K W AU - Dexter, R J AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - FATIGUE PERFORMANCE OF VARIABLE MESSAGE SIGN AND LUMINAIRE SUPPORT STRUCTURES. VOLUME I - FATIGUE RELATED WIND LOADS ON HIGHWAY SUPPORT STRUCTURES PY - 1998/04 SP - 104 p. AB - In order to determine equivalent static pressures for fatigue loads on cantilevered highway sign support structures a cantilevered variable message sign (VMS) located along Interstate 80 westbound at mile marker 48.5 in northern New Jersey was continuously monitored for three months. The structure was instrumented with strain gages, pressure transducers, and a wind sentry. All the data was collected with a Campbell Scientific CR9000 digital data acquisition system. A cellular phone transceiver enabled remote communication with the data logger. The system and instrumentation was powered with solar powers and marine batteries. Short-term testing was performed on the structure to determine the dynamic characteristics such as stiffness, natural frequency, and percent of critical damping. Results of the short-term test indicated that the stiffness was 0.24 kN/mm, the first and second mode natural frequencies were 0.87 cycles/s and 1.22 cycles/s respectively, and the percent of critical damping for the first and second modes were 0.57 percent and 0.25 percent respectively. Long-term monitoring was performed to capture the structure's response to natural wind gusts, galloping, and truck-induced wind gusts. This data would then be used to determine appropriate fatigue design wind loads for future sign support structures. During the three months of monitoring the structure did not experience galloping, which is a phenomena highly dependent on location. A galloping design pressure of 1000 Pa was recommended based on previous research. The summer months, which is when the structure was monitored, were not conducive to the strongest natural wind patterns in northern New Jersey. The highest natural wind speed that was recorded was 7.5 m/s. It is believed that much stronger winds are present in winter and spring, therefore a natural wind gust design pressure of 250 Pa was recommended. Truck-induced gusts were measured and a linear gradient for the truck-induced gust design pressure was determined. The truck-induced gust design pressure ranged linearly from 1760 Pa at 0 to 6 m above the surface of the road to 0 Pa at 10.1 m and over. KW - Cantilevers KW - Critical damping KW - Fatigue (Mechanics) KW - Gusts KW - Highways KW - Instrumentation KW - Loads KW - Luminaires KW - Monitoring KW - Natural frequency KW - Performance KW - Sign supports KW - Stiffness KW - Trucks KW - Variable message signs KW - Wind UR - http://ntl.bts.gov/lib/18000/18500/18582/PB2002100675.pdf UR - https://trid.trb.org/view/706830 ER - TY - RPRT AN - 00750951 AU - Wojakowski, J AU - Kansas Department of Transportation AU - Federal Highway Administration TI - HIGH PERFORMANCE CONCRETE PAVEMENT PY - 1998/04 SP - 31 p. AB - Portland Cement Concrete Pavement (PCCP) of especially high quality became an area of interest in the early 1990s and precipitated a tour by representatives of industry and government to observe European construction practices. Following the tour the Federal Highway Administration (FHWA) developed a research program to encourage and aid states in constructing High Performance Concrete Pavement (HPCP). Important criteria for research projects were service life and costs, innovative design and materials, and construction productivity and quality. This Kansas HPCP research project was facilitated greatly by the FHWA funding and was conceived to address most of the criteria enumerated above. Specific test sections generally one half to one kilometer in length were built with the following special features and materials: 1) a single saw cut without sealing the joint; 2) fiberglass dowels; 3) an "X" frame load transfer device; 4) early cut saws; 5) polyolefin fibers; 6) longitudinal tining; 7) high solids curing compound; 8) two-lift construction; 9) recycled asphalt pavement millings as intermediate size aggregate in PCCP in bottom lift; 10) lower water-cement ratio concrete; 11) hard, igneous coarse aggregate in PCCP in top lift with a pozzolan; and 12) random transverse tining. Laboratory testing was done on innovative materials and mixtures. Fatigue testing of the various dowels and load transfer devices was performed. Most materials and test sections performed as expected with the exception that interpanel cracking occurred between the 18.3-m (60-ft) joints of the polyolefin fiber section. The cost increase for the two-lift construction was significant even though the first lift was placed using only a spreader. Evaluation and monitoring of the test sections will be carried out for the next five years. KW - Coarse aggregates KW - Concrete pavements KW - Construction management KW - Curing agents KW - Dowels KW - Dowels (Fasteners) KW - Fatigue tests KW - Fiberglass KW - Fibers KW - High performance KW - High performance concrete KW - Laboratory tests KW - Load transfer KW - Load transfer device KW - Monitoring KW - Pavement grooving KW - Performance KW - Performance evaluations KW - Pozzolan KW - Recycled materials KW - Saw cutting KW - Sawing KW - Test sections KW - Water cement ratio UR - http://ntl.bts.gov/lib/20000/20800/20808/PB98149560.pdf UR - https://trid.trb.org/view/484535 ER - TY - RPRT AN - 00806854 AU - Crawford, J A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ACTIVITY AND EMISSIONS ASSOCIATED WITH HIGHWAY CONSTRUCTION PROJECTS: CASE STUDIES IN DALLAS/FORT WORTH, TEXAS PY - 1998/04 SP - 148 p. AB - Highway and road construction is necessary to both improve deteriorating or under-capacity roads and to provide new linkages between points of demand. Recent public concerns, prompted by regional ozone alert programs, created the need for assessing the contribution of emissions from highway construction projects to a region's air quality. An assessment of highway construction project emissions was performed at five study sites in Dallas/Fort Worth, Texas. Four large scale, multi-year construction projects and one small pavement maintenance project were observed. Several types of information were collected from field trucks, materials trucks, and construction equipment. Vehicles were classified according to MOBILE definitions, and the remaining equipment was classified according to AP-42 definitions. Engine starts and stops were recorded from field trucks, as well as the fuel type used and the initial odometer reading. Materials trucks and construction equipment were observed and their activities recorded. The activity measures recorded were engine starts, operating hours, and the frequency and duration of throttles (transient events). Activity from field trucks, materials trucks, and construction equipment was used to estimate the emissions produced at each study site. These emissions estimates were then placed in perspective by comparing their equivalent vehicle miles of travel for the general vehicle fleet in the region. An additional comparison was made by expanding the highway construction activity and resulting emissions over the two-county region and comparing this to the emissions generated from on-road mobile sources. The results show that highway construction emissions contribute less than 1% of the on-road mobile source carbon monoxide and hydrocarbon emissions inventories, and less than 3% of the on-road mobile source nitrogen oxides emissions inventory. Therefore, these results show that highway construction emissions are insignificant to a region's total emissions inventory. KW - Air quality KW - Carbon monoxide KW - Construction equipment KW - Dallas-Fort Worth Metropolitan Area KW - Emissions inventories KW - Exhaust gases KW - Hydrocarbons KW - Nitrogen oxides KW - Road construction KW - Trucks KW - Vehicle miles of travel UR - http://ntl.bts.gov/lib/21000/21000/21050/PB98169451.pdf UR - https://trid.trb.org/view/672796 ER - TY - SER AN - 00748247 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - INVESTIGATION OF NATIONAL HIGHWAY SYSTEM ROADWAYS IN THE HSIS STATES PY - 1998/04 SP - 4 p. AB - This is the summary of a study conducted by C.V. Zeeger, H.F. Huang, J.R. Stewart, and C. Williams of the University of North Carolina Highway Safety Research Center. The purpose of this study was to examine National Highway System (NHS) safety issues using the Federal Highway Administration's Highway Safety Information System (HSIS). The HSIS database contains information on accident, traffic, and roadway characteristics in California, Illinois, Maine, Michigan, Minnesota, North Carolina, Utah, and Washington State. This analysis used data from each HSIS state except Utah. Also, this analysis only includes routes on state roadway systems. This summary explores the types of analysis that can be conducted with the HSIS regarding the impact of systematic improvements on NHS roadways. The results show that crash rates are consistently lower on NHS than on non-NHS roads for various roadway classes for all but one of the seven states that were examined. The data also reveal that NHS roads have a lower rate of fixed-object crashes, although the crash severity distribution is relatively constant for NHS and non-NHS roads. Furthermore, roadway geometrics such as lane and shoulder widths are better on NHS roads than on non-NHS roads, which could help to explain the lower crash rates on NHS roads. It is also possible that roadway alignment, roadside conditions, intersection design, and/or other roadway features are somewhat better on the NHS road system than on other roads. KW - Alignment KW - Crash rates KW - Crash severity KW - Design KW - Design features KW - Fixed objects KW - Geometric design KW - Highway safety KW - Highway Safety Information System KW - Intersections KW - National Highway System KW - Roadside KW - Single vehicle crashes UR - http://wwwhttp://www.fhwa.dot.gov/publications/research/safety/98080/98080.pdf UR - http://ntl.bts.gov/lib/10000/10100/10148/98-080.pdf UR - https://trid.trb.org/view/477823 ER - TY - RPRT AN - 00769463 AU - Hartt, W AU - Poeydomenge, A AU - Stauder, A-L AU - SCANNELL, W AU - Florida Atlantic University, Dania Beach AU - Federal Highway Administration TI - LONG-TERM EFFECTS OF CATHODIC PROTECTION ON PRESTRESSED CONCRETE BRIDGE COMPONENTS PY - 1998/04 SP - 78 p. AB - While cathodic protection effectively reduces or stops ongoing corrosion of reinforcing steel in concrete, applicability of this technology to prestressed members has been limited because of concerns regarding possible bond loss and hydrogen embrittlement. Within this context, the present research was intended as a comprehensive, multifaceted undertaking to elevate the understanding of prestressed concrete cathodic protection to the same level as for reinforced concrete. The program involved four components: (1) constant extension rate testing (CERT) of precorroded tendon wires, (2) cathodic overprotection of precorroded, pretensioned beams with evaluation for hydrogen embrittlement susceptibility, (3) concrete block pull-out tests to determine any effect of cathodic protection on the tendon-to-concrete bond, and (4) evaluation of a commercially available remote monitoring and control hardware and software system for application to prestressed concrete cathodic protection. A set of criteria for qualifying corrosion-damaged pretensioned concrete members for cathodic protection, such that hydrogen embrittlement is avoided, was formulated based on: (1) the prestress level and (2) the extent of corrosion damage. No significant negative effect of cathodic protection on tendon bond strength, even after long service lives, was detected. Also, existing remote monitoring provides a reliable, cost-effective means for interrogating, testing, and controlling cathodic protection systems on pretensioned concrete members. KW - Bond strength (Materials) KW - Cathodic protection KW - Corrosion KW - Embrittlement KW - Hydrogen embrittlement KW - Prestressed concrete bridges KW - Pull out test KW - Remote control KW - Remote sensing UR - https://trid.trb.org/view/503371 ER - TY - RPRT AN - 00769461 AU - Bloomfield, J R AU - Grant, A R AU - Levitan, L AU - Cumming, T L AU - Maddhi, S AU - Brown, T L AU - Christensen, J M AU - University of Iowa, Iowa City AU - Honeywell, Incorporated AU - Federal Highway Administration TI - USING AN AUTOMATED SPEED, STEERING, AND GAP CONTROL SYSTEM AND A COLLISION WARNING SYSTEM WHEN DRIVING IN CLEAR VISIBILITY AND IN FOG PY - 1998/04 SP - 166 p. AB - The effect on driving performance of using a speed, steering, and gap control system (SSGCS) and a collision warning system (CWS) was assessed in an experiment conducted in the Iowa Driving Simulator. Driving performance data were obtained from 52 drivers, 32 of whom drove with both systems and 20 controls who did not have access to either. Results were as follows: (1) Driving while using the SSGCS: When the driver was using the SSGCS, there was no effect on speed; however, the driver's car tended to follow further behind the vehicle ahead than did the control-group drivers. (2) Driving while using only the CWS: With the CWS engaged, drivers controlled both the speed and the steering more precisely than the control-group drivers. This may have occurred because the driver was paying more attention than normal to the driving task. When using the CWS alone, the driver's speed was greater than that of the control drivers--particularly in the 100-m (328-ft) fog. This may have occurred because the driver was testing the CWS. Use of the CWS alone had no effect on the following-distance measures. (3) Driving when the SSGCS and CWS were disengaged: When the driving performance of the experimental-group drivers, with both intelligent systems disengaged after the SSGCS had been activated at least once, was compared with that of the control-group drivers on steering instability, average velocity, and average actual gap, the results were mixed. There was no difference in minimum following distance between the experimental- and control-group drivers. The experimental-group drivers had more steering oscillations, making steering correction movements more frequently than the controls, but without changing their steering instability. They also reduced their velocity instability while increasing the number of velocity fluctuations. They were controlling speed more precisely than the controls, making more frequent corrections of smaller amplitude than the controls. These changes in driving performance may have occurred because the driver had to decide whether, and when, to use the SSGCS and CWS, and may have been paying much more attention than normal to the task of driving. KW - Automated highway systems KW - Collision warning systems KW - Crash avoidance systems KW - Drivers KW - Driving simulators KW - Fog KW - Following distance KW - Human subject testing KW - Intelligent vehicles KW - Performance KW - Speed KW - Speed steering gap control system (Ssgcs) KW - Steering UR - http://ntl.bts.gov/lib/16000/16500/16556/PB2000104191.pdf UR - http://ntl.bts.gov/lib/6000/6200/6255/678.pdf UR - https://trid.trb.org/view/503369 ER - TY - RPRT AN - 00769462 AU - Bloomfield, J R AU - Levitan, L AU - Grant, A R AU - Brown, T L AU - HANKEY, J M AU - University of Iowa, Iowa City AU - Honeywell, Incorporated AU - Federal Highway Administration TI - DRIVING PERFORMANCE AFTER AN EXTENDED PERIOD OF TRAVEL IN AN AUTOMATED HIGHWAY SYSTEM PY - 1998/04 SP - 144 p. AB - The objective of this experiment--part of a series exploring human factors issues related to the Automated Highway System (AHS)--was to determine whether driving performance would be affected by extended travel under automated control at a velocity higher than the speed limit and closer to the vehicles ahead than usual. The experiment, conducted in the Iowa Driving Simulator, used a generic AHS configuration in which the left lane was reserved for automated vehicles. Unautomated vehicles traveled in the center and right lanes, the center lane was not a dedicated transition lane, and there were no barriers between the automated and unautomated lanes. Forty-eight drivers participated in the experiment--half were male, half were female; half were between the ages of 25 and 34 years, half aged 65 or older. Lane-keeping, speed control, following distance, lane-change, and incursion measures were used to compare driving performance before and after the drivers had traveled under automated control. The results were as follows: (1) While it is not clear whether the experience of traveling under automated control produced the reductions in steering instability and velocity instability and the increased number of velocity fluctuations--all of which can be considered as improvements in driving performance--that were found for the drivers in the experimental group in the late data-collection period (since similar improvements were found for the drivers in the control group), it is clear that the experience of traveling under automated control did not have an adverse affect on lane keeping and speed control. (2) The minimum following distance and the minimum size of the rejected incursion gaps may have decreased for the drivers who traveled under automated control for an extended period of time, and they spent more time in the center lane both before and after they traveled under automated control. (3) The drivers who traveled under automated control expressed a preference for larger intra-string gaps than those that they experienced in this experiment. The drivers who were given control of both steering and speed simultaneously gave a significantly stronger positive response, when asked how they felt about the method of control transfer they used, than the drivers who first had to control speed, and then subsequently steering. (4) The smallest gaps for lane changes and incursions were similar--suggesting the minimum gap acceptable for a lane change is between 1.6 s and 2.4 s. KW - Age KW - Automated highway systems KW - Automatic steering control KW - Before and after studies KW - Drivers KW - Driving simulators KW - Following distance KW - Gap acceptance KW - Gender KW - Human factors KW - Lane changing KW - Performance KW - Speed UR - http://ntl.bts.gov/lib/20000/20800/20883/PB98156904.pdf UR - http://ntl.bts.gov/lib/6000/6100/6181/677.pdf UR - https://trid.trb.org/view/503370 ER - TY - RPRT AN - 00764781 AU - Federal Highway Administration TI - IDEAS ON ENHANCING T2. TECHNOLOCY TRANSFER MANDATE: A SUMMARY REPORT. OPPORTUNITIES AND CHALLENGES AWAIT PY - 1998/04 SP - 22 p. AB - Technical innovation in the U.S. highway community results from the translation of the products of research into the appropriate media of practice through a process called technology transfer. Within the past decade, legislation and program initiatives have increasingly focused on the important role of research to develop the products and processes that solve transportation problems and the importance of rapid application through technology transfer activities. The primary partners in the technology transfer environment today are State and local transportation agencies, private industry, and, to some extent, universities and others in the national and international highway communities. In an effort to move technology from the laboratory to the field, the Federal Highway Administration (FHWA) relies on a multifaceted technology transfer program that encompasses a variety of projects, demonstrations, and information media managed through FHWA program and field offices. With the focus clearly on the need to meet the transportation challenges of the 21st century, there have been three studies designed to identify those activities and practices that facilitate the application of research findings. The purpose of this report is to acknowledge the many contributions made through completed surveys, interviews, and group sessions during the three studies and to highlight the findings. KW - Technological innovations KW - Technology transfer KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/497685 ER - TY - RPRT AN - 00764784 AU - Federal Highway Administration TI - THE ROLE OF THE FEDERAL-AID DIVISION IN HIGHWAY SAFETY: SAFETY AT A CROSSROAD PY - 1998/04 SP - 74 p. AB - A review was conducted to identify the tasks, functions, and activities that the Federal Highway Administration (FHWA) Federal-aid (FA) Divisions currently perform related to highway safety. The team visited nine States and conducted meetings with various agencies and organizations responsible for highway safety improvement programs and projects. The meetings were conducted between March and July 1997. The key finding of the report is that there is inconsistency in the field's (the FHWA's point of delivery) activities. Key initiatives and strategies for improving highway safety are not well identified, coordinated, understood, or accepted throughout the FHWA (headquarters and field). Variations in how the FA Divisions are organized and staffed for highway safety suggests that the FHWA field may be inadequately staffed or have less than needed levels of resources. The lack of training opportunities for safety specialists and the need to better utilize resources that exist elsewhere in the FHWA, the Office of Motor Carriers, and the National Highway Traffic Safety Administration also suggest that the FHWA field may not be adequately prepared to provide influence and assistance. The program and field offices of the FHWA need to collectively plan and implement key highway safety strategies and performance measures. Continuing coordination within the FHWA and with other modes is necessary to utilize resources efficiently and effectively. Recommendations are provided to improve communication, implementation, and coordination of highway safety strategies within the FHWA and with partners. KW - Communications KW - Coordination KW - Federal Aid Program Administration (Federal Highway Administration) KW - Highway safety KW - Implementation KW - Organizations KW - Personnel KW - Recommendations KW - Strategic planning KW - Training KW - U.S. Federal Highway Administration UR - http://ntl.bts.gov/lib/20000/20900/20972/PB98163223.pdf UR - https://trid.trb.org/view/497688 ER - TY - RPRT AN - 00764618 AU - Federal Highway Administration TI - PROBLEMS ASSOCIATED WITH GRAVEL ROADS PY - 1998/04 SP - 174 p. AB - This handbook looks at the overall environment of gravel roads; the materials used to surface them; the common surface defects - their causes, prevention, and correction; and the equipment and techniques used to repair and maintain gravel roads. There is also a three-part videotape that has been produced to accompany this handbook when used in training seminars sponsored by the Local Technical Assistance Program (LTAP) centers around the country. The training is intended for a wide audience including road maintenance crew members, road supervisors, equipment operators, and local elected officials responsible for gravel roads. KW - Defects KW - Gravel roads KW - Local Technical Assistance Program KW - Maintenance KW - Maintenance equipment KW - Materials KW - Repairing KW - Training KW - Videotapes UR - https://trid.trb.org/view/497644 ER - TY - RPRT AN - 00760600 AU - Gupta, J D AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - COST EFFECTIVE ANALYSIS OF RECYCLED PRODUCTS FOR USE IN HIGHWAY CONSTRUCTION PY - 1998/04 SP - 141 p. AB - Over 4.5 billion tons of non-hazardous wastes are generated in the United States each year. Out of these wastes over 200 million tons of post consumer waste is generated. The disposal of post consumer waste is the responsibility of municipality and society. Four waste materials, glass, plastic, rubber tires and paper and paperboard, were selected for detailed study. A questionnaire survey was conducted for obtaining input from all state departments of transportation (DOTs) and recyclers and solid waste management facilities in the state of Ohio. Responses received from state DOTs stated that they use various recycled materials in highway construction but do not conduct cost-effectiveness analysis of recycled waste materials. The cost of disposal of post consumer waste is increasing, which requires an alternate use for these waste materials. One possible use of these post consumer waste materials is in highway construction. An economic analysis is needed for their cost-effectiveness determination before using these materials in highway construction. Though these recycled waste materials are expensive compared to virgin material, consideration of the savings in terms of societal cost makes these materials become cost-effective and attractive to use in highway construction. Concepts of marginal costs and marginal benefits are used in developing the cost-effective analysis of recycled materials. The recycled waste material will be competitive with the new material if costs such as disamenity costs of disposal and landfill costs are added to the material costs. Benefits from recycling are numerous, such as the revenue generated from recycling and sale of material, avoidance of disposal costs, and improvement in environmental quality. Revenue from sale of each material is treated as a reduction in costs. Combining all costs together provides a platform to develop a marginal benefit function for recycling. A computer program was developed using Microsoft Access (trademark) to provide a tool in making an economic decision. KW - Benefits KW - Computer programs KW - Construction KW - Cost effectiveness KW - Costs KW - Economic analysis KW - Glass KW - Highways KW - Paper KW - Plastics KW - Questionnaires KW - Recycled materials KW - Recycling KW - Scrap tires KW - Solid wastes KW - State departments of transportation KW - Surveys UR - http://ntl.bts.gov/lib/21000/21600/21667/PB99130809.pdf UR - https://trid.trb.org/view/496340 ER - TY - RPRT AN - 00760324 AU - Sargand, S M AU - Hazen, G A AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FIELD VERIFICATION OF STANDARD INSTALLATION DIRECT DESIGN (SIDD) METHOD FOR CONCRETE PIPE PY - 1998/04 SP - 130 p. AB - Concrete pipes play a significant role in highway construction. The economics of manufacturing, durability of pipe, and rigidity under a load make them an attractive choice in many situations. As a direct result of substantial use, these pipes have been subjected to continuing research over a number of years. The American Concrete Pipe Association has developed a Standard Installation Direct Design (SIDD) method for the structural design of reinforced concrete pipe. SIDD is a user friendly software program that employs an elastic solution with an assumed pressure distribution around the pipe. There is considerable interest in comparing SIDD calculations to measured values since a greater choice of installation methods is available. In this study, four steel reinforced concrete pipes were fully instrumented and tested in the load cell facility of the Ohio Research Institute for Transportation and the Environment (ORITE). Pipes were tested with two diameters and two backfill conditions. The behavior of these pipes was compared to two instrumented pipes that were installed in the field and with theoretical calculations. Theoretical values were calculated from finite element program Culvert Analysis and Design (CANDE) and design program SIDD. SIDD calculations were in good agreement with experimental measurements when compared to loading before the concrete walls cracked. Furthermore, at design depth the agreement of moment was excellent. However, there was agreement with thrusts in the pipe walls at only the initial load steps. KW - Calculation KW - Crushed limestone KW - Culvert pipe KW - Design methods KW - Diameter KW - Field tests KW - Finite element method KW - Laboratory tests KW - Load tests KW - Measurement KW - Moments (Mechanics) KW - Reinforced concrete pipe KW - Software KW - Structural design KW - Theoretical studies KW - Thrust UR - http://ntl.bts.gov/lib/21000/21100/21188/PB99103988.pdf UR - https://trid.trb.org/view/496174 ER - TY - RPRT AN - 00758031 AU - Ali, H A AU - Tayabji, S D AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - MECHANISTIC EVALUATION OF TEST DATA FROM LTPP FLEXIBLE PAVEMENT TEST SECTIONS, VOLUME I: FINAL REPORT PY - 1998/04 SP - 108 p. AB - The study reported here was conducted to assess how well some of the existing asphalt pavement mechanistic-empirical distress prediction models performed when used in conjunction with the data being collected as part of the national Long Term Pavement Performance (LTPP) program. As part of the study, appropriate data were obtained from the National Information Management System (NIMS) for the GPS-1 and GPS-2 experiments. The first phase of the data analysis involved using the deflection test data to backcalculate pavement layer moduli values. Using representative values of the layer moduli, structural analyses were performed for up to 140 axle-load configurations for the selected test sections. Then, the Asphalt Institute and the Shell procedures were used to predict fatigue cracking and rutting damage. The computed results were compared with observed values. Based on the results, new forms of the fatigue cracking models have been proposed. Also, a new approach to predicting rutting has been developed. This new procedure would account for rutting in each pavement layer and would consider rate-hardening typically observed in the development of rutting. This study has shown that, even given the many current limitations in the LTPP database, the LTPP data can be used successfully to develop a better insight into pavement behavior and to improve pavement performance. KW - Alternatives analysis KW - Asphalt pavements KW - Backcalculation KW - Cracking KW - Data analysis KW - Deflection KW - Experimental data KW - Forecasting KW - Long-Term Pavement Performance Program KW - Mathematical analysis KW - Mechanical analysis KW - Mechanistic design KW - Modulus of elasticity KW - Pavement deflection KW - Pavement layers KW - Pavement performance KW - Pavements KW - Rutting KW - Structural analysis UR - http://ntl.bts.gov/lib/20000/20700/20762/PB98146228.pdf UR - http://ntl.bts.gov/lib/6000/6400/6485/012.pdf UR - https://trid.trb.org/view/538492 ER - TY - RPRT AN - 00758032 AU - Ali, H A AU - Tayabji, S D AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - MECHANISTIC EVALUATION OF TEST DATA FROM LTPP FLEXIBLE PAVEMENT TEST SECTIONS, VOLUME II: FINAL REPORT - APPENDICES PY - 1998/04 SP - 111 p. AB - The study reported here was conducted to assess how well some of the existing asphalt pavement mechanistic-empirical distress prediction models performed when used in conjunction with the data being collected as part of the national Long Term Pavement Performance (LTPP) program. As part of the study, appropriate data were obtained from the National Information Management System (NIMS) for the GPS-1 and GPS-2 experiments. The first phase of the data analysis involved using the deflection test data to backcalculate pavement layer moduli values. Using representative values of the layer moduli, structural analyses were performed for up to 140 axle-load configurations for the selected test sections. Then, the Asphalt Institute and the Shell procedures were used to predict fatigue cracking and rutting damage. The computed results were compared with observed values. Based on the results, new forms of the fatigue cracking models have been proposed. Also, a new approach to predicting rutting has been developed. This new procedure would account for rutting in each pavement layer and would consider rate-hardening typically observed in the development of rutting. This study has shown that, even given the many current limitations in the LTPP database, the LTPP data can be used successfully to develop a better insight into pavement behavior and to improve pavement performance. KW - Alternatives analysis KW - Asphalt pavements KW - Backcalculation KW - Cracking KW - Data analysis KW - Deflection KW - Experimental data KW - Forecasting KW - Long-Term Pavement Performance Program KW - Mathematical analysis KW - Mechanical analysis KW - Mechanistic design KW - Modulus of elasticity KW - Pavement deflection KW - Pavement layers KW - Pavement performance KW - Pavements KW - Rutting KW - Structural analysis UR - https://trid.trb.org/view/538493 ER - TY - RPRT AN - 00753978 AU - Glenn, T L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PROCEDURES AND CRITERIA USED TO EVALUATE THE FINANCIAL VIABILITY OF PRIVATE TOLL ROAD PROJECTS BY STATES AND PRIVATE ENTITIES INVOLVED IN THE APPROVAL, FINANCING, AND/OR EVALUATION OF PRIVATE TOLL ROAD PROJECTS PY - 1998/04 SP - 58 p. AB - This is the second in a series of six research reports focusing on the process of preparing and evaluating feasibility studies for private toll road projects in Texas. At present, one of the requirements for preliminary approval of a private toll road by the Texas Transportation Commission is that the Commission must find, on the basis of a feasibility study submitted by the sponsors of a private toll road project, that the project will be financially viable. An attempt to evaluate the financial viability of one private toll road project seeking preliminary approval by the Commission revealed some problems in the evaluation process, stemming from an inadequate list of the data and information that should be included in the required feasibility study and an imprecise definition of financial viability. The overall objective of this research project is to develop improved procedures for the Texas Department of Transportation's use in determining whether a proposed private toll road project will be financially viable. The report describes the procedures and criteria that other states, investment banks, and bond rating agencies use to evaluate the financial viability of private toll road projects. KW - Criteria KW - Evaluation and assessment KW - Feasibility analysis KW - Finance KW - Financial requirements KW - Private enterprise KW - Procedures KW - Texas KW - Toll roads UR - http://ntl.bts.gov/lib/21000/21100/21159/PB99101982.pdf UR - https://trid.trb.org/view/536742 ER - TY - SER AN - 00752085 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - MEASUREMENT AND SPECIFICATION OF CONSTRUCTION QUALITY PY - 1998/04 SP - 4 p. AB - This TechBrief provides a synopsis of the final publication for the study on the measurement and specification of construction quality, which is being performed by Brent Rauhut Engineering, Inc., Austin, Texas, under Contract No. DTFH61-94-C-00078. The study consisted of testing six projects - three hot-mix asphalt concrete (HMAC) projects and three portland cement concrete (PCC) projects. The primary objectives were to: determine how current quality control test results vary in construction projects; assess the suitability of current methods of quantifying materials and construction quality and quality variability; and develop improved methods that minimize current shortcomings. Included in the TechBrief are an overview of the data analysis for the six projects and a list of the conclusions and recommendations drawn from the study. KW - Construction projects KW - Data analysis KW - Hot mix asphalt KW - Mathematical analysis KW - Measurement KW - Paving KW - Portland cement concrete KW - Quality control KW - Quantifying KW - Quantitative analysis KW - Recommendations KW - Specifications KW - Test results KW - Variables UR - https://trid.trb.org/view/488026 ER - TY - RPRT AN - 00750989 AU - Pigman, J G AU - Agent, K R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - INVESTIGATION AND ANALYSIS OF HEAVY TRUCK ACCIDENTS PY - 1998/04 SP - 77 p. AB - The objectives of this study were to investigate and analyze traffic accidents involving trucks and to study the relationship between heavy loads and truck braking efficiency. Field tests were made to determine the effect of increased loads on the ability of a truck to brake to a stop and determine if the trucks could meet the requirements of the Federal Motor Carrier Safety Regulations. The test combination truck with a gross weight of up to 151,130 lb (68,575 kg) was able to meet both braking distance and maximum G requirements. The test single-unit truck failed to meet requirements only at the maximum weight tested of 120,680 lb (54,740 kg). Accident data were analyzed for the three-year period of 1994 through 1996. Characteristics of truck accidents were compared to all accidents. A detailed analysis was conducted for all fatal accidents involving a truck. Average and critical numbers and rates of truck accidents were calculated and one-mile (1.609-km) sections having a critical rate were located with an investigation conducted at a sample of these sections. KW - Brakes KW - Braking performance KW - Characteristics KW - Crash analysis KW - Crash data KW - Crash investigation KW - Fatalities KW - Field tests KW - Heavy duty trucks KW - High risk locations KW - Traffic crashes KW - Truck brakes KW - Truck crashes KW - Trucks UR - http://ntl.bts.gov/lib/20000/20800/20854/PB98155013.pdf UR - https://trid.trb.org/view/484572 ER - TY - RPRT AN - 00750945 AU - Klamerus, J M AU - Ko, H-Y AU - Colorado Department of Transportation AU - Federal Highway Administration TI - SIMULATION OF 12 HIGH GEOSYNTHETIC REINFORCED RETAINING WALLS UNDER SURCHARGE LOADING BY CENTRIFUGE TESTING PY - 1998/04 SP - 97 p. AB - Thirteen centrifuge model tests on geosynthetic reinforced retaining walls were conducted. These tests were designed to determine the effects of backfill type, reinforcement shape (length), and degree of saturation on displacement and mode of failure under surcharge loading. The backfill types are sand, silty clay, recycled asphalt, and sand-clay materials. Material analysis for the sand and clay soils is obtained. Only one centrifuge test showed signs of a catastrophic failure so it was hard to draw general conclusions on the failure performance of other tests. It was found that drained backfill reinforced with trapezoidal shaped reinforcement (truncated base) functions equally as well as the rectangle shaped. The use of sand as a backfill material increases the stability of the wall. Yet if 5 psi (34.5 kPa) is the anticipated surcharge pressure for field walls, the results for other types of backfill showed adequate factor of safety. The adverse effect of increasing saturation is more significant in the silty-clay backfill than in the sandy backfill. KW - Backfilling KW - Backfills KW - Centrifuges KW - Dislocation (Geology) KW - Failure KW - Failure mode KW - Geosynthetics KW - Model tests KW - Percent saturation KW - Recycled materials KW - Reinforcement (Engineering) KW - Retaining walls KW - Sand KW - Sandy clays KW - Shape KW - Silty clays KW - Surcharge KW - Test results UR - http://ntl.bts.gov/lib/20000/20700/20775/PB98148703.pdf UR - https://trid.trb.org/view/484529 ER - TY - RPRT AN - 00750944 AU - Outcalt, W AU - Colorado Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE IOWA VACUUM TESTER PY - 1998/04 SP - 27 p. AB - Evaluation of joint seals has been a difficult job. It is time consuming, inefficient, and heavily dependent on the experience of the evaluator. The Iowa Department of Transportation has developed a testing system that gives a positive indication where there is a place where a joint seal leaks. By wetting a joint with a soapy solution and applying a vacuum to the wetted area, it is possible to locate and identify defects in the seal. An area where there is a failure in the seal will allow air to pass through the seal causing the soapy solution to bubble. The test equipment can then be moved and the exact cause of the failure determined. This study evaluates the Iowa Vacuum Testing System and compares its results with those obtained by experienced visual evaluators on several types of seals in concrete pavement. Recommendations are made concerning use, maintenance, and possible changes in the system. KW - Alternatives analysis KW - Concrete pavements KW - Defects KW - Detection and identification KW - Detectors KW - Inspection KW - Iowa vacuum tester KW - Leakage KW - Pavement joints KW - Performance evaluations KW - Recommendations KW - Seals (Devices) KW - Testing equipment KW - Vision UR - http://ntl.bts.gov/lib/20000/20700/20774/PB98148695.pdf UR - https://trid.trb.org/view/484528 ER - TY - RPRT AN - 00750085 AU - ANDERSON, P AU - Koehler, K AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - A REPORT ON COUNTY ROAD PROGRAM FINANCE IN KENTUCKY PY - 1998/04 SP - n.p. AB - This report reflects the findings of a study of county road finance in Kentucky. Statistics contained in the report were derived from financial statements submitted by the counties to the Kentucky Department of Local Government. KW - County government KW - County roads KW - Finance KW - Kentucky KW - Rural highways KW - Statistics UR - http://ntl.bts.gov/lib/20000/20800/20871/PB98155914.pdf UR - https://trid.trb.org/view/484943 ER - TY - RPRT AN - 00750053 AU - Wyant, D C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EXPLORING WAYS TO PREVENT BONDING OF ICE TO PAVEMENT PY - 1998/04 SP - 13 p. AB - The objective of this study was to explore all possible means of preventing ice from bonding to pavement. New technologies, including new chemicals, new means of application, pavement conditioning, and timing of chemical application, were explored. The researcher recommends that (1) maintenance personnel at all levels be trained in anti-icing operations; (2) weather forecasting be an integral part of the anti-icing program to enhance the success of anti-icing; (3) liquid chemicals and prewetted salt be used to achieve maximum anti-icing benefits; and (4) anti-icing experiments be conducted with prewetted chemicals, liquid chemicals, and finer salt gradations than are currently used. KW - Anti-icing KW - Deicing chemicals KW - Ice prevention KW - Prewetting KW - Salt gradation KW - Snow and ice control KW - Weather forecasting KW - Wetting KW - Winter maintenance UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/98-r18.pdf UR - http://ntl.bts.gov/lib/37000/37000/37044/98-r18.pdf UR - https://trid.trb.org/view/484268 ER - TY - RPRT AN - 00750023 AU - Schulson, E M AU - Dartmouth College AU - U.S. Army Cold Regions Research and Engineering Laboratory AU - Federal Highway Administration TI - ICE DAMAGE TO CONCRETE PY - 1998/04 SP - 53 p. AB - Concrete is a porous material. When saturated with water and then cooled to below 0 deg C, it cracks internally. Upon repeated freezing and thawing, the cracks grow, interact, and lead eventually to macroscopic degradation, termed ice damage. This report reviews the phenomenon and considers the underlying mechanisms. New explanations are given for the deleterious effect of deicer salts and for the beneficial effect of entrained air. KW - Air entrainment KW - Concrete KW - Concrete hardening KW - Damages KW - Deicing chemicals KW - Freeze thaw durability KW - Freezing thawing effects KW - Hardened concrete KW - Ice KW - Loss and damage KW - Porosity UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA351076 UR - http://ntl.bts.gov/lib/5000/5200/5221/SR98_06.pdf UR - https://trid.trb.org/view/484243 ER - TY - RPRT AN - 00748832 AU - McGee, H W AU - Taori, S AU - Bellomo-McGee, Incorporated AU - Federal Highway Administration TI - IMPACTS ON STATE AND LOCAL AGENCIES FOR MAINTAINING TRAFFIC SIGNS WITHIN MINIMUM RETROREFLECTIVITY GUIDELINES PY - 1998/04 SP - 52 p. AB - The Federal Highway Administration (FHWA) has developed guidelines for minimum retroreflectivity levels for four groups of signs: 1) yellow/orange-on-black warning signs, 2) black-on-white regulatory signs, 3) white-on-red regulatory signs, and 4) white-on-green guide signs. As part of the development of these recommended values, the FHWA obtained the assistance of several State and local highway agencies. These agencies assisted by measuring the retroreflectivity of a pre-determined sample of signs, providing data on sign replacement costs, and commenting on the proposed retroreflectivity values and their ability to maintain their signs within these levels. These and other data that were collected independently were used to assess the anticipated economic impact of replacing signs to meet the recommended values. The report presents data on percentage of signs by the various types of retroreflective sheeting for both States and local agencies, a distribution of age of signs by type of sheeting, and the percentage of signs that would not meet the minimum retroreflectivity values. The report also presents a summary of the data and comments provided by the participating agencies related to the minimum retroreflectivity values. Based on additional sign inventory information provided by a small sample of State and local jurisdictions, an estimate of the number of signs by type per mile was determined. These data, with the data on sign replacement and replacement costs, were used to estimate the total cost for replacing signs on the Nation's highways to meet the proposed minimum retroreflectivity values. KW - Economic impacts KW - Equipment maintenance KW - Guide signs KW - Guidelines KW - Local agencies KW - Local government agencies KW - Regulatory signs KW - Replacement costs KW - Retroreflectivity KW - States KW - Traffic sign maintenance KW - Traffic signs KW - Warning signs UR - http://ntl.bts.gov/lib/20000/20700/20764/PB98147127.pdf UR - https://trid.trb.org/view/483856 ER - TY - RPRT AN - 00748831 AU - McGee, H W AU - Paniati, J A AU - Bellomo-McGee, Incorporated AU - Federal Highway Administration TI - AN IMPLEMENTATION GUIDE FOR MINIMUM RETROREFLECTIVITY REQUIREMENTS FOR TRAFFIC SIGNS PY - 1998/04 SP - 57 p. AB - Although the "Manual on Uniform Traffic Control Devices" (MUTCD) stipulates that all warning and regulatory signs be illuminated or reflectorized to show the same color and shape by day or night, there are no specific guidelines for required retroreflectivity levels. Therefore, the Federal Highway Administration (FHWA) embarked on a comprehensive research program which resulted in recommended guidelines for minimum retroreflectivity values for four types of signs: yellow or orange warning signs, white on red regulatory signs, white regulatory signs, and white on green guide signs. The retroreflectivity values developed for each group of signs are considered the retroreflectivity levels below which the sign would be inadequate for meeting the nighttime visibility requirements for most drivers, and therefore, should be programmed for replacement. To assist agencies in developing a cost-effective program for timely replacement of ineffective signs, this document was prepared. Initially the report describes the principles of retroreflectivity, the types of retroreflective materials, and the proposed minimum retroreflectivity guidelines. Then, the report presents the concept of a sign management system, and provides guidance for developing a sign inventory, conducting sign inspections, and maintaining signs. The report concludes with discussing options that State and local agencies can follow for replacing their ineffective signs and offers a minimum and desirable program. KW - Equipment maintenance KW - Guide signs KW - Guides KW - Guides to information KW - Implementation KW - Inspection KW - Inventory KW - Maintenance management KW - Regulatory signs KW - Replacing KW - Requirements KW - Retroreflectivity KW - Specifications KW - Traffic sign maintenance KW - Traffic signs KW - Warning signs UR - http://ntl.bts.gov/lib/21000/21800/21888/PB99146672.pdf UR - https://trid.trb.org/view/483855 ER - TY - RPRT AN - 00748818 AU - Chesner, W H AU - COLLINS, R J AU - MacKay, M H AU - Chesner Engineering, P.C. AU - Federal Highway Administration TI - USER GUIDELINES FOR WASTE AND BY-PRODUCT MATERIALS IN PAVEMENT CONSTRUCTION PY - 1998/04 SP - 683 p. AB - The objective of this project was to develop a concise, easy-to-use manual containing the latest available information on the use of waste or by-product materials in pavement construction applications. The manual provides technical guidance for highway and materials engineers, waste and by-product generators, and others involved in making decisions regarding the use of waste and by-product materials in highway construction. The manual covers nineteen waste and by-product materials from the domestic, industrial, and mining sectors and six high-volume pavement construction applications. For each material, information on material origin, sources, and properties is provided. In addition, application-specific information (for specific material-application combinations) is provided, including past performance, engineering properties, processing requirements, design and construction, and unresolved issues. General guidance on environmental and cost issues, and a general outline on determining the suitability of a material in an application, are also provided. The manual is distributed in loose-leaf format for ease of use and to allow future updates and expansion. KW - Application (Use) KW - Applications KW - Bottom ash KW - Costs KW - Dust KW - Environmental impacts KW - Environmental quality KW - Fines (Materials) KW - Fly ash KW - Foundry sand KW - Glass KW - Guidelines KW - Manuals KW - Material sources KW - Materials KW - Materials by source KW - Materials performance KW - Pavements KW - Paving KW - Performance KW - Processing KW - Properties of materials KW - Recycled pavements KW - Recycling KW - Scrap KW - Scrap tires KW - Shingles KW - Slag KW - Solid wastes KW - Tires KW - Waste products KW - Wastes UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/97148/index.cfm UR - https://trid.trb.org/view/483842 ER - TY - RPRT AN - 00748807 AU - Winters, P L AU - Cleland, F AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - A MARKET-BASED APPROACH TO COST-EFFECTIVE TRIP REDUCTION PROGRAM DESIGN PY - 1998/04 SP - 27 p. AB - This project was a survey of the general public designed to determine preferences for ridesharing alternatives based on varying a number of factors, including price and availability of the alternatives. A logit model was used to analyze responses. Additionally, the project was designed to evaluate transferability of program designs from one area to another. The project determined that the impacts of selected transportation demand management (TDM) strategies were not identical in different areas within Florida. The project provides recommendations for the development of effective TDM strategies for the areas surveyed, which included Miami/Fort Lauderdale, Jacksonville, and Tampa/St. Petersburg. KW - Alternatives analysis KW - Availability KW - Consumer behavior KW - Consumer preferences KW - Fort Lauderdale (Florida) KW - Impacts KW - Jacksonville (Florida) KW - Logits KW - Market surveys KW - Miami (Florida) KW - Prices KW - Reduction (Decrease) KW - Ridesharing KW - Saint Petersburg (Florida) KW - Strategic planning KW - Supply KW - Tampa (Florida) KW - Transferability KW - Travel KW - Travel demand management KW - Trip UR - https://trid.trb.org/view/483831 ER - TY - RPRT AN - 00748802 AU - McGhee, C C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - TRAFFIC CONTROL FOR HIGH OCCUPANCY VEHICLE FACILITIES IN VIRGINIA PY - 1998/04 SP - 43 p. AB - High Occupancy Vehicle (HOV) facilities are an important tool in relieving the congestion that continues to build on many urban roadways. By moving more people in fewer vehicles, the existing infrastructure can be used more efficiently. Operating HOV lanes is not a simple matter, however. HOV lanes can be controversial, and the task of making them comprehensible and easy to use is not insignificant. Recognizing the importance of signing and pavement marking strategies on the success of HOV implementation, the Traffic Engineering Division of the Virginia Department of Transportation requested a study of Virginia's HOV facility traffic control strategies. The study includes a literature review of signing and pavement marking for special use lanes, a survey of several states with active HOV programs, and a review of the HOV facilities in Virginia. The literature suggests that the majority of motorists do understand the meaning of the term HOV as well as the use of the diamond symbol that indicates an HOV lane. Motorist confusion occurs when HOV regulations are not consistent across a region, however. Varying the hours of operation or minimum vehicle occupancy increases the signing requirements and places a greater burden on motorists. HOV signs must be clear and state relevant restrictions on use. In addition, other efforts should be undertaken to educate motorists about HOV benefits and requirements for use. Enforcement is critical to the success of HOV programs and should be a coordinated effort between the state department of transportation and the enforcement agencies. KW - Benefits KW - Data collection KW - Driver confusion KW - Driver education KW - Driver errors KW - Guides to the literature KW - High occupancy vehicle lanes KW - Hours KW - Hours of operation KW - Literature reviews KW - Requirements KW - Restrictions KW - Road markings KW - Signs KW - Specifications KW - States KW - Surveys KW - Traffic control KW - Traffic law enforcement KW - Traffic signs KW - Vehicle occupancy KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/98-r25.pdf UR - http://ntl.bts.gov/lib/20000/20600/20675/PB98139090.pdf UR - https://trid.trb.org/view/483826 ER - TY - RPRT AN - 00748806 AU - Owusu-Antwi, E B AU - Titus-Glover, L AU - Darter, M I AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - DESIGN AND CONSTRUCTION OF PCC PAVEMENTS, VOLUME I: SUMMARY OF DESIGN FEATURES AND CONSTRUCTION PRACTICES THAT INFLUENCE PERFORMANCE OF PAVEMENTS PY - 1998/04 SP - 92 p. AB - A study has been conducted to evaluate and analyze portland cement concrete (PCC) pavements in order to develop recommendations for the design and construction of long-lived concrete pavements. It involved a detailed evaluation and analysis of the PCC pavement data in the Long Term Pavement Performance (LTPP) database using a variety of means to determine the beneficial effects of design features and construction practices on long-term performance. Emphasis was placed on identifying those specific design features that can be included during design to improve the performance of PCC pavements under various combinations of environmental and traffic loading conditions, and for different subgrade support conditions. The study focused on the development of practical recommendations that can be easily implemented by highway agencies to increase pavement life. This volume provides a concise summary of the results that were obtained from the study. It includes an overview of the engineering and statistical analyses that were conducted and presents results that can be used by State highway agencies to obtain high-performance PCC pavements. Implementation of the recommendations will increase the reliability of PCC pavements. KW - Concrete pavements KW - Construction management KW - Databases KW - Design KW - Design features KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement life KW - Pavement performance KW - Pavements KW - Paving KW - Service life UR - http://ntl.bts.gov/lib/19000/19500/19521/PB2002107537.pdf UR - https://trid.trb.org/view/483830 ER - TY - RPRT AN - 00748281 AU - Funahashi, M AU - Young, W T AU - Corrpro Companies, Incorporated AU - Federal Highway Administration TI - FIELD EVALUATION OF A NEW ALUMINUM ALLOY AS A SACRIFICIAL ANODE FOR STEEL EMBEDDED IN CONCRETE PY - 1998/04 SP - 65 p. AB - This is the final report for a study to evaluate the use of sacrificial cathodic protection (CP) for reinforced and prestressed concrete bridge members. CP using impressed current is an accepted and common method used to provide CP to steel in concrete. Sacrificial CP, however, is relatively easy to apply, does not require that the anode be electrically isolated from the steel, and does not require an external power supply. In the past, attempts to apply sacrificial anode CP to bridge structures have met with limited success because conventional sacrificial anode alloys operate at a low fixed potential and the conductivity of concrete often does not permit satisfactory current output. The Florida Department of Transportation (DOT) has applied arc-sprayed zinc to several bridges in the marine environment. This study examined the performance of existing sacrificial alloys in different environments for sacrificial CP and developed new sacrificial alloys for protecting steel in concrete. The study consisted of both laboratory and field tasks. The first task consisted of tests to identify suitable environments for sacrificial alloys. In this task, an alloy consisting of aluminum, zinc and indium was identified that provided adequate CP to steel embedded in concrete over a range of temperature and humidity conditions as might be expected on bridge structures. In the laboratory tests, the aluminum alloy outperformed pure zinc. The field task was designed to evaluate the alloy on a real bridge structure for a period of 2 yr. The bridge selected was the Bryant Patton Bridge, which is located between Eastpoint and St. George Island in Florida. This bridge has experienced significant corrosion problems with its substructure and has been the subject of evaluations of thermally sprayed zinc and zinc compression jacket anode by Florida DOT. Two bents were selected for the current tests. One bent consisted of four piles. Two of these piles were sprayed with the aluminum alloy, which consisted of 80% aluminum, 20% zinc, and 0.2% indium. The other two piles were sprayed with pure zinc. The piles were instrumented to measure anode current, rebar potential, rebar probe current, and structure depolarization. The other bent also consisted of four piles. Two of these piles were coated with the aluminum alloy, and one pile was coated with pure zinc. The piles on the second bent were not instrumented. Testing during the 2 yr of operation and final on-site testing indicate that the aluminum alloy is capable of providing a better degree of CP to the embedded steel than pure zinc. KW - Aluminum alloys KW - Bridge substructures KW - Cathodic protection KW - Field tests KW - Laboratory tests KW - Performance evaluations KW - Prestressed concrete bridges KW - Reinforced concrete bridges KW - Sacrificial anodes KW - Zinc UR - http://ntl.bts.gov/lib/20000/20700/20765/PB98147135.pdf UR - http://ntl.bts.gov/lib/6000/6300/6365/058.pdf UR - https://trid.trb.org/view/473895 ER - TY - ABST AN - 01459659 TI - Scientific Approaches for Transportation Research AB - The objective of this research project is to develop (1) a comprehensive document describing scientific approaches for transportation research and (2) a training course of researchers and research managers on the conduct of research for state DOTs. KW - National Cooperative Highway Research Program KW - Research KW - Research projects KW - Scientific method KW - Training KW - Transportation UR - https://trid.trb.org/view/1227874 ER - TY - ABST AN - 01459654 TI - Scour at Contracted Bridge Sites AB - The objectives of this research are as follows: (1) based on field data, describe and quantify the degree of influence of processes affecting scour magnitude in contracted openings, (2) provide field data for use in verification of physical and numerical model studies, and (3) develop quantitative guidelines for applying scour- prediction methodology at contracted bridge sites for a wide range of common field situations. KW - Bridge abutments KW - Bridge piers KW - Bridges KW - Field studies KW - Floods KW - National Cooperative Highway Research Program KW - Research projects KW - Scour UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=711 UR - https://trid.trb.org/view/1227869 ER - TY - RPRT AN - 00746803 AU - Fleckenstein, L J AU - Rister, B W AU - Allen, D L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF WALL STRUCTURES IN KENTUCKY PY - 1998/03/02 SP - 207 p. AB - Approximately 209 retaining wall structures were visually evaluated under this study for long-term performance. The inspection included concrete crib, single-barrel and double-barrel culvert wing walls, metal bin, gabion, rigid concrete, Keystone block, tiedback, mechanically stabilized earth (MSE), TechWall, and sound walls. Significant structural distress was observed in several of the wall systems. This report discusses the performance of each wall system and makes recommendations on the future use of these systems. KW - Crib walls KW - Culvert wing walls KW - Culverts KW - Distress KW - Fills KW - Gabions KW - Inspection KW - Long term KW - Mechanically stabilized earth KW - Noise barriers KW - Performance KW - Retaining walls KW - Stabilized materials KW - Tiebacks KW - Time duration KW - Vision UR - https://trid.trb.org/view/473307 ER - TY - RPRT AN - 00765904 AU - American Trucking Associations AU - Federal Highway Administration TI - TECHNICIAN GUIDELINES FOR ANTILOCK BRAKING SYSTEMS: AIR-BRAKED TRUCKS, TRACTORS AND TRAILERS PY - 1998/03/01 SP - 48 p. AB - This manual provides generic technician guidelines for inspecting, maintaining and troubleshooting antilock braking systems (ABSs) used on air-braked, heavy vehicles. Also included is a glossary of ABS terms. An index is provided. KW - Antilock brake systems KW - Glossaries KW - Guidelines KW - Heavy vehicles KW - Inspection KW - Maintenance KW - Manuals KW - Troubleshooting UR - http://ntl.bts.gov/lib/20000/20800/20815/PB98151913.pdf UR - https://trid.trb.org/view/502366 ER - TY - RPRT AN - 01538125 AU - Raad, Lutfi AU - Minassian, G AU - Saboundjian, S AU - Stone, M AU - Yuan, X AU - Zhang, T AU - Bush, David AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Parks Highway Load Restriction Study Field Data Analysis PY - 1998/03//Final Report SP - 653p AB - The loss of pavement strength during spring thaw could result in excessive road damage under applied traffic loads. Damage assessment associated with the critical thaw period is essential to evaluate current load restriction policies. The Alaska Department of Transportation and Public Facilities (AKDOT&PF) proposed a plan which will provide an engineering analysis of field conditions with 100% loads on the Parks Highway for 1996. The study was jointly conducted by AKDOT&PF, the Alaska Trucking Association (ATA), and the University of Alaska Fairbanks Institute of Northern Engineering Transportation Research Center (TRC). Extensive field data were collected and analyzed in an effort to monitor pavement damage during the spring of 1996 and determine the loss of pavement strength. The field data included: (1) Truck traffic data using the Chulitna weigh in motion (WIM) station and the scalehouses at Eagle River and Ester. WIM data were obtained for both northbound and southbound traffic from 1993-1996. Scalehouse data were obtained for Spring 1996 for comparison with WIM spring data. (2) Pavement temperature data (Spring 1996) for seven ground temperature sites representing typical conditions along the Parks Highway. (3) Profilometer data for pavement roughness and rutting obtained yearly (1993,1995, and 1996) and also monitored over shorter intervals during Spring 1996. In addition, rut-bar measurements at selected points were also monitored during Spring 1996. (4) Falling Weight Deflectometer (FWD) data for both the northbound and southbound lanes for selected sections in lengths of eight 8 km (5 mile) along the Parks Highway. These data were used in backcalculation of pavement layer moduli, fatigue strength of the asphalt concrete surface, and corresponding damage factors resulting from spring-thaw weakening. Field data were used to analyze the damage effects on the Parks Highways. These included: analysis and comparison of WIM and scalehouse traffic data; determination of overweight axle loads and vehicles; comparison of north- and southbound traffic and its effect on pavement damage; analysis of ground temperature for thaw initiation and propagation; and simulation of the pavement's remaining life, with and without load restrictions, using mechanistic methods. This report present results of these analyses. The appendices represent the field data collected during this project. KW - Alaska KW - Falling weight deflectometers KW - Freeze thaw durability KW - Load limits KW - Pavement distress KW - Pavement performance KW - Roughness KW - Rutting KW - Temperature KW - Traffic data KW - Traffic loads KW - Truck traffic KW - Weigh in motion UR - http://ine.uaf.edu/autc/files/2011/02/INE_TRC_97_11_v1.pdf UR - http://ine.uaf.edu/autc/files/2011/02/INE_TRC_97_11_v2.pdf UR - https://trid.trb.org/view/1322477 ER - TY - RPRT AN - 01523315 AU - Batavia, Parag H AU - Carnegie Mellon University AU - National Highway Traffic Safety Administration AU - Office of Naval Research AU - Federal Highway Administration TI - Driver Adaptive Warning Systems PY - 1998/03 SP - 46p AB - Each year, many preventable highway automobile accidents involving single vehicles are caused by inattention and distraction. These accidents are classified as single vehicle road departures. Lane departure and curve negotiation warning systems are an emerging technology to help prevent these types of accidents. The author plans to build a road departure warning system that learns individual driver behavior, and uses this knowledge to reduce false alarms and increase warning time. Current warning systems are physics based -- they look at vehicle trajectory, but mainly ignore driver ability and characteristics. The author proposes to develop an adaptive lane departure and curve negotiation warning system. This system should learn individual traits of the driver -- both stationary and changing, and use this information to improve warning time and reduce false alarms. A number of research issues are involved in this work, as it has to improve upon the state of the art, yet not become so complicated to use that the average driver would feel uncomfortable using it. This proposal will discuss these issues and describe preliminary results in using a connectionist approach to predict the driver’s steering response given vehicle state information. This approach can successfully detect lane changes, which are treated as surrogate road departures. KW - Adaptive control KW - Driver support systems KW - Drivers KW - Lane changing KW - Warning systems UR - http://www.ri.cmu.edu/pub_files/pub1/batavia_parag_1998_1/batavia_parag_1998_1.pdf UR - https://trid.trb.org/view/1306865 ER - TY - ABST AN - 01458585 TI - Use of Snowplowable Reflective Pavement Markers for Effective Delineation, Final Report AB - Of the total of 120 markers placed, only five markers were damaged enough to effect their visibility. The raised markers were able to improve the delineation of the lanes at the US 52 installation but were not in a position to improve delineation at the interstate ramp installation. The application of a chip seal greatly reduced the visibility of the raised markers at the US 52 installation. Raised markers are recommended for locations with unusual or unexpected geometry. KW - Chip seals KW - Interstate highways KW - Pavement maintenance KW - Raised road markings KW - Ramps (Interchanges) KW - Reflectorized materials KW - Reflectorized road markings KW - Research projects KW - Snowplows KW - Visibility UR - https://trid.trb.org/view/1226796 ER - TY - RPRT AN - 01341791 AU - Ward, Beverly G AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - An Evaluation of the "Community Impact Assessment: A Quick Reference for Transportation" Booklet and Related Practices PY - 1998/03//Final Report SP - 135p AB - A national Community Impact Assessment Evaluation was conducted by the Center for Urban Transportation Research at the University of South Florida. The evaluation form, distributed to metropolitan planning organizations (MPOs) and state departments of transportation (DOTs), requested information on practitioners' knowledge and use of Community Impact Assessment techniques. The responses were used to measure the use of "Community Impact Assessment: A Quick Reference for Transportation," a booklet developed by the Federal Highway Administration (FHWA), state DOTs and MPOs. The use of techniques described in the booklet was also assessed. The evaluation provided insight on the effect of the booklet on increasing the awareness of community impact issues and promoting greater consideration of these issues in organizational, project decision making. The overall results were used to determine training and other community impact assessment needs. KW - Booklets KW - City planning KW - Community impact assessment KW - Environmental impact analysis KW - Evaluation and assessment KW - Handbooks KW - Highway planning KW - Metropolitan planning organizations KW - State departments of transportation KW - Surveys UR - https://trid.trb.org/view/1103877 ER - TY - CONF AN - 01109044 JO - Searching for Solutions: A Policy Discussion Series PB - Federal Highway Administration AU - Federal Highway Administration TI - Federal Credit Concepts for Surface Transportation: Conference Summary. Held in Washington, DC. on January 13, 1998 PY - 1998/03 IS - 18 SP - 98p AB - On January 13, 1998, the Federal Highway Administration (FHWA) sponsored a one-day conference on Federal Credit Concepts for Surface Transportation. The purpose of the conference was to explore the implications of using Federal credit (e.g., direct Federal loans, loan guarantees, and lines of credit) to help finance major surface transportation projects. U1 - Federal Credit Concepts for Surface TransportationFederal Highway AdministrationWashington,DC,United States StartDate:19980113 EndDate:19980113 Sponsors:Federal Highway Administration KW - Credit KW - Federal government KW - Financing KW - Ground transportation KW - Highways KW - Loans KW - United States UR - http://ntl.bts.gov/lib/21000/21000/21004/PB98164213.pdf UR - https://trid.trb.org/view/865864 ER - TY - RPRT AN - 01105634 AU - Roeder, Charles W AU - MacRae, Gregory A AU - Arima, Kyoko AU - Crocker, Paul N AU - Wong, Scott D AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Fatigue Cracking of Riveted Steel Tied Arch and Truss Bridges PY - 1998/03//Research Report SP - 104p AB - Riveted steel truss and tied arch bridges in Washington state have experienced significant cracking that is due to fatigue loading. The Lewis River and Toutle River bridges are good examples of these two bridge types. They are both on the southbound lanes of Interstate 5 and experience heavy truck traffic. This research study addressed the fatigue cracking on these two bridges. The cracking on these two bridges was summarized and analyzed. Computer models of the two bridges were developed, and static and dynamic analyses of the bridges were performed. Instrumentation was installed on both bridges in 1996. Controlled load and weight station tests were performed on the two bridges with trucks of known weight and geometry traveling at known speeds. The results of these measurements were used to evaluate the overall behavior of the two bridges and to calibrate the instruments for further testing with trucks of unknown weight and geometry. KW - Arch bridges KW - Cracking KW - Load tests KW - Rivets KW - Steel structures KW - Structural analysis KW - Tied arches KW - Trucks KW - Truss bridges KW - Washington (State) KW - Weigh stations UR - http://www.wsdot.wa.gov/research/reports/fullreports/447.1.pdf UR - http://ntl.bts.gov/lib/20000/20600/20665/PB98138597.pdf UR - https://trid.trb.org/view/864982 ER - TY - RPRT AN - 01103215 AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - ITS/CVO Funding Strategies for States PY - 1998/03 SP - 29p AB - This paper is designed to provide funding guidance for state officials who intend to develop, operate, and maintain Intelligent Transportation Systems/Commercial Vehicle Operations (ITS/CVO) projects and programs. KW - Commercial vehicle operations KW - Commercial vehicles KW - Financial analysis KW - Financing KW - Intelligent transportation systems KW - Motor carriers KW - Project management KW - Strategic planning KW - Traffic safety UR - http://ntl.bts.gov/lib/16000/16200/16296/PB2000103372.pdf UR - http://ntl.bts.gov/lib/6000/6200/6215/its-cov_funding.pdf UR - https://trid.trb.org/view/862978 ER - TY - RPRT AN - 00970419 AU - Federal Highway Administration TI - WOMEN IN TRANSPORTATION: CHANGING AMERICA'S HISTORY. REFERENCE MATERIALS PY - 1998/03 SP - 46 p. AB - Transportation has long been considered a man's field, but throughout time, women have made significant contributions to the transportation industry and laid the groundwork for future innovation. Women have worked in every mode of transportation, and in every type of job, from legislative and managerial positions to maintenance work. Since the time when travel was dominated by walking, horse-drawn carriages, and sailing ships, through the era of the railroads and automobiles, and now as aviation pushes into the frontiers of space, women have been part of the innovations, explorations, and manufacturing of transportation. Moreover, women have made these contributions to the transportation industry and to American society despite the fact they did not receive the right to vote until the 19th amendment was ratified on August 26, 1920. This guide describes innovative and remarkable women who have pioneered and succeeded in a predominantly male field. In this document, the coverage of different transportation modes is uneven. The easiest to find and largest quantity of research material is on women in aviation, beginning with Harriet Quimby. There is still much work to be done to research and document the many contributions women have made in this and other fields of transportation. More research needs to be conducted at the U.S. Patent Office, and the contributions of women at the major automobile manufacturers today should also be documented. It is hoped that this resource document is only the first step in a long process to preserve the history of women in transportation. KW - Administration KW - Air transportation KW - Aviation KW - Chemical engineering KW - Civil engineering KW - Commercial space transportation KW - Females KW - Highway transportation KW - History KW - Manufacturing KW - Maritime industry KW - Public transit KW - Rail transit KW - Railroad transportation KW - Transportation careers KW - Urban design KW - Water transportation UR - http://ntl.bts.gov/lib/21000/21400/21410/PB99116337.pdf UR - https://trid.trb.org/view/696459 ER - TY - RPRT AN - 00748116 AU - Elias, V AU - Yuan, Z AU - Swan, R H AU - Bachus, R C AU - Earth Engineering and Sciences, Incorporated AU - Federal Highway Administration TI - DEVELOPMENT OF PROTOCOLS FOR CONFINED EXTENSION/CREEP TESTING OF GEOSYNTHETICS FOR HIGHWAY APPLICATIONS PY - 1998/03 SP - 211 p. AB - This report presents the development and verification of a testing protocol and protocol equipment for confined extension testing and confined creep testing for geosynthetic reinforcement materials. The developed data indicate that confined response significantly improves stress strain response of geosyntheitc materials, especially nonwoven geotextiles. Current use of unconfined stress-strain response appears overly conservative. This report is part of a comprehensive study on the "Durability of Geosynthetic Materials for Highway Applications." The developed protocols in the Appendix have been developed in the American Society for Testing and Materials (ASTM) format and may be forwarded for ASTM consideration. KW - Confined creep tests KW - Confined extension tests KW - Deformation curve KW - Geosynthetics KW - Nonwoven materials KW - Test procedures KW - Testing equipment UR - http://ntl.bts.gov/lib/20000/20600/20666/PB98138688.pdf UR - http://ntl.bts.gov/lib/6000/6800/6862/Geosynth.pdf UR - https://trid.trb.org/view/473789 ER - TY - RPRT AN - 00806428 AU - Maupin, G W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EFFECT OF GLASS CONCENTRATION ON STRIPPING OF GLASPHALT PY - 1998/03 SP - 15 p. AB - Virginia allows up to 15% glass to be used in asphalt concrete. However, a literature search revealed that there is not much test data to substantiate this quantity. Because of the smooth surface texture of glass particles and the associated risk of stripping, it is desirable not to incorporate too much glass. The purpose of this laboratory study was to determine the maximum amount of glass that can be used in glasphalt without sacrificing stripping resistance. Two mixes, each containing chemical and hydrated lime antistripping additives, were made at several glass contents. The tensile strength ratio (TSR) test (AASHTO T283) was used to assess stripping resistance of the mixes. Both additives produced adequate stripping resistance with the exception of the mix containing 20% glass and chemical additives. Based upon the results of the TSR stripping test as a performance indicator, it was found that using up to 15% glass in glasphalt is acceptable. KW - Antistrip additives KW - Asphalt concrete KW - Glasphalt KW - Glass KW - Glass content KW - Laboratory tests KW - Literature reviews KW - Stripping (Pavements) KW - Tensile strength UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/98-r30.pdf UR - http://ntl.bts.gov/lib/20000/20500/20597/PB98134398.pdf UR - https://trid.trb.org/view/672686 ER - TY - RPRT AN - 00806045 AU - Kuhlmann, Bill AU - Marquart, Mike J AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - BASE REINFORCEMENT USING GEOGRID PY - 1998/03 SP - n.p. AB - The test sections and control sections are performing almost the same. Base sections in both the test and control sections are weakening with time. Geogrid costs have decreased and make its use more favorable. KW - Base course (Pavements) KW - Cost effectiveness KW - Geogrids KW - Performance evaluations KW - Reinforcing materials KW - Subgrade (Pavements) KW - Subgrade materials UR - https://trid.trb.org/view/673756 ER - TY - RPRT AN - 00795343 AU - Hooey, B L AU - Gore, B F AU - Battelle Human Factors Transportation Center AU - Federal Highway Administration TI - ADVANCED TRAVELER INFORMATION SYSTEMS AND COMMERCIAL VEHICLE OPERATIONS COMPONENTS OF THE INTELLIGENT TRANSPORTATION SYSTEMS: HEAD-UP DISPLAYS AND DRIVER ATTENTION FOR NAVIGATION INFORMATION PY - 1998/03 SP - 60 p. AB - Since the initial development of prototype automotive head-up displays (HUDs), there has been a concern that the presence of the HUD image may interfere with the driving task and negatively impact driving performance. The overall goal of this experiment was to examine the driving performance implications of an automotive HUD when used to present simple route guidance information. Of particular importance was how navigation aids [head-down display (HDD) vs. HUD] and drivers' age interact to influence driver behavior. Twenty-four younger and older subjects participated in the study, which was conducted in the Battelle High-Fidelity Driving Simulator. Each subject drove three experimental scenarios--two urban and one rural. During the scenarios, subjects were required to adhere to posted speed limits and remain within their lane boundaries. They were also required to respond, as quickly as possible, to emergency incidents such as balls rolling into the road, a car crossing against a red light immediately in front of them, and a car in front of them suddenly braking to a stop. This study revealed no differences with respect to navigation performance, response to unexpected events, or driving performance as a function of navigation aid. Nonetheless, while performance (considered overall) was not better in the HUD condition than in the HDD condition, neither was the HUD associated with performance decrements. In particular, none of the results suggest that the HUD was a distraction to the subjects or that it was associated with any form of cognitive capture. KW - Advanced traveler information systems KW - Aged KW - Attention lapses KW - Automobile navigation systems KW - Behavior KW - Drivers KW - Driving simulators KW - Head up displays KW - Human factors KW - Human subject testing KW - Intelligent transportation systems KW - Route guidance KW - Young adults UR - http://www.fhwa.dot.gov/publications/research/safety/96153/96153.pdf UR - http://ntl.bts.gov/lib/8000/8300/8379/96153.pdf UR - https://trid.trb.org/view/654147 ER - TY - RPRT AN - 00795344 AU - Kantowitz, B H AU - Hooey, B L AU - SIMSEK, O AU - Battelle Human Factors Transportation Center AU - Federal Highway Administration TI - ADVANCED TRAVELER INFORMATION SYSTEMS AND COMMERCIAL VEHICLE OPERATIONS COMPONENTS OF THE INTELLIGENT TRANSPORTATION SYSTEMS: ON-ROAD EVALUATION OF ATIS MESSAGES PY - 1998/03 SP - 98 p. AB - This report describes the results of an on-road study that examined how Advanced Traveler Information Systems (ATIS) information influences driver behavior. The objective of the study was to develop ATIS design guidelines, primarily for In-Vehicle Signing and Information Systems (ISIS) and In-Vehicle Safety Advisory and Warning Systems (IVSAWS), to define the amount and format of information that can safely be displayed in an ATIS. A general issue facing ATIS designers is to determine how much information can safely be presented in an ATIS. This study investigated rates of one, two, or three message presentations per minute. No effects of information density were observed on driving performance. Another general issue that faces ATIS designers is how message potency (i.e., message style and display modality) affects driving safety and compliance with ATIS messages. Message potency is shown to have an important effect on both compliance and driving safety, confirming previous findings on how particular ATIS design characteristics can undermine driving safety by fostering an over-reliance on ATIS information. Also investigated in this study was whether advance notification messages that warn drivers of upcoming route guidance instructions are helpful. The results show that the drivers make use of advance notification messages to prepare for upcoming turns. KW - Advanced traveler information systems KW - Compliance KW - Design KW - Field tests KW - Guidelines KW - Intelligent transportation systems KW - Messages (Communications) KW - Route guidance KW - Traffic safety KW - Vehicle signing and information systems KW - Warning devices UR - http://www.fhwa.dot.gov/publications/research/safety/99132/99132.pdf UR - http://ntl.bts.gov/lib/8000/8300/8378/99132.pdf UR - https://trid.trb.org/view/654148 ER - TY - RPRT AN - 00789892 AU - Saraf, C L AU - Resource International, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - PAVEMENT CONDITION RATING SYSTEM: REVIEW OF PCR METHODOLOGY PY - 1998/03 SP - 126 p. AB - This report describes the Pavement Condition Rating (PCR) method which was developed for the State of Ohio Highway Network. The method is based upon visual inspection of pavement distresses. Although the relationship between pavement distresses and performance is not well defined, there is general agreement that the ability of a pavement to sustain traffic loads in a safe and smooth manner is adversely affected by the occurrence of observable distress. The rating method described in this report provides a procedure for uniformly identifying and describing, in terms of severity and extent, pavement distress. The mathematical expression for PCR provides an index reflecting the composite effects of various distress types, their severity and extent upon the overall condition of the pavement. Distresses of four types of pavements (flexible, composite, jointed concrete and continuously reinforced concrete) are described in this report and each distress is illustrated with the help of photographs. KW - Composite pavements KW - Concrete pavements KW - Condition surveys KW - Continuously reinforced concrete pavements KW - Flexible pavements KW - Inspection KW - Ohio KW - Pavement condition rating KW - Pavement distress UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A43401737 UR - https://trid.trb.org/view/648040 ER - TY - RPRT AN - 00789891 AU - Saraf, C L AU - Resource International, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - REVIEW OF PCR METHODOLOGY PY - 1998/03 SP - 152 p. AB - This study was conducted to review the Pavement Condition Rating (PCR) methodology currently used by the Ohio Department of Transportation (ODOT). The results of the literature search conducted in this connection are described in the report. An analysis of the PCR data collected by the ODOT in the past 11 years (1985-95) indicated that there were some distresses which were rarely observed in the past. The reasons for such occurrences and the use of this information to enhance the current system are discussed in the report. Statistical method known as Classification Tree was used to analyze the PCR data for (1) rating the pavements, and (2) assigning the maintenance and/or rehabilitation (M&R) actions, where the distresses of the individual pavements were known. The results of this analysis indicated that due to the nonlinear nature of PCR, this model is able to assess the PCR better than the current linear model for estimating the PCR. An expert opinion survey was designed and conducted to collect data for developing new weights of pavement distresses using a combination of statistical methods: Classification Tree and Proportional Odds Model. The PCR values obtained from new and old distress weights were compared and the results of these comparisons are discussed in the report. Statistical analysis of the PCR data for the year 1996 was performed to determine a suitable sample size which can be used to survey the network for collecting the PCR data of the network for pavement management purposes and selecting the pavements for inclusion in the annual M&R program of ODOT. This report contains recommendations for revising the list of distresses of each pavement type, developing a nonlinear model to assess the pavement condition and M&R needs of a given pavement, a suitable sampling procedure for surveying the network and revising the definitions of some distresses of each pavement type. KW - Condition surveys KW - Literature reviews KW - Maintenance management KW - Nonlinear systems KW - Ohio KW - Pavement condition rating KW - Pavement distress KW - Pavement management systems KW - Pavements KW - Sampling KW - Statistical analysis KW - Weighting UR - http://ntl.bts.gov/lib/16000/16000/16078/PB2000102430.pdf UR - https://trid.trb.org/view/648039 ER - TY - RPRT AN - 00780266 AU - Ting, J M AU - Faraji, S AU - University of Massachusetts, Amherst AU - Massachusetts Highway Department AU - Federal Highway Administration TI - FORCE-DISPLACEMENT TESTING FOR INTEGRAL ABUTMENT BRIDGES PY - 1998/03 SP - 108 p. AB - A three dimensional Finite Element (FE) model of an Integral Abutment Bridge (IAB) system has been constructed which automatically incorporates the nonlinear soil response behind the abutment walls and adjacent to the supporting piles. The nonlinear soil behavior is handled in the FE code GT-STRUDL using nonlinear springs at the abutment wall and pile nodes where the nonlinear force-deflection relations are based on commonly used design curves. A sample IAB bridge was modeled and subjected to a thermal loading increment of +45 deg C. For this loading, the program converged fairly rapidly to a stable equilibrium result. The effect of varying soil compaction levels behind the wall and adjacent to the piles was assessed. The results showed that the compaction level behind the abutment walls dominates the soil response, and can greatly affect the structural response of the bridge-wall-pile-soil system. KW - Bridges KW - Finite element method KW - Gt-Strudl (Computer program) KW - Jointless bridges KW - Nonlinear soil behavior KW - Soil compaction KW - Soil structure interaction KW - Thermal loading UR - https://trid.trb.org/view/509225 ER - TY - RPRT AN - 00769495 AU - Hassan, K M AU - O'Neill, M W AU - Vipulanandan, C AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - SPECIFICATION AND DESIGN CRITERIA FOR THE CONSTRUCTION OF CONTINUOUS FLIGHT AUGER PILES IN THE HOUSTON AREA PY - 1998/03 SP - 220 p. AB - Five continuous-flight auger piles were installed in a stiff clay soil following standard practice. Four of these piles were later subjected to lateral load tests to large displacements. The length and diameter of the test piles were varied to investigate the effect of these parameters on pile performance. The fifth pile was used as a reaction for the four test piles. During installation, incremental grout take and upper and lower bound grout pressures were monitored continuously and grout samples were acquired and tested. Cross-hole ultrasonic tests were performed on the piles following installation to ensure that the piles were structurally sound. A simple design model, the characteristic load model, was adapted from the literature, and soil parameters for that model were determined from geotechnical data available at the test site (the University of Houston National Geotechnical Experimentation Site, partially supported by the Federal Highway Administration) and by back-analysis of the loading test results. The final design model is intended for use in designing foundations for sound wall structures and is capable of predicting the deformation of the pile under a combined shear and moment load, as well as the loads that produce cracking in the pile. A provisional, detailed construction specification is presented that is based on specifications in effect in Texas and other states for continuous flight auger piles, current practice and observations made during the performance of the research. KW - Augers KW - Clay soils KW - Construction KW - Deformation KW - Design KW - Diameter KW - Grout KW - Lateral loads KW - Length KW - Load tests KW - Noise barriers KW - Piles (Supports) KW - Specifications KW - Ultrasonic tests UR - http://ntl.bts.gov/lib/22000/22100/22171/PB99166415.pdf UR - https://trid.trb.org/view/503401 ER - TY - RPRT AN - 00764786 AU - Turner, S M AU - Eisele, W L AU - Benz, R J AU - Holdener, D J AU - Texas Transportation Institute AU - Federal Highway Administration TI - TRAVEL TIME DATA COLLECTION HANDBOOK PY - 1998/03 SP - 348 p. AB - This Travel Time Data Collection Handbook provides guidance to transportation professionals and practitioners for the collection, reduction, and presentation of travel time data. The handbook should be a useful reference for designing travel time data collection efforts and systems, performing travel time studies, and reducing and presenting travel time data. Agencies new to travel time data collection may wish to adopt sections of the handbook as standard procedures, wehreas agencies with data collection experience may wish to incorporate specific details or criteria. Initial chapters of the handbook describe how to design data collection activities, including the determination of parameters such as study size and scope, data collection technique, and other critical study elements. Chapters 3 through 6 include a description of each data collection technique, major advantages and disadvantages, cost and equipment requirements, and step-by-step instructions. Related experience with the data collection techniques is included for examples of applications. Chapter 7 provides guidance for reducing travel time data and preparing tabular and graphical presentations. The chapters of the handbook are as follows: Chapter 1, Introduction; Chapter 2, Developing and Implementing a Data Collection Plan; Chapter 3, Test Vehicle Techniques; Chapter 4, License Plate Matching Techniques; Chapter 5, ITS Probe Vehicle Techniques; Chapter 6, Emerging and Non-Traditional Techniques; and Chapter 7, Data Reduction, Summary, and Presentation. KW - Applications KW - Costs KW - Data collection KW - Data reduction KW - Equipment KW - Graphs KW - Handbooks KW - Probe vehicles KW - Tables (Data) KW - Test vehicles KW - Travel time UR - http://www.fhwa.dot.gov/ohim/start.pdf UR - http://ntl.bts.gov/lib/4000/4500/4531/start.pdf UR - https://trid.trb.org/view/497690 ER - TY - RPRT AN - 00764621 AU - Claassen, V P AU - Hogan, M P AU - University of California, Davis AU - California Department of Transportation AU - Federal Highway Administration TI - GENERATION OF WATER-STABLE SOIL AGGREGATES FOR IMPROVED EROSION CONTROL AND REVEGETATION SUCCESS PY - 1998/03 SP - 121 p. AB - This project summarizes the mechanism of water-stable aggregate formation and concludes that sustained, vigorous plant growth is essential to maintenance of soil structure. Plants contribute to water-stable aggregates by adding carbon materials to the soil that are decomposed by soil microbes. Exudates from roots and soil microbes contribute to the formation of microaggregates, while fine roots and mycorrhizal hyphae contribute to the stabilization of macroaggregates. Sustainable, vigorous plant growth, however, is difficult to achieve on degraded soils from which topsoil has been removed by construction or erosion. Previous studies indicate that plant growth on degraded soils is often nutrient limited, and that low soil nitrogen (N) is the most common limiting nutrient (other than water). To evaluate the levels of N needed for sustained plant growth, we surveyed a wide range of disturbed but revegetated sites in the Tahoe Basin, and correlated the percent plant cover with soil N pools. Plant communities with >40% ground cover were associated with soil containing an average of 1228 kg total N/ha and 26 kg mineralizable N/ha. Laboratory incubation experiments using prospective amendment materials indicated that widely differing N release patterns occur. Given the large total amounts of N per ha that are associated with adequate plant growth and cover, the use of amendments with slow N release rates is encouraged, so that the N applied to the site is retained in the soil until it is incorporated into plant tissue. Replicate extraction runs indicate that the incubation method is consistent and is useful for screening amendment materials during selection for field plots. Placement of the amendment has a strong effect on plant growth. Surface (0-10 cm) applications had significantly higher biomass production than N amendments that were evenly distributed throughout the profile (0-30 cm) or applied deeply within the profile (20-30 cm). KW - Compost KW - Degraded soils KW - Erosion control KW - Fertilizers KW - Field studies KW - Laboratory studies KW - Nitrogen KW - Plant growth KW - Revegetation KW - Soil aggregates UR - http://ntl.bts.gov/lib/21000/21900/21965/PB99150930.pdf UR - https://trid.trb.org/view/497647 ER - TY - RPRT AN - 00760506 AU - Texas Transportation Institute AU - Federal Highway Administration TI - LAND USE COMPENDIUM PY - 1998/03 SP - 192 p. AB - This compendium of information was prepared as an aid to practitioners contemplating development of an approach to evaluating the land use impacts of alternative transportation investments and policies. The compendium, distributed as part of the Travel Model Improvement Program (TMIP), contains three documents. The first document, "A Technical Review of Urban Land Use - Transportation Models as Tools for Evaluating Vehicle Travel Reduction Strategies" (July 1995), by Frank Southworth of the Center for Transportation Analysis at the Oak Ridge National Laboratory, presents a host of general information about land use forecasting methods, information about specific analytical models and a state-of-the-practice review of the methods in use in a broad cross-section of metropolitan planning organizations (MPOs). The second document, "Review of Land Use Models and Recommended Model for DVRPC" (September 1996), by Kazem Oryani of URS Greiner Consultants Inc. and Britton Harris of the University of Pennsylvania, is a "consumer report" for analytical land use models. The Federal Highway Administration cannot and does not endorse its recommended approach for general application everywhere. However, it contains a wealth of information that agencies should use when considering development of an analytical land use forecasting methodology for their respective situations. The third document, "Land Use and Travel Survey Data: A Survey of the Metropolitan Planning Organizations of the 35 Largest U.S. Metropolitan Areas" (October 1995), by Chris Porter, Laura Melendy, and Elizabeth Deakin of the University of California, Berkeley, summarizes the results of a survey of 35 MPOs concerning the status of their travel and land use data sets. As such, it gives an indication of the state of the practice in land use data collection and manipulation capabilities. KW - Data collection KW - Forecasting KW - Land use models KW - Metropolitan planning organizations KW - Travel Model Improvement Program UR - http://books.google.com/books/about/Land_use_compendium.html?id=-RdPAAAAMAAJ UR - http://ntl.bts.gov/lib/21000/21600/21623/comp.pdf UR - https://trid.trb.org/view/496253 ER - TY - RPRT AN - 00760321 AU - Heydinger, A G AU - Riley, D G AU - Chou, YJE AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PREFABRICATED EDGE DRAINS IN OHIO PY - 1998/03 SP - 109 p. AB - An investigation was conducted to evaluate prefabricated edge drain (PED) construction procedures and to assess the condition of PEDs installed in Ohio between 1988 and 1993. The research included a survey of department of transportation engineers in other states and Ohio Department of Transportation (ODOT) design and construction engineers. The condition of PEDs installed in Ohio was evaluated at six sites throughout Ohio by excavating short sections of PEDs for visual inspections and permittivity testing. A video borescope with a 25-ft (7.6-m) long fiber optic cable was used to investigate the in situ condition of the PED. Permittivity testing of the PED fabric was conducted in the field on PED samples removed from the excavations. Specifications for installing PED vary considerably among the states using PED. ODOT current specifications require placing the PED on the outside of the trench and using a granular backfill. Problems that have been reported include deformation of the PED core, compression of the filter fabric into the core, blinding and clogging of the filter, sedimentation of the core and blockage of drainage outlets. In most cases, the problems were considered minor. The problems cited above were observed at all six sites during the video borescope inspections. In spite of problems with the filter fabric, the permittivity of the filter fabric was not significantly reduced. The problems with PED result in reduced drainage capacity. However, the PEDs are effective in providing drainage provided the drainage outlets are not blocked. Construction specifications should be observed to minimize problems. Maintenance personnel should inspect drainage outlets on a regular basis to ensure that the outlets are not blocked. KW - Blockage KW - Condition surveys KW - Construction KW - Construction specifications KW - Drainage KW - Drainage capacity KW - Edge drains KW - Filter fabric KW - Inspection KW - Installation KW - Outlets KW - Permittivity testing KW - Prefabricated structures KW - Sedimentation KW - Testing KW - Video borescopes UR - http://ntl.bts.gov/lib/21000/21500/21537/PB99123838.pdf UR - https://trid.trb.org/view/496171 ER - TY - RPRT AN - 00753812 AU - Schultz, J L AU - Commander, B C AU - Goble, G G AU - Bridge Diagnostics, Incorporated AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - DETERMINING BRIDGE RESPONSES TO OVERWEIGHT LOADS PY - 1998/03 SP - 103 p. AB - The Wyoming Department of Transportation (WYDOT) Office of Overweight Loads issues overload permits to motor carriers based on the results of conventional structural analysis of bridges along the anticipated permit route. This study was initiated to determine if current analytical methods accurately represent the actual live-load response of common bridge types, or if the results are over- or under-conservative in predicting maximum stresses. Field test procedures consisted of performing diagnostic load tests on each structure type as it was subjected to both a standard vehicle load and then an overload/permit vehicle. Finite element models were developed and an analysis performed with the same loads as those applied in the field. Comparisons between the measured strains and the analytical strains were made, and each model systematically modified until comparisons were in good agreement. The three bridge types used in the study are: Reinforced Concrete (R/C) Slab Bridge; R/C T-Beam Bridge; and Slab/Steel Girder Bridge. The results demonstrated that the concrete slab bridge rated significantly higher than conventional analysis dictated. The actual load capacity of the steel bridge was also greater than conventional analysis predicted. While the capacity of the concrete t-beam was not as high as anticipated, in no instance were the actual capacities determined to be lower than conventional analysis indicated. KW - Bridge capacity KW - Bridges KW - Field tests KW - Finite element method KW - Girder bridges KW - Highway capacity KW - Live loads KW - Load tests KW - Overloads KW - Oversize loads KW - Permits KW - Reinforced concrete bridges KW - Strain (Mechanics) KW - Strains KW - Stresses KW - Structural analysis KW - T beams UR - http://ntl.bts.gov/lib/20000/20700/20784/PB98148976.pdf UR - https://trid.trb.org/view/536628 ER - TY - RPRT AN - 00750953 AU - Rose, D AU - SWEROAD AU - Montana Department of Transportation AU - Federal Highway Administration TI - COMMODITY FLOW FEASIBILITY STUDY PY - 1998/03 SP - 33 p. AB - This report presents the recommendations and findings from a study of the feasibility of establishing a program for collecting and reporting commodity flow information for the Montana Department of Transportation (MDT). Historically, the MDT has had a strong interest in ensuring that there is a good data base from which to determine Montana's freight transportation needs. This has resulted in the collection and reporting of freight-related information as part of statewide planning, rail planning, special studies, and in MDT's ongoing traffic monitoring program. MDT managers and a sample of freight transportation providers were interviewed to identify MDT's commodity flow data requirements. The focus of the study is on commodity flow information and not freight or goods movement information. The interview results provide perspective on data requirements at each level of the organization. The interview findings, and the evaluation of MDT's ongoing goods movement-related planning, indicate that MDT's commodity flow data requirements are largely met, and that the principal unmet requirements are for a better baseline of information on current and future goods movement. It is not recommended that MDT proceed with conducting a commodity flow data collection and study, as the information collected would have only a narrow use in the department. KW - Commodity flow KW - Data collection KW - Data needs KW - Feasibility analysis KW - Freight traffic KW - Freight transportation KW - Information organization KW - Interviewing KW - Montana KW - Planning KW - Reporting KW - Reports UR - http://ntl.bts.gov/lib/20000/20700/20786/PB98149131.pdf UR - https://trid.trb.org/view/484537 ER - TY - JOUR AN - 00750521 JO - Public Roads PB - Federal Highway Administration AU - Jackson, B AU - Federal Highway Administration TI - REPLACING OAKLAND'S CYPRESS FREEWAY PY - 1998/03 VL - 61 IS - 5 SP - p. 30-35 AB - The Loma Prieta Earthquake rocked the San Francisco Bay Area on October 17, 1989, causing the Cypress Freeway, Interstate 880 (I-880), to collapse. Community involvement was a very important part of the rebuilding process, which took nearly 8 years. Public outcry over the original route, which bisected West Oakland neighborhoods, caused the new freeway to be relocated to the west along the Southern Pacific railroad corridor. Although residents wanted to move the freeway completely out of Oakland, the selected route was a compromise that eliminated the physical and psychological barriers of an obtrusive freeway in the community. A public information office and a Citizens' Advisory Committee were established to keep the public informed and to voice community opinion on everything from the removal of hazardous waste to detour schedules. As part of the public outreach, the Cypress Freeway Employment Clearinghouse encouraged the hiring of area residents, minorities, and women to rebuild and provide materials for the new freeway. The project's $1.1 billion budget, 90% of which came from federal emergency relief funds, comprised approximately $650 million for construction, $350 million for right-of-way acquisition and for the relocation of the railroad and utilities, and the remainder for traffic management, transit enhancement, and mitigation. The project was broken into two phases. Phase 1 included the construction of the new western mainline along the railroad corridor and restored I-880 for traffic to and from San Francisco. Phase 2 included a connection with I-80 for traffic to and from Sacramento. These phases were further divided into seven major contracts, which are briefly outlined. KW - Budgeting KW - Collapse KW - Communities KW - Community support KW - Construction management KW - Contracts KW - Earthquakes KW - Highway planning KW - Hiring policies KW - Interstate Highway System KW - Interstate highways KW - Oakland (California) KW - Public participation KW - Public relations KW - Reconstruction KW - Structural analysis UR - http://www.fhwa.dot.gov/publications/publicroads/98marapr/cypress.cfm UR - https://trid.trb.org/view/487023 ER - TY - JOUR AN - 00750522 JO - Public Roads PB - Federal Highway Administration AU - Sixbey, D G AU - Federal Highway Administration TI - IT TAKES MORE THAN MIRRORS TO SEE YOUR "TRUE PROFILE" PY - 1998/03 VL - 61 IS - 5 SP - p. 36-39 AB - Professor James Wambold and fellow Penn State professor J.J. Henry is heading up an experiment that will compare the results of measurements on road evenness carried out using different equipment and different measurement methods in Arizona, Japan, and The Netherlands/Germany during 1998. As a precursor to this work, researchers from all over the world gathered at the Turner-Fairbank Highway Research Center (TFHRC) in McLean, Virginia, in October 1997 to find the best equipment to measure true profile. TFHRC staff set up a variety of sites for the test day, and each piece of equipment was run through a battery of tests on each type of site to make sure they could cover the full range of what they would be asked to do at their three locations in 1998. Three types of equipment were selected. One is a rod-and-level, which measures large distances of pavement. One rod-and-level measurement is taken every 30 m. The second is a static inclinometer, which measures short distances. It will take a measurement every 0.25 m. Finally, a continuous rolling inclinometer will take continuous measurements as it moves over the pavement. The professors also plan to compare the measurements from these pieces of equipment with measurements obtained from the Road Surface Analyzer (ROSAN), an automated and computerized device that is mounted on a vehicle and does its measuring while the vehicle is moving at normal traffic speeds. KW - Instruments for measuring roughness KW - Measuring instruments KW - Pavement smoothness KW - Pavement tests KW - Pavements KW - Research projects KW - Smoothness KW - Structural tests KW - Surface course (Pavements) KW - Texture UR - http://www.fhwa.dot.gov/publications/publicroads/98marapr/profile.cfm UR - https://trid.trb.org/view/487024 ER - TY - JOUR AN - 00750523 JO - Public Roads PB - Federal Highway Administration AU - Zimmerman, C AU - Marston, P AU - Federal Highway Administration TI - PARTNERS IN MOTION: D.C. CONGESTION BUSTERS PY - 1998/03 VL - 61 IS - 5 SP - p. 40-47 AB - The Washington, D.C., metropolitan region is the nation's second most congested area, and its residents have the second longest commute time, spending a cumulative 552,900 hours per day stuck in traffic. To bust congestion in the region, 26 public agencies and 13 private organizations are working together to bring a state-of-the-art traveler information network to the area. This unique partnership, called Partners In Motion, is dedicated to assisting motorists in making informed decisions on the most efficient means of reaching their destinations. The traveler information network provides on-demand, real-time, route-specific information on all modes of travel--highway, bus, rail, and air--in the Washington, D.C., area. Users of this network are able to access up-to-the-minute information regarding highway and transit conditions, as well as construction, weather, and special event information that could affect travel. This information is disseminated through a variety of existing and evolving technologies, including telephone, Internet, personal pagers, cable television, kiosks, and in-vehicle navigational devices. Sidebars list the public and private sector partners of Partners in Motion and provide details on the SmarTraveler Information System, the first of many products to be sponsored by the partnership. KW - Information dissemination KW - Information systems KW - Metropolitan areas KW - Passenger information systems KW - Public private partnerships KW - Technological innovations KW - Traffic calming KW - Traffic congestion KW - Traveler information and communication systems KW - Washington (District of Columbia) UR - http://www.fhwa.dot.gov/publications/publicroads/98marapr/busters.cfm UR - https://trid.trb.org/view/487025 ER - TY - JOUR AN - 00750520 JO - Public Roads PB - Federal Highway Administration AU - Lane, S AU - Rekenthaler, D AU - Federal Highway Administration TI - THE TIES THAT BIND: THE 10-YEAR FIGHT FOR 0.6-INCH DIAMETER STRANDS PY - 1998/03 VL - 61 IS - 5 SP - p. 27-29 AB - In 1988, steel strand manufacturers were interested in bumping the 0.5-in (12.7-mm) diameter threshold to 0.6 in (15.24 mm) to increase structural durability and strength. Although the prestressed strands were to be a boon to structural engineers, the growing prominence of improved construction materials, such as high-performance concrete that requires an equally powerful strand, forced manufacturers to consider even stronger strands. In conjunction with their 0.6-in (15.24-mm) proposal, manufacturers also wanted to maintain the minimum spacing between the strands at 2 in (60.96 mm) and break with the requirement that strand spacing be four times the strand diameter. This represented a significant increase in the load transferred to the concrete part of the beam and was a safety issue. However, to add an additional 0.4 in (10.16 mm) to the spacing requirement would force manufacturers to completely retool their prestressing operations to accommodate the new spacing requirements, and this was prohibitively expensive. In October 1988, the Federal Highway Administration (FHWA) Bridge Division issued a memorandum that forbade the use of 0.6-in strands or changing the strand spacing requirement until additional studies were carried out to determine their safety. In addition, the FHWA ruled that a 1.6 multiplier be added to the bonding equation as a safety factor. The memorandum created quite an uproar across the country. In addition to research by the FHWA, a dozen studies were launched at colleges and institutes to address these issues. In May 1996, the FHWA released a memorandum announcing that 0.6-in-diameter strands were acceptable. The agency also stated that 2-in spacing for 0.6-in-diameter strands was acceptable and that designers could use 0.5-in-diameter strands at 1.75-in (44.45-mm) spacing if they wanted. One year later, members of the American Association of State Highway and Transportation Officials passed by voice vote the allowance for these new specifications. KW - Beams KW - Bond strength (Materials) KW - Bonding KW - High performance KW - Performance KW - Prestressed concrete KW - Prestressing KW - Prestressing strands KW - Reinforced concrete KW - Safety KW - Spacing KW - Specifications KW - Steel fibers KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98marapr/ties.cfm UR - https://trid.trb.org/view/487022 ER - TY - JOUR AN - 00750518 JO - Public Roads PB - Federal Highway Administration AU - Halladay, M AU - Federal Highway Administration TI - THE STRATEGIC HIGHWAY RESEARCH PROGRAM: AN INVESTMENT THAT HAS PAID OFF PY - 1998/03 VL - 61 IS - 5 SP - p. 11-17 AB - In 1987, the U.S. Congress authorized the Strategic Highway Research Program (SHRP)--a 5-year, applied research initiative--to develop and evaluate techniques and technologies to combat the deteriorating conditions of the nation's highways and to improve their performance, durability, safety, and efficiency. This article chronicles the program's development effort, cites specific product and process advancements resulting from SHRP, and examines their economic and safety benefits. The SHRP research phase identified innovative ways to build and maintain a more durable highway system. The second phase was the commitment by the Federal Highway Administration and its partners to refine many of the products, get them to the state and local highway agencies for practical testing under real-world road conditions, and provide the training, demonstration, and other resources necessary to implement the products. Ten years and more than 100 products after SHRP was initiated, the benefits of this partnership can be seen in longer lasting asphalt and cement concrete pavements, improved winter maintenance techniques, and work zones that are safer for both highway workers and motorists. The SHRP initiative demonstrated the importance of involving all transportation partners throughout the process from concept development through research to implementation. Comparing the economic benefits of SHRP products versus the costs of the program provides validation of the financial and technical rewards realized through these promising products and processes. KW - Asphalt pavements KW - Concrete KW - Cost effectiveness KW - Development KW - Pavement maintenance KW - Portland cement KW - Research KW - Research and development KW - Research programs KW - Research projects KW - Snow and ice control KW - State departments of transportation KW - Strategic Highway Research Program KW - Superpave KW - Technological innovations KW - U.S. Federal Highway Administration KW - Winter maintenance KW - Work zone safety UR - http://www.fhwa.dot.gov/publications/publicroads/98marapr/shrp.cfm UR - https://trid.trb.org/view/487020 ER - TY - JOUR AN - 00750517 JO - Public Roads PB - Federal Highway Administration AU - Fiedler, S AU - Nelson, C AU - Berkman, E F AU - DiMillio, A AU - Federal Highway Administration TI - SOIL STIFFNESS GAUGE FOR SOIL COMPACTION CONTROL PY - 1998/03 VL - 61 IS - 5 SP - p. 5-10 AB - Compacted soil is an essential element in the construction of highways, airports, buildings, sewers, and bridges. The Federal Highway Administration's (FHWA) cooperative development of a soil stiffness gauge (SSG) will enable the validation of design models, the development of performance specifications, and contractor process control for compacted soil structures. Until now, engineers have used soil density as a measure of soil compaction, because there was no easy method for measuring soil stiffness. Resting on the soil surface, the SSG produces a vibrating force that is measured by sensors that record the force and displacement-time history of a ring-shaped foot. It is a practical, dynamic equivalent to a plate load test. The device has been "beta-tested" by the FHWA and several state highway agencies. Thousands of soil stiffness measurements have been successfully made at highway embankment sites and pipe backfill sites on sand, clay, and sandy loam soils. When converted to density values using correlation charts, these measurements are within 5% of measurements made with a nuclear density gauge. The new lightweight, portable SSG not only provides a means to measure the desired engineering property, but it is faster, cheaper, safer, and more accurate than current standard methods. KW - Accuracy KW - Cost effectiveness KW - Density KW - Measuring instruments KW - Plate bearing test KW - Properties of materials KW - Safety KW - Sensors KW - Soil compaction KW - Soil properties KW - Soils KW - Stiffness KW - Technological innovations UR - http://www.fhwa.dot.gov/publications/publicroads/98marapr/soil.cfm UR - https://trid.trb.org/view/487019 ER - TY - JOUR AN - 00750519 JO - Public Roads PB - Federal Highway Administration AU - Heanue, K AU - Petty, S B AU - Federal Highway Administration TI - SUSTAINABLE TRANSPORTATION: THE ROAD FROM KYOTO PY - 1998/03 VL - 61 IS - 5 SP - p. 20-26 AB - As a result of the 1997 Kyoto Conference on climate change, our nation is exploring options to reduce the consumption of fossil fuel to protect global climate and create a sustainable transportation system. This article provides an overview of the global climate-change issue and transportation's role in it, describes the broader problem of sustainability, and defines the issues and challenges to the transportation community. Sustainability is a broader issue than global climate change. A transportation system cannot be sustainable and only address an environmental issue. A sustainable transportation system balances short- and long-term needs for the environment, economic growth, and community. One outcome of Kyoto may be that transportation will be establishing a preliminary benchmark to reduce its pro rata share of greenhouse gas emissions. Ongoing federal programs for energy conservation will also help to address climate-change issues, such as increasing the fuel economy of cars, promoting transit and pedestrian access, reducing energy consumption in buildings, and developing alternative fuels and technologies. The Federal Highway Administration plans to take a leadership role in this emerging area and has proposed a Sustainable Transportation Initiative in the fiscal year 1999 budget submission. This program will provide grants to state and local agencies for case studies of sustainable transportation options and develop and share best practices and decision-making processes. KW - Climate KW - Environmental protection KW - Global warming KW - Greenhouse effect KW - Network analysis (Planning) KW - Pollutants KW - Sustainable development KW - System design KW - Transportation KW - Transportation planning KW - Transportation system design KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98marapr/kyoto.cfm UR - https://trid.trb.org/view/487021 ER - TY - RPRT AN - 00749969 AU - Addink, K A AU - Pfeifer, B G AU - Rohde, J R AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEVELOPMENT OF A TEMPORARY BARRIER SYSTEM FOR OFF-ROAD APPLICATIONS PY - 1998/03 SP - 67 p. AB - The safety shape portable concrete barrier (PCB) has been approved for use when placed on a bituminous or concrete pad. Construction personnel would like to use PCBs in temporary situations along roadways where the use of a bituminous or concrete pad is impractical and costly. However, when PCBs are placed on soil foundations with no anchorage, they tend to dig into the soil, causing the barrier sections to rotate or overturn. The objective of this research was to develop a device which will allow temporary PCBs placed on soil foundations to translate without significant rotation when impacted by errant vehicles. This device was developed and successfully tested to Test Level 3 of the National Cooperative Highway Research Program (NCHRP) Report No. 350. KW - Barrier design KW - Barriers KW - Barriers (Roads) KW - Concrete safety shapes KW - Construction sites KW - Crashes KW - Foundations KW - Foundations (Structures) KW - Impact tests KW - Median barriers KW - Performance evaluations KW - Safety equipment KW - Soils KW - Testing UR - http://ntl.bts.gov/lib/20000/20700/20748/PB98144959.pdf UR - https://trid.trb.org/view/484222 ER - TY - RPRT AN - 00748804 AU - Haimes, Y Y AU - Lambert, James H AU - Grohwein, H I AU - Schiff, L A AU - Hashemi, P K AU - University of Virginia, Charlottesville AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - A TOOL TO AID THE COMPARISON OF IMPROVEMENT PROJECTS FOR THE VIRGINIA DEPARTMENT OF TRANSPORTATION: SUPPLEMENTAL WORKBOOK PY - 1998/03 SP - 93 p. AB - The aim of this Workbook is to assist the Virginia Department of Transportation (VDOT) in improving the comparison in planning of potential primary and secondary roadway improvement projects. This Workbook explains the steps in a process for comparing prospective projects based on estimates of crash risk reduction, performance gain, and cost. Throughout this Workbook, historical projects that have been implemented or were considered for implementation in the past have been used for examples. This Workbook is a supplement to the final contract report. KW - Accident risks KW - Alternatives analysis KW - Costs KW - Decision making KW - Highways KW - Improvements KW - Performance KW - Programming (Planning) KW - Risk assessment KW - State departments of transportation KW - Virginia UR - http://ntl.bts.gov/lib/21000/21400/21406/PB99115438.pdf UR - https://trid.trb.org/view/483828 ER - TY - RPRT AN - 00748803 AU - Haimes, Y Y AU - Lambert, James H AU - Frohwein, H I AU - Schiff, L A AU - Hashemi, P K AU - University of Virginia, Charlottesville AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - A TOOL TO AID THE COMPARISON OF IMPROVEMENT PROJECTS FOR THE VIRGINIA DEPARTMENT OF TRANSPORTATION PY - 1998/03 SP - 72 p. AB - The goal of this effort is to assist the Virginia Department of Transportation (VDOT) in improving the comparison in planning of potential primary and secondary roadway improvement projects. Historical projects that have been implemented or considered for implementation have been used as a case study data set. Methods are proposed for estimating cost, performance gain and crash risk reduction of future roadway projects, with the main focus being the presentation of tradeoffs among these criteria. If, in a particular case, more accurate and/or appropriate data are available for one or more of these criteria (e.g., from a simulation study that has been performed), then this information can easily be used to supplement or replace the estimations proposed here. The project comparison instrument combines three major decisionmaking attributes in project selection: crash risk, performance, and project cost. By quantifying these attributes across a number of proposed highway improvement projects, projects can more readily be compared to one another, and a more holistic view of potential projects is achieved. This is an important step when choosing a portfolio of projects each year. In order to compare projects, attributes are quantified in the following manner for planning level decisions. Crash risk reduction is calculated as the number of crashes avoided per year at the project site. Particular roadway improvements are typically assumed to decrease the expected number of crashes by a statistically determined and pretabulated percentage. Performance gain is quantified by the vehicle minutes of travel time avoided in the peak hour. Finally, cost is modeled as the sum of preliminary engineering, right of way and construction costs. Once the objectives are quantified, they can be graphically displayed in a Project Comparison Chart. Examples for applying this approach are given in the text and in the accompanying workbook. KW - Accident risks KW - Alternatives analysis KW - Costs KW - Decision making KW - Highways KW - Improvements KW - Performance KW - Programming (Planning) KW - Risk assessment KW - State departments of transportation KW - Virginia UR - http://ntl.bts.gov/lib/21000/21400/21405/PB99115420.pdf UR - http://ntl.bts.gov/lib/37000/37000/37027/98-CR27.pdf UR - https://trid.trb.org/view/483827 ER - TY - RPRT AN - 00748796 AU - Kachlakev, D AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - STRENGTHENING BRIDGES USING COMPOSITE MATERIALS PY - 1998/03 SP - 182 p. AB - The objective of this research project is to outline methodologies for using Fiber Reinforced Polymer (FRP) composites to strengthen and rehabilitate reinforced concrete bridge elements. Infrastructure deterioration and bridge strengthening techniques using FRP materials are discussed as background. Properties and classifications of different reinforcing fibers and resin matrices are provided, along with the mechanical properties of the FRP composites. Basic concepts and design principles for composite FRP materials are introduced, and topics such as manufacturing processes, anisotropic elasticity, strength of anisotropic materials, and micro-mechanics are presented. Techniques and concepts for strengthening concrete beams with FRP composites are discussed, as are flexural and shear strengthening design and construction methodologies. The worldwide research experience in the behavior of FRP strengthened beams under various conditions are summarized. External reinforcement of concrete columns using FRP materials is examined. Theoretical background, factors influencing the performance of FRP wrapped columns, and various case studies are presented. Design methodologies and examples supplement the case studies for both beams and columns. Most FRP material systems available on the market today are summarized and evaluated. Construction and durability requirements of the retrofitted systems are presented. Reliability assessment, condition evaluation methods, and factors influencing the strengthening quality are included. The various steps of the construction process, such as selection of a composite strengthening system, concrete surface preparation, and bond between FRP and concrete are summarized. Quality control, environmental durability of FRP composites, and cost effectiveness are presented. KW - Adhesion KW - Anisotropy KW - Anisotropy (Physics) KW - Beams KW - Bond (Adhesion) KW - Case studies KW - Columns KW - Composite materials KW - Cost effectiveness KW - Durability KW - Elasticity (Mechanics) KW - Fiber reinforced plastics KW - Manufacturing KW - Mechanical properties KW - Quality KW - Quality control KW - Reinforced concrete KW - Reinforced concrete beams KW - Reinforced concrete bridges KW - Reinforcement (Engineering) KW - Reliability KW - Retrofitting KW - Strength of materials KW - Strengthening (Maintenance) KW - Surface preparation UR - http://ntl.bts.gov/lib/20000/20600/20679/PB98139207.pdf UR - https://trid.trb.org/view/483820 ER - TY - RPRT AN - 00748237 AU - SAUNDERS, M AU - Oregon Department of Transportation AU - Federal Highway Administration TI - ELIMINATING THE USE OF TICKET TAKERS PY - 1998/03 SP - 40 p. AB - The Oregon Department of Transportation tested an automated means of collecting data from paving trucks as an alternative to the traditional method of "ticket taking". A computerized communication system was designed and built by Quality Design Systems, Inc. (QDSI) of Eagle, Idaho to track and log information about vehicles and loads. The system's performance was adequate, except when overheated. KW - Automation KW - Communication systems KW - Data collection KW - Information processing KW - Loads KW - Operating temperature KW - Paving KW - Performance KW - Temperature KW - Trucks UR - http://ntl.bts.gov/lib/20000/20600/20663/PB98138548.pdf UR - https://trid.trb.org/view/473862 ER - TY - RPRT AN - 00748156 AU - Doody, M E AU - Noonan, J E AU - New York State Department of Transportation AU - Federal Highway Administration TI - LONG-TERM PERFORMANCE OF ELASTOMERIC BRIDGE BEARINGS PY - 1998/03 SP - 35 p. AB - This report summarizes effects of long-term service on steel-laminated elastomeric bearings placed on twin structures carrying the NY 400 Aurora Expressway over Conrail and NY 16 in Erie County, New York. Expansion-joint bearings replaced as part of rehabilitation project on these bridges were recovered for evaluation. Generally, they were found to be in good condition. The New York State Department of Transportation's current accelerated-test procedures were evaluated by comparing mean ratings of 1969 acceptance testing for these bearings after simulated aging, with results of the same tests in 1996 on as-received samples after their removal from these bridges. Included in this study is analysis of mean ratings of the 1969 acceptance-test results compared to similar tests repeated to judge effects of the years in service. Finally, the recovered bearings underwent acceptance testing for conformance with current specification tests. Bearings used in this project had problematic design, construction, and materials properties, but performed very well in service and were relatively insensitive to these deficiencies. KW - Accelerated tests KW - Acceptance tests KW - Before and after studies KW - Bridge bearings KW - Expansion joints KW - Performance evaluations UR - http://ntl.bts.gov/lib/20000/20500/20552/PB98133440.pdf UR - https://trid.trb.org/view/473828 ER - TY - RPRT AN - 00748114 AU - Morian, D A AU - Gibson, S D AU - Epps, J A AU - Nichols Consulting Engineers, Chartered AU - Federal Highway Administration TI - MAINTAINING FLEXIBLE PAVEMENTS - THE LONG TERM PAVEMENT PERFORMANCE EXPERIMENT SPS-3 5-YEAR DATA ANALYSIS PY - 1998/03 SP - 229 p. AB - The Strategic Highway Research Program developed and coordinated construction of test sections for flexible pavement maintenance throughout the United States and Canada. Test sites included specific test sections for evaluation of the performance of crack sealing, slurry seals, chip seals, and thin hot-mix overlays as maintenance treatments. Each site also included an untreated control section. This report discusses the project background and analysis of monitoring data collected over a 5-year period by the Long Term Pavement Performance project at SPS-3 sites throughout the United States and Canada. The analysis considers three important characteristics of the maintenance treatments: treatment performance, timing of application, and cost-effectiveness. In addition to data analysis results, the report conclusions include information from "Pavement Treatment Effectiveness, 1995 SPS-3 and SPS-4 Site Evaluations, National Report" (May 1997). KW - Chip seals KW - Cost effectiveness KW - Cracking KW - Data analysis KW - Flexible pavements KW - Hot mix asphalt KW - Long-Term Pavement Performance Program KW - Mathematical analysis KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement performance KW - Performance evaluations KW - Preventive maintenance KW - Sealing KW - Sealing (Technology) KW - Slurry seals KW - Strategic Highway Research Program KW - Test sections UR - http://ntl.bts.gov/data/num/102.pdf UR - http://ntl.bts.gov/lib/20000/20600/20667/PB98138696.pdf UR - http://ntl.bts.gov/lib/6000/6400/6491/102.pdf UR - https://trid.trb.org/view/473787 ER - TY - RPRT AN - 00748115 AU - Ketcham, S A AU - Minsk, L D AU - Danyluk, L S AU - U.S. Army Cold Regions Research and Engineering Laboratory AU - Federal Highway Administration TI - TEST AND EVALUATION PROJECT NO. 28: ANTI-ICING TECHNOLOGY, FIELD EVALUATION REPORT PY - 1998/03 SP - 296 p. AB - Highway anti-icing is the snow and ice control practice of preventing the formation or development of bonded snow and ice by timely applications of a chemical freezing-point depressant. Its operations consist of chemical applications and coordinated plowing. The prefix "anti" signifies the preventive nature of anti-icing and distinguishes it from deicing, which is the traditional practice of mechanically or chamically removing compacted snow or ice that is already bonded to pavement. Although anti-icing practices have been in use for many years, the term has evolved to mean a modern and efficient snow and ice control practice that makes systematic use of an array of new technologies such as road weather information systems, site-specific weather and pavement forecasts, portable pavement temperature sensors, and sophisticated spreader equipment, as well as conventional and traditional technologies and practices. Anti-icing can provide two major benefits: efficient use of labor and materials, and increased traffic safety. The project reported in this document is Federal Highway Administration (FHWA) Test and Evaluation Project No. 28, Anti-Icing Technology (T&E 28). It is part of the FHWA Strategic Highway Research Program (SHRP) implementation. Its purpose was to implement and evaluate existing technologies that were tested and reviewed under SHRP Project H-208, "Development of Anti-Icing Technology." T&E 28 included anti-icing testing over the course of two winters, and analysis of the resulting data. The testing comprised field operations and experiments by highway agency personnel, and the data analysis consisted of graphical and statistical analysis. The report describes the field evaluation experimental program, experimental details of the sites, the data analysis, results and interpretations of the experiments, a cost analysis, recommendations for anti-icing practice, and conclusions and recommendations for further work. The report is not a guide to anti-icing practice. The companion "Manual of Practice for an Effective Anti-Icing Program: A Guide for Highway Winter Maintenance Personnel" provides such a guide. KW - Analysis KW - Anti-icing KW - Cost analysis KW - Costs KW - Data analysis KW - Deicers (Equipment) KW - Deicing KW - Field tests KW - Future KW - Future research KW - Implementation KW - Mathematical analysis KW - Recommendations KW - Research KW - Snow and ice control KW - Strategic Highway Research Program UR - http://ntl.bts.gov/lib/5000/5700/5786/132.pdf UR - https://trid.trb.org/view/473788 ER - TY - RPRT AN - 00748093 AU - Beltz, M AU - Huang, H AU - University of North Carolina, Chapel Hill AU - Bicycle Federation of America AU - Federal Highway Administration TI - BICYCLE/PEDESTRIAN TRIP GENERATION WORKSHOP: SUMMARY PY - 1998/03 SP - 16 p. AB - In November 1996, the Federal Highway Administration (FHWA) sponsored a Trip Generation Workshop in Washington, DC. Many leading non-motorized modelers came to exchange insights on the state-of-the-practice for non-motorized transportation modeling. For example, Bruce Landis of Sprinkle Consulting Engineers discussed their latent demand score model. It estimates the probability of bicycle travel on individual road segments based on their proximity to and extent of adjacent trip generators and attractors. Henk Tromp from DHV in the Netherlands demonstrated their cycle network model. William Schwartz and Earl Ruiter of Cambridge Systematics discussed their experiences with: 1) incorporating bicycling and walking into regional travel demand models; 2) treating bicycling and walking as part of transportation programs in downtowns and other activity centers; and 3) estimating benefits and costs of bicycle and pedestrian measures. Jim Ercolano of the New York State Department of Transportation introduced a "sketch-plan" method to estimate peak-hour pedestrian trips at intersection and midblock locations. Shawn Turner of the Texas Transportation Institute described a methodology that will provide personnel with the information and decision-making framework to assess existing and proposed travel demand by bicyclists and pedestrians. Michael Culp and Sam Zimmerman of FHWA discussed TRANSIMS, which makes microsimulations of trips on a regional basis. Michael Replogle of the Environmental Defense Fund covered the development of discrete choice models that are sensitive to bicycle and pedestrian factors. The workshop participants identified needs such as data collection; enhancing and updating existing data; and planning at the system-wide, corridor, and project levels. It was unanimously agreed that a follow-up meeting should be held in two years to evaluate progress in the United States and abroad in the area of trip generation modeling and application. KW - Benefit cost analysis KW - Bicycles KW - Choice models KW - Cyclists KW - Data needs KW - Demand KW - Discrete choice models KW - Information organization KW - Microsimulation KW - Nonmotorized transportation KW - Peak periods KW - Pedestrian traffic KW - Pedestrians KW - Simulation KW - Sketch planning KW - Sketch planning techniques KW - Travel demand KW - Trip generation KW - Walking KW - Workshops UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/pbworkshop.htm UR - http://ntl.bts.gov/lib/20000/20600/20668/PB98138704.pdf UR - https://trid.trb.org/view/473781 ER - TY - RPRT AN - 00746800 AU - BROWN, C M AU - MiTech Incorporated AU - Federal Highway Administration TI - PENDULUM TESTING OF AN FRP COMPOSITE GUARDRAIL: FOIL TEST NUMBERS 96P019 THROUGH 96P023, 97P001, AND 97P002 PY - 1998/03 SP - 97 p. AB - This report contains the test setup and results from seven pendulum crash tests conducted at the Federal Outdoor Impact Laboratory (FOIL) located at the Turner-Fairbank Highway Research Center (TFHRC) in McLean, Virginia. The tests were conducted on fiber-reinforced plastic (FRP) composite guardrail elements. Three 2440-mm-long and four 3660-mm-long FRP specimens were tested. The shorter specimens were tested in a two-post, no end-anchorage configuration and the longer specimens were tested in a four-post, fixed-end configuration. The tests were conducted as part of an ongoing research effort to compare the dynamic response from standard W-beam guardrail with the dynamic response of an FRP composite rail. The data establishes that the energy from a pendulum with a mass of 912 kg and a velocity of 35 km/h is not enough to produce the forces necessary to load the FRP rail element to failure. A heavier, faster pendulum is needed to generate sufficient forces to fail the FRP composite rail. Results from the tests are presented as test summaries of data; graphs of data; and photographs taken before, during, and after the tests. KW - Composite materials KW - Dynamic loads KW - Dynamic response KW - Fiber reinforced plastics KW - Graphs KW - Guardrails KW - Impact tests KW - Pendulum tests KW - Photographs KW - Test results UR - http://ntl.bts.gov/lib/6000/6200/6208/017.pdf UR - https://trid.trb.org/view/473304 ER - TY - ABST AN - 01458614 TI - Vegetation Barriers Around Headwalls of Edge Drains, Final Report AB - The aggregate and concrete barriers cost about the same to construct. The concrete barriers are providing good performance while the aggregate barriers range from marginal to satisfactory. A few cracks have developed in some concrete barriers. The aggregate barriers after four years of service are becoming overgrown with vegetation. Cut vegetation has a tendency to stay on the headwall where on concrete barriers it tends to blow off. No maintenance charges were claimed for either type of barrier. Aggregate barriers are not recommended. KW - Aggregates KW - Barriers (Roads) KW - Concrete KW - Edge drains KW - Maintenance KW - North Dakota KW - Research projects KW - Vegetation KW - Vegetation control UR - https://trid.trb.org/view/1226825 ER - TY - RPRT AN - 00749970 AU - Vogel, J C AU - Faller, R K AU - Reid, J D AU - Sicking, D L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - A REVIEW OF BREAKAWAY SUPPORTS FOR SMALL SIGNS AND MAILBOX INSTALLATIONS PY - 1998/02/23 SP - 117 p. AB - For many years, the Nebraska Department of Roads (NDOR) installed two types of crashworthy mailbox support systems alongside their state highways. The breakaway support systems consisted of the Eze-Erect sign support system manufactured by Franklin Steel Company and the V-LOC socket support system manufactured by Foresight Products Inc. In 1994, the Franklin Steel Company went out of business, the patent period of the Eze-Erect system expired, and the Eze-Erect system became unavailable. The objective of this research project was to either identify new sources of low-cost, small sign and mailbox supports or, if necessary, develop a new support system as a replacement to the Eze-Erect system to meet the safety standards provided in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features" and the American Association of State Highway and Transportation Officials (AASHTO) "Standard Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals". An extensive literature review was performed on existing small sign and mailbox supports available from several manufacturers located in the United States, including those that have been crash tested. A summary was provided on each of the Pooled Fund member states' standards for addressing mailbox supports. The research results revealed that several crashworthy, small sign and/or mailbox supports are available from manufacturers and suppliers, consisting of round pipe, square tubing, U-channel geometries as well as several wood post options. Therefore, it was not necessary to develop, test, and evaluate a new support system. KW - Breakaway supports KW - Guides to the literature KW - Industries KW - Literature reviews KW - Mailboxes KW - Standards KW - States UR - http://ntl.bts.gov/lib/20000/20700/20747/PB98144942.pdf UR - https://trid.trb.org/view/484223 ER - TY - ABST AN - 01459669 TI - Development of the 2002 Guide for the Design of New and Rehabilitated Pavement Structures: Phase II AB - The project produced a mechanistic-empirical (M-E) pavement design guide that includes (a) a Guide for M-E design and analysis, (2) companion software with documentation and a user manual, and (3) implementation and training materials. The guide includes procedures for the analysis and design of new, rehabilitated flexible, rigid, and semi-rigid pavements. It uses M-E numerical models to analyze input data for traffic, climate, materials, and structure to estimate damage accumulation and predict performance, in terms of distress and smoothness, over service life for comparison with threshold values (i.e., it does not provide structural thickness as an output). The American Association of State Highway and Transportation Officials (AASHTO's) Guide for the Design of Pavement Structures is the primary document used to design new and rehabilitated highway pavements. It was based on empirical design approaches derived from the AASHO Road Test that included limited structural sections at one location, and with limited traffic levels compared with those of the present day. Because mechanistic approaches more realistically characterize in-service pavements and improve the reliability of designs, design approaches that are based on mechanistic principles would be desired. However, because of gaps that exist in the knowledge base, mechanistic design methods need to be supported by empirical relationships, and many of the issues relating to the M-E approach need to be better defined before practical and realistic design procedures can be developed and put into use. Thus, there was a need to address related issues and develop a Guide for Design of New and Rehabilitated Pavement Structures, based on M-E principles, accompanied by the necessary computational software, for adoption and distribution by AASHTO. The research reviewed relevant domestic and foreign literature, research findings, current practices, and databases relative to pavement analysis and design; developed a design guide based on sound mechanistic principles; presented the Guide as a computational software; and provided related documentation and training materials. The Guide provides a uniform basis for the design of flexible, rigid, and composite pavements and employs common design parameters for traffic, subgrade, and environment. It uses M-E performance models that were calibrated using field data from the Long Term Pavement Performance studies and other sources. KW - American Association of State Highway and Transportation Officials KW - Databases KW - Empirical methods KW - Guides to information KW - Long Term Pavement Performance (LTPP) Program KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement layers KW - Pavement performance KW - Service life UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=218 UR - https://trid.trb.org/view/1227884 ER - TY - ABST AN - 01459667 TI - Harmonized Test Methods for Laboratory Determination of Resilient Modulus for Flexible Pavement Design AB - The modulus of pavement layer materials is a necessary input to mechanistic-type design and analysis procedures for flexible pavements. Resilient moduli (MR) were initially introduced in the first U.S. mechanistic design procedure developed in 1972 by the Asphalt Institute. The MR response of both hot-mix asphalt (HMA) and unbound materials was universally introduced in the 1986 edition of the American Association of State Highway and Transportation Officials (AASHTO) Guide for Design of Pavement Structures. National Cooperative Highway Research Program (NCHRP) Project 1-28 was completed in 1997. Its primary objective was to develop and recommend laboratory test procedures for determining resilient moduli of component materials in a flexible pavement structure that could account for varying field conditions, particularly temperature and moisture content. Project 1-28 produced recommended MR methods for HMA and unbound materials that represent enhancements of previously developed methods presented by AASHTO, American Society for Testing and Materials (ASTM), and the Strategic Highway Research Program (SHRP)Long-Term Pavement Performance (LTPP) program. These recommended enhancements yield a substantial increase in precision, accuracy, and practicality over the existing standard methods. The objective of this research project was to develop two implementable products from the results of the Project 1-28 research: (1) a single test method for measurement of the resilient modulus of HMA that harmonize the protocol proposed by Project 1-28 with the existing AASHTO TP31 method and the Federal Highway Administration (FHWA) LTPP Laboratory Start-Up and Quality Control Procedure; and (2) a single test method for measurement of the resilient modulus of unbound granular base/ subbase materials and subgrade soils that harmonize the protocol proposed by Project 294 methods and the FHWA LTPP Laboratory Start- Up and Quality Control Procedure. KW - Base course (Pavements) KW - Flexible pavements KW - Hot mix asphalt KW - Modulus of resilience KW - National Cooperative Highway Research Program KW - Pavement design KW - Quality control KW - Quality control KW - Research projects KW - Subgrade (Pavements) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=203 UR - https://trid.trb.org/view/1227882 ER - TY - RPRT AN - 01453820 AU - Altschaeffl, A G AU - Duckworth, Ross A AU - Clough, M K AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Implementation of Subgrade Resilient Modulus for Pavement: Laboratory Procedures Manual (2 volumes) PY - 1998/02//Final Report SP - 69p AB - This Implementation Project had two purposes: (1) to update the Indiana Department of transportation (INDOT) Division of Materials and Tests’ laboratory equipment and train personnel to properly conduct the testing for subgrade resilient modulus in accordance with new American Association of State Highway and Transportation Officials (AASHTO) testing protocol (AASHTO T0294-94); (2) to educate and train the geotechnical engineering section in the procedures for determining the design resilient modulus with minimum required testing, while using the database of the previous report on this subject, FHWA/IN/JHRP-92/23, “Subgrade Resilient Modulus for Pavement Design and Evaluation,” Part I of the Final Report, the detailed “Laboratory Procedures Manual,” has been written for use by laboratory technicians having no formal engineering background. INDOT Materials and Tests Division personnel have been trained in performing the tests to the satisfaction of supervisory personnel. KW - Implementation KW - Laboratory tests KW - Modulus KW - Pavement design KW - Resilient modulus KW - Subgrade (Pavements) UR - http://dx.doi.org/10.5703/1288284313242 UR - https://trid.trb.org/view/1218851 ER - TY - RPRT AN - 01024464 AU - Sargand, Shad M AU - Young, Brad A AU - Khoury, Issam S AU - Wasniak, Daniel L AU - Goldsberry, Benjamin M AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Final Report on Forensic Study for Section 390101 of Ohio SHRP U.S. 23 Test Pavement PY - 1998/02//Final Report SP - 152p AB - The forensic study for Section 390101 of the Ohio-SHRP United States (U.S.) 23 Test Road was conducted from July 8 to 10, 1997. The main objective of the investigation was to obtain critical data relevant to the performance and cause of excessive rutting at a limited number of locations of this section. Most of the parameters that were monitored during the forensic study were essential for evaluation of the performance of this section at a future date. For instance, rutting could take place due to the poor mix design or permanent deformation in the base or subgrade or a combination of a all three. This study was designed to determine the possible causes of rutting and any other distress that occurred in the pavement system. KW - Base course (Pavements) KW - Deformation KW - Forensic science KW - Mix design KW - Ohio KW - Pavement distress KW - Pavement performance KW - Rutting KW - Subgrade (Pavements) KW - Test sections UR - http://www.dot.state.oh.us/research/2002/Pavements/14652-Forensic%20Study%20of%20Section%20390101%20of%20Ohio%20SHRP.pdf UR - https://trid.trb.org/view/781633 ER - TY - RPRT AN - 00932055 AU - Altschaeffl, A G AU - Duckworth, R A AU - Clough, M K AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION OF SUBGRADE RESILIENT MODULUS FOR PAVEMENT DESIGN AND EVALUATION, PART I AND PART II PY - 1998/02 SP - 77 p. AB - This Implementation Project had two purposes: (1) to update the Indiana Department of Transportation (INDOT) Division of Materials and Tests' laboratory equipment and train personnel to properly conduct the testing for subgrade resilient modulus in accordance with new American Association of State Highway and Transportation Officials (AASHTO) test protocol (AASHTO T-294-94); (2) to educate and train the geotechnical engineering section in the procedures for determining the design resilient modulus with minimum required testing, while using the database of the previous report on this subject, FHWA/IN/JHRP-92/23, "Subgrade Resilient Modulus for Pavement Design and Evaluation." Part I of the Final Report, the detailed "Laboratory Procedures Manual," has been written for use by laboratory technicians having no formal engineering background. INDOT Materials and Tests Division personnel have been trained in performing the tests to the satisfaction of supervisory personnel. Part II of the Final Report, "Design Subgrade Resilient Modulus," is the detailed summary of the procedures to be used in determining the design modulus for a project. In-service changes in water content and freeze-thaw effects are included. This report allows INDOT design engineering personnel to use laboratory test results and the previous database to determine properly the design resilient modulus for both new construction and in-service pavements. KW - American Association of State Highway and Transportation Officials KW - Education and training KW - Freeze thaw durability KW - Geotechnical engineering KW - Implementation KW - Laboratory tests KW - Modulus of resilience KW - Moisture content KW - Pavement design KW - Personnel KW - Subgrade (Pavements) KW - Test procedures UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1589&context=jtrp UR - https://trid.trb.org/view/724305 ER - TY - RPRT AN - 00931028 AU - Hu, P S AU - Davis, S C AU - Schmoyer, R L AU - Federal Highway Administration AU - Oak Ridge National Laboratory TI - REGISTRATIONS AND VEHICLE MILES OF TRAVEL OF LIGHT-DUTY VEHICLES, 1985-1995 PY - 1998/02 SP - 88 p. AB - The last two decades have seen both an evolution in, and explosive sales of, light trucks. Minivans and sport utility vehicles were introduced in the late 1970's and early 1980's and their popularity has increased dramatically. As light-duty trucks continued to gain a greater market share, they have become substitutes for automobiles and have become more of a personal vehicle than a commercial vehicle. Consequently, light duty trucks now exhibit travel characteristics similar to those of automobiles. Some states categorize certain types of light-duty trucks (e.g., minivans and utility vehicles) as automobiles. But some states continue to categorize them as trucks. This lack of consistency makes it impossible to use the data for uniform counts of vehicle registration by vehicle type and for state-by-state comparisons. To obtain vehicle registration data that consistently and accurately reflect the distinction between automobiles and light-duty trucks, Oak Ridge National Laboratory was asked by the Federal Highway Administration to estimate the current and historical vehicle registration numbers of automobiles and of other two-axle four-tire vehicles (i.e., light-duty trucks), and their associated travel. KW - Automobiles KW - Axles KW - Estimating KW - Light trucks KW - Light vehicles KW - Minivans KW - Registrations KW - Sport utility vehicles KW - States KW - Tires KW - Vehicle miles of travel UR - http://www.osti.gov/bridge/purl.cover.jsp?purl=/584971-rgfDW6/webviewable/ UR - https://trid.trb.org/view/723998 ER - TY - RPRT AN - 00929868 AU - Latoski, S P AU - Pal, R AU - Sinha, K C AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A COST-EFFECTIVENESS EVALUATION OF THE HOOSIER HELPER FREEWAY SERVICE PATROL PY - 1998/02 SP - 95 p. AB - This research provides a benefit-cost analysis for each of two distinct Hoosier Helper operating scenarios: daytime patrol and 24-hour patrol. The computation of agency cost involves an aggregate of equivalent annual investment cost, employee salaries and fringe benefits, overhead cost, and maintenance cost for Hoosier Helper. The following components comprise the estimation of Hoosier Helper benefits: non-recurrent congestion delay savings, secondary crash reduction, and vehicle operating cost savings. The results of an analysis of over two thousand evaluations from motorists assisted by Hoosier Helper are also presented. KW - Benefit cost analysis KW - Congestion pricing KW - Cost effectiveness KW - Freeway service patrols KW - Incident management KW - Indiana KW - Investments KW - Maintenance KW - Operating costs KW - Performance evaluations KW - Secondary crashes UR - http://ntl.bts.gov/lib/20000/20500/20565/PB98133861.pdf UR - https://trid.trb.org/view/719365 ER - TY - RPRT AN - 00921761 AU - Caggiano, M F AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - ROUTE 130 BRIDGE SNOWFREE INSTALLATION ELECTRICAL ANALYSIS RECOMMENDATIONS PY - 1998/02 SP - 11 p. AB - Results of an experimental investigation on the properties of a snow free installation for a bridge deck are reported. The New Jersey Department of Transportation has contracted the Superior Graphite Company to provide a heated pavement system for a small bridge on Route 130 in South New Jersey. The system uses synthetic graphite to make the asphalt conductive so that when electrical power is applied the pavement will dissipate heat to melt snow and ice. The initial installation was unsuccessful and the main objective of this proposal is to provide support to eliminate or mitigate the problems of the initial installation. The recommendation concerning construction and material procedures will be employed in the installation of an improved system which could potentially serve as a model for future heated pavement systems. KW - Bridges KW - Construction KW - Electric power KW - Graphite KW - Heating KW - Maintenance KW - Materials KW - New Jersey KW - Pavements KW - Snow and ice control UR - http://ntl.bts.gov/lib/18000/18500/18580/PB2002100673.pdf UR - https://trid.trb.org/view/706829 ER - TY - RPRT AN - 00818230 AU - Mak, K K AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME XII: APPENDIX K - CRASH TESTING AND EVALUATION OF THE MELT PY - 1998/02 SP - 65 p. AB - The purpose of this study is to crash test and evaluate new or modified roadside safety hardware and, where necessary, redesign the devices to improve their impact performance. The three major areas addressed in this study are the impact performance of bridge railings, transitions from guardrails to bridge railings, and end treatments for guardrails and median barriers. This report presents the results of two crash tests conducted on the existing Modified Eccentric Loader Terminal (MELT), with the 2000P test vehicle (i.e., a 2000-kg (4409-lb) pickup truck), in accordance with guidelines set forth in NCHRP Report 350 for test level 3 conditions. The first test was a redirection test at the beginning of length of need at a nominal impact speed and angle of 100 km/h (62.2 mi/h) and 25 degrees. The second test was an end-on test at a nominal impact speed and angle of 100 km/h (62.2 mi/h) and 0 degree. The MELT failed to perform satisfactorily in both tests. In the redirection test, the vehicle was contained and redirected, but the right front tire of the vehicle snagged on the first standard line post (post 7) and subsequently rolled over. For the end-on test, the terminal gated and allowed the vehicle to proceed behind the guardrail as designed. However, the vehicle then steered back and impacted the rear of the guardrail because of damage sustained by the left front wheel assembly, resulting in rollover of the vehicle. This volume is the twelfth in a series of 14 volumes for the final report. KW - Bridge railings KW - End treatments KW - Evaluation KW - Guardrail terminals KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - Modified Eccentric Loader Terminal KW - Pickup trucks KW - Roadside KW - Rollover crashes KW - Testing KW - Transitions UR - https://trid.trb.org/view/691276 ER - TY - RPRT AN - 00818231 AU - Mak, K K AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME XIII: APPENDIX L - CRASH TESTING AND EVALUATION OF THE MODIFIED MELT PY - 1998/02 SP - 56 p. AB - The purpose of this study is to crash test and evaluate new or modified roadside safety hardware and, where necessary, redesign the devices to improve their impact performance. The three major areas addressed in this study are the impact performance of bridge railings, transitions from guardrails to bridge railings, and end treatments for guardrails and median barriers. This report presents the results of two crash tests conducted on a modified MELT, with the 2000P test vehicle (i.e., a 2000-kg (4409-lb) pickup truck), in accordance with guidelines set forth in NCHRP Report 350 for test level 3 conditions. The first test was an end-on test at a nominal impact speed and angle of 100 km/h (62.2 mi/h) and 0 degree. The second test was a redirection test at the beginning of length of need at a nominal impact speed and angle of 100 km/h (62.2 mi/h) and 25 degrees. The MELT was judged to have performed satisfactorily on the end-on test, but failed in the redirection test. In the end-on test, the terminal gated and allowed the vehicle to proceed behind the guardrail as designed. In the redirection test, the W-beam rail element ruptured at the post 7 location, which allowed the vehicle to penetrate behind the guardrail. This volume is the thirteenth in a series of 14 volumes for the final report. KW - Bridge railings KW - End treatments KW - End-on tests (Impact tests) KW - Evaluation KW - Guardrail terminals KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - Pickup trucks KW - Roadside KW - Testing KW - Transitions UR - https://trid.trb.org/view/691277 ER - TY - RPRT AN - 00818224 AU - Mak, K K AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME V: APPENDIX D - CRASH TESTING AND EVALUATION OF A WASHINGTON, DC, PL-1 BRIDGE RAIL PY - 1998/02 SP - 81 p. AB - The purpose of this study is to crash test and evaluate new or modified roadside safety hardware and, where necessary, redesign the devices to improve their impact performance. The three major areas addressed in this study are the impact performance of bridge railings, transitions from guardrails to bridge railings, and end treatments for guardrails and median barriers. This report presents the results of three crash tests conducted on a new Washington, DC historic bridge railing design in accordance with guidelines set forth in the 1989 American Association of State Highway and Transportation Officials (AASHTO) Guide Specifications on Bridge Railings for a performance level 1 (PL-1) and National Cooperative Highway Research Program (NCHRP) Report 230. The original bridge rail design was crash tested in the first test (test no. 471470-6) with an 817-kg (1800-lb) passenger car impacting the bridge rail at a nominal impact speed and angle of 80.5 km/h (50 mi/h) and 20 degrees. The original bridge rail design failed to perform satisfactorily. The bridge rail design was then modified and crash tested. The second crash test (test no. 471470-8) was a repeat of the first test on the modified bridge rail design, involving an 817-kg (1800-lb) passenger car impacting the bridge rail at a nominal impact speed and angle of 80.5 km/h (50 mi/h) and 20 degrees. The third test (test no. 471470-9) involved a 2452-kg (5400-lb) pickup truck impacting the bridge at a nominal impact speed and angle of 72.5 km/h (45 mi/h) and 20 degrees. The modified bridge rail design was judged to have performed satisfactorily in both tests. This volume is the fifth in a series of 14 volumes for the final report. KW - Bridge railings KW - End treatments KW - Evaluation KW - Guardrails KW - Highway safety KW - Historic bridges KW - Impact tests KW - Median barriers KW - Passenger vehicles KW - Pickup trucks KW - Roadside KW - Testing KW - Transitions KW - Washington (District of Columbia) UR - https://trid.trb.org/view/691270 ER - TY - RPRT AN - 00818225 AU - Mak, K K AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME VI: APPENDIX E - CRASH TESTING AND EVALUATION OF A MODIFIED BREAKAWAY CABLE TERMINAL (BCT) DESIGN PY - 1998/02 SP - 63 p. AB - The purpose of this study is to crash test and evaluate new or modified roadside safety hardware and, where necessary, redesign the devices to improve their impact performance. The three major areas addressed in this study are the impact performance of bridge railings, transitions from guardrails to bridge railings, and end treatments for guardrails and median barriers. This report presents the results of two crash tests conducted on a modified Breakaway Cable Terminal (BCT) in accordance with guidelines set forth in National Cooperative Highway Research Program (NCHRP) Report 230. Both crash tests involved an 817-kg (1800-lb) passenger car impacting the terminal end-on at a nominal impact speed and angle of 96.5 km/h (60 mi/h) and 0 degree. The BCT terminal was judged to have performed unsatisfactorily in both tests. The buckled rail element impacted the door on the driver side of the vehicle, penetrating the occupant compartment in one test and deforming the occupant compartment considerably in another test, showing potential for hazard to occupants of the impacting vehicle. This volume is the sixth in a series of 14 volumes for the final report. KW - Breakaway supports KW - Bridge railings KW - Cable systems KW - Doors (Vehicles) KW - End treatments KW - Evaluation KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - Passenger vehicles KW - Roadside KW - Terminals (Communications) KW - Testing KW - Transitions KW - Vehicle occupants UR - https://trid.trb.org/view/691271 ER - TY - RPRT AN - 00758936 AU - Mak, K K AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME IX: APPENDIX H - CRASH TESTING AND EVALUATION OF THE NETC PL-2 BRIDGE RAIL DESIGN PY - 1998/02 SP - 88 p. AB - The purpose of this study is to crash test and evaluate new or modified roadside safety hardware and, where necessary, redesign the devices to improve their impact performance. The three major areas addressed in this study are the impact performance of bridge railings, transitions from guardrails to bridge railings, and end treatments for guardrails and median barriers. This report presents the results of three crash tests conducted on a new bridge railing design by the New England Transportation Consortium (NETC) in accordance with guidelines set forth in the 1989 American Association of State and Highway Transportation Officials (AASHTO) Guide Specifications on Bridge Railings for a performance level 2 (PL-2) and National Cooperative Highway Research Program (NCHRP) Report 350 for test level 4 (TL-4). The first crash test (test no. 471470-18) involved an 817-kg (1800-lb) passenger car impacting the bridge rail at a nominal impact speed and angle of 96.5 km/h (60mi/h) and 20 degrees. The second crash test (test no. 471470-19) involved a 2452-kg (5400-lb) pickup truck impacting the bridge rail at a nominal impact speed and angle of 96.5 km/h (60 mi/h) and 20 degrees. The bridge rail was judged to have performed satisfactorily in both tests. However, the bridge deck and curb section sustained some structural damage in the pickup truck redirection test. The design details for the bridge deck, curb section, and steel reinforcement were therefore revised for the third crash test (test no. 471470-29), which involved an 8000-kg (17,636-lb) single-unit truck impacting the bridge rail at a nominal impact speed and angle of 80 km/h (49.7 mi/h) and 15 degrees. The bridge rail was also judged to have performed satisfactorily in this single-unit truck redirection test. This volume is the ninth in a series of 14 volumes for the final report. KW - Bridge decks KW - Bridge railings KW - Curb section KW - Curbs KW - End treatments KW - Evaluation and assessment KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - Passenger cars KW - Pickup trucks KW - Reinforcement (Engineering) KW - Roadside KW - Structural design KW - Transitions UR - https://trid.trb.org/view/538689 ER - TY - RPRT AN - 00798966 AU - Kantowitz, B H AU - Hanowski, R J AU - Kantowitz, S C 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): THE EFFECTS OF INACCURATE TRAFFIC INFORMATION ON DRIVER BEHAVIOR AND ACCEPTANCE OF AN ADVANCED IN-VEHICLE TRAVELER INFORMATION SYSTEM PY - 1998/02 SP - 27 p. AB - How reliable must traffic information be for motorists to trust and accept such advice? This study provides data to aid the designer of Advanced Traveler Information Systems (ATIS) in selecting an appropriate level of system accuracy. The Battelle Route Guidance Simulator was used to study: (1) the effects of information accuracy, and (2) familiarity of the driving environment on objective and subjective indices of driver performance and opinion. The simulator provided real-time information and traffic video. Information was either 100%, 71%, or 43% accurate. Drivers experienced either Seattle and its environs or an artificial setting that was topologically matched to Seattle. Results showed that while 100% accurate information yielded best driver performance and subjective opinion, information that was 71% accurate was still accepted and used. But information that was 43% accurate produced powerful decrements in performance and opinion. Simulated ATIS information was not used as effectively in the familiar Seattle setting. Driver trust decreased with inaccurate information but recovered, although not always fully, with subsequent accurate information. KW - Acceptance KW - Accuracy KW - Advanced traveler information systems KW - Behavior KW - Commercial vehicle operations KW - Drivers KW - Guidelines KW - Human factors KW - Performance KW - Real time information KW - Reliability KW - Trust (Psychology) UR - http://www.fhwa.dot.gov/publications/research/safety/96145/index.cfm UR - https://trid.trb.org/view/665938 ER - TY - SER AN - 00795352 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - THE EFFECTS OF AIRBAGS ON SEVERITY INDICES FOR ROADSIDE OBJECTS PY - 1998/02 SP - 4 p. AB - Collisions with roadside objects account for almost one-third of the traffic fatalities in the United States, and a large amount of serious injury and accident costs. A measure of the average severity of these impacts, the Severity Index (SI), is used by highway safety engineers in determining where best to spend roadside improvement funds. Since airbags have been shown to reduce the severity of driver injury in roadside crashes, a question of interest is how an airbag will affect the SI. Such knowledge could be used to refine estimates of the SIs as the vehicle fleet changes to total airbag protection. This summary report presents the results of a large-scale study based on Highway Safety Information System (HSIS) data from three states: Illinois data for 1990-1993; North Carolina data for 1990-1994; and Utah data for 1990-1994. The results are compared with an earlier study of SI by Council and Stewart. The current range of the airbag effect was found to be 10 to 50%, depending on the object struck. The earlier study reported a 35 to 75% effect. The difference is partially attributed to the newer, safer cars in the current study (both with and without airbags), and the increase in seatbelt use between the two samples. In the current study, it appears that the airbag effects for longitudinal barrier (guardrail) impacts may be slightly greater than for point objects. KW - Air bags KW - Crash data KW - Crash severity KW - Fixed objects KW - Illinois KW - North Carolina KW - Roadside KW - Single vehicle crashes KW - Utah UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/pdfs/98056.pdf UR - https://trid.trb.org/view/657325 ER - TY - RPRT AN - 00765305 AU - Lewis, R AU - Atherley, R AU - Jacobson, K AU - Parsons Brinckerhoff, PB Farradyne Incorporated AU - Federal Highway Administration AU - Washington State Department of Transportation TI - I-5 SEATTLE TO VANCOUVER B.C. ITS CORRIDOR STUDY PY - 1998/02 SP - 480 p. AB - This study presents the results of the Interstate 5(I-5) Seattle to Vancouver, B.C., Intelligent Transportation Systems (ITS) Early Deployment Program. The purpose of the study was to provide the Washington State Department of Transportation (WSDOT) with an implementation plan for deploying ITS technologies. The study looked at specific ITS applications in the areas of traffic management, traveler information, emergency management, and commercial vehicle operations with an emphasis on providing specific projects to be deployed throughout the corridor. Seven project tasks assessed transportation needs, indentified corridor ITS opportunities, recommended corridor strategies, developed a corrodor plan, developed a corridor communication plan, conducted an ITS coordination/outreach effort, and prepared the final report. The report discusses the specific project recommendations and includes cost estimates and prospectuses for the projects. KW - Advanced rural transportation systems KW - Advanced traffic management systems KW - Advanced traveler information systems KW - British Columbia KW - Commercial vehicle operations KW - Intelligent transportation systems KW - Rural transportation KW - Seattle (Washington) UR - https://trid.trb.org/view/502036 ER - TY - RPRT AN - 00764623 AU - Carello, R A AU - Kennelly, T AU - Parks, D M AU - California Department of Transportation AU - Federal Highway Administration TI - INSTALLATION AND OPERATIONAL COMPARISON OF FIVE BRIDGE DECK CATHODIC PROTECTION SYSTEMS PY - 1998/02 SP - 147 p. AB - This report compares the application and testing of the following five independent cathodic protection (CP) systems installed on three reinforced concrete bridge decks: 1) Coke Breeze; 2) Metallized Zinc; 3) Raychem "Ferex 100"; 4) Eltech "Elgard 210"; 5) Conductive Polymer. All five CP systems were installed under a single contract and work was performed by the same contractor during the summer of 1988. Construction methods, materials, and the difficulties encountered in installing each type of system are included. During the six year study period (November 1988 to November 1994), all five systems were monitored regularly. Parameters monitored were driving voltage, current density, and polarization decay. The efficiency of providing corrosion protection for each system based on these parameters is compared. All five CP systems met or exceeded the four hour polarization decay test criteria established by the National Association of Corrosion Engineers (NACE). The Coke Breeze, the Metallized Zinc, and the Conductive Polymer were independently evaluated in 1992 by a corrosion consultant for the Strategic Highway Research Program (SHRP). A second, independent SHRP contractor evaluation of these systems (except the Conductive Polymer) was conducted in 1994. Both times, the contractors found the systems to be performing efficiently according to NACE criteria. KW - Bridge decks KW - Cathodic protection KW - Current density KW - Monitoring KW - Performance evaluations KW - Polarization decay KW - Reinforced concrete KW - Voltage UR - http://ntl.bts.gov/lib/21000/21900/21966/PB99150955.pdf UR - https://trid.trb.org/view/497649 ER - TY - RPRT AN - 00760515 AU - Boulanger, R W AU - Kutter, B L AU - Wilson, D W AU - University of California, Davis AU - California Department of Transportation AU - Federal Highway Administration TI - THE RESPONSE OF PILES DURING EARTHQUAKES: DYNAMIC SOIL-PILE-SUPERSTRUCTURE INTERACTIONS PY - 1998/02 SP - 125 p. AB - The dynamic response of pile foundations in soft clay and liquefiable sand during strong earthquake shaking was evaluated. The research consisted of two major components: (1) a series of dynamic centrifuge tests of pile-supported structures in soft clay and liquefiable sand; and (2) an evaluation of dynamic "beam on a nonlinear Winkler foundation" (BNWF) analysis methods against the centrifuge model results. The dynamic centrifuge modeling techniques were critically evaluated in detail because these tests were among the first performed using the new shaking table on the 9-m radius centrifuge. The results of this evaluation will benefit other current and future projects utilizing the large centrifuge. Several BNWF computer programs were shown to give consistent results for similar idealizations of a physical problem. Two new p-y elements were implemented into the program GeoFEAP. The representation of radiation damping was shown to be important in certain cases, with series radiation damping being technically preferred over parallel radiation damping in such cases. Calculated responses for a single pile in soft clay were in good agreement with the centrifuge data when using series radiation damping and a p-y element with gapping ability. The p-y resistance of liquefied sand was shown to be strongly dependent on relative density and displacement level. Time histories of p-y resistance were obtained by backcalculation techniques for the soft clay and liquefied sand tests. The p-y resistance of liquefied sand shows characteristics that are consistent with the expected stress-strain behavior of liquefied sand, including the effects of relative dentify, dilation, cyclic degradation, and prior displacement history. If a scaling factor approach is used to approximate the effects of liquefaction on p-y resistance, then pseudo-static p-y analyses suggest a scaling factor of about 0.1-0.2 would be appropriate for Dr=35-40% sand and a scaling factor of about 0.25-0.35 would be appropriate for Dr=55-60% sand. It is emphasized that the use of an apparent p-y scaling factor for liquefied sand was shown to be a simplistic approximation to a complex phenomenon, and therefore its use in design requires considerable judgment. KW - Centrifuges KW - Computer programs KW - Density KW - Dislocation (Geology) KW - Dynamic response KW - Earthquakes KW - Liquefaction KW - P-y analyses KW - Pile foundations KW - Sand KW - Scaling factor (Measurement) KW - Shaking table tests KW - Soft clays KW - Soil structure interaction KW - Superstructures UR - http://ntl.bts.gov/lib/21000/21500/21512/PB99122780.pdf UR - https://trid.trb.org/view/496262 ER - TY - RPRT AN - 00760335 AU - Aktan, A E AU - Turer, A AU - Levi, A AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - INSTRUMENTATION, PROOF-TESTING AND MONITORING OF THREE REINFORCED CONCRETE DECK-ON-STEEL GIRDER BRIDGES PRIOR TO, DURING, AND AFTER SUPERLOAD PY - 1998/02 SP - 112 p. AB - A 352 ton (776 kip) weight cooling unit was scheduled to cross over three steel stringer bridges in Toledo. Permission was granted with the condition that compensation would be received for any resulting damage, providing that it was scientifically documented. Writers predicted the super-load responses using finite element analysis (FEA) and experimental test results, and then measured super-load responses to establish whether the event caused any damage. While the conservative FEA results predicted an over-bound of critical stresses, experimental results gave closer predictions of the measured response under super-load. During the super-load crossing, the maximum stress levels at the girders remained at about 6 ksi (41 MPa). Some of the cross-braces were stressed up to 10 ksi (69 MPa), exceeding the girder stresses. This study brought up questions about the real behavior versus design assumptions regarding cross-braces in steel stringer bridges. Cross-braces would be the weak links that would fail first, causing lateral instability and failure. The study revealed that it is possible to predict super-load responses and behavior quite reliably by a combination of diagnostic tests and FEA. These tools permit an optimum design of super-load axle configuration, crossing path and positions on bridges, and even possible options for effective bridge strengthening when needed. KW - Axle configuration KW - Bearing capacity KW - Cross braces KW - Diagnostic tests KW - Experiments KW - Finite element method KW - Girder bridges KW - Loads KW - Mathematical prediction KW - Measuring instruments KW - Monitoring KW - Overweight loads KW - Permits KW - Stresses KW - Structural damages KW - Structural response UR - https://trid.trb.org/view/496186 ER - TY - RPRT AN - 00759564 AU - Cairns, W R AU - Mitretek Systems AU - Federal Highway Administration TI - DEVELOPING INTELLIGENT TRANSPORTATION SYSTEMS USING THE NATIONAL ITS ARCHITECTURE: AN EXECUTIVE EDITION FOR SENIOR TRANSPORTATION MANAGERS PY - 1998/02 SP - 13 p. AB - This document has been produced to provide senior transportation managers of state and local departments of transportation with practical guidance for deploying Intelligent Transportation Systems (ITS) consistent with the National ITS Architecture. The purpose of this document is to show specific ways in which the National ITS Architecture can be used to support the deployment of ITS. The National ITS Architecture defines the components of the surface transportation system, the functions they perform, how they interact and work together, and what information they need to provide transportation services to the public. KW - Architecture KW - Ground transportation KW - Integrated systems KW - Intelligent transportation systems KW - ITS program applications KW - ITS program technologies KW - National ITS Architecture KW - Transportation system management UR - http://www.fhwa.dot.gov/publications/research/operations/its/98025/devits.pdf UR - http://ntl.bts.gov/lib/8000/8700/8784/devits.pdf UR - https://trid.trb.org/view/495958 ER - TY - RPRT AN - 00759566 AU - Mitretek Systems AU - Federal Highway Administration AU - TransCore, Incorporated TI - DEVELOPING TRAVELER INFORMATION SYSTEMS USING THE NATIONAL ITS ARCHITECTURE PY - 1998/02 SP - 160 p. AB - This is one of a series of documents providing support for deploying Intelligent Transportation Systems (ITS) This document focuses on traveler information systems, a component of ITS. It aims to provide practical help for the transportation community with deploying traveler information systems in an integrated, multimodal environment using the National ITS Architecture. ITS is the application of management strategies and technologies to increase the efficiency and safety of national, regional, and local surface transportation systems. This document covers the basics of traveler information ITS applications, the role of the National ITS Architecture can play in traveler information system project development, the development process for a regional architecture, some challenges faced by transportation agencies, and some best practices and lessons learned for developing and deploying advanced traveler information systems. The regional architecture will indicate how current and future systems in the region may be integrated to obtain the added benefits available through integration of these systems. KW - Architecture KW - Integrated systems KW - Intelligent transportation systems KW - National ITS Architecture KW - Regional transportation KW - Traveler information and communication systems UR - http://www.fhwa.dot.gov/publications/research/operations/its/98031/devtravel.pdf UR - http://ntl.bts.gov/lib/21000/21400/21426/PB99117541.pdf UR - http://ntl.bts.gov/lib/8000/8300/8357/devtravel.pdf UR - https://trid.trb.org/view/495960 ER - TY - RPRT AN - 00759565 AU - Mitretek Systems AU - Federal Highway Administration AU - TransCore, Incorporated TI - DEVELOPING TRAFFIC SIGNAL CONTROL SYSTEMS USING THE NATIONAL ITS ARCHITECTURE PY - 1998/02 SP - 160 p. AB - This is one of a series of documents providing support for deploying Intelligent Transportation Systems (ITS). This document focuses on traffic signal control, a component of ITS. It aims to provide practical help for the traffic engineering community with deploying traffic signal control systems in an integrated, multimodal environment using the National ITS Architecture. ITS is the application of management strategies and technologies to increase the efficiency and safety of national, regional, and local surface transportation systems. This document covers the basics of traffic signal control ITS applications, the role of National ITS Architecture can play in traffic signal control system project development, the development process for a regional architecture, some challenges faced by traffic management agencies, and some best practices and lessons learned for developing and deploying of advanced traffic signal control systems. The regional architecture will indicate how current and future systems in the region may be integrated to obtain the added benefits available through integration of these systems. KW - Architecture KW - Integrated systems KW - Intelligent transportation systems KW - ITS program applications KW - National ITS Architecture KW - Traffic control KW - Traffic signal control systems UR - http://www.fhwa.dot.gov/publications/research/operations/its/98026/devtraffic.pdf UR - http://ntl.bts.gov/lib/16000/16500/16535/PB2000104167.pdf UR - http://ntl.bts.gov/lib/8000/8700/8785/devtraffic.pdf UR - https://trid.trb.org/view/495959 ER - TY - RPRT AN - 00758028 AU - Klemunes, J AU - Federal Highway Administration TI - DETERMINING SOIL VOLUMETRIC MOISTURE CONTENT USING TIME DOMAIN REFLECTOMETRY PY - 1998/02 SP - 74 p. AB - Time domain reflectometry (TDR) is a technique used to measure indirectly the in situ volumetric moisture content of soil. Current research provides a variety of prediction equations that estimate the volumetric moisture content using the dielectric constant calculated from the apparent length obtained from the TDR reader. However, very limited research exists regarding which of several available procedures should be used to obtain the apparent length of the TDR response for use in calculating the dielectric constant. The purpose of this study is to enhance the predictive accuracy of in situ volumetric moisture content estimation from TDR measurements. The study is divided into two phases. The initial phase evaluates the five known methods of analyzing the apparent length of TDR responses to determine which provides the most accurate method for estimating the volumetric moisture content. Phase II, through a mixing model form, regresses the volumetric properties of the soil and the apparent length of the TDR response to obtain a predicted volumetric moisture content. KW - Accuracy KW - Dielectric properties KW - Field tests KW - Forecasting KW - Insitu methods KW - Moisture content KW - Soils KW - Time domain reflectometers KW - Volumetric analysis UR - http://ntl.bts.gov/lib/20000/20500/20511/PB98131907.pdf UR - http://ntl.bts.gov/lib/6000/6800/6860/139.pdf UR - https://trid.trb.org/view/538489 ER - TY - RPRT AN - 00756339 AU - Blomberg, R D AU - CLEVEN, A M AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - DEVELOPMENT, IMPLEMENTATION AND EVALUATION OF A PEDESTRIAN SAFETY ZONE FOR ELDERLY PEDESTRIANS PY - 1998/02 SP - 148 p. AB - The objectives of this study were to develop and apply procedures for defining pedestrian safety zones for the older (age 65+) adult and to develop, implement and evaluate a countermeasure program in the defined zones. Zone definition procedures were developed and applied to two cities: Phoenix and Chicago. Countermeasure development included a comprehensive video, five public service announcements and 13 flyers. Other available NHTSA and AAA education countermeasures were used in the study. A detailed engineering evaluation of each zone resulted in the selection of engineering countermeasures for the two cities. Extensive countermeasure programs were implemented in both cities. A complete evaluation was conducted only for the city of Phoenix. Data from Phoenix showed significant reductions in zone crashes to 65+ pedestrians over a period in which the city's population and overall pedestrian crashes increased. It was concluded that the zone process resulted in an effective and efficient means of deploying pedestrian countermeasures. A separate document describe procedures that program implementors in other cities can use in defining zones and applying the zone process to their pedestrian safety problems. KW - Aged KW - Countermeasures KW - Highway safety KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Public information programs KW - Reduction (Decrease) KW - Safety zone UR - http://ntl.bts.gov/lib/20000/20500/20521/PB98132442.pdf UR - http://ntl.bts.gov/lib/25000/25900/25984/DOT-HS-808-692.pdf UR - https://trid.trb.org/view/537612 ER - TY - RPRT AN - 00753972 AU - Glenn, T L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DATA AND INFORMATION REQUIRED IN FEASIBILITY STUDIES FOR PRIVATE TOLL ROAD PROJECTS BY STATES AND PRIVATE ENTITIES INVOLVED IN THE EVALUATION, APPROVAL OR FINANCING OF PRIVATE TOLL ROAD PROJECTS PY - 1998/02 SP - 34 p. AB - This is the first in a series of six research reports focusing on the process of preparing and evaluating feasibility studies for private toll road projects in Texas. At present, one of the requirements for preliminary approval of a private toll road by the Texas Transportation Commission is that the Commission must find, on the basis of a feasibility study submitted by the sponsors of a private toll road project, that the project will be financially viable. An attempt to evaluate the financial viability of one private toll road project seeking preliminary approval by the Commission revealed some problems in the evaluation process, stemming from an inadequate list of the data and information that should be included in the required feasibility study, and an imprecise definition of financial viability. The overall objective of this research project is to develop improved procedures for the Texas Department of Transportation's use in determining whether a proposed private toll road project will be financially viable. This report describes the data and information that other states, investment banks, and rating agencies require in feasibility studies for private toll roads. KW - Data needs KW - Feasibility analysis KW - Finance KW - Financial requirements KW - Information organization KW - Private enterprise KW - Texas KW - Toll roads UR - http://ntl.bts.gov/lib/21000/21100/21151/PB99101347.pdf UR - https://trid.trb.org/view/536736 ER - TY - RPRT AN - 00753753 AU - Picha, D L AU - Hawkins, H G AU - Vizcarra, A K AU - Donovan, R A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF EXISTING AND ALTERNATIVE TRAFFIC CONTROL DEVICES IN TEXAS BORDER AREAS PY - 1998/02 SP - 88 p. AB - This report describes the research activities during the second year of a three-year project conducted for the Texas Department of Transportation to identify, evaluate, and recommend traffic control devices in Texas border areas with Mexico. This second year, referred to as Phase II, included evaluations of 30 different traffic control devices by 546 passenger car drivers in three border-area cities, and evaluations of 26 different truck-related traffic signs and alternatives by 260 truck drivers in Laredo, Texas. The results indicated that many of the drivers in the border area have adequate understanding of most basic traffic control devices. Areas of improvement, especially for an educational effort, include construction and maintenance work zone devices, pavement markings, and a selected few English-legend signs and truck-related signs with U.S. Customary units. Recommendations are made for follow-up evaluations of passenger car and truck drivers for selected regulatory, warning, and guide signs. KW - Comprehension KW - Drivers KW - International borders KW - Road markings KW - Texas-Mexico Border region KW - Traffic control devices KW - Traffic signs KW - Truck drivers KW - Work zone traffic control UR - http://ntl.bts.gov/lib/21000/21000/21016/PB98164809.pdf UR - https://trid.trb.org/view/536577 ER - TY - RPRT AN - 00750971 AU - Brown, E R AU - Virginia Department of Transportation AU - Federal Highway Administration TI - SUPERPAVE CONSTRUCTION GUIDELINES PY - 1998/02 SP - 19 p. AB - This report was developed from a colloquium on construction of Superpave designed Hot Mix Asphalt (HMA) mixtures on October 17, 1997, which was jointly sponsored by the Federal Highway Administration and the National Asphalt Pavement Association. The report presents information that should be helpful in producing, placing, and compacting Superpave designed mixtures to meet specification requirements. This is not meant to be a stand alone document, but should be used with existing good practices for conventional mixtures. The primary mixture changes that are typically observed as a result of Superpave are: coarse-graded mixtures, more angular aggregate, and use of more modifiers. These changes have resulted in some needs for adjustment in construction procedures. This documents provides some of the suggested adjustments. KW - Adjustment factors KW - Adjustments KW - Construction management KW - Hot mix asphalt KW - Mix design KW - Superpave UR - https://trid.trb.org/view/484555 ER - TY - RPRT AN - 00750972 AU - Lord, B N AU - DECKER, D S AU - Virginia Department of Transportation AU - Federal Highway Administration TI - REPORT OF CUSTOMER ORIENTED HIGHWAY CONSTRUCTION WORKSHOP PY - 1998/02 SP - 23 p. AB - The Customer Oriented Highway Construction Workshop was held in Lake Geneva, Wisconsin, on October 13-14, 1997. Its purpose was to improve safety, reduce delays and minimize disruption in highway construction and maintenance work areas. Workshop participants recommended the formation of a Technical Working Group (TWG) on Highway Construction. The concept is to have a policy group whose focus is to provide guidance to the highway construction industry. The TWG would be composed of senior personnel from the American Association of State Highway and Transportation Officials (AASHTO) member departments, the Federal Highway Administration (FHWA), and industry who represent a spectrum of disciplines. The first assignment for the TWG would be to specifically identify how to accomplish the action items identified at the workshop and to determine who should be responsible for making it happen. Key issues discussed at the workshop and summarized in this report include: customer relations; contracting; performance; and construction operations. KW - Construction management KW - Construction operations KW - Construction safety KW - Contracting KW - Customer relations KW - Customers KW - Marketing KW - Pavement performance KW - Road construction KW - Traffic delays KW - Workshops UR - https://trid.trb.org/view/484556 ER - TY - RPRT AN - 00750930 AU - Yazdani, N AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - EPOXY JOINTING OF CONCRETE SEGMENTS PY - 1998/02 SP - 113 p. AB - Epoxy is normally used between precast segments to fill in voids on the faces, to keep water from seeping into the joint, to prevent grout from bleeding into the joint from the post-tensioning ducts, and to act as a lubricant between the segments during assembly of the bridge. Better and more efficient means of ensuring a good seal between ducts are needed for enhanced protection. Two new experimental epoxy applications were tested in this study: 1) with plane face, 2) with top strip, 3) with annulus, and 4) with top strip and annulus. Duplicate sets of forms were built to produce a total of eight beams with various combinations of epoxy face application, top strip, and annulus. After proper curing, the beams were post-tensioned with the minimum required prestress force using 25 mm (1 in.) Dywidag rods. The joints were tested with water tanks placed above the joints to measure the seepage of water. The ducts through the beams were examined for water that may have escaped from the ducts. The top strip provided resistance comparable to that provided by the current one face application technique. The annulus created a watertight seal around the ducts for a period of time greater than the time required for the initial set of grout. The existing practice of one face application performed well in both tests. Both of these features performed well together and assisted the epoxy application process to produce a more reliable joint without additional work in casting or erection of the segments. KW - Bridge construction KW - Bridges KW - Construction KW - Epoxides KW - Epoxy KW - Grouting KW - Joints (Engineering) KW - Posttensioning KW - Seepage KW - Segmental construction UR - https://trid.trb.org/view/484514 ER - TY - RPRT AN - 00748825 AU - Jenkins, P F AU - Illinois Department of Transportation AU - Federal Highway Administration TI - DESIGN, CONSTRUCTION, AND ANALYSIS OF CRCP PATCHING TECHNIQUES IN ILLINOIS PY - 1998/02 SP - 57 p. AB - Continuously reinforced concrete pavements (CRCP) are difficult to patch, and patches often do not perform as well as expected. In an effort to improve patch performance, several alternative designs were constructed within five rehabilitation projects on FAI Routes 55 and 57 in Illinois. Alternatives included subdrainage of the patch, addition of steel fiber to the concrete, addition of transverse reinforcement, use of high early strength concrete, and the use of large (No. 11) rebars grouted into the adjacent pavement. In addition to these experimental patches, many "conventional" CRCP patches were constructed. The performance of 500 patches were monitored for 20 months. It was concluded that: The conventional CRCP patch provided relatively good performance; Subdrainage of the patch caused other problems that resulted in early failures; Patches with steel fibers performed only slightly better than the standard patch; and Addition of transverse reinforcement greatly reduced failures. As a result of the study, Illinois has modified its patching standard to include transverse reinforcement bars at a nominal spacing of 12 in. (30.5 cm). KW - Alternatives analysis KW - Continuously reinforced concrete pavements KW - Design KW - High early strength cement KW - High early strength concrete KW - Patching KW - Performance evaluations KW - Rebars KW - Reinforcing bars KW - Steel fibers KW - Subdrains KW - Transverse reinforcement UR - http://ntl.bts.gov/lib/20000/20700/20726/PB98143852.pdf UR - https://trid.trb.org/view/483849 ER - TY - RPRT AN - 00748824 AU - Winters, P L AU - Cleland, F AU - Burris, M AU - Perez, R AU - Pietrzyk, M AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - NEURAL NETWORK APPLICATION FOR PREDICTING THE IMPACT OF TRIP REDUCTION STRATEGIES PY - 1998/02 SP - 25 p. AB - This study applied neural network technology to predict the impacts of various trip reduction strategies on changes in commute behavior. This report describes the neural network models, highlights the efforts to build a model to predict changes in average vehicle ridership (AVR), summarizes the development of the application, compares the neural network model performance with other analytical approaches, and summarizes the results of the field test. KW - Commuters KW - Forecasting KW - Impacts KW - Neural networks KW - Strategic planning KW - Travel behavior KW - Travel demand management KW - Vehicle occupancy UR - http://ntl.bts.gov/lib/20000/20700/20701/PB98141591.pdf UR - https://trid.trb.org/view/483848 ER - TY - RPRT AN - 00748282 AU - Sagues, Alberto A AU - Rossi, J AU - SCOTT, R J AU - Pena, J A AU - Simmons, T AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - INFLUENCE OF CORROSIVE INUNDATION ON THE CORROSION RATES OF GALVANIZED TIE STRIPS IN MECHANICALLY STABILIZED EARTH WALLS PY - 1998/02 SP - 174 p. AB - An investigation was conducted to assess the condition in the field of the galvanized reinforcement in Florida Department of Transportation Mechanically Stabilized Earth Walls (MSEW) that were already in service. For this purpose, 10 MSEW structures were instrumented at 8 different Florida sites for corrosion measurements. In addition, soil and metal samples were retrieved from several of the sites to evaluate the electrochemical properties of the backfill and to assess the condition of the galvanized coating after several years of exposure. The investigation also evaluated in the laboratory the influence of saltwater contamination and macrocell development on the durability of the galvanized coating. The reinforcement in the structures investigated was typically in good condition and the corrosion rate of galvanized elements was low. A deterioration model was formulated using the field survey input. The model projects long durability (>100 years with only 5% element failure) in the absence of episodic saltwater flooding. Laboratory tests indicated that durability may be decreased tenfold by saltwater contamination. KW - Backfill soils KW - Contaminants KW - Contamination KW - Corrosion KW - Corrosion rate KW - Durability KW - Earth walls KW - Electrochemistry KW - Field tests KW - Galvanized metals KW - Laboratory tests KW - Seawater KW - Tie strips UR - https://trid.trb.org/view/473896 ER - TY - RPRT AN - 00748236 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - REPORT TO CONGRESS: THE EFFECT OF INCREASED SPEED LIMITS IN THE POST-NMSL ERA PY - 1998/02 SP - 88 p. AB - The National Highway System (NHS) Designation Act of 1995 (Public Law 104-59) was signed into law on November 28, 1995. The NHS Act, among other things, established the National Highway System and eliminated the Federal mandate for the National Maximum Speed Limit (NMSL). In so doing, the NHS Act ended a period of more than 20 years of Federal involvement in the states' establishment of speed limits and ended the requirement for states' submission of speed compliance data to the Federal Highway Administration (FHWA). Section 347 of the NHS Act required the Secretary of Transportation to study the impact of states' actions to raise speed limits above 55/65 mph (88/105 kph) and report to Congress by September 30, 1997. The National Highway Traffic Safety Administration (NHTSA) and FHWA were delegated responsibility for conducting the study of the impact of increased speed limits. This report presents the results of their study. Key findings are as follows: (1) The estimated increase in Interstate fatalities found in this study, while smaller in magnitude compared to the estimated change in fatalities found in 1987 following the increase of speed limits on rural Interstates, does follow the historical pattern of increases in fatalities being associated with increases in posted speed limits. (2) An estimated increase in fatalities is typically associated with an increase in traffic crashes and associated injuries. The total economic cost of the estimated 350 additional fatalities and the associated injuries and crashes is more than $820 million in 1996 dollars. Although Section 347 of the NHS Act stated that the report should address the costs and benefits associated with the repeal of the NMSL, no attempt was made at this time to estimate potential benefits, as most States have not had increased limits in place for an extended period of time. (3) In addition to the analysis of NHTSA's Fatality Analysis Reporting System (FARS) data on Interstate fatalities, ten states also provided information on the impact of increased speed limits in their respective states for inclusion in this report. A consistent pattern of crash increases was cited in only one of the ten states (California). Each of the ten states considered the findings preliminary or inconclusive due to the limited amount of data available for analysis. KW - Costs KW - Data analysis KW - Fatal Accident Reporting System KW - Fatalities KW - Fatality Analysis Reporting System KW - Increase KW - Injuries KW - Interstate Highway System KW - Mathematical analysis KW - National highway system designation act 1995 KW - National Maximum Speed Limit KW - Speed limits KW - States KW - Traffic crashes UR - http://ntl.bts.gov/lib/21000/21300/21325/PB99111858.pdf UR - http://ntl.bts.gov/lib/6000/6800/6869/speedlim.pdf UR - https://trid.trb.org/view/473861 ER - TY - RPRT AN - 00748243 AU - Watts, R J AU - Jones, A AU - Harrington, M AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - TREATMENT OF VACTOR SOLIDS PY - 1998/02 SP - 53 p. AB - A pilot study was established to evaluate the most effective, economical, and practical method to treat vactor solids (material extracted from roadway catchment basins) and street sweepings. Eleven piles of contaminated solid materials ranging in size from 1.25 to 5 cu yd (0.96 to 3.82 cu m) were treated using a matrix of conditions involving frequency of turning, fertilizer addition, peroxygen addition, and surfactant amendment. The treated piles, which were evaluated over 400 days, showed no difference in total petroleum hydrocarbon (TPH) and polycyclic aromatic hydrocarbon (PAH) levels relative to the control piles that were neither aerated nor fertilized. The results of this study show that the most economical treatment of vactor solids can be achieved using intrinsic bioremediation; i.e., letting the contaminants of vactor solids and street sweepings biodegrade naturally. If sufficient land is available such a treatment scheme would require minimal operation and maintenance costs while providing an environmentally-acceptable fill product at the end of treatment. KW - Aeration KW - Aromatic hydrocarbons KW - Biodeterioration KW - Contaminants KW - Drainage basins KW - Fertilizers KW - Fills KW - Petroleum KW - Sewage treatment KW - Solid wastes KW - Streets KW - Sweepings KW - Waste management KW - Waste treatment KW - Wastes UR - http://www.wsdot.wa.gov/research/reports/fullreports/441.1.pdf UR - http://ntl.bts.gov/lib/20000/20500/20564/PB98133853.pdf UR - https://trid.trb.org/view/473868 ER - TY - RPRT AN - 00748159 AU - Yeh, D AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - THE ECONOMIC IMPACTS OF HIGHWAY BYPASSES ON COMMUNITIES - TECHNICAL REPORT PY - 1998/02 SP - 184 p. AB - This report provides study findings of the economic impacts of bypasses on communities and businesses. The study reviewed empirical and anecdotal data from 17 communities in Wisconsin which have been bypassed since 1980. Major project findings: (1) Bypasses have little adverse impact on overall economic activity in most communities, although smaller communities have the greatest potential for adverse impacts due to large traffic diversion to the bypass; (2) Medium- and large-sized communities continue to have high traffic volumes on their original routes, indicating their ability to serve as "destinations"; (3) Very little "retail flight" has occurred in communities with bypasses; and (4) Most communities view their bypasses as beneficial, while understanding the changes and challenges which must be addressed proactively. KW - Businesses KW - Bypass highways KW - Bypasses KW - Communities KW - Economic impacts KW - Wisconsin UR - https://trid.trb.org/view/473831 ER - TY - RPRT AN - 00748161 AU - Gillespie, J S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ESTIMATING ROAD USER COSTS AS A BASIS FOR INCENTIVE/DISINCENTIVE AMOUNTS IN HIGHWAY CONSTRUCTION CONTRACTS PY - 1998/02 SP - 64 p. AB - The Virginia Department of Transportation (VDOT) occasionally includes an incentive/disincentive for early completion (I/D) in its construction contracts. This report presents the results of a project to identify procedures that would (1) enhance the effectiveness and enforceability of the I/D provision and (2) reduce the staff time and effort necessary to determine the need for an I/D and to calculate an appropriate per-day dollar amount. The researcher first reviewed the relevant literature pertaining to construction contracts and to road user cost calculation, and then evaluated the available user cost methodologies, especially computer software. Next, the researcher surveyed the current use of I/D provisions in Virginia and other states, and described VDOT's current project development process, with special emphasis on the user cost data that are typically generated during that process. The report makes five conclusions. First, various forms of I/D, though known by a variety of names, are fundamentally similar. Second, use of an incentive rather than a disincentive alone enhances the enforceability of the disincentive clause, though it may increase the final cost of the contract. Third, cost-plus-time bidding enhances the effectiveness of the incentive clause and the enforceability of the disincentive clause. Fourth, the end of the design public hearing is a logical point for VDOT to judge the need for an I/D. Fifth, road user cost savings calculated from the output of the Highway Capacity Software already in common use in VDOT, forms a legally sound justification for a per-day dollar I/D amount. KW - Contracts KW - Costs KW - Disincentives KW - Effectiveness KW - Enforcement KW - Guides to the literature KW - Incentives KW - Literature reviews KW - Measures of effectiveness KW - Road user costs KW - Software KW - State departments of transportation KW - Travel budgets KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/98-r12.pdf UR - http://ntl.bts.gov/lib/20000/20400/20477/PB98130594.pdf UR - https://trid.trb.org/view/473833 ER - TY - RPRT AN - 00748157 AU - Udd, E AU - Schulz, W AU - Seim, J AU - Corones, J AU - Laylor, H M AU - Blue Road Research AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FIBER OPTIC SENSORS FOR INFRASTRUCTURE APPLICATIONS PY - 1998/02 SP - 158 p. AB - Fiber optic sensor technology offers the possibility of implementing "nervous systems" for infrastructure elements that allow high performance, cost effective health and damage assessment systems to be achieved. This is possible, largely due to synergistic developments in the fiber optic telecommunication and optoelectronics fields, where industries with multi-billion dollar research and development budgets exist. Now, essential components are becoming available with prices and performance that are improving dramatically on an annual basis. This report is an introduction to fiber optics, fiber optic sensor technology and some of the applications that make this field, which is still in its early infancy, one of the most promising new developments in infrastructure systems. KW - Bridges KW - Damage assessment KW - Fiber optics KW - Geotechnical engineering KW - Infrastructure KW - Loss and damage KW - Performance evaluations KW - Retaining walls KW - Road conditions KW - Sensors KW - Traffic control KW - Tunnels UR - http://ntl.bts.gov/lib/10000/10600/10640/fibop.pdf UR - http://ntl.bts.gov/lib/20000/20400/20485/PB98130966.pdf UR - https://trid.trb.org/view/473829 ER - TY - RPRT AN - 00748153 AU - Price, D A AU - Colorado Department of Transportation AU - Federal Highway Administration TI - I-76 TRUCK STUDY PY - 1998/02 SP - 24 p. AB - Portions of the driving lane on I-76 located in the Colorado Department of Transportation's (CDOT's) Region 4 are seriously distressed. To help prolong the life of the Portland Cement Concrete Pavement Region 4 has placed signs advising truckers to use the passing lane between Roggen and the Nebraska state line [approximately 140 miles (225 km)]. According to a survey conducted by the CDOT, 90% of the total truck traffic is concentrated in the driving lane. Both lanes are subjected to the same environmental stresses but the driving lane has become prematurely distressed due to the damage caused by the heavy truck loads. A test section well within the signed test area advising the truckers to use the passing lane and a control section just prior to the signed area were established and evaluated over a four year period. Roughness data taken with an Ames Profilograph, slab faulting measured with a Georgia fault meter, and overall physical pavement distress were noted and used as a comparison between driving lane and passing lane within the two sections. KW - Axle loads KW - Colorado KW - Concrete pavements KW - Defects KW - Faulting KW - Interstate Highway System KW - Pavement distress KW - Pavements KW - Roughness KW - Test sections KW - Truck pavement damage KW - Trucks UR - http://ntl.bts.gov/lib/20000/20400/20478/PB98130602.pdf UR - https://trid.trb.org/view/473825 ER - TY - RPRT AN - 00748150 AU - McKnight, A S AU - Mosher, C W AU - Bozak, D J AU - InfoGroup Incorporated AU - Federal Highway Administration TI - EVALUATION OF EMERGING TECHNOLOGIES FOR TRAFFIC CRASH REPORTING PY - 1998/02 SP - 96 p. AB - An evaluation was performed of the effect of emerging technologies on traffic accident reporting. The technologies evaluated were standard laptop and pen-based portable computers, Global Positioning Systems (GPS), Geographic Information Systems (GIS), computer-based accident diagramming, and various forms of computer-based data entry (e.g., optical character recognition vs. keyboard entry). Data on the use of traditional paper forms were also collected so that comparisons could be made between the use of computers and paper forms. Technologies were evaluated for their effect on accuracy and completeness of data, speed of data entry, practicality (e.g., ease of learning, ease of use), and sturdiness of equipment. Costs of hardware and software used are also provided. The report describes the implementation of these technologies at four sites: (1) Des Moines and West Des Moines, Iowa; (2) Trenton, New Jersey; (3) Thurston County, Washington; and (4) Dane County, Wisconsin. The report provides the results of analyses of the effects of the technologies, describes problems encountered in implementing and using them, and includes recommendations for future implementation. KW - Accuracy KW - Alternatives analysis KW - Computers KW - Costs KW - Crash reports KW - Data recorders KW - Data recording methods KW - Field studies KW - Forms (Documents) KW - Geographic information systems KW - Global Positioning System KW - Implementation KW - Information organization KW - Productivity KW - Technological innovations KW - Time savings UR - http://ntl.bts.gov/DOCS/97023/ack/ack.html UR - http://ntl.bts.gov/lib/000/700/766/695.pdf UR - http://ntl.bts.gov/lib/20000/20500/20509/PB98131857.pdf UR - https://trid.trb.org/view/473822 ER - TY - RPRT AN - 00760323 AU - JEKELI, C AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - CONTINUOUS AIRCRAFT POSITIONING USING GPS AIDED BY INS PY - 1998/01/23 SP - 40 p. AB - This report presents the results of a study with application to the Ohio Department of Transportation's (ODOT's) Aerial Engineering tasks. Specifically, the study was concerned with the integration of the Global Positioning System (GPS) and an inertial navigation system (INS) for precise, continuous positioning of ODOT's aerial photogrammetric airplane. The study was based on testing a medium-to-high accuracy INS (Litton's LN93) with GPS on board an aircraft. The objective was to demonstrate that such an integration can maintain the GPS accuracy of 2-3 cm over short intervals (few seconds) and to determine the capability using optimal estimation algorithms of maintaining accurate positions over somewhat longer periods. The motivation behind this study is the fact that GPS positioning may be interrupted because of a variety of reasons, from electronic interference (causing cycle slips) to shadowing of the satellite signals (by aircraft wings and tail). The results of the study, which are based on actual test flights with a similar system, the LN100, indicate clearly that such continuous positioning is possible with a loosely integrated GPS/INS configuration. However, it is also noted that the integration cannot be completely uncoupled and requires a comprehensive filtering and smoothing algorithm in order to estimate the INS errors. Other results include recommendations on the quality of the INS needed for such application and the opportunity to extract orientation information from the estimation algorithm. KW - Aerial photogrammetry KW - Algorithms KW - Global Positioning System KW - Inertial navigation systems KW - Interference KW - Kalman filtering KW - Positioning UR - http://ntl.bts.gov/lib/21000/21200/21241/PB99106726.pdf UR - https://trid.trb.org/view/496173 ER - TY - RPRT AN - 00750928 AU - Wong, P W AU - Ravani, B AU - Blank, R AU - Hemenway, J AU - McGrew, R AU - Mueller, U AU - Nederbragt, W AU - Olshausen, R AU - Sprott, K AU - University of California, Davis AU - California Department of Transportation AU - Federal Highway Administration TI - THE BIG ARTICULATED STENCILING ROBOT (BASR), 4 VOLUMES PY - 1998/01/15 SP - 614 p. AB - This report provides a description of the Big Articulated Stenciling Robot (BASR) that was developed at the University of California at Davis. This system is designed to paint markings on the roadway pavement with a primary emphasis on increasing highway worker safety by keeping personnel out of unprotected roadway areas. The system is completely integrated, with all normal operations controlled from a single control panel. Overall system descriptions are given in the report. Furthermore, detail design and operational descriptions are given. The report is contained in four volumes (bound together), with each volume providing complete details of specific aspects about BASR. Volume I contains introductory material, theory of operation, system schematics, and source code listings. Volume II is a copy of Robert Olshausen's 1996 U.C. Davis Master's Thesis, "Development of an Articulating Robotic Arm for Spray Painting on Roadways". Volume III is a copy of Richard A. McGrew's 1996 U.C. Davis Master's Thesis, "A Robotic End-Effector for Roadway Stenciling". Volume IV is a copy of Richard Blank's 1996 U.C. Davis Master's Thesis, "Algorithms and Robotic Hardware Improvements for Painting of Roadway Markings". KW - Control systems KW - Equipment KW - Equipment design KW - Highway maintenance KW - Occupational safety KW - Road markings KW - Robotics KW - Technological innovations KW - Traffic marking equipment UR - http://ntl.bts.gov/lib/20000/20800/20872/PB98155955.pdf UR - https://trid.trb.org/view/484512 ER - TY - RPRT AN - 00748244 AU - Okpala, D AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - RECYCLED PLASTIC BRIDGE DECK CHAIRS AND BOLSTERS. NEW PRODUCT EVALUATION. FINAL REPORT ADDENDUM PY - 1998/01/15 SP - 6 p. AB - Recycled plastic chairs and bolsters were used as alternative to steel chairs and bolsters to support bridge deck reinforcements, on the Menominee River bridge located in Marinette County. The Wisconsin half of the deck reinforcement was supported with these chairs and bolsters while the Michigan half was supported with the conventional steel type. A previous report indicated that the plastic bolsters were easier to install than the steel bolsters. However, the plastic chairs tipped easily and took a much longer time to install than the steel chairs. Inspection of the bridge after eighteen months in service, showed minor hairline tension cracks over each pier, these were not attributed to the performance of plastic chairs or bolsters. A follow-up inspection, after six years in service, revealed longitudinal and transverse cracks at the deck areas close to the bridge abutments and on both sides of the piers. These cracks were determined to have occurred as a result of differential settlement and were also determined to be insignificant. The crack pattern and crack intensity were found to be independent of the type of the chairs and bolsters used on that part of the deck. The recycled plastic chairs and bolsters used in this project appear to be performing satisfactorily and can be a viable alternative to steel chairs and bolsters. The use of recycled plastic bolsters to support the bottom reinforcement is encouraged, while the use of plastic chairs to support top reinforcement is discouraged until a satisfactory installation method can be achieved, as was noted in the previous report. KW - Bolsters KW - Bridge decks KW - Construction KW - Cracking KW - Inspection KW - Performance evaluations KW - Plastics KW - Recommendations KW - Recycled materials UR - https://trid.trb.org/view/473869 ER - TY - RPRT AN - 01103322 AU - Washington State Patrol AU - Department of Licensing AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Information Technology Feasibility Study for the Washington State Commercial Vehicle Information Systems and Networks (CVISN) Pilot Project PY - 1998/01/08 SP - 117p AB - The Washington State Patrol (WSP), Department of Licensing (DOL) and Washington State Department of Transportation (WSDOT) have joined forces to propose the continuation of the implementation of the Commercial Vehicle Information Systems and Networks (CVISN) Pilot Project. This project, begun during the previous biennium, fits the national Intelligent Transportation System (ITS) program for Commercial Vehicle Operations (CVO); provides the next, evolutionary step toward the implementation of the Washington State CVO Strategic Plan and reduces operating costs and/or enhances the revenue-generating capabilities of existing Washington State operations. The CVISN Pilot Project represents a major information technology component within the umbrella of the Washington State CVO Strategic Plan. Simply stated, the CVISN Pilot Project will prototype the use of a comprehensive interface to state and federal motor carrier data systems and will deliver real-time, decision-making information to weigh stations and commercial vehicle enforcement officers. In addition, motor carriers will more easily be able to apply and pay for required permits and credentials. Upon successful completion of this pilot/prototype, the transportation agencies plan to roll out the CVISN architecture across the State of Washington. KW - Commercial vehicle operations KW - Commercial vehicles KW - CVISN (Program) KW - Evaluation and assessment KW - Feasibility analysis KW - Information technology KW - Intelligent transportation systems KW - Strategic planning KW - Washington (State) UR - http://ntl.bts.gov/lib/16000/16700/16714/PB2000104552.pdf UR - https://trid.trb.org/view/860525 ER - TY - RPRT AN - 00746806 AU - McCullouch, B AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - INDOT CONSTRUCTABILITY MULTIMEDIA SYSTEM WORKING MODULE PY - 1998/01/08 SP - 93 p. AB - Constructability can be defined as incorporating knowledge into the design product or designing so it is easier to construct. Transportation facilities have suffered from this problem, with the Indiana Department of Transportation (INDOT) no exception. The most important feature of any constructability program is capturing field examples, commonly referred to as "lessons learned", and archiving and retrieving them into future projects that are either similar or have similar conditions in order to eliminate or prevent the same mistakes from occurring again. A mechanism or tool that can perform this task would be a valuable asset for INDOT. A previous JHRP project titled "An INDOT Lessons Learned Constructability Program and Integrated Multimedia System" developed a working tool prototype to be used for this purpose. This prototype tool demonstrated how constructability knowledge, through computer technologies and multimedia, can be provided electronically to designers. A follow-up project was needed to move the prototype to a full working version containing the latest "lessons learned" and that work was performed on this project. A description of the product is contained in this report, as well as an explanation of how to use the product, modify it, and maintain current information based on constructability knowledge. The tool has been named DICEP (Design Integrated Construction Engineering Platform) and will be referred to by this acronym. KW - Constraints KW - Constructability KW - Construction KW - Information processing KW - Knowledge KW - Modules KW - Modules (Electricity) KW - Multimedia KW - Prototypes KW - Structural design UR - http://ntl.bts.gov/lib/20000/20300/20349/PB98123581.pdf UR - https://trid.trb.org/view/473309 ER - TY - RPRT AN - 00760472 AU - Spring, G S AU - North Carolina A&T State University, Greensboro AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - LEVEL OF SERVICE ASSESSMENT FOR CONGESTED FREEWAY SECTIONS IN NORTH CAROLINA PY - 1998/01/07 SP - 65 p. AB - Given the increasing use of Intelligent Transportation Systems (ITS) improvements to sections of freeway typically operating at Level of Service (LOS) F, the need to make investment decisions effectively, and the fact that there are no existing methods for performing quality of service assessments for facilities operating in the F range, there exists a need to gain a better understanding of operation in the F range and for a procedure that will allow assessment of the effectiveness of these technological alternatives. This report describes work, completed at North Carolina A&T State University, whose objectives were to quantify the congested flow regime for basic freeway sections and to extend current Highway Capacity Manual procedures that may be used to assess the LOS for ITS and other operational or physical improvements typically undertaken for congested freeway sections. The formulation chosen to quantify the congested regime was the Greenberg model because, as a second regime model, it exhibits many characteristics in accord with current flow theories. Density was chosen as the LOS variable. The resulting procedures contain four categories of failure and will allow assessment of alternative congestion criteria. Quality of service measures may be used as input to air quality models and noise models, for example, which are used for impact assessments. KW - Freeways KW - Highway Capacity Manual KW - Intelligent transportation systems KW - Level of service KW - Mathematical models KW - North Carolina KW - Quantifying KW - Traffic congestion KW - Traffic density KW - Traffic flow theory UR - https://trid.trb.org/view/496219 ER - TY - RPRT AN - 01538250 AU - Raad, Lutfi AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Monitoring of Rutting and Roughness of the Elliott Highway PY - 1998/01//Final Report SP - 61p AB - The effects of lifting load restrictions during spring-thaw on damage to Alaskan roads is of major concern to the Alaska Department of Transportation and Public Facilities (AKDOT&PF) as it impacts road maintenance costs. Since road damage is cumulative, monitoring of road conditions where seasonal load restrictions are not imposed could provide useful information to AKDOT&PF, particularly in relation to establishing a seasonal load restriction policy. As part of the Elliott Highway MP7 North Rehabilitation (Project F-065-1 (12) 63406) which started in June 1997, a number of experimental sections have been incorporated as part of the pavement structure. These sections include: separation geotextile, heavy duty geosynthetic reinforcement, open-graded permeable asphalt-treated base, stabilized subgrade using dynamic compaction, stabilized recycled asphalt treated dense-graded base, concrete slab support spanning over unstable foundation, high float asphalt surface (section constructed summer 1995), and stabilized asphalt-treated base. AKDOT&PF has been monitoring the Elliott Highway since 1992 as part of the Experimental Features Program. In this case the performance of three pavement sections were periodically reported (McHattie 1996): (1) an insulated embankment reinforced with multiple layers of heavy duty geotextile (also known as "pillow-wrap" embankment); (2) a pavement section with an open-graded asphalt-treated permeable base; and (3) a section with a reinforced concrete slab beneath the roadway surface. In addition, a study was conducted following the lifting of load restrictions on the Elliott in 1994 and preliminary results on road roughness and rutting were reported by Raad et al. (1995). The objectives of this study were: (1) Determine the locations of the pavement sections with different features along the Elliott. (2) Analyze truck traffic data in terms of 18 kip Equivalent Single Axle Loads (EAL) using data from the scalehouse at Fox. (3) Analyze temperature data to assess critical period for thaw initiation and also to determine the rate of thaw propagation in the pavement. (4) Analyze roughness and rutting data obtained periodically during spring and summer of 1996 using standard rut bar and AKDOT&PF profilometer. (5) Compare roughness and rutting data at different periods and discuss any observed effects of loading and ground thawing. KW - Alaska KW - Axle loads KW - Elliott Highway KW - Embankments KW - Freeze thaw durability KW - Geotextiles KW - Load limits KW - Pavement performance KW - Roughness KW - Rutting KW - Slabs KW - Temperature KW - Thaw KW - Truck traffic UR - http://ine.uaf.edu/autc/files/2011/02/INE_TRC_97_10.pdf UR - https://trid.trb.org/view/1322478 ER - TY - RPRT AN - 01472476 AU - Von Quintus, Harold AU - Killingsworth, Brian AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - Analysis Relating to Pavement Material Characterizations and their Effects on Pavement Performance PY - 1998/01//Final Report SP - 223p AB - This report presents the analysis conducted on relating pavement performance or response measures and design considerations to specific pavement layers utilizing data contained in the Long Term Pavement Performance Program National Information Management System. The goal of this research activity was to enhance implementation and use of the 1993 AASHTO Design Guide through improved materials characterizations. Specifically, the focus of this research activity was to identify the differences that exist between laboratory measured and backcalculated resilient moduli; determine the applicability of the C values, drainage coefficients, and relative damage factors that are included in the Design Guide; and provide procedures to adequately consider the seasonal variation of material properties as related to flexible pavement designs. Based on these results, design pamphlets have been prepared in support of the AASHTO Design Guide. These design pamphlets are documented and included in other reports. The results reported here form the basis and background for those design pamphlets. KW - AASHTO Guide for Design of Pavement Structures KW - Backcalculation KW - Deflection KW - Drainage coefficient (Pavements) KW - Long-Term Pavement Performance Program KW - Modulus of resilience KW - Pavement design KW - Pavement layers KW - Pavement performance KW - Subgrade (Pavements) UR - http://ntl.bts.gov/lib/46000/46500/46544/FHWA-RD-97-085.pdf UR - https://trid.trb.org/view/1239017 ER - TY - RPRT AN - 01453922 AU - Nilaward, Tatsaba AU - Shih, Chiang AU - White, Thomas D AU - Ting, E C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of a 3-D Finite Element Program for Pavement Analysis, Volume I: Introduction and Appendix 1 PY - 1998/01//Final Report SP - 144p AB - A three dimensional finite element program is developed for the analysis of pavement systems. An explicit approach of the finite element analysis is adopted. This approach results in a vector formulation of the equation of motion. Large displacement is considered through the use of a co-rotational approach which considers small deformations and large rotations of the elements. For the convenience of application a two dimensional finite element program is also developed. An eight-node isoparametric solid element is used for the three dimensional analysis, and a four-node element for the two dimensional analysis. Loading conditions are verified for static ramp and step loadings, sinusoidal loadings, prescribed ground acceleration input, and pulse input. The material library is verified for linear elastic materials, elastic-plastic materials with h&es or Drucker-Prager criteria and assuming associated or non-associated flow rules, and a viscoelastic material of Maxwell type. Three hardening rules are implemented, namely the kinematical hardening, isotropic hardening, and the mixed type. Available analytical data and comparison studies by using ANSYS serve as the basis for the verification. KW - ANSYS (Computer program) KW - Deformation KW - Finite element method KW - Materials KW - Pavements KW - Traffic loads UR - http://dx.doi.org/10.5703/1288284313180 UR - https://trid.trb.org/view/1218858 ER - TY - RPRT AN - 01453900 AU - Nilaward, Tatsaba AU - Shih, Chiang AU - White, Thomas D AU - Ting, E C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of a 3-D Finite Element Program for Pavement Analysis, Volume 3: Appendix 3 PY - 1998/01//Final Report SP - 175p AB - A three dimensional finite element program is developed for the analysis of pavement systems. An explicit approach of the finite element analysis is adopted. This approach results in a vector formulation of the equation of motion. Large displacement is considered through the use of a co-rotational approach which considers small deformations and large rotations of the elements. For the convenience of application a two dimensional finite element program is also developed. An eight-node isoperimetric solid element is used for the three dimensional analysis, and a four-node element for the two dimensional analysis. Loading conditions are verified for static ramp and step loadings, sinusoidal loadings, prescribed ground acceleration input, and pulse input. The material library is verified for linear elastic materials, elastic-plastic materials with Mises or Drucker-Prager criteria and assuming associated or non-associated flow rules, and a viscoelastic material of Maxwell type. Three hardening rules are implemented, namely the kinematical hardening, isotropic hardening, and mixed type. Available analytical data and comparison studies by using ANSYS serve as the basis for the verification. KW - ANSYS (Computer program) KW - Deformation KW - Finite element method KW - Materials KW - Pavements KW - Traffic loads UR - http://dx.doi.org/10.5703/1288284313179 UR - https://trid.trb.org/view/1218857 ER - TY - RPRT AN - 01453722 AU - Nilaward, Tatsaba AU - Shih, Chiang AU - White, Thomas D AU - Ting, E C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of a 3-D Finite Element Program for Pavement Analysis, Volume 2: Appendix 2 PY - 1998/01//Final Report SP - 215p AB - A three dimensional finite element program is developed for the analysis of pavement systems. An explicit approach of the finite element analysis is adopted. This approach results in a vector formulation of the equation of motion. Large displacement is considered through the use of a co-rotational approach which considers small deformations and large rotations of the elements. For the convenience of application a two dimensional finite element program is also developed. An eight-node isoperimetric solid element is used for the three dimensional analysis, and a four-node element for the two dimensional analysis.Loading conditions are verified for static ramp and step loadings, sinusoidal loadings, prescribed ground acceleration input, and pulse input. The material library is verified for linear elastic materials, elastic-plastic materials with Mises or Drucker-Prager criteria and assuming associated or non-associated flow rules, and a viscoelastic material of Maxwell type. Three hardening rules are implemented, namely the kinematical hardening, isotropic hardening, and mixed type. Available analytical data and comparison studies by using ANSYS serve as the basis for the verification. KW - ANSYS (Computer program) KW - Deformation KW - Finite element method KW - Materials KW - Pavements KW - Traffic loads UR - http://dx.doi.org/10.5703/1288284313178 UR - https://trid.trb.org/view/1218856 ER - TY - RPRT AN - 01397246 AU - Bennett, J E AU - Schue, T J AU - United States. Federal Highway Administration (FHWA). Office of Engineering Research and Development TI - Cathodic protection field trials on prestressed concrete components, final report PY - 1998/01 IS - FHWA-RD-97-153 SP - 68p KW - Cathodic protection KW - Cathodic protection KW - Concrete bridge KW - Concrete bridges KW - Corrosion KW - Corrosion KW - Evaluation KW - Evaluation KW - Field test KW - Field tests KW - Prestressed concrete KW - Prestressed concrete KW - Prevention KW - Reinforced concrete KW - Reinforced concrete UR - https://trid.trb.org/view/1165027 ER - TY - RPRT AN - 01109114 AU - Federal Highway Administration TI - Federal Highway Administration Performance Plan for the President's Fiscal Year 1999 Budget PY - 1998/01 SP - 48p AB - The Federal Highway Administration (FHWA) administers three major programs that: (1) provide federal assistance to the States to construct and improve the National Highway System, urban and rural roads, and bridges (Federal-aid Highway Program); (2) set minimum safety standards for trucks and buses to promote safe commercial motor vehicle operations to reduce crashes and educate the public about sharing the roads with trucks (Motor Carrier Safety Program); and (3) provide access to and within national forests, national parks, Indian reservations, and other public lands (Federal Lands Highway Program). Working with its partners in the public and private sectors, FHWA's programs are committed to creating the best transportation system in the world for the American people through proactive leadership, innovation, and excellence in service. KW - Budgeting KW - Federal aid highways KW - Federal lands highways KW - Highway safety KW - Road construction KW - Transportation planning KW - Trucking safety KW - U.S. Federal Highway Administration UR - http://ntl.bts.gov/lib/20000/20900/20971/PB98163215.pdf UR - https://trid.trb.org/view/865867 ER - TY - RPRT AN - 01103278 AU - Svenson, Alrik L AU - Brown, Christopher M AU - MiTech Incorporated AU - Federal Highway Administration TI - Pendulum Impact Testing of Steel W-Beam Guardrail, FOIL Test Numbers: 94P023-94P027, 94P030, and 94P031 PY - 1998/01//Test Report SP - 68p AB - This contains the test results from a series of seven pendulum impact tests conducted at the Federal Outdoor Impact Laboratory (FOIL) pendulum facility located at the Turner-Fairbank Highway Research Center (TFHRC) in McLean, VA. The purpose of this study was to develop an optimal testing procedure to determine the dynamic response for steel guardrail sections so that the behavior of a rail can be evaluated without conducting full-scale vehicle crash tests with autombiles. Standard steel w-beam rail sections were tested in this study; however, the test procedure eventually developed is expected to be used for the evaluation of rails composed of other materials, such as glass fiber-reinforced composite materials. KW - Composite materials KW - Crashes KW - Federal Outdoor Impact Laboratory (Foil) KW - Guardrail terminals KW - Guardrails KW - Impact tests KW - Pendulum tests KW - Traffic safety KW - W-beam guardrail UR - http://ntl.bts.gov/lib/20000/20500/20505/PB98131717.pdf UR - https://trid.trb.org/view/863160 ER - TY - RPRT AN - 01103220 AU - Brown, Christopher M AU - MiTech Incorporated AU - Federal Highway Administration TI - Honda Accord LX Broadside Collision with a Narrow Fixed-Object: FOIL Test Number 97S005 PY - 1998/01//Test Report SP - 78p AB - This report contains the test procedures, test setup and test results from the third of four broadside crash tests between a 1995 Honda Accord LX four-door sedan and the Federal Outdoor Impact Laboratory (FOIL) 300K instrumented rigid pole. The National Highway Traffic Safety Administration (NHTSA) enlisted the FHWA to aid in the development of laboratory test procedures to be used in a revised or amended version of Federal Motor Vehicle Safety Standard (FMVSS) 201 (Occupant Protection in Interior Impact). The test procedures and test setup were similar to procedures followed for the first two tests (FOIL test numbers 97S003 and 97S004). However, the need arose to alter the test procedures in order to demonstrate that high head injury criteria (HIC) values can result from a broadside collision with a narrow fixed-object thus necessitating the need to develop a compliance test procedure for dynamic head protection systems. The method for increasing the likelihood of a high HIC was to alter the seating procedure such that the SIDH3's head would not make contact with the vehicle's B-pillar. KW - Crash injuries KW - Head injuries KW - Honda Accord KW - Impact tests KW - Side crashes KW - Test procedures KW - Tests KW - Tests specific to a material, structure or device KW - Vehicle tests UR - http://ntl.bts.gov/lib/20000/20500/20502/PB98131675.pdf UR - https://trid.trb.org/view/860342 ER - TY - CONF AN - 01103164 AU - Intelligent Transportation Society of America AU - Federal Highway Administration AU - Federal Transit Administration AU - Research and Innovative Technology Administration AU - Association of Metropolitan Planning Organizations TI - ITS as a Data Resource. Workshop Proceedings PY - 1998/01//Workshop Proceedings SP - 51p AB - This Workshop was designed to help identify how ITS can be used as a data resource for Transportation planning and operations applications, resulting in an update to the National Architecture to accommodate this concept. The objectives of the Workshop were to: Bring transportation planners and operators together with representatives of the ITS community to discuss common data needs and concerns. Identify currently available ITS data that can meet the data needs of transportation planners and operators. Identify opportunities for expanding ITS data collection to meet additional data needs of planners and operators. U1 - ITS as a Data Resource. Workshop ProceedingsIntelligent Transportation Society of AmericaFederal Highway AdministrationFederal Transit AdministrationResearch and Innovative Technology AdministrationWashington,DC,United States StartDate:19980109 EndDate:19980110 Sponsors:Intelligent Transportation Society of America, Federal Highway Administration, Federal Transit Administration, Research and Innovative Technology Administration KW - Data collection KW - Information storage and retrieval systems KW - Intelligent transportation systems KW - ITS program technologies KW - Planning and design KW - Transportation planning KW - Workshops UR - http://ntl.bts.gov/lib/16000/16300/16392/PB2000103632.pdf UR - https://trid.trb.org/view/862899 ER - TY - RPRT AN - 01103151 AU - Brown, Christopher M AU - MiTech Incorporated AU - Federal Highway Administration TI - Honda Accord LX Broadside Collision with a Narrow Fixed-Object: FOIL Test Number 97S006 PY - 1998/01//Test Report SP - 82p AB - This report contains the test procedures, test setup and test results from the last of four broadside crash tests between a 1995 Honda Accord LX four-door sedan and the Federal Outdoor Impact Laboratory (FOIL) 300K instrumented rigid pole. The test setup and test procedures followed were similar to those followed during previously conducted tests in this test series, test numbers 97S003, 97S004, and 97S005. Tests 97S003 and 97S004 were essentially identical tests to establish the repeatability of the test procedures. The results did not support the objective of establishing laboratory test procedures for side-impact protection systems. Test 97S005 altered the seating procedures and resulted in data which supports the development of side-impact test procedures. Although altering the seating procedure produced supportive results, it remains uncertain whether such alterations are realistic and feasible. This fourth test (97S006) investigated changing the vehicle impact crab angle as an alternative modifying the seating procedures. KW - Crash injuries KW - Head injuries KW - Honda Accord KW - Impact tests KW - Side crashes KW - Test procedures KW - Tests KW - Tests specific to a material, structure or device KW - Vehicle tests UR - http://ntl.bts.gov/lib/20000/20500/20504/PB98131709.pdf UR - https://trid.trb.org/view/860343 ER - TY - RPRT AN - 01103145 AU - Brown, Christopher M AU - MiTech Incorporated AU - Federal Highway Administration TI - Honda Accord LX Broadside Collision with a Narrow Fixed-Object: FOIL Test Number 97S004 PY - 1998/01//Test Report SP - 80p AB - This report contains the test procedures, test setup and test results from the second of four broadside crash tests between a 1995 Honda Accord LX four-door sedan and the Federal Outdoor Impact Laboratory (FOIL) 300K instrumented rigid pole. The National Highway Traffic Safety Administration (NHTSA) enlisted the FHWA to aid in the development of laboratory test procedures to be used in a revised or amended version of Federal Motor Vehicle Safety Standard (FMVSS) 201 (Occupant Protection in Interior Impact). The test procedures and test setup are the same as followed for the first test (FOIL test number 97S003). The data from these two tests produced similar low HIC values, suggesting further examination of the impact location, crab angle, or seating position is needed to determine the best compliance test parameters for dynamic side-impact protection systems. KW - Crash injuries KW - Head injuries KW - Honda Accord KW - Impact tests KW - Side crashes KW - Test procedures KW - Tests KW - Tests specific to a material, structure or device KW - Vehicle tests UR - http://ntl.bts.gov/lib/20000/20500/20507/PB98131733.pdf UR - https://trid.trb.org/view/860341 ER - TY - RPRT AN - 01103144 AU - Pfefer, Ronald C AU - Raub, Richard A AU - Lucke, Roy E AU - Northwestern University, Evanston AU - Federal Highway Administration TI - Highway Safety Data: Costs, Quality, and Strategies for Improvement PY - 1998/01//Research Report SP - 205p AB - The goal of this project was to analyze the collection and management of highway safety data by identifying issues and costs, and proposing means of resolving those issues and reducing the costs. Initial emphasis addressed known elements of the highway safety system with emphasis on collecting and storing relevant data. Sources included the literature and what the States, local agencies, and researchers throughout the Nation were doing to improve data handling for the three largest sources: traffic crash, roadway inventory, and crash injury (emergency medical services and trauma). A major thrust of the research was directed toward identifying the costs of collecting, reporting, and managing safety data. Lack of cost data or lack of applicability of most data collected for roadway inventory and crash injury preclude an extension of the cost model beyond that of crash reporting. Additionally the report estimates a range of costs by severity of crash, number of vehicles involved, and region of the country. Finally a set of strategies was identified along with goals to be met. The research team identified 23 strategies which were capable of being introduced without requiring substantial additional effort. The report concludes with discussion of how strategies may be grouped and introduced as a package. All of the recommended strategies will provide both short- and long term benefits. KW - Accuracy KW - Benefit cost analysis KW - Cost estimating KW - Crash data KW - Crash reports KW - Data collection KW - Highway safety KW - Information processing KW - Strategic planning UR - http://ntl.bts.gov/lib/6000/6700/6772/672.pdf UR - https://trid.trb.org/view/860338 ER - TY - RPRT AN - 00746664 AU - Apogee/Hagler Bailly AU - Federal Highway Administration TI - INTELLIGENT TRANSPORTATION SYSTEMS: REAL WORLD BENEFITS PY - 1998/01 SP - 47 p. AB - The four sections of this report summarize the benefits seen in real-world applications of Intelligent Transportation Systems (ITS) in: metropolitan areas; rural areas; commercial trucking; and intelligent vehicle systems. For the lay reader, this report brings together information on the real-world benefits of ITS in a single source. In general, the benefits of ITS include: enhanced public safety; reduced congestion; improved access to travel and transit information; cost savings to motor carriers, transit operators, toll authorities, and government agencies; and reduced environmental impacts. KW - Benefits KW - Commercial vehicle operations KW - Cost control KW - Cost savings KW - Environmental impacts KW - Intelligent transportation systems KW - Intelligent vehicles KW - Metropolitan areas KW - Mitigation KW - Passenger information systems KW - Rural areas KW - Safety KW - Traffic congestion KW - Traffic mitigation KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/11000/11500/11511/realworld.pdf UR - http://ntl.bts.gov/lib/20000/20600/20660/PB98137847.pdf UR - https://trid.trb.org/view/473177 ER - TY - RPRT AN - 00938055 AU - Brooks, E W AU - Oregon Department of Transportation AU - Federal Highway Administration TI - PRESTRESSED CONCRETE BRIDGE BEAMS WITH MICROSILICA ADMIXTURE. CATCHING SLOUGH AND ROCKY POINT BRIDGES PY - 1998/01 SP - 45 p. AB - Microsilica fume admixture in concrete beams was used in two coastal bridges to reduce chloride permeability. Cylinders were cast from the beam mixture for strength and permeability tests. The fabricator found no problems with making these beams, except for the reduction in slump. After the beams were cast and cured they were transported from Harrisburg to the Oregon coast. The construction contractor reported no problems with the placement of the beams related to using microsilica. Although the results of the permeability test by AASHTO T277 were acceptable, they were higher than the silica fume supplier predicted. The producer obtained better results by using a steam cure method before testing the cylinders. The job was still considered a success and silica fume admixture is recommended for future concrete bridge construction. KW - Admixtures KW - Beams KW - Chlorides KW - Coasts KW - Permeability KW - Prestressed concrete bridges KW - Silica fume KW - Steam curing UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/PrestressedConcreteBridge.pdf UR - https://trid.trb.org/view/730433 ER - TY - RPRT AN - 00749974 AU - Shafer, J AU - Hotchkiss, R AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - HYDRAULIC ANALYSIS OF BROKEN-BACK CULVERTS PY - 1998/01 SP - 92 p. AB - A broken-back culvert is defined as a culvert in which one or more breaks occur in the culvert profile. An analysis model called Broken-Back Culvert Analysis Program (BCAP) was developed to evaluate the hydraulic performance of such culverts. BCAP uses design inputs of discharge, culvert shape, size, material, and inlet type, culvert profile and tailwater conditions to predict the headwater depth, water surface profile and outlet velocity of a broken-back culvert. Using this information, the user can determine if the culvert is operating satisfactorily or if it needs to be modified by either altering the culvert design or adding an energy dissipator to the culvert. An important feature of BCAP is the ability to predict the occurrence, location, and length of hydraulic jumps inside broken-back culverts. Model results compared favorably to those from tests completed in the Hydraulics Laboratory at the University of Nebraska-Lincoln and to compatible tests from the Federal Highway Administration computer program HY8. KW - Alternatives analysis KW - Computer models KW - Culverts KW - Forecasting KW - Hydraulic design KW - Hydraulic jump KW - Hydraulics KW - Laboratory tests KW - Performance evaluations KW - Structural design UR - http://ntl.bts.gov/lib/20000/20700/20745/PB98144884.pdf UR - https://trid.trb.org/view/484227 ER - TY - RPRT AN - 00759855 AU - Rails-To-Trails Conservancy AU - Federal Highway Administration TI - IMPROVING CONDITIONS FOR BICYCLING AND WALKING - A BEST PRACTICES REPORT PY - 1998/01 SP - 48 p. AB - Encouraging more people to walk and bicycle, and to do so safely, involves actions at Federal, State, and local levels. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) provided broad eligibility to use federal funds for these projects. However, ISTEA did not guarantee Federal funding. Instead, pedestrian and bicycle projects have had to compete with all other transportation projects for limited amounts of available funding. Decisions on which projects are funded are made at State and metropolitan levels of government. In addition, State and local funding sources are also used to provide projects for walking and bicycling. Therefore, providing funding for these projects is a concrete illustration of the value of walking and bicycling to these communities. This "best practices" report provides information on some outstanding pedestrian and bicycle projects that have been recognized for increasing walking and bicycling and improving user safety in communities across the United States. Each project description includes at least one contact name, address and phone number, and most also include e-mail addresses. If a web page is available, that information is also listed. KW - Best practices KW - Bicycling KW - Communities KW - Government funding KW - Safety KW - Walking UR - http://safety.fhwa.dot.gov/ped_bike/docs/intro.pdf UR - https://trid.trb.org/view/496043 ER - TY - RPRT AN - 00800196 AU - Meggers, D A AU - Kansas Department of Transportation AU - Federal Highway Administration TI - CRACK SEALING AND REPAIR OF OLDER SERVICEABLE BRIDGES USING POLYMER SEALERS PY - 1998/01 SP - 131 p. AB - The objective of this study is to determine the feasibility of using High Molecular Weight Methacrylate (HMWM) and Epoxy Healer Sealers for crack sealing and repair of older serviceable bridges. The study included the field application of two HMWM materials and one Epoxy material to eight bridges throughout Kansas. The field application of the materials was performed in 1992 and the field testing was completed in 1995. Each treated bridge deck also included an untreated control section. Laboratory testing was performed and included the two HMWM materials and one Epoxy material applied in the field and an additional HMWM material that was not tested in the field. A control set of untreated beams was also included in the laboratory testing. Laboratory tests included wet/dry, freeze/thaw, and salt ponding and were completed in 1995. The results of the field portion of the study were inconclusive. Chloride concentration levels of the sealed sections and the control sections were inconsistent. However, the results of the laboratory tests on the three sealers tested in the field, plus the additional sealer added for later evaluation, indicated a definite difference in the performance of the four sealers. The results of the study indicated that the sealer must be properly applied shortly after the cracks are formed to maximize the penetration and protection of the structure. Attempts should be made to clean the cracks before application of the sealers. The optimum sealer would be one with a relatively low viscosity, 0.5 pascal second or less, tensile elongation of 10% or more and a tensile strength of at least 8 MPa. KW - Bridge decks KW - Chlorides KW - Corrosion protection KW - Crack sealing KW - Epoxy resins KW - Field tests KW - Freeze thaw tests KW - High molecular weight methacrylate KW - Kansas KW - Laboratory tests KW - Maintenance KW - Performance KW - Polymethyl methacrylate KW - Salt ponding test KW - Sealing compounds KW - Tensile strength KW - Viscosity KW - Wetting and drying tests UR - http://ntl.bts.gov/lib/9000/9400/9470/KS-98-4.pdf UR - https://trid.trb.org/view/666376 ER - TY - RPRT AN - 00768919 AU - Travel Model Improvement Program AU - Federal Transit Administration AU - Environmental Protection Agency TI - TRANSPORTATION ANALYSIS SIMULATION SYSTEM (TRANSIMS): THE DALLAS CASE STUDY PY - 1998/01 SP - 74 p. AB - This report summarizes the procedure, results, and conclusions of a case study application of the TRansportation ANalysis SIMulation System (TRANSIMS) microsimulation procedure in Dallas, Texas. The purpose of this case study was to test the capabilities of the TRANSIMS microsimulation to track the movement of simulated individual vehicles through a simulated representation of a transportation network. The case study successfully demonstrated those capabilities using real travel data to address actual planning issues. The case study examined how two different kinds of roadway improvements would relieve traffic congestion in an intensely developed suburban area in north Dallas. The area is served by north-south and east-west freeways that intersect near office buildings, hotels, and the largest shopping mall in Dallas. The roadway network changes considered were adding a lane in each direction to one of the freeways and modifying arterial street operations, intersections, and capacity. Results indicated that both improvement options reduced the median travel times from those in the base existing condition for all travelers. Reductions in travel times were about equal for the two improvement options, but the effects of the arterial improvements were observed about half an hour earlier than the effects of the freeway improvements. Both improvement options reduced travel times for trips that did not stop at the shopping mall, and those reductions were nearly equal. KW - Arterial highways KW - Case studies KW - Dallas (Texas) KW - Freeways KW - Highway capacity KW - Highways KW - Improvements KW - Infrastructure KW - Intersections KW - Simulation KW - Speed KW - Traffic distribution KW - Traffic lanes KW - Transportation KW - Transportation planning KW - Travel demand KW - Travel time UR - https://trid.trb.org/view/503225 ER - TY - RPRT AN - 00763232 AU - Thompson, M K AU - Davis, R T AU - Breen, J E AU - KREGER, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - MEASURED BEHAVIOR OF A CURVED PRECAST SEGMENTAL CONCRETE BRIDGE ERECTED BY BALANCED CANTILEVERING PY - 1998/01 SP - 168 p. AB - A five-span continuous precast segmental horizontally curved concrete bridge erected in balanced cantilever as part of the US Highway 183 interchange with Interstate Highway 35 in Austin, Texas, was instrumented with concrete strain gauge devices, thermocouples, and tilt meters. The response of the structure was studied during erection, during live load test, and under the actions of daily applied thermal gradients that occurred over a period of nine months. Measured data are presented and compared with calculated values. The measured data are also used to evaluate design specifications in current highway bridge codes. Observations of the construction process and comments regarding improvements in design and in the efficiency of the construction methods used to build the bridge are also presented. Recommendations are made concerning bridge design specifications and construction practices. KW - Cantilever bridges KW - Concrete bridges KW - Construction KW - Curved bridges KW - Design KW - Live loads KW - Measuring instruments KW - Recommendations KW - Specifications KW - Strain gages KW - Structural behavior KW - Temperature gradients KW - Thermocouples UR - https://trid.trb.org/view/497258 ER - TY - RPRT AN - 00762950 AU - Daniels, G AU - Stockton, B AU - Hall, K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DOWNTOWN/MIDTOWN CONSTRUCTION TRAVELER INFORMATION SYSTEM PLAN PY - 1998/01 SP - 80 p. AB - This report documents a plan to provide advanced traveler information during a six-year period of major construction in downtown Houston. A literature review of Advanced Traveler Information Systems (ATIS) with particular emphasis on construction projects is provided. Also documented in the report is the process used to develop the downtown plan through the oversight of an interagency committee. The traveler information plan includes two components: a short-range implementation strategy for the first two years of construction and a longer-range strategy beyond the initial two years. Issues related to data collection, data fusion, and information dissemination are presented for both strategies. The plan identifies improvements in the current process for data collection/fusion and techniques for wider traffic information dissemination to downtown travelers. Longer term improvements include options for real-time data collection using detection and surveillance technologies. Resource estimates for capital investment, staffing, and ongoing maintenance and operations are also presented for both plans. KW - Advanced traveler information systems KW - Central business districts KW - Construction KW - Data collection KW - Data fusion KW - Houston (Texas) KW - Information dissemination KW - Literature reviews KW - Long range planning KW - Short range planning KW - Strategic planning KW - Traveler information and communication systems KW - Work zone traffic control KW - Work zones UR - http://ntl.bts.gov/lib/21000/21600/21606/PB99128605.pdf UR - https://trid.trb.org/view/497030 ER - TY - RPRT AN - 00762944 AU - Rioux, T W AU - Inman, R AU - Machemehl, R B AU - Lee, C E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - INTERACTIVE GRAPHICS INTERSECTION DESIGN SYSTEM (IGIDS) TRAINING MANUAL PY - 1998/01 SP - 120 p. AB - The Interactive Graphics Intersection Design System (IGIDS), a software package that operates on personal computers and workstations, has been developed to assist engineers in the analysis and design of isolated, at-grade intersections. This report serves as the training manual for the application of this intersection design software. KW - Design KW - Interactive graphics KW - Intersections KW - Manuals KW - Software UR - https://trid.trb.org/view/497024 ER - TY - RPRT AN - 00762946 AU - Pilson, C C AU - McCullough, B F AU - SMITH, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - CONCEPTUAL PLAN FOR CLOSER INTEGRATION OF NETWORK AND PROJECT LEVEL PAVEMENT MANAGEMENT PY - 1998/01 SP - 162 p. AB - This report presents an evaluation of current performance modeling concepts and a feasibility study of the possibility of integrating network- and project-level performance prediction. The widely differing modeling methods in use today are reviewed and the design and management systems in use in Texas are briefly discussed. Performance prediction is shown to be needed in at least four stages of planning and management, including the planning (or before-design) stage, the design stage, the construction stage, and then for the existing pavement after a number of years in service. A proposed method for the incorporation of project-level performance models into the pavement management information system (PMIS) and the possible use of PMIS condition data to improve performance models through regression are outlined based on the conclusion that project-level design and network-level planning should be two different pathways within the same system. It is proposed that all performance curves, from whatever source, be converted to sigmoidal coefficients, and that these be stored separately for each individual PMIS pavement section. It is then proposed that the mechanistic rigid pavement analysis system CRCP8 be incorporated as a test case for the prediction of rigid pavement distresses. It is proposed that one or more flexible pavement models be sought along similar lines. While the ideas presented in this interim report are necessarily conceptual and are presented for the purpose of generating discussion, the plan presented is a coherent whole and represents a general vision for the future of pavement management and design in Texas. KW - Flexible pavements KW - Mathematical prediction KW - Network analysis (Planning) KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Project level design KW - Rigid pavements UR - http://ntl.bts.gov/lib/21000/21600/21696/PB99134272.pdf UR - https://trid.trb.org/view/497026 ER - TY - RPRT AN - 00760483 AU - Khazanovich, L AU - Darter, M AU - Bartlett, R AU - McPeak, T AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - COMMON CHARACTERISTICS OF GOOD AND POORLY PERFORMING PCC PAVEMENTS PY - 1998/01 SP - 204 p. AB - This report documents the analysis and findings of a study to identify the site conditions and design/construction features of concrete pavements (JPCP, JRCP, CRCP) that lead to good performance and those that lead to poor performance. Data from 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 (IRI), joint faulting, transverse cracking, and localized failures (CRCP). Many significant site conditions and design/construction features were identified that lead to good and poor performance. The site conditions (traffic, climate, and subgrade) cannot be controlled by the designer, however, steps can be taken to mitigate their effects. Several design and construction features can be controlled or specified by the highway agency and these should be given careful consideration. Knowledge about the design features identified as being critical to concrete pavement performance will contribute to improved guidelines for the design and construction of long-lived PCC pavements. KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Faulting KW - International Roughness Index KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement joints KW - Pavement performance KW - Roughness KW - Transverse cracking UR - http://ntl.bts.gov/lib/6000/6300/6348/131.pdf UR - https://trid.trb.org/view/496230 ER - TY - RPRT AN - 00760322 AU - Herman, L A AU - Clum, C M AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - TRAFFIC NOISE BARRIER OVERLAP GAP DESIGN PY - 1998/01 SP - 205 p. AB - Sound propagation through the gap produced by two parallel vertical barriers with overlapped ends was formulated for traffic noise sources. The method accounts for sound propagated from vehicle source positions for a maximum of ten roadway lanes. Six receiver regions were considered based on potential receiver locations with respect to a gap. The analysis identified both source and receiver regions according to the mechanisms which influence noise propagation in the vicinity of an overlap gap which can result in: direct rays, diffracted rays from the top edge of one barrier, diffracted rays from the top edge of both barriers, rays reflected between the barriers and rays that are both reflected and diffracted. The derived method was implemented in the computer simulation model Gap Analysis Program (GAP). Field measurements for up to 30 receiver positions from four overlap gaps were compared with the uncalibrated predictions made using GAP. The equivalent continuous levels, A-weighted, were overpredicted by 2-3 dB. When the analysis was based on an octave band characterization of the source, the mean overprediction was reduced to less than 1 dB. GAP is intended to aid the noise barrier designer by modeling the effect of varying the overlap gap geometry or the incorporation of sound absorbing materials to user selected portions of the barrier surfaces that form the overlap gap. KW - Computer models KW - Design KW - Field measurements KW - Noise barriers KW - Overlap gaps KW - Overprediction KW - Sound transmission UR - http://ntl.bts.gov/lib/21000/21300/21331/PB99111916.pdf UR - https://trid.trb.org/view/496172 ER - TY - RPRT AN - 00758030 AU - BROWN, C M AU - MiTech Incorporated AU - Federal Highway Administration TI - HONDA ACCORD LX BROADSIDE COLLISION WITH A NARROW FIXED-OBJECT: FOIL TEST NUMBER 97S003 PY - 1998/01 SP - 77 p. AB - This report contains the test procedures, test setup and test results from the first of four broadside crash tests between a 1995 Honda Accord LX four-door sedan and the Federal Outdoor Impact Laboratory (FOIL) 300K instrumented rigid pole. The test was conducted at the Federal Highway Administration (FHWA) FOIL located at the Turner-Fairbank Highway Research Center (TFHRC) in McLean, Virginia. The National Highway Traffic Safety Administration (NHTSA) enlisted the FHWA to aid in the development of laboratory test procedures to be used in a revised or amended version of Federal Motor Vehicle Safety Standard (FMVSS) 201 (Occupant Protection in Interior Impact). This new test procedure could be used in the evaluation of dynamic side-impact protection systems (e.g., air bags). Steps were taken to ensure accurate, repeatable test procedures so that test facilities abroad would achieve similar results given comparable test conditions. The NHTSA supplied a calibrated SIDH3 dummy. The head injury criteria (HIC) and thoracic trauma index (TTI) values were used to determine the severity of the test and as a comparison between subsequent broadside tests to evaluate the repeatability of the test procedures. KW - Air bags KW - Anthropometric dummies KW - Automobile tests KW - Crashes KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - Federal outdoor impact laboratory KW - Fixed objects KW - FMVSS 201 KW - Head KW - Head injuries KW - Impact severity KW - Impact tests KW - Injuries KW - Injury severity KW - Occupant protection KW - Occupant protection devices KW - Poles (Supports) KW - Repeatability KW - Revisions KW - Side air bags KW - Side crashes KW - Single vehicle crashes KW - Test procedures KW - Test results KW - Testing KW - Thoracic trauma index KW - Vehicle tests UR - http://ntl.bts.gov/lib/20000/20400/20493/PB98131204.pdf UR - https://trid.trb.org/view/538491 ER - TY - RPRT AN - 00758025 AU - Kantowitz, B H AU - Lee, J D AU - Becker, C A AU - Bittner, A C AU - Kantowitz, S C AU - Hanowski, R J AU - Kinghorn, R A AU - McCauley, M E AU - Sharkey, T J AU - McCallum, M C AU - Barlow, S T 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): EXPLORING DRIVER ACCEPTANCE OF IN-VEHICLE INFORMATION SYSTEMS PY - 1998/01 SP - 353 p. AB - This document is part of an integrated program to develop human factors guidelines for advanced in-vehicle information systems. This document provides both an analytic and empirical determination of the human factors issues specific to user acceptance of Advanced Traveler Information Systems (ATIS) and Commercial Vehicle Operations (CVO) systems. Previous research indicates that automatic teller machine technology has not enjoyed widespread acceptance. Two questionnaire-based experiments identified features that drivers find desirable for ATIS systems. A model-based approach for determining drivers' preferred features was also used with success. An experiment using a route guidance simulation that presented a real-time video of on-the-road driving scenes, and a map used for route selection and the purchase of traffic information showed that drivers accepted the ATIS information even when it was only 77% accurate. An experiment that addressed CVO function acceptance provided tentative recommendations for the introduction of ATIS into commercial vehicles. KW - Acceptance KW - Advanced traveler information systems KW - Commercial vehicle operations KW - Drivers KW - Guidelines KW - Human factors KW - Route guidance UR - http://www.fhwa.dot.gov/publications/research/safety/96143/index.cfm UR - http://ntl.bts.gov/lib/6000/6100/6178/143.pdf UR - https://trid.trb.org/view/538486 ER - TY - RPRT AN - 00758012 AU - Lerner, N AU - Benel, D AU - Dekker, D AU - Comsis Corporation AU - Federal Highway Administration TI - UNDERSTANDING DRIVER PERFORMANCE VARIABILITY AND PERCEPTION OF RISK: DRIVER HAZARD PERCEPTION RESEARCH PLAN PY - 1998/01 SP - 42 p. AB - The objectives of this research project were to develop a comprehensive and clearly defined research program to define, measure, and quantify driver perception of hazards as it relates to highway design, operations, and safety standards. This was accomplished through a systematic research and development effort that defined six research projects. The Driver Hazard Perception Research Program broadly addresses how drivers perceive, interpret, and react to potential hazards on the road, and how this influences risk related vehicle control decisions about time, speed, and space. The results will provide input to human factors safety handbooks, such as the "Human Factors Highway Safety Handbook" for use by highway designers, and human performance driving models, such as the Driver Performance-Based Highway Design Module (DPB/HDM) that incorporates human factors data and driver behavior models. The sequence of projects provides: (1) a broad, empirically based understanding of the role of driver roadway hazard perception leading to driver action; (2) understanding of the safety consequences of these perceptions and actions; (3) identification of causal factors influencing driver hazard perception; and (4) proposed countermeasures to improve driver hazard perception for benefits in safety and traffic operations. KW - Behavior KW - Countermeasures KW - Driver perception KW - Driver performance KW - Drivers KW - Hazard perception KW - Hazards KW - Human factors KW - Perception KW - Personnel performance KW - Research programs KW - Research projects KW - Risk assessment KW - Traffic safety KW - Variables UR - http://www.fhwa.dot.gov/publications/research/safety/96014/96014.pdf UR - http://ntl.bts.gov/lib/20000/20500/20503/PB98131683.pdf UR - https://trid.trb.org/view/538473 ER - TY - RPRT AN - 00756318 AU - SMITH, S A AU - TransCore/SAIC AU - Federal Highway Administration TI - INTEGRATING INTELLIGENT TRANSPORTATION SYSTEMS WITHIN THE PLANNING PROCESS: AN INTERIM HANDBOOK PY - 1998/01 SP - 274 p. AB - Intelligent Transportation Systems (ITS) hold great promise for improving the efficiency and safety of multimodal transportation systems. However, to gain the most benefit from these technologies, transportation professionals need to consider ITS solutions to transportation problems as part of the ongoing planning, implementation, and operations activities for highways, transit systems, commercial vehicle operations and other travel modes. This report provides information on how ITS technologies can be considered as an integral part of an overall transportation program at both the metropolitan and statewide level. Opportunities are described for considering ITS applications to meet transportation needs and improve system operation as part of the overall transportation planning process, in major metropolitan investment and corridor or subarea studies, as well as ongoing systems operation and management activities. KW - Commercial vehicle operations KW - Handbooks KW - Highway operations KW - Intelligent transportation systems KW - Management KW - Metropolitan areas KW - Public transit KW - Systems management KW - Transportation corridors KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/research/operations/its/98048/interimhb.pdf UR - https://trid.trb.org/view/537592 ER - TY - RPRT AN - 00756337 AU - Wissing, T J AU - Mazur, J AU - Leonard, M AU - Goeschel, F AU - Luebke, C AU - Eaton Corporation AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - DEVELOPMENT, EVALUATION, AND DEMONSTRATION OF A TRACTOR TRAILER INTELLIGENT COMMUNICATION AND POWER LINK PY - 1998/01 SP - 42 p. AB - Technology offers a significant potential to improve the productivity and safety of the motor carrier industry. To date, the application of new technology to commercial vehicles has been limited to single unit trucks and truck tractors because of constraints inherent in the present combination-unit truck trailer electrical powering and communication system. A number of possibilities have been suggested to address this issue including, but not limited to, radio/telemetry communication among units in the combination, multiplexing, voltage enhancement, wiring system upgrade, and additional electrical circuits. This report explores the multiplexing approach. This approach switches six of the seven wires in the standard SAE J1067 cable and J560 connector to two J1939 communication lines and four full time power lines, leaving one wire for ground. The system uses personal computer hardware and power switching in custom modules. Additional safety and productivity enhancing features have been added to the combination unit to demonstrate the potential of the systems. These features are: 1) advanced lighting multiplex modules, 2) trailer ID, 3) trailer air brake reservoir low pressure, 4) ABS warning light in the cab, 5) trailer parking brake status/brake status, 6) trailer air suspension pressure, 7) tandem axle load, 8) rear object detection, 9) side object detection, and 10) refrigeration status in the trailer. KW - Air brakes KW - Air suspension systems KW - Antilock brake systems KW - Cables KW - Communications KW - Electrical wiring KW - Intelligent vehicles KW - Lighting KW - Multiplexing KW - Object detection KW - Personal computers KW - Power links KW - Pressure KW - Refrigeration systems KW - Safety KW - Safety equipment KW - Safety features KW - Tandem axle loads KW - Tractor trailer combinations KW - Warning devices UR - https://trid.trb.org/view/537610 ER - TY - RPRT AN - 00750985 AU - Buffington, J L AU - Wildenthal, M T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ESTIMATED ECONOMIC IMPACT OF SELECTED HIGHWAY WIDENING PROJECTS IN TEXAS PY - 1998/01 SP - 76 p. AB - The upgrading and widening of highways across the state, especially in urban areas, are causing directly affected businesses and property owners to inquire about the possible negative economic impacts of such construction. A review of the literature reveals little data available to transportation agencies who would provide adequate answers to these inquiries. This study is designed to fill in part of that data gap by estimating the during and after construction period effects of three widening projects, each having different widening and locational characteristics. The data collected throughout the construction period and one to three years after construction represents conditions abutting or near the study facilities. The following construction and post construction period impacts were studied: (1) impacts on abutting businesses, residents, and properties; (2) impacts on motorists using these highways; and (3) impacts on the local urban areas or cities involved. The data collected on each of the study projects includes information on abutting business managers' estimation of the construction impact on their businesses and property values, and on the traffic volumes, travel times, and accident rates of the highway. Results indicate that, generally, highway widening projects, regardless of type, produce temporary negative effects on abutting businesses, residents, and property owners during the construction period. Businesses and tax revenues are the most negatively affected, especially for projects requiring considerable right-of-way. However, the local construction expenditures offset much of the negative effects. Also, motorists receive considerable longrun benefits in the form of reduced travel time, operating, and accident costs, regardless of the type of widening project. These benefits are reduced some during the construction period and reduced even more when the construction period is extended a considerable amount of time. These results can be used by transportation agencies to prepare environmental impact statements, which are disseminated at public hearings of similar future widening projects and help business owners assess their potential gains and losses resulting from the construction. KW - Businesses KW - Costs KW - Crash rates KW - Economic impacts KW - Environmental impact statements KW - Estimating KW - Highways KW - Pavement widening KW - Property values KW - Residential areas KW - Texas KW - Traffic delays KW - Traffic volume KW - Travel time KW - Urban areas KW - User benefits KW - User costs UR - http://ntl.bts.gov/lib/20000/20800/20823/PB98153315.pdf UR - https://trid.trb.org/view/484569 ER - TY - RPRT AN - 00748795 AU - Jewell, J AU - Rowhani, P AU - Meline, R AU - Peter, R AU - California Department of Transportation AU - Federal Highway Administration TI - VEHICLE CRASH TESTS OF THE TYPE 70 BRIDGE RAIL PY - 1998/01 SP - 86 p. AB - A bridge rail Type 70 was built and tested in accordance with NCHRP Report 350. The Type 70 bridge rail is an 810 mm tall concrete barrier with a sloping face of 9.1 deg from the vertical. The barrier tested was 22.9 m long and was constructed at the Caltrans Dynamic Test Facility in West Sacramento, California. A total of four crash tests were conducted under NCHRP Report 350 test level 4, one with an 820 kg car, two with 2000 kg pickup trucks and one with an 8000 kg van truck. Both the 820 kg and the 8000 kg tests were within the limits of NCHRP Report 350 guidelines. The first test of the 2000 kg pickup was unsuccessful due to a snagging problem with a floating hub on its extended rear axle. The problem with the first pickup led to a retest with a different pickup that did not have the extended floating rear hub. The second test was successful, with all results within the guidelines. The Type 70 is recommended for approval on California highways requiring TL4 bridge rails. KW - Barrier design KW - Barriers (Roads) KW - Bridge railings KW - Impact tests KW - Length KW - Test vehicles KW - Vertical face angle UR - https://trid.trb.org/view/483819 ER - TY - JOUR AN - 00747920 JO - Public Roads PB - Federal Highway Administration AU - Henderson, G AU - Federal Highway Administration TI - FHWA FORMS AN EXTENDED SUPERPAVE TECHNOLOGY DELIVERY TEAM PY - 1998/01 VL - 61 IS - 4 SP - p. 28-29 AB - Twenty field engineers from the Federal Highway Administration (FHWA) and the Federal Lands Highway Office have been assigned as members of the Extended Superpave Technology Delivery Team (STDT). Superpave is an asphalt pavement mixture design and analysis system that allows an asphalt mix to be designed to accommodate a location's specific traffic loads and climatic conditions, resulting in pavements that better resist rutting and cracking. The tasks of the Extended STDT members are to report on the status of Superpave projects and to provide outreach, liaison, training, and other services to address priority implementation needs in their areas of the country. KW - Asphalt pavements KW - Evaluation KW - Mix design KW - Pavement cracking KW - Pavement design KW - Pavement performance KW - Pavements KW - Personnel KW - Rutting KW - Superpave KW - Technology transfer KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/team.cfm UR - https://trid.trb.org/view/477646 ER - TY - JOUR AN - 00747923 JO - Public Roads PB - Federal Highway Administration AU - HARBAUGH, C AU - Smith, T AU - Federal Highway Administration TI - WELFARE REFORM AND TRANSPORTATION: THERE IS A CONNECTION PY - 1998/01 VL - 61 IS - 4 SP - p. 38-43 AB - The August 1996 welfare-reform legislation shifted the focus from providing training to moving people into the work force. However, adequate transportation can be a formidable barrier for many reasons, not the least of which are cost and availability. Public transit, which is available mostly in the major urban areas, is only a marginal solution to the transportation problems of the working poor. Two-thirds of the new jobs being created by today's healthy economy are located in the suburbs, but three-fourths of welfare recipients reside in either the inner city or rural areas. The Federal Highway Administration (FHWA) and the Federal Transit Administration are exploring opportunities to address the accessibility issues faced by welfare recipients and the community as a whole. In addition, FHWA is making an effort to recruit and hire welfare recipients for appropriate entry-level jobs. So far, more than 20 former welfare recipients have been hired. KW - Accessibility KW - Barriers KW - Barriers (Roads) KW - Employment KW - Job opportunities KW - Legislation KW - Low income groups KW - Public transit KW - Rural areas KW - Suburbs KW - Transportation KW - U.S. Federal Highway Administration KW - U.S. Federal Transit Administration KW - Urban areas KW - Welfare UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/welfare.cfm UR - http://ntl.bts.gov/DOCS/Welfare_Reform/Welfare_Reform.htm UR - https://trid.trb.org/view/477649 ER - TY - JOUR AN - 00747924 JO - Public Roads PB - Federal Highway Administration AU - March, J W AU - Federal Highway Administration TI - FEDERAL HIGHWAY COST ALLOCATION STUDY PY - 1998/01 VL - 61 IS - 4 SP - p. 44-50 AB - The U.S. Department of Transportation completed and sent to Congress the 1997 Federal Highway Cost Allocation Study. An important objective of the study was to evaluate the equity and economic efficiency of the federal highway user-fee structure. The study also examined how changes in the composition of federal highway program costs, the user fees that support that program, and other factors have affected the equity and efficiency of highway user fees paid by different classes of vehicles since 1982. Highway-user fees paid into the Federal Highway Trust Fund (HTF) by different vehicle classes were compared with HTF expenditures for pavement, bridge, and other highway-related improvements attributable to each vehicle class. Marginal costs of highway use by different vehicle classes were compared with the user fees they paid to evaluate the efficiency of the highway user-fee structure. In general, it was found that the overall equity of highway user fees has improved since 1982. However, improvements within and among vehicle classes could be realized with changes to the current user-fee structure. KW - Cost allocation KW - Costs KW - Economic efficiency KW - Equity (Justice) KW - Expenditures KW - Federal aid highways KW - Federal assistance programs KW - Federal government KW - Federal highway trust fund KW - Federal programs KW - Fees KW - Highway Trust Fund KW - Marginal costs KW - Transportation departments KW - U.S. Department of Transportation KW - User charges KW - User costs KW - Vehicle classification UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/cost.cfm UR - https://trid.trb.org/view/477650 ER - TY - JOUR AN - 00747914 JO - Public Roads PB - Federal Highway Administration AU - Arnold, J A AU - Federal Highway Administration TI - SURFACE TRANSPORTATION AND GLOBAL POSITIONING SYSTEM IMPROVEMENTS: L5 AND DGPS PY - 1998/01 VL - 61 IS - 4 SP - p. 2-7 AB - Several proposed improvements to the Global Positioning System (GPS) are likely to benefit surface transportation. The two primary improvements are L5, the second civilian GPS downlink frequency, and Differential GPS (DGPS). This article dispels some of the myths surrounding these improvements and provides a clearer picture of their potential. In addition, the impact of setting Selective Availability (SA) to zero within the next 10 years is addressed from the perspective of its impact on both L5 and DGPS. L5 is planned to be an exact duplicate of the existing L1 downlink frequency. The contents of the navigation message include all the data necessary to determine a receiver's location. L5 provides redundancy and should fall within a band that has worldwide protection from interference. DGPS or augmented GPS describes several methods for improving the availability, integrity, and accuracy of the GPS service. The factors corrected include SA, atmospheric errors, and clock and ephemeris errors. L5 and DGPS provide different, but complementary, functions, all of which are important to surface transportation users. KW - Accuracy KW - Digital computers KW - Digital systems KW - Errors KW - Global Positioning System KW - Ground transportation KW - Improvements KW - L5 downlink frequency KW - Positioning KW - Selective availability KW - Technological innovations UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/dgps.cfm UR - https://trid.trb.org/view/477640 ER - TY - JOUR AN - 00747916 JO - Public Roads PB - Federal Highway Administration AU - Bennett, A K AU - Federal Highway Administration TI - ONE LTAP STRATEGIC PLAN IMPLEMENTED 57 WAYS PY - 1998/01 VL - 61 IS - 4 SP - 5 p. AB - The U.S. Department of Transportation (DOT) is mandated by the Government Performance and Results Act to develop and implement a strategic plan. This article describes how one modest-sized Federal Highway Administration program that is administered through 57 different organizations in the United States and Puerto Rico is succeeding in implementing its strategic plan. The Local Technical Assistance Program (LTAP) has provided training, technical assistance, and technology transfer products to local transportation agencies for the past 15 years. LTAP is modeled on the agricultural extension system. Technology transfer centers at state DOTs or universities link technical innovations in transportation at the federal and state levels to local agencies. They provide low-cost or free training; circulate publications, videotapes, and software; and offer technical assistance on transportation topics for local agency personnel. KW - Local agencies KW - Local government agencies KW - Local Technical Assistance Program KW - Program management KW - Strategic planning KW - Technical assistance KW - Technology transfer KW - Training KW - Transportation departments KW - U.S. Department of Transportation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/ltap.cfm UR - https://trid.trb.org/view/477642 ER - TY - JOUR AN - 00747915 JO - Public Roads PB - Federal Highway Administration AU - Koklanaris, M AU - Federal Highway Administration TI - "STICKING" WITH ROSAN PY - 1998/01 VL - 61 IS - 4 SP - p. 8-11 AB - ROSAN, the short name for the Road Surface Analyzer, will soon be available for market through an agreement between the Federal Highway Administration (FHWA) and a private company in South Carolina. The automated and computerized device, which is mounted on a vehicle and does its testing while the vehicle is moving at normal traffic speeds, can gather data on 160 km of pavement in just one testing session. Engineers and technicians can use the information either for new construction quality assurance control or for pavement monitoring programs. It can also be used to measure road roughness (profiling) longitudinally and transversely to the direction of travel. ROSAN specializes in measuring macrotexture, any change in the pavement surface that is greater than 0.5 mm and less than 5 mm. It can also be used to measure the extent to which rubber debris on a runway has filled the pavement transverse grooves, lessening texture and friction and causing the runway to lose the ability to channel water. KW - Airport runways KW - Evaluation KW - Pavement life KW - Pavement maintenance KW - Pavement performance KW - Pavement tests KW - Pavement thickness KW - Pavements KW - Road surface analyzer KW - Roughness KW - Service life KW - Structural tests KW - Surface course (Pavements) KW - Technological innovations KW - Texture KW - Thickness UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/rosan.cfm UR - https://trid.trb.org/view/477641 ER - TY - JOUR AN - 00747917 JO - Public Roads PB - Federal Highway Administration AU - Arens, J AU - Reilly, M AU - Federal Highway Administration TI - FHWA'S PHOTOMETRIC AND VISIBILITY LAB PY - 1998/01 VL - 61 IS - 4 SP - p. 16-20 AB - Thanks to investigations and development of new retroreflective materials and the exploratory investigation of various lighting sources, including ultraviolet headlamps and fluorescent materials, at the Federal Highway Administration's (FHWA) Photometric and Visibility Laboratory, "reading" the road and seeing people while driving under inclement conditions and at night are becoming much easier. The lab contains an office, photometric measurement and calibration room, a small workshop and storage room, and an unobstructed laboratory space, painted completely black to minimize light reflections during lab tests and human factors studies under conditions simulating a nighttime environment. The lab has three objectives on research activities: photometric and colorimetric measurements, material studies concerning the use of materials that are used to enhance night visibility, and in-house research. KW - Colorimetry KW - Fluorescent lamps KW - Headlamps KW - Laboratories KW - Lighting KW - Materials KW - Measurement KW - Night visibility KW - Photometry KW - Research and educational facilities KW - Research facilities KW - Retroreflectivity KW - U.S. Federal Highway Administration KW - Ultraviolet radiation KW - Visibility UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/lab.cfm UR - https://trid.trb.org/view/477643 ER - TY - JOUR AN - 00747919 JO - Public Roads PB - Federal Highway Administration AU - Rekenthaler, D AU - Federal Highway Administration TI - THE HUMAN FACTORS FIELD RESEARCH VEHICLE: FHWA TAKES ITS SHOW ON THE ROAD PY - 1998/01 VL - 61 IS - 4 SP - p. 24-27 AB - In a laboratory at the Federal Highway Administration's (FHWA) Turner-Fairbank Highway Research Center, a handful of human factors engineers/research psychologists are conducting a variety of experiments to study individual drivers and the way they react to a number of external and internal stimuli. Part of this process is the Human Factors Field Research Vehicle (HFFRV), a four-door 1995 Pontiac Bonneville packed with computers, sensors, liquid crystal display (LCD) panels, video cameras and recorders, microphones, and assorted other technologies. The HFFRV is a test vehicle that permits FHWA engineers to take laboratory experiments to the field for real-world testing. Comparisons then can be made between data collected in the simulators and actual driver responses in real-world driving conditions. Specific areas of research include determining a driver's ability to recognize and comprehend various visual and aural icons on dashboard displays, assessing the best position for in-vehicle display data, measuring a driver's acceptance and use of in-vehicle safety warning systems, determining the degree to which in-vehicle information systems result in information overload to the driver, and evaluating different instrument layouts based on driver preferences and requirements. KW - Driver performance KW - Drivers KW - Field tests KW - Human factors engineering KW - Personnel performance KW - Research safety vehicle KW - Safety vehicles KW - Simulation KW - Test cars KW - Test vehicles KW - Training simulators KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/vehicle.cfm UR - https://trid.trb.org/view/477645 ER - TY - JOUR AN - 00747918 JO - Public Roads PB - Federal Highway Administration AU - Busler, L AU - Federal Highway Administration TI - BE ALERT FOR EFFICIENCY AND SAFETY PY - 1998/01 VL - 61 IS - 4 SP - p. 21-23 AB - A joint project of the Federal Highway Administration and the Texas Transportation Institute called ALERT (Advanced Law Enforcement Response Technology) is helping public safety personnel work more efficiently by automating their data collection process. The ALERT system helps make the roadways safer for everyone by enabling a police officer to more quickly clear an accident scene, cutting data-collection time by 20-50%. The system is currently being tested in police vehicles in Bryan and College Station, Texas. The ALERT system has an onboard computer linked to a touch-screen display and a wireless handheld remote unit and provides the ability to integrate the control of various devices. All necessary citation and accident forms are stored electronically with the handheld unit. ALERT also enables an officer to independently access traffic and criminal records. KW - Automation KW - Computers KW - Crash reports KW - Data collection KW - Data storage KW - Forms (Documents) KW - Information retrieval KW - Law enforcement KW - Police KW - Technological innovations KW - Texas KW - Texas Transportation Institute KW - Traffic citations KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/alert.cfm UR - https://trid.trb.org/view/477644 ER - TY - JOUR AN - 00747921 JO - Public Roads PB - Federal Highway Administration AU - Smith, D AU - Federal Highway Administration TI - FHWA'S NEW LEADERS HAVE STRATEGIC VISION PY - 1998/01 VL - 61 IS - 4 SP - p. 30-32 AB - The Federal Highway Administration (FHWA) will enter the 21st century guided by a new leadership team and a strategic plan. The five strategic goals laid out in FHWA's "Strategic Plan for 1997-2002," which provides the focus for Administrator Kenneth R. Wykle and Deputy Administrator Gloria J. Jeff, are safety, including highway and bridge maintenance, collision-avoidance systems, intelligent cruise control, and efforts across the board to improve highway safety; mobility, encompassing maintenance of interstate highways, connectors, bridges, and travel/weather information; productivity, recognizing the critical importance of economic growth and trade, intermodalism, technology, standards, freeway management, and information systems; human and natural environment, placing due emphasis on alternative fuels, congestion mitigation, air quality improvement, and protection of wetlands and natural habitats to enhance the American quality of life; and national security, including the National Highway System, as well as connectors to intermodal facilities, bridges, and access to military installations. KW - Administration KW - Environmental protection KW - Intermodal transportation KW - Mobility KW - National Highway System KW - National security KW - Personnel KW - Productivity KW - Safety KW - Strategic planning KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/leader.cfm UR - https://trid.trb.org/view/477647 ER - TY - JOUR AN - 00747922 JO - Public Roads PB - Federal Highway Administration AU - Paulson, S L AU - Federal Highway Administration TI - THE GARRETT A. MORGAN PROGRAM: SHAPING THE FUTURE OF TRANSPORTATION PY - 1998/01 VL - 61 IS - 4 SP - p. 33-36 AB - The life of an African-American inventor and entrepreneur is serving as the inspiration for a forward-looking Department of Transportation (DOT) program aimed at encouraging students to consider careers in transportation. The Garrett A. Morgan Technology and Transportation Futures Program is intended to establish a partnership among the DOT, the private sector, and communities to ensure that today's students are prepared to become tomorrow's transportation workers; develop a curriculum that can begin as early as kindergarten to interest students in transportation and provide learning tools that continue to be useful at the adult education level; and provide the technologies that will enable students to develop skills that they can apply to transportation careers. The program has four components: math, science, and technology literacy for kindergarten through 12th grade; collaborative efforts with community and junior colleges and technical schools; college and graduate school degree programs; and lifelong learning opportunities. KW - Curricula KW - Education KW - Education programs KW - Students KW - Transportation careers KW - Transportation departments KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/98janfeb/gam.cfm UR - https://trid.trb.org/view/477648 ER - TY - RPRT AN - 00748246 AU - SCHMIDT, R AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - LIVING NOISE BARRIER PY - 1998/01 SP - 44 p. AB - In the late 1980s, the Wisconsin Department of Transportation (WisDOT) became aware of "living" noise barriers being used along European roadways. After corresponding with German colleagues and completing a feasibility study, WisDOT undertook an experimental project to construct a 158 m (520 ft) long living noise barrier. The structure consisted of a recycled plastic frame filled with soil and planted with vegetation. The barrier was evaluated over a 2-year period for structural performance, maintainability, aesthetic appearance, vegetation performance, public opinion, and costs. This report documents the investigation, design, construction, and the gradual deterioration of the structure. The project was terminated after a 30 m (100 ft) section of the barrier collapsed. Based on the results of this study, it is concluded that living noise barriers are not cost effective and should not be pursued by WisDOT. Furthermore, based on the strength and temperature characteristics of plastic, WisDOT's experience with Recywall, and other instances where plastics were used in a structural capacity, it is the recommendation that non-reinforced plastics, either virgin or recycled, not be used as structural members of any kind. KW - Aesthetics KW - Costs KW - Europe KW - Maintenance KW - Noise barriers KW - Performance KW - Plastics KW - Public opinion KW - Soils KW - Structural analysis KW - Technology KW - Vegetation UR - http://wisdotresearch.wi.gov/wp-content/uploads/wifep-02-98livingbarrier.pdf UR - https://trid.trb.org/view/473871 ER - TY - RPRT AN - 00748245 AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - ALTERNATIVE METHODS FOR DETERMINING PCCP THICKNESS PY - 1998/01 SP - 23 p. AB - This study was initiated to evaluate an alternate method for determining new portland cement concrete pavement (PCCP) thickness. The Wisconsin Department of Transportation (WisDOT) currently cores new PCCP for acceptance and basis of payment after construction is complete. The alternate method evaluated in this study was probing of the fresh concrete to determine the thickness. The contractors probed the concrete and recorded the results. These measurements were compared to the WisDOT coring measurements for 8 construction projects in 1996 and 1997. Based on this analysis, the major conclusions were: coring and probing are statistically independent methods of measurement of PCCP depth; probing can give an acceptable estimate of pavement thickness; and based on the analysis of variance, WisDOT coring can not be directly replaced with probing in the current specifications. It was recommended that probing be considered an acceptable method of measuring PCCP thickness and that a standard methodology for conducting probing be developed and incorporated into a new specification. KW - Acceptance tests KW - Alternatives analysis KW - Concrete pavements KW - Cores (Specimens) KW - Coring KW - Fresh concrete KW - Pavement thickness KW - Pavements KW - Paving KW - Probes (Measuring devices) KW - Probing KW - Specifications KW - Thickness UR - https://trid.trb.org/view/473870 ER - TY - RPRT AN - 00748162 AU - Sivanandan, R AU - Nanda, D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A METHOD TO ENHANCE THE PERFORMANCE OF SYNTHETIC ORIGIN-DESTINATION (O-D) TRIP TABLE ESTIMATION MODELS PY - 1998/01 SP - 44 p. AB - The conventional methods of determining origin-destination (O-D) trip tables involve elaborate surveys, e.g., home interviews, that require considerable time, staff, and funds. To overcome this drawback, a number of theoretical models that synthesize O-D trip tables from link volume data have been developed. The focus of the research reported here was on two of these models - The Highway Emulator (THE) and the Linear Programming (LP) model. These models use target/seed tables for guiding the development of output trip tables. In earlier research conducted by the Virginia Tech Center for Transportation Research for the Virginia Transportation Research Council, it was determined that the performance of these models could potentially be enhanced by using a superior target/seed table. The research in this report uses readily available socioeconomic data and link volume information to develop a methodology for obtaining an enhanced target/seed table through application of the trip generation and trip distribution steps of the four-step planning process. The enhanced table was then used as the target/seed to THE and the LP model, and their performance evaluated. In addition to measuring the closeness of the output tables to surveyed tables and their capability to replicate observed volumes, their improvements over the case when a structural table is used as target was also studied. Tests showed that the use of the enhanced target/seed table significantly improved the performance of the LP model. However, mixed trends were obtained for THE. KW - Link volume KW - Mathematical models KW - Origin and destination KW - Socioeconomic data KW - Socioeconomic factors KW - Trip distribution KW - Trip generation KW - Trip tables UR - http://ntl.bts.gov/lib/20000/20400/20489/PB98131071.pdf UR - http://ntl.bts.gov/lib/37000/37000/37016/98-CR23.pdf UR - https://trid.trb.org/view/473834 ER - TY - RPRT AN - 00748158 AU - Yeh, D AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - THE ECONOMIC IMPACTS OF HIGHWAY BYPASSES ON COMMUNITIES - SUMMARY PY - 1998/01 SP - 19 p. AB - This report summarizes study findings of the economic impacts of bypasses on communities and businesses. The study reviewed empirical and anecdotal data from 17 communities in Wisconsin which have been bypassed since 1980. Major project findings: (1) Bypasses have little adverse impact on overall economic activity in most communities, although smaller communities have the greatest potential for adverse impacts due to large traffic diversion to the bypass; (2) Medium- and large-sized communities continue to have high traffic volumes on their original routes, indicating their ability to serve as "destinations"; (3) Very little "retail" flight has occurred in communities with bypasses; and (4) Most communities view their bypasses as beneficial, while understanding the changes and challenges which must be addressed proactively. KW - Businesses KW - Bypass highways KW - Bypasses KW - Communities KW - Economic impacts KW - Wisconsin UR - http://ntl.bts.gov/lib/20000/20400/20476/PB98130586.pdf UR - https://trid.trb.org/view/473830 ER - TY - RPRT AN - 00748160 AU - Garber, N J AU - Srinivasan, S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EFFECTIVENESS OF CHANGEABLE MESSAGE SIGNS IN CONTROLLING VEHICLE SPEEDS IN WORK ZONES - PHASE II PY - 1998/01 SP - 104 p. AB - Highway work zones have been plagued with increasing numbers of accidents in recent years. Drivers' lack of compliance with speed restrictions within work zones has been cited as one of the major contributing factors to this trend. The conventional practice for regulating work zone speeds has been static signing procedures (using regulatory or advisory speed signs). It has been found that drivers do not slow down in response to these static control measures. A Changeable Message Sign (CMS) equipped with a radar unit can be used to display specific warning messages to speeding drivers. This offers a more dynamic speed control environment and therefore may prove to be more effective in influencing drivers to reduce their speeds. This report is the second phase of a longitudinal research study. The first phase of the project, conducted by Garber and Patel, examined the short term effectiveness of CMSs in reducing vehicle speeds in work zones. That research established that the CMS (with the radar unit) is more effective in reducing speeds in work zones than the standard Manual on Uniform Traffic Control Devices (MUTCD) signs. This study, while attempting to replicate the results obtained in Phase I of the project, concentrated on evaluating the effect of duration of exposure of the CMS with radar on its effectiveness in reducing speeds and influencing speed profiles in work zones. The impact of length of the work zone and vehicle type on speed reductions was also studied. Speed and volume data for the population and for speeding drivers were collected through automatic traffic counters and video cameras respectively at three work zones. These data were collected at the beginning, middle and end of each work zone, to study the behavior of high speed drivers in particular and to compute their average speed reduction in response to the warning message. The results of the study indicate that the duration of exposure of the CMS does not have a significant impact on speed characteristics and driver behavior. Therefore, the CMS continues to be effective in controlling speed in work zones for projects of long durations. It was also found that there were no distinctive differences among the different types of vehicles with regard to speed reduction. The study also established that in longer work zones, drivers who reduced their speed in response to the speed control effort frequently have a tendency to speed back up as they approach the end of the work zone. This indicated that very long work zones might warrant the installation of a second CMS to maintain speed reductions through the work zone. KW - Automobiles by type KW - Behavior KW - Construction sites KW - Crash exposure KW - Drivers KW - Duration KW - Effectiveness KW - Exposure KW - Length KW - Measures of effectiveness KW - Radar KW - Speed control KW - Speed reduction KW - Speeding KW - Time duration KW - Traffic speed KW - Variable message signs KW - Vehicle type KW - Warning systems KW - Work zone traffic control UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/98-r10.pdf UR - http://ntl.bts.gov/lib/20000/20300/20363/PB98124936.pdf UR - http://ntl.bts.gov/lib/30000/30700/30733/98-r10.pdf UR - https://trid.trb.org/view/473832 ER - TY - RPRT AN - 00746808 AU - Nilaward, T AU - Shih, C AU - White, T AU - Ting, E AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - THREE DIMENSIONAL FINITE ELEMENT PROGRAM FOR PAVEMENT ANALYSIS. VOLUME I (INTRODUCTION & APPENDIX 1), VOLUME II (APPENDIX 2), AND VOLUME III (APPENDIX 3) PY - 1998/01 SP - 461 p. AB - A three dimensional finite element program is developed for the analysis of pavement systems. An explicit approach of the finite element analysis is adopted. This approach results in a vector formulation of the equation of motion. Large displacement is considered through the use of a co-rotational approach which considers small deformations and large rotations of the elements. For the convenience of application a two dimensional finite element program is also developed. An eight-node isoparametric solid element is used for the three dimensional analysis, and a four-node element for the two dimensional analysis. Loading conditions are verified for static ramp and step loadings, sinusoidal loadings, prescribed ground acceleration input, and pulse input. The material library is verified for linear elastic materials, elastic-plastic materials with Mises or Drucker-Prager criteria and assuming associated or non-associated flow rules, and a viscoelastic material of Maxwell type. Three hardening rules are implemented, namely the kinematical hardening, isotropic hardening, and the mixed type. Available analytical data and comparison studies by using ANSYS serve as the basis for the verification. KW - Finite element method KW - Pavements KW - Three dimensional UR - http://dx.doi.org/10.5703/1288284313178 UR - http://dx.doi.org/10.5703/1288284313179 UR - http://dx.doi.org/10.5703/1288284313180 UR - http://ntl.bts.gov/lib/20000/20500/20563/PB98133846.pdf UR - https://trid.trb.org/view/473311 ER - TY - RPRT AN - 00746801 AU - Rutkowski, T S AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ASPHALTIC CONCRETE CRACK SEALING PY - 1998/01 SP - 28 p. AB - The objectives of this study were to determine what effect asphaltic concrete (AC) crack sealing or filling has on total pavement performance. Three test projects were used: IH 94, a jointed portland cement concrete (PCC) pavement with a three-year-old asphaltic concrete (AC) overlay surface; STH 35, an AC pavement structure on a crushed aggregate base course with a seven-year-old AC overlay surface; and STH 54, an AC pavement structure on a crushed aggregate base course and deep sand gravel lift with a nine-year-old AC overlay surface. Five types of sealant were used on the test sections. These included: the standard asphalt products (asphalt cement, cutbacks, emulsions, etc.); cold applied; hot applied resilient; hot applied elastic; and asphalt cement with fibers. The sealants were used with two distinct sealing systems. These systems were crack routing and sealing ("sealing"), and crack sealing without routing ("filling"). The control sections in all instances were those in which no routing, sealing or rehabilitation operations were performed. On two test sections, chip seals were also applied after crack filling/sealing. Parameters used in the analysis included Pavement Distress Index (PDI), and Present Serviceability Index (PSI), or summer and winter ride quality. The statistical paired-t test was used to determine if there was a qualitative benefit to either PSI or PDI as a result of crack filling/sealing. An analysis of cost effectiveness, using the Customer Service Index (CSI) developed by the Wisconsin Department of Transportation, was used to determine if there was a cost benefit associated with crack filling/sealing for improving the PSI. Further analysis was to determine whether crack routing in combination with crack sealing was beneficial, whether the severity or extent of pavement distress influences the need for crack filling/sealing, and the influence that the type of base or subgrade has on the need for crack filling/sealing. The study concludes that crack filling/sealing in general rather than a specific sealant or AC filler provided the measured benefits. It was found that an inexpensive filler placed in an unrouted crack resulted in a performance as good as an expensive sealant in a routed crack. KW - Asphalt concrete KW - Cost effectiveness KW - Cracking KW - Defects KW - Earthwork KW - Pavement distress KW - Pavements KW - Ride quality KW - Sealing KW - Sealing (Technology) KW - Sealing compounds KW - Serviceability KW - Serviceability Index KW - Test sections UR - https://trid.trb.org/view/473305 ER - TY - RPRT AN - 00746793 AU - Iowa Department of Transportation AU - Federal Highway Administration TI - AUTOMATIC TRAFFIC RECORDERS: 1988 - 1997 PY - 1998/01 SP - 26 p. AB - This report contains graphic comparisons of daily and monthly traffic collected on Iowa's highway system at 124 Permanent Continuous Automatic Traffic Recorder locations. Fourteen stations are located on the Rural Interstate system, seven are on the Municipal Interstate system, forty-three are on the Rural Primary system, twenty-four are on the Municipal Primary system, twenty-four are on the Rural Secondary system and twelve are on the City Street system. Specific descriptions of locations, along with a ten year summary of Annual Average Daily Traffic (AADT) for each station are provided. The report compares travel trends from 1970 to the present. Traffic is shown for rural, municipal and statewide travel. Factors for estimating Design Hour Volumes from AADT are shown by highway system. The values are developed from the straight line relationships between Design Hour Volume and AADT for the period of 1988-1997. Information from the permanent traffic recorders indicate a 1% increase in statewide travel from 1996 to 1997. The estimated 45.0 billion vehicle kilometers of travel exceeds the previous high of 44.4 billion set in 1996. More travel occurs on Friday than any other day of the week on all road systems. Sunday is the lowest travel day on all systems except Rural Interstate. This is typical of other years. KW - Annual average daily traffic KW - Days KW - Design hourly volume KW - Interstate Highway System KW - Iowa KW - Primary highways KW - Secondary roads KW - Streets KW - Traffic counting stations KW - Traffic counts KW - Travel KW - Trend (Statistics) KW - Vehicle kilometer KW - Vehicle miles of travel UR - https://trid.trb.org/view/473297 ER - TY - RPRT AN - 00746729 AU - Tia, M AU - Leung, T-M AU - Darku, D AU - RICHARDSON, D AU - Brown, D AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A LABORATORY PROCEDURE FOR EVALUATING CONCRETE MIXES FOR RESISTANCE TO SHRINKAGE CRACKING IN SERVICE PY - 1998/01 SP - 93 p. AB - A laboratory investigation was conducted to develop an effective and convenient laboratory test set-up and procedure for evaluating concrete mixes for their resistance to shrinkage cracking in service. The three methods evaluated in this study include (1) a constrained ring specimen method, (2) a constrained long specimen method, and (3) a constrained plate method. Two different concretes (Florida Class II & Class IV) which had shown shrinkage cracking problems in service were used to evaluate these test methods. This research study has resulted in the development of a very promising testing and analysis method for evaluating concrete mixes for resistance to shrinkage cracking in service. Based on the test results from this study, the modified constrained long specimen method appeared to measure reasonable values of stresses and strains. The creep strains that might develop in the concrete during setting could be determined conveniently and effectively by means of this apparatus. Since the creep strain that developed in the concrete had the effect of reducing the induced shrinkage stress, proper determination of creep strain was crucial in the accurate estimation of shrinkage stresses in a concrete. The use of the modified constrained long specimen method makes a realistic determination of the induced shrinkage stresses possible. This testing and analysis method should be further evaluated, refined and implemented as a standard procedure for evaluating shrinkage cracking resistance of concrete used by the Florida Department of Transportation, especially for bridge deck applications. KW - Admixtures KW - Cracking KW - Creep KW - Laboratory tests KW - Shrinkage KW - Shrinkage cracks KW - Strain (Mechanics) KW - Strains KW - Stresses KW - Test procedures UR - http://ntl.bts.gov/lib/20000/20300/20303/PB98122070.pdf UR - https://trid.trb.org/view/473243 ER - TY - RPRT AN - 00746719 AU - Hoit, M AU - McVay, M AU - Hays, C O AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A COUPLED BRIDGE PIER AND FOUNDATION FINITE ELEMENT CODE PY - 1998/01 SP - 117 p. AB - The University of Florida, Department of Civil Engineering developed Florida Pier (FLPIER) in conjunction with the Florida Department of Transportation (FDOT), Structures Division. The first official release of the program was version 5.23 in January 1996. A new release (version NT 1.15) is now available which includes many enhancements including mixed prestressing and mild steel reinforcement, nonlinear pier columns and cap, tapered pier columns and cap, equivalent linear stiffness matrix generation and many other features. In addition, the new release is a Windows NT/95 based program including the graphics portions. The program is capable of analyzing an entire bridge substructure (piles, cap and pier) in conjunction with its soil support resulting in a nonlinear coupled foundation analysis. The new release is a step closer to a complete design program, allowing engineers to optimize their structures. The program was designed to allow input to be specified graphically using "designer" variables such as pile spacing, column offsets, number of columns, batter, missing piles and more. The program is distributed freely by the FDOT through their web site. Both the Federal Highway Administration and FDOT have funded efforts to add additional capabilities to enhance the programs. The next FDOT release is expected in November 1998 and will include pier design capabilities. The added features of the current release are summarized and the complete users manual is included in this document. KW - Bridge design KW - Bridge foundations KW - Bridge piers KW - Bridge substructures KW - Bridges KW - Computer program documentation KW - Computer programs KW - Finite element method KW - Manuals KW - Pile caps KW - Soil structure interaction KW - Structural analysis KW - Structural design UR - http://ntl.bts.gov/lib/20000/20300/20312/PB98122369.pdf UR - https://trid.trb.org/view/473233 ER - TY - RPRT AN - 00746718 AU - Courage, K AU - Showers, R AU - Harriot, J AU - Schilling, W AU - Godbey, K AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - IMPROVED METHODS FOR MEASURING TRAVEL TIME ON ARTERIAL STREETS PY - 1998/01 SP - 98 p. AB - The time and expense involved in logging data using a moving vehicle study makes it impossible to obtain large data sample sizes economically. This causes an uncertainty as to the true travel time along an arterial route. To remedy this problem, it is necessary to develop new techniques for travel time and delay studies that will be more productive than moving vehicle studies. The principal product of this project is an automated technique for collecting, adjusting, matching and analyzing license tag data to produce statistically valid estimates of travel time. The TMatch program was developed as a tag-matching tool. It takes lists of license tag numbers and times observed at a maximum of six stations along a roadway and compares them to find any matches (tags which were observed at both stations). With this information, TMatch computes a speed for each matched tag pair. Averaging these speeds gives an estimate of the average vehicle speed over the link of roadway between the stations. Several user-specified parameters may be entered to control the tag matching process, including minimum and maximum allowable speeds and the number of tag digits to be processed. An assessment of the overall confidence in the match results is also provided. Compared to moving-vehicle travel time studies, enormous sample sizes may be obtained with license tag data matching. Nevertheless, moving-vehicle studies are still the most predominant method for collecting this type of data. The lack of a productive analysis program is one factor that has limited the use of tag-matching studies. That problem should be largely overcome by the results of this project. KW - Arterial highways KW - Automation KW - Average travel speed KW - Calculation KW - Computations KW - Data logging KW - License plates KW - Matching KW - Measurement KW - Motion KW - Motor vehicles KW - Moving vehicles KW - Sample size KW - Speed KW - Statistical sampling KW - Traffic speed KW - Travel time UR - http://ntl.bts.gov/lib/20000/20300/20369/PB98125081.pdf UR - https://trid.trb.org/view/473232 ER - TY - RPRT AN - 00746700 AU - Daleiden, J F AU - Simpson, A AU - Rauhut, J B AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - REHABILITATION PERFORMANCE TRENDS: EARLY OBSERVATIONS FROM LONG-TERM PAVEMENT PERFORMANCE (LTPP) SPECIFIC PAVEMENT STUDIES (SPS) PY - 1998/01 SP - 262 p. AB - This report documents the early observations from the Long-Term Pavement Performance (LTPP) Specific Pavement Studies (SPS) conducted as part of the LTPP Program Data Insight, which was conducted to identify initial findings from the test sections established for this program. Comparisons of performance trends were made to evaluate both the distinctions between the various rehabilitation treatments and the performance of the individual treatments themselves based on their condition prior to the treatment. Most of the rehabilitation strategies are still performing adequately after 3 to 4 years of service, as should be expected. Problems have been identified though that can definitely lead to early failures, such as mix design problems and reflective cracking problems. Even at this early point in the life of these rehabilitation strategies, differences in performance can be observed between treatments. With the continued monitoring of these sections, it is anticipated that the pavement community will continue to learn more and more about the performance of the various strategies and the effects of their design factors. KW - Alternatives analysis KW - Driver rehabilitation KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Rehabilitation KW - Strategic Highway Research Program KW - Test sections KW - Treatments KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/20000/20500/20512/PB98131915.pdf UR - http://ntl.bts.gov/lib/6000/6400/6498/099.pdf UR - https://trid.trb.org/view/473214 ER - TY - RPRT AN - 00746704 AU - Staplin, Loren AU - Lococo, K AU - Byington, S AU - Scientex Corporation AU - Federal Highway Administration TI - OLDER DRIVER HIGHWAY DESIGN HANDBOOK PY - 1998/01 SP - 261 p. AB - This project included literature reviews and research syntheses, using meta-analytic techniques where appropriate, in the areas of age-related (diminished) functional capabilities, and human factors and highway safety. A User-Requirements Analysis to gauge the needs of highway design and engineering professionals for guidance in accommodating older drivers was also performed. Together, these efforts supported development of three research products: (1) an applications-oriented "Older Driver Highway Design Handbook" intended to supplement standard design manuals for practitioners; (2) an "Older Driver Research Synthesis" (FHWA-RD-97-094), oriented toward human factors professionals and researchers; and (3) a "Human Factors and Highway Safety Synthesis" (FHWA-RD-97-095) capturing major findings and trends in studies of driver use of (and difficulties with) a wide range of highway elements. Additional project activities included review of this product, the "Older Driver Highway Design Handbook", by a panel of 22 state and local practitioners, who applied draft recommendations to real-world highway engineering problems and suggested needed changes to improve the accuracy, presentation, and accessibility of this information. A subsequent revision of this document was performed to incorporate practitioners' review comments. The handbook presents recommendations for four design elements: intersections (at-grade); interchanges (grade separation); roadway curvature and passing zones; and construction/work zones. KW - Aged drivers KW - Construction sites KW - Guides to the literature KW - Handbooks KW - Highway curves KW - Highway design KW - Highway safety KW - Human factors KW - Interchanges KW - Intersections KW - Literature reviews KW - Passing zones KW - Recommendations UR - http://ntl.bts.gov/lib/5000/5900/5903/685.pdf UR - https://trid.trb.org/view/473218 ER - TY - RPRT AN - 00746698 AU - Von Quintus, H AU - Killingsworth, B AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - ANALYSES RELATING TO PAVEMENT MATERIAL CHARACTERIZATIONS AND THEIR EFFECTS ON PAVEMENT PERFORMANCE PY - 1998/01 SP - 223 p. AB - This report presents the analysis conducted on relating pavement performance or response measures and design considerations to specific pavement layers utilizing data contained in the Long Term Pavement Performance (LTPP) Program National Information Management System. The goal of this research activity was to enhance implementation and use of the 1993 American Association of State Highway and Transportation Officials (AASHTO) Design Guide through improved materials characterizations. Specifically, the focus of this research activity was to identify the differences that exist between laboratory measured and backcalculated resilient moduli; determine the applicability of the C values, drainage coefficients, and relative damage factors that are included in the Design Guide; and provide procedures to adequately consider the seasonal variation of material properties as related to flexible pavement designs. Based on these results, design pamphlets have been prepared in support of the AASHTO Design Guide. These design pamphlets are documented and included in other reports. The results reported here form the basis and background for those design pamphlets. KW - Backcalculation KW - Coefficients KW - Drainage KW - Flexible pavements KW - Materials characterization KW - Modulus of resilience KW - Pavement design KW - Pavement layers KW - Pavement performance KW - Properties of materials KW - Seasonal variations KW - Seasons UR - http://ntl.bts.gov/lib/20000/20300/20336/PB98122823.pdf UR - http://ntl.bts.gov/lib/6000/6300/6346/085.pdf UR - https://trid.trb.org/view/473212 ER - TY - RPRT AN - 00746705 AU - Bennett, J E AU - Schue, T J AU - ELTECH Research Corporation AU - Federal Highway Administration TI - CATHODIC PROTECTION FIELD TRIALS ON PRESTRESSED CONCRETE COMPONENTS PY - 1998/01 SP - 74 p. AB - This is the final report in a study to demonstrate the feasibility of using cathodic protection (CP) on concrete bridge structures containing prestressed steel. The interim report, FHWA-RD-95-032, has more details on the installation of selected CP systems. Past laboratory and test yard studies had indicated that overprotection could result in the evolution of atomic hydrogen and the embrittlement of prestressing steel. Systems utilizing catalyzed titanium mesh, conductive rubber, and arc-sprayed zinc anodes were installed on prestressed pilings and girders of the Howard Frankland Bridge in Tampa, Florida; and systems using flame-sprayed zinc and conductive paint anodes were installed on the soffit of prestressed box beams of the Abbey Road and West 130th Street bridges near Cleveland, Ohio. For most of the components tested, CP was achieved safely and reliably without reaching conditions that could result in embrittlement of prestressed steel. Operation of these CP systems was best achieved in constant voltage mode which, in most cases, prevented hydrogen generation. Analyses of data indicated that the application of CP had no adverse effect on either the mechanical properties of the prestressing steel or the bond between the prestressed steel and concrete. Two of the zones tested on bridges in Ohio experienced very non-uniform current density due to leaky joints, which caused localized regions of low resistance. In these cases, it was impossible to achieve CP criteria at sites where resistance was high, while at the same time precluding hydrogen generation at sites where resistance was low. Such prestressed concrete structures with leaky joints are not good candidates for CP. Also, Devanathan-type hydrogen probes used in this study were not reliable indicators of hydrogen generation, and the conductive paint anode used on the West 130th Street Bridge developed extensive blistering as a result of sensitivity to moisture content and/or brief periods of high current. KW - Anodes KW - Cathodic protection KW - Embrittlement KW - Field tests KW - Hydrogen embrittlement KW - Paint KW - Prestressed concrete bridges KW - Prestressed steels KW - Prestressing KW - Rubber KW - Steel KW - Titanium KW - Zinc UR - http://ntl.bts.gov/lib/20000/20500/20523/PB98132566.pdf UR - http://ntl.bts.gov/lib/6000/6300/6347/153.pdf UR - https://trid.trb.org/view/473219 ER - TY - RPRT AN - 00746685 AU - Pfefer, R C AU - Raub, R A AU - Lucke, R E AU - Northwestern University, Evanston AU - Federal Highway Administration TI - HIGHWAY SAFETY DATA: COSTS, QUALITY, AND STRATEGIES FOR IMPROVEMENT, FINAL REPORT PY - 1998/01 SP - 95 p. AB - The goal of this project was to analyze the collection and management of highway safety data by identifying issues and costs, and proposing means of resolving those issues and reducing the costs. Initial emphasis addressed known elements of the highway safety system, with an emphasis on collecting and storing relevant data. Sources included the literature and what the States, local agencies, and researchers throughout the Nation were doing to improve data handling for the three largest sources--traffic crash, roadway inventory, and crash injury (emergency medical services and trauma). Visits to various providers of data throughout the United States helped identify and classify issues, along with exemplary practices. A total of 41 issues were listed that affected collecting, storing, and managing traffic crash, roadway inventory, and medical data. The most important issue is that of quality, with data accuracy being the most critical. Lack of coverage is becoming an increasing problem that affects information used to recommend countermeasures. A major thrust of the research was directed toward identifying the costs of collecting, reporting, and managing safety data. Lack of cost data or lack of applicability of most data collected for roadway inventory and crash injury preclude an extension of the cost model beyond that of crash reporting. The three processes--collecting, reporting, and managing crash data--are estimated to cost $19.20 per crash report filed, based on personnel and equipment costs, but disregarding "sunk costs". Additionally, the report estimates a range of costs by severity of the crash, number of vehicles involved, and region of the country. These ranges were found to be significantly less than those estimated by others. Finally, a set of strategies was identified, along with goals to be met. The research team identified 23 strategies that were capable of being introduced without requiring substantial additional effort. A number of strategies were taken from exemplary practices discovered at the State and local levels. Each of these strategies was evaluated as it related to meeting the goals and objectives, and reducing the costs of operation. The report concludes with a discussion of how strategies may be grouped and introduced as a package. All of the recommended strategies will provide both short- and long-term benefits. KW - Accuracy KW - Benefits KW - Cost estimating KW - Costs KW - Crash data KW - Crash reports KW - Data collection KW - Data management KW - Estimates KW - Highway safety KW - Improvements KW - Information processing KW - Inventory KW - Medical records KW - Quality KW - Quality control KW - Road inventory KW - Roads KW - Strategic planning UR - http://ntl.bts.gov/lib/20000/20300/20334/PB98122807.pdf UR - http://ntl.bts.gov/lib/46000/46500/46542/FHWA-RD-96-192.pdf UR - http://ntl.bts.gov/lib/6000/6700/6773/673.pdf UR - https://trid.trb.org/view/473198 ER - TY - RPRT AN - 01493289 AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Research Management Peer Exchange Hosted by the Oregon Department of Transportation, June 2-4, 1998 PY - 1998 SP - 23p AB - The Oregon Department of Transportation (ODOT) hosted a Research Management Peer Exchange June 2-4, 1998. The participants included ODOT managers, Research Unit customers, Oregon State University researchers, Albany Research Center researchers, Portland State University researchers, and Federal Highway Administration staff. The objectives of the peer exchange process were to: (1) identify how ODOT can improve the quality of the research results; (2) examine how ODOT can better implement research findings; (3) identify methods to determine the value of research; and (4) determine how much emphasis ODOT should place on research done by other sources. KW - Implementation KW - Oregon Department of Transportation KW - Peer exchange KW - Research management KW - Research projects KW - State departments of transportation UR - http://research.transportation.org/_layouts/AASHTORAC/FileDownLoad.aspx?Rid=51 UR - http://ntl.bts.gov/lib/41000/41800/41802/PeerExchange98.pdf UR - https://trid.trb.org/view/1262308 ER - TY - RPRT AN - 01470181 AU - Wallace, Floyd, Associates Inc. AU - Massachusetts Highway Department AU - Federal Highway Administration TI - Massachusetts Pedestrian Transportation Plan PY - 1998 SP - 100p AB - The Massachusetts Pedestrian Transportation Plan will serve as a guide to state, regional, and local transportation planning to better serve walkers. The plan’s recommendations aim at developing a more pedestrian-focused transportation system throughout the state through government and private sector actions. The intended result is safe, convenient, continuous, coherent, and comfortable walking networks. The plan will provide strategies to improve pedestrian conditions in urban, suburban, and rural areas throughout Massachusetts. Strategies will include physical improvements appropriate to the setting, local and statewide encouragement and education programs, increased adherence to laws, and improvements in the processes that set policy and plan facilities. Massachusetts is already a walking state. Approximately 10.4 percent of all Massachusetts trips are walking trips, a 44 percent higher proportion than the national average and the fourth highest walking trip share of any state. Massachusetts also has the twelfth lowest pedestrian fatality rate, 1.38 deaths per 100,000 population, 40 percent below the national average. KW - Guidelines KW - Massachusetts KW - Pedestrian safety KW - Pedestrians KW - Regional planning KW - Strategic planning KW - Transportation planning KW - Walking UR - http://www.massdot.state.ma.us/Portals/17/docs/pedplan/PEDPLAN.PDF UR - https://trid.trb.org/view/1237293 ER - TY - ABST AN - 01459561 TI - A Fleet Demonstration of Technological Aids for Management of Fatigue Among Commercial Motor Vehicle Drivers AB - The objectives of this project are as follows: to undertake a cooperative project between Transport Canada and the U.S. Federal Highway Administration to (1) determine whether actigraphs and/or other available fatigue-related technologies can be used to enhance the fleet management of commercial motor vehicle driver fatigue, and (2) track a representative group of commercial motor vehicle drivers in a fleet to determine the nature and degree of individual differences of drivers susceptible to drowsiness/fatigue. KW - Administration KW - Canada KW - Crashes KW - Drivers KW - Fatigue (Physiological condition) KW - Fleet management KW - Research projects KW - Sensitivity KW - Technology UR - https://trid.trb.org/view/1227774 ER - TY - ABST AN - 01397170 AU - United States. Federal Highway Administration (FHWA) TI - Assessing the results of the Strategic Highway Research Program PY - 1998 IS - FHWA-SA-98-008 SP - 22p KW - Benefit cost analysis KW - Cost benefit analysis KW - Evaluation KW - Evaluation KW - Highway engineering KW - Pavement performance KW - Pavement performance KW - Research KW - Research and development KW - Road engineering KW - Technology transfer KW - Technology transfer UR - https://trid.trb.org/view/1164951 ER - TY - RPRT AN - 01161169 AU - Federal Highway Administration TI - Shelby Avenue/Demonbreun St corridor, from I-65 North to I-40 West in Downtown Nashville, Davidson County : environmental impact statement PY - 1998///Volumes held: Draft, Final, Draft supplement to the final, Appendix to the draft supplement to the final, Final supplement to the final KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/922153 ER - TY - RPRT AN - 01103197 AU - Federal Highway Administration TI - Personal Travel: The Long and Short of It. Issues Involved in Analysis Using the NPTS and the ATS PY - 1998 SP - 16p AB - The Nationwide Personal Transportation Survey (NPTS) is a survey of typical daily travel performed by people in households all over the United States. The travel survey is conducted every five to seven years by the United States Department of Transportation (U.S. DOT), and collects information about trips by all modes of transportation. It is the only authoritative source of national data on the amount and nature of daily personal travel, and the only source that allows us to assess how travel has changed in the nation as a whole. The 1995 survey is the fifth in a series that began in 1969, and was continued in 1977, 1983, and 1990. The 1995 NPTS incorporated state-of-the-practice survey methods, including pre-notification letters, telephone recruiting, provision of travel diaries for tracking respondent's daily trips, and computer aided telephone interviewing (CATI) to aid in the collection of the data. The 1995 survey was conducted seven days a week, including all holidays, from May 1995 to July 1996. Survey data were collected from a sample of 42,033 households including 95,360 people making over 400,000 daily trips. Both urban and rural areas were included. KW - Data collection KW - Interviewing KW - Mode choice KW - National Personal Transportation Survey KW - Public transit KW - Traffic flow KW - Transportation planning KW - Travel diaries KW - Travel patterns KW - Travel surveys UR - http://ntl.bts.gov/lib/18000/18200/18239/PB2001107575.pdf UR - https://trid.trb.org/view/863194 ER - TY - RPRT AN - 01100715 AU - Kimball, C E AU - Mayer, J B AU - Southwest Research Institute AU - Federal Highway Administration TI - Full-Scale Crash Evaluation of Sidewalk-Mounted Steel Bridge Railing. NCHRP Test 4-12, SwRI Test No. NETC-3 PY - 1998 SP - 78p AB - This report presents the results of a NCHRP Report 350 type 4-12 crash test conducted on a sidewalk-mounted steel bridge railing designed by the New England Transportation Consortium (NETC). The test utilized a 8108 kg (gross weight including ballast) single-unit van truck impacting at 80 km/h and a 15 deg angle to evaluate the strength of the barrier section to contain and redirect the heavy vehicle. The performance of the barrier was judged to pass most of the evaluation criteria of NCHRP Report 350; however, the entire front axle of the vehicle was dislodged by the impact, and its post-impact trajectory would have made it a hazard for adjacent traffic lanes. Barrier damage was limited to deflection of two rail sections and two posts. KW - Barriers (Roads) KW - Bridge design KW - Bridge railings KW - Crashes KW - Impact tests KW - Performance evaluations KW - Steel bridges UR - http://ntl.bts.gov/lib/21000/21700/21724/PB99137531.pdf UR - https://trid.trb.org/view/860070 ER - TY - RPRT AN - 01100713 AU - Kimball, C E AU - Mayer, J B AU - Southwest Research Institute AU - Federal Highway Administration TI - Full-Scale Crash Evaluation of Sidewalk-Mounted Steel Bridge Railing. NCHRP Test 4-11, SwRI Test No. NETC-2 PY - 1998 SP - 62p AB - This report presents the results of a NCHRP Report 350 type 4-11 crash test conducted on a sidewalk-mounted steel bridge railing designed by the New England Transportation Consortium (NETC). The test utilized a 2109 kg (gross weight including dummy) pickup truck impacting at 100 km/h and a 25 deg angle to evaluate the strength of the barrier section to contain and redirect the vehicle. The performance of the barrier was judged to pass all evaluation criteria of NCHRP Report 350, and barrier damage was limited to rail scuffling and one post with permanent deflection. KW - Barriers (Roads) KW - Bridge design KW - Bridge railings KW - Crashes KW - Impact tests KW - Performance evaluations KW - Steel bridges UR - http://ntl.bts.gov/lib/21000/21700/21723/PB99137523.pdf UR - https://trid.trb.org/view/860065 ER - TY - RPRT AN - 01100704 AU - Kimball, C E AU - Mayer, J B AU - Southwest Research Institute AU - Federal Highway Administration TI - Full-Scale Crash Evaluation of Sidewalk-Mounted Steel Bridge Railing. NCHRP Test 4-10, SwRI Test No. NETC-1 PY - 1998 SP - 64p AB - This report presents the results of a NCHRP Report 350 type 4-10 crash test conducted on a sidewalk-mounted steel bridge railing designed by the New England Transportation Consortium (NETC). The test utilized a 920 kg (gross weight including dummy) small car impacting at 100 km/h and a 20 deg angle to evaluate the length of need of the barrier section in general, and the occupant risk in particular. The performance of the barrier was judged to pass all evaluation criteria of NCHRP Report 350, and no barrier damage, other than scuffing, was noted. KW - Barriers (Roads) KW - Bridge design KW - Bridge railings KW - Crashes KW - Impact tests KW - Occupant protection KW - Performance evaluations KW - Steel bridges UR - http://ntl.bts.gov/lib/21000/21700/21722/PB99137515.pdf UR - https://trid.trb.org/view/860064 ER - TY - RPRT AN - 01062364 AU - Federal Highway Administration TI - I-15 North Corridor Project, Improvements from 400 South in Salt Lake City to 200 North in Kaysville, Salt Lake County / Davis County : environmental impact statement PY - 1998///Volumes held: Draft KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/821861 ER - TY - RPRT AN - 01062358 AU - Federal Highway Administration TI - US-31 from I-196 in Allegan County North to I-96 in Muskegon County : environmental impact statement PY - 1998///Volumes held: Draft; Plans of practical alternatives B1(fol) KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/821855 ER - TY - RPRT AN - 01062357 AU - Federal Highway Administration TI - Southeast Highland Drive, 9400 South to I-15, Salt Lake County : environmental impact statement PY - 1998///Volumes held: Draft KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/821854 ER - TY - RPRT AN - 01062355 AU - Federal Highway Administration TI - Harry S. Truman Parkway: From the Abercorn St. Extension (SR 204) to Derenne Avenue; Chatham County, Georgia : environmental impact statement PY - 1998///Volumes held: Supplement to the draft(4v) KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/821852 ER - TY - RPRT AN - 01062352 AU - Federal Highway Administration TI - Peace Bridge Plaza and Connecting Roadway System : environmental impact statement PY - 1998///Volumes held: Draft KW - Environmental impact statements KW - New York (State) UR - https://trid.trb.org/view/821849 ER - TY - RPRT AN - 01062347 AU - Federal Highway Administration TI - Improved Highway Access to the Environmental Management District of Western Johnston and Cranston, Providence County : environmental impact statement PY - 1998///Volumes held: Draft, Final Air quality report B1, Noise analysis B2, Traffic capacity calculations B3, Conceptual stage relocation plan B4 KW - Environmental impact statements KW - Rhode Island UR - https://trid.trb.org/view/821844 ER - TY - RPRT AN - 01062345 AU - Federal Highway Administration TI - US-63 Eddyville Bypass Transportation Improvements : environmental impact statement PY - 1998///Volumes held: Draft, Final(2v),Record of decision B1 KW - Environmental impact statements KW - Iowa UR - https://trid.trb.org/view/821842 ER -