TY - CONF AN - 00735681 AU - Smith, R L AU - Stanfill-McMillan, K AU - Forest Products Laboratory AU - Federal Highway Administration TI - PERCEPTION VERSUS REALITY: AN ANALYSIS OF TIMBER BRIDGE PERFORMANCE IN THE UNITED STATES PY - 1996/10 SP - p. 467-475 AB - In this study, perceptions of engineers and highway officials toward timber as bridge material were compared to the actual performance of timber as reported in the National Bridge Inventory. To accomplish this, case studies were conducted in four selected states. Highway officials and engineers in Mississippi, Virginia, Washington and Wisconsin were surveyed by mail and personally interviewed to capture their perceptions toward timber as it compared to other major bridge materials. This information was compared with the actual performance data obtained from the National Bridge Inventory. The results indicate that there is a strong correlation between highway officials' perceptions towards bridge materials and the reported performance of these materials. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Materials selection KW - Perception KW - Performance evaluations KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/smith96b.pdf UR - https://trid.trb.org/view/482258 ER - TY - CONF AN - 00735668 AU - Manbeck, H B AU - Janowiak, J J AU - Blankenhorn, P R AU - Labosky, P AU - Forest Products Laboratory AU - Federal Highway Administration TI - STANDARD DESIGNS FOR HARDWOOD GLUED-LAMINATED HIGHWAY BRIDGES PY - 1996/10 SP - p. 351-360 AB - Standard plans and specifications for hardwood glued laminated highway bridges have been developed and published. The plans are based on recent research to identify laminating processes, resin systems, structural properties of efficient beam cross sections, and preservative treatment processes. The results of these efforts are summarized. The standard plans are based upon nationally recognized allowable strength design methodologies and are for HS-25 or IML-80 loads. The standard plans, which are for northern red oak, red maple, and yellow poplar bridges, include details for design and construction of highway bridge superstructures and substructures. The standard plans and specifications are being revised. The status of efforts to incorporate design efficiencies suggested by ongoing research and to convert the standard plans to a load resistance factor design basis are also presented. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Hardwoods KW - Laminated wood KW - Load factor KW - Standards KW - Strength of materials KW - Strength requirements KW - Wood structures KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/manbe96a.pdf UR - https://trid.trb.org/view/482245 ER - TY - CONF AN - 00735669 AU - Thomas, W R AU - Puckett, J A AU - Forest Products Laboratory AU - Federal Highway Administration TI - ANALYSIS, DESIGN, RATING, AND DRAFTING OF WOOD BRIDGE SUPERSTRUCTURES PY - 1996/10 SP - p. 361-370 AB - A program for engineering wood bridges is described. The program performs the analysis, design, and/or rating of wood bridge superstructures in accordance with the 15th edition of the AASHTO Specification or the AASHTO-LRFD Specification. In review/rating model, the superstructure is analyzed and checked against all applicable specifications. In the design mode, minimal user input, such as span length, roadway width, bridge type, and material are entered and the program reviews designs and issues details associated with standard plan sets. The appropriate design-specific information is included in a DCF format for inclusion into the final drawings. A Microsoft Windows-based user interface is used for the data definition. The data is passed to another module for engineering computations. The associated documentation is contained in both On-line and hard copy formats. The most commonly used bridge and deck systems are accommodated in either U.S. customary or SI units. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge design KW - Bridge superstructures KW - Bridges KW - Standards KW - Structural design KW - Wood structures KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/thoma96a.pdf UR - https://trid.trb.org/view/482246 ER - TY - CONF AN - 00735683 AU - Sowards, G M AU - Wang, J Z AU - Orr, B AU - Stanfill-McMillan, K AU - Forest Products Laboratory AU - Federal Highway Administration TI - NATIONAL COST STUDY OF TIMBER BRIDGES PY - 1996/10 SP - p. 480-489 AB - A study is underway to determine the initial cost of timber bridges compared to those of steel, concrete, and prestressed concrete bridges. This report discusses the early results of the timber bridge portion of the data set. The paper summarizes the analysis of data collected on the cost of timber bridge superstructures throughout the country. The results of the analysis suggest that unit costs were highest for both the longest and shortest bridges considered and tend to increase with higher load ratings. Additionally, it was noted that questionnaire responses were lower than expected for shorter, narrower bridges that were designed to carry lighter loads. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Alternatives analysis KW - Analysis KW - Bridge superstructures KW - Cost analysis KW - Costs KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/sowar96a.pdf UR - https://trid.trb.org/view/482260 ER - TY - CONF AN - 00735665 AU - Duwadi, S R AU - Wood, R C AU - Forest Products Laboratory AU - Federal Highway Administration TI - THE FEDERAL HIGHWAY ADMINISTRATION TIMBER BRIDGE PROGRAM PY - 1996/10 SP - p. 333-339 AB - The Federal Highway Administration (FHWA), as directed by the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991, Section 1039, is addressing the Highway Timber Bridge Research and Demonstration Program. Funding for the program is being made available for six years. The program, in its sixth year of funding, is being coordinated between the FHWA's Office of Engineering, the Office of Engineering Research and Development, and the Office of Technology Applications. This paper presents an overview of the program. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Demonstration programs KW - Demonstration projects KW - Federal assistance programs KW - Federal government KW - Federal programs KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Wood structures KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/duwad96a.pdf UR - https://trid.trb.org/view/482242 ER - TY - CONF AN - 00735672 AU - Laks, P E AU - Gutting, K W AU - Pickens, J B AU - De Groot, R C AU - Forest Products Laboratory AU - Federal Highway Administration TI - FIELD PERFORMANCE OF NEW WOOD PRESERVATIVE SYSTEMS IN SECONDARY TIMBER SPECIES PY - 1996/10 SP - p. 389-400 AB - The objective of this ongoing study is to evaluate the performance of new, potential, and standard wood preservative systems in regionally important timber species. An important purpose of the work is to provide information on preservative/wood species combinations that could be used in transportation structures. Eleven preservative systems were evaluated in this study, and field evaluations are being performed with ground contact field stakes and termite specific testing in Hawaii, and a laboratory soil test bed. Information on the comparative treatability of species tested correlated with formulation type is presented, as well as fungus cellar and termite test results. Results from field stakes is not available yet. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Field tests KW - Laboratory tests KW - Wood preservatives KW - Wood structures KW - Wooden bridges UR - https://trid.trb.org/view/482249 ER - TY - CONF AN - 00735679 AU - Dishongh, B AU - Smith, J AU - Castjohm, F AU - Carnell, J AU - Forest Products Laboratory AU - Federal Highway Administration TI - PROOF LOADING CLOSED TIMBER BRIDGES PY - 1996/10 SP - p. 455-458 AB - Using proof loads and safety factors developed according to recently accepted AASHTO procedures, it is demonstrated that a closed timber structure can safely carry 3 tons (2721.6 kg) and thus be reopened. A literature survey was conducted to provide information that was synthesized into a strategy for proof loading closed timber bridges. The resulting strategy applies the concept of structural shakedown to the rating of timber bridges. Load tests and material tests were conducted. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bearing capacity KW - Deformation KW - Load tests KW - Proof KW - Residual stress KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/disho96a.pdf UR - https://trid.trb.org/view/482256 ER - TY - CONF AN - 00735678 AU - Morrell, J J AU - Love, C S AU - Freitag, C M AU - Forest Products Laboratory AU - Federal Highway Administration TI - INTEGRATED REMEDIAL PROTECTION OF WOOD IN BRIDGES PY - 1996/10 SP - p. 445-454 AB - While timber bridges can perform well under a variety of conditions, many bridges experience premature internal decay due to poor specification, inadequate preservative treatment or poor construction practices. Arresting deterioration in these bridges poses a major challenge since the wood under attack is normally beneath the surface treatments and is highly resistant to impregnation by most conventional liquids. In this report, the use of fumigants and water diffusible fungicides for arresting these attacks and preventing renewed invasion is discussed. The benefits of the two chemistries are also discussed in relation to the potential for attacks and speed of control required. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Fumigation KW - Preservation KW - Wood preservatives KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/morre96a.pdf UR - https://trid.trb.org/view/482255 ER - TY - CONF AN - 00735680 AU - Groenier, J S AU - Forest Products Laboratory AU - Federal Highway Administration TI - LOAD RATING OF SINGLE SPAN, GLULAM BEAM BRIDGES USING TWO COMPUTER APPLICATIONS PY - 1996/10 SP - p. 459-466 AB - The National Bridge Inspection Standards requires bridges be inspected biannually and when conditions warrant that a load rating must be conducted. There are more than 575,000 bridges in existence today. As these structures age, load rating should be conducted when a significant change in condition occurs. Load ratings are time consuming and costly. With ever increasing maintenance budgets, an economical and versatile load rating worksheet or a computer program would be of benefit to many local, state and federal agencies. This paper will discuss two different computer programs developed to load a rate single span, one lane, glulam beam bridges for a standard AASHTO HS20 vehicle. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bearing capacity KW - Computer programs KW - Inspection KW - Laminated wood KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/groen96a.pdf UR - https://trid.trb.org/view/482257 ER - TY - CONF AN - 00735682 AU - Coole, C H AU - Forest Products Laboratory AU - Federal Highway Administration TI - WOOD IN TRANSPORTATION PROGRAM, SUPERSTRUCTURE COSTS REPORT FOR VEHICULAR TIMBER BRIDGES, 1989-1995 PY - 1996/10 SP - p. 476-480 AB - The Wood in Transportation Program (WIT), formerly called the National Timber Bridge Initiative, began funding demonstration timber bridges in FY 1989. Since the beginning of the program, 349 demonstration vehicular and pedestrian timber bridges and 58 special projects have been funded in 48 states. The purpose of this report is to provide information on the superstructure costs of vehicular timber bridges funded through WIT. The report focuses on the final cost data that the Timber Bridge Information Resource Center has for vehicular timber bridges. The final cost data is supplied by our cooperators, and the cost averages in this report are presented by region, bridge type, length, and species. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Analysis KW - Bridge superstructures KW - Cost analysis KW - Costs KW - Wood structures KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/coole96a.pdf UR - https://trid.trb.org/view/482259 ER - TY - CONF AN - 00735661 AU - Graham, J S AU - Forest Products Laboratory AU - Federal Highway Administration TI - DESIGN OF TIMBER FOUNDATION PILING FOR HIGHWAY BRIDGES AND OTHER STRUCTURES PY - 1996/10 SP - p. 301-312 AB - Presented information on structures supported by treated timber piling, including details of the East Side (FDR) Drive in New York City. Determined the average and mean factor of safety of the engineering news formula for 43 site specific cases. Showed examples of present day design for timber piling supported by friction, end bearing, or a combination of both. Considered practical and theoretical geotechnical design criteria. Furnished timber piling and preservative specifications. Reviewed durability for foundation, fresh water, and marine piling. Addressed environmental considerations. Concluded that local geotechnical engineers apply empirical experience to design treated round timber foundation piling. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge design KW - Bridges KW - Coatings, fillers and paints KW - Environmental impacts KW - Environmental quality KW - Foundation engineering KW - Piles (Supports) KW - Preservation KW - Preservatives KW - Specifications KW - Structural design KW - Timber KW - Timber piles UR - https://trid.trb.org/view/482238 ER - TY - CONF AN - 00735674 AU - Hernandez, R AU - Ritter, M A AU - Moody, R C AU - Lee, PDH AU - Forest Products Laboratory AU - Federal Highway Administration TI - YELLOW POPLAR GLUED-LAMINATED TIMBER PRODUCT DEVELOPMENT AND USE IN TIMBER BRIDGE CONSTRUCTION PY - 1996/10 SP - p. 411-417 AB - This paper outlines the research efforts involved in incorporating yellow-poplar as a viable resource for structural glued-laminated timber. The development of an efficient combination of yellow poplar glulam is presented, along with a description of how this was implemented in the industry standard for hardwood glulam. A case study is then presented that utilized this new technology by constructing a timber bridge. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge design KW - Bridges KW - Laminated wood KW - Structural design KW - Wood products KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/herna96b.pdf UR - https://trid.trb.org/view/482251 ER - TY - CONF AN - 00735676 AU - TAYLOR, S E AU - Ritter, M A AU - Forest Products Laboratory AU - Federal Highway Administration TI - PORTABLE T-SECTION GLULAM BRIDGE FOR LOW-VOLUME ROADS PY - 1996/10 SP - p. 427-436 AB - Recent interest in portable bridge systems has increased as a result of a heightened awareness for reducing environmental impacts at road stream crossings. This paper describes the design and initial testing of a portable timber bridge consisting of two non-interconnected longitudinal glued-laminated timber deck panels; each panel is 1.8 m (6 ft) wide and 12.2 m (40 ft) long. The deck panels are fabricated in a unique double-tee cross section. The panels exhibited linear elastic behavior and achieved 92% composite action under static bending tests. The complete bridge system appears to be cost effective with a superstructure cost of $381/sq m ($35/sq ft). If the bridge is reused and installed at ten different sites, the estimated cost per site is $5,120, which is competitive with the cost of traditional stream crossing structures, such as fords or culverts. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge decks KW - Bridges KW - Cost effectiveness KW - Laminated wood KW - Portable bridge UR - http://www.fpl.fs.fed.us/documnts/pdf1996/taylo96b.pdf UR - https://trid.trb.org/view/482253 ER - TY - CONF AN - 00735642 AU - Faller, R K AU - Rosson, B T AU - Ritter, M A AU - Lee, PDH AU - Duwadi, S R AU - Forest Products Laboratory AU - Federal Highway Administration TI - RAILING SYSTEMS FOR LONGITUDINAL TIMBER DECK BRIDGES PY - 1996/10 SP - p. 145-157 AB - Bridge railing systems in the United States have historically been designed based on static load criteria given in the American Association of State Highway and Transportation Officials (AASHTO) 'Standard Specifications for Highway Bridges'. In 1989, AASHTO published the 'Guide Specifications for Bridge Railings' which gives recommendations and procedures to evaluate railings by full-scale vehicle crash testing. In 1993, the National Cooperative Highway Research Program (NCHRP) published 'Report 350, 'Recommended Procedures for the Safety Performance Evaluation of Highway Features', which provides criteria for evaluating longitudinal barriers. Based on these specifications, a cooperative research program was initiated between the University of Nebraska-Lincoln and the Forest Products Laboratory, and later the Federal Highway Administration, to develop and crash test several bridge railings for longitudinal wood decks. This paper describes the successful development and testing of nine resulting railing systems in accordance with AASHTO Performance Level 1 and 2 (PL-1 and PL-2) requirements, and the Test Level 1 and 4 (TL-1 and TL-4) requirements of NCHRP Report 350. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge railings KW - Highway safety KW - Impact tests KW - Longitudinal barriers KW - Roadside KW - Roadside safety KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/falle96a.pdf UR - https://trid.trb.org/view/482219 ER - TY - CONF AN - 00735644 AU - Rammer, D R AU - McLean, D I AU - Forest Products Laboratory AU - Federal Highway Administration TI - SHEAR STRENGTH OF WOOD BEAMS PY - 1996/10 SP - p. 168-177 AB - Experimental shear strength research conducted cooperatively with the USDA Forest Service, Forest Products Laboratory; Washington State University; and the Federal Highway Administration on solid-sawn beams is summarized in this paper. Douglas Fir, Engelmann Spruce, and Southern Pine specimens were tested in a green condition to determine shear strength in members without checks and splits. Sizes tested ranged from nominal 51x102 mm (2x4 in.) to 102x256 mm (4x10 in.). Additional tests were conducted on air-dried solid-sawn Douglas Fir and Southern Pine specimens. A three-point loading setup investigated the effect of splits and checks on shear strength and a five-point loading setup investigated drying effect on beam shear. Based on the experimental tests, the following are concluded: 1) shear strength of green solid-sawn without splits varies with size and may be charaterized using a shear or volume parameter; 2) air-dried Southern Pine shear strength free of splits is equivalent to that for Southern Pine glued-laminated timber; 3) tests on seasoned Douglas Fir and Southern Pine gave mixed results on the effect of splits and checks; and 4) fracture mechanics predictions of the shear strength of artificially split Southern Pine were conservative. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Beams KW - Beams (Structural) KW - Fracture mechanics KW - Shear strength KW - Structural mechanics KW - Timber construction KW - Wood structures UR - https://trid.trb.org/view/482221 ER - TY - CONF AN - 00735659 AU - Pellerin, R F AU - Lavinder, J A AU - Ross, R J AU - Falk, R H AU - Volny, N AU - Forest Products Laboratory AU - Federal Highway Administration TI - IN-PLACE DETECTION OF DECAY IN TIMBER BRIDGES - AN APPLICATION OF STRESS WAVE TECHNOLOGY PY - 1996/10 SP - p. 282-291 AB - A study was recently conducted to assess the technical feasibility of using stress wave nondestructive evaluation methods to locate decayed members in timber bridges. Stress wave nondestructive evaluation techniques were used to locate decayed components in several timber bridges in eastern Oregon. Various stress wave techniques were used to conduct an in-situ evaluation of stringers, decking, and compression members. Components suspected as having decay were identified and evaluated in a laboratory after dismantling. Both visual evaluation of the members and subsequent laboratory testing indicated that the stress wave techniques were able to locate decayed components with a high degree of accuracy. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Biodeterioration KW - Compression members KW - Modulus of elasticity KW - Nondestructive tests KW - Residual strength KW - Stress waves KW - Stresses KW - Structural supports KW - Waves KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/pelle96a.pdf UR - https://trid.trb.org/view/482236 ER - TY - CONF AN - 00735646 AU - Green, D AU - Kretschmann, D AU - Wolcott, M AU - ROSS, R AU - Forest Products Laboratory AU - Federal Highway Administration TI - MECHANICAL GRADING OF TIMBERS FOR TRANSPORTATION INDUSTRY PY - 1996/10 SP - p. 186-191 AB - The grading of structural timbers is currently based on visual assessment of growth characteristics and defects, with properties derived from tests of small clear specimens. More efficient design of timber structures and more efficient use of the nation's forest resource demand more precise assignment of allowable properties than is possible with the visual grading system. In this paper, we summarize available data on the mechanical properties of structural timbers and evaluate an approach for mechanical grading based on nondestructive testing. Potential mechanical grades for timbers are discussed, and preliminary yield data are presented for oak timbers. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Compressive strength KW - Grading KW - Grading (Earthwork) KW - Mechanical properties KW - Timber KW - Timber (Structural) KW - Wood structures UR - http://www.fpl.fs.fed.us/documnts/pdf1996/green96b.pdf UR - https://trid.trb.org/view/482223 ER - TY - CONF AN - 00735648 AU - Tingley, D A AU - Gilham, P C AU - Kent, S M AU - Forest Products Laboratory AU - Federal Highway Administration TI - LONG TERM LOAD PERFORMANCE OF FRP REINFORCED GLULAM BRIDGE GIRDERS PY - 1996/10 SP - p. 201-206 AB - The use of high-strength-fiber-reinforced plastic (FRP) as a reinforcement for glulam bridge girders is now a commercial reality. To assist in the assessment of in-service characteristics of these new girders, a 49.6 m (162.8 ft) HS-25 highway bridge constructed in August 1995 was equipped with internal strain gauges for long-term load effects monitoring. This report represents the findings to-date from these tests. Further, the economic, environmental and maintenance advantages of reinforced glulams are presented. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bearing capacity KW - Girder bridges KW - Laminated wood KW - Reinforced plastics KW - Timber KW - Timber (Structural) KW - Timber construction KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/tingl96a.pdf UR - https://trid.trb.org/view/482225 ER - TY - CONF AN - 00735653 AU - Mtenga, Primus V AU - Forest Products Laboratory AU - Federal Highway Administration TI - CONVENTIONAL LUMBER DECKING: EFFECT OF BOARD SIZES PY - 1996/10 SP - p. 239-244 AB - The introduction of stress laminated lumber decks has helped in the elimination of the problems associated with conventional lumber decks. However, there are thousands of conventional lumber decks that will continue to require maintenance. In some other instances, some of these conventional wood bridges may be kept as historical landmarks. One problem that needs attention on these conventional lumber decks is the one caused by dimensional instability of lumber, when used in a varying environmental condition. Proper material selection and proper board placement may help in minimizing the effect of these dimensional instabilities. However, when there is wetting from one side only, there is a cupping tendency regardless of material selection and placement. This paper presents results of a study aimed at the determination of forces developed during the cupping of lumber subjected to uni-directional wetting. The forces developed during cupping depend on the depth and width of the lumber. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge decks KW - Dimensional analysis KW - Instability KW - Lumber KW - Wetting KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/mteng96a.pdf UR - https://trid.trb.org/view/482230 ER - TY - CONF AN - 00735655 AU - Wang, J Z AU - De Groot, R AU - Forest Products Laboratory AU - Federal Highway Administration TI - TREATABILITY AND DURABILITY OF HEARTWOOD PY - 1996/10 SP - p. 252-260 AB - Reduced treatability in heartwood can cause reduced retention and penetration of preservatives into heartwood. This can reduce the durability of heartwood compared to the treated sapwood. From an anatomical point of view, the factors which contribute to the lower treatability of heartwood include its high extractive content, high rate of aspirated pits, and smaller pore sizes. Generally, in wood members that consist of treated sapwood and untreated heartwood, the durability of treated sapwood is much higher. Untreated heartwood of southern pine, white pine, Douglas-fir, Englemann spruce, eastern spruce and eastern fir lasts longer in outdoor exposure in the colder northern regions than in warmer southern regions. In the southern regions, the median life of the stakes for these species ranges from about 2 to 4 years with the exception of southern pine which ranges from about 5 to 7 years. Eastern spruce and white pine appear to possess lower durability among all the species studied. In the northern region, the median life of the species ranges from 5 to 10 years with the exception of southern pine which lasts about 8 to 15 years. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Durability KW - Timber construction KW - Wood products UR - https://trid.trb.org/view/482232 ER - TY - CONF AN - 00735657 AU - Anthony, R W AU - Pandey, A K AU - Forest Products Laboratory AU - Federal Highway Administration TI - DETERMINING THE LENGTH OF TIMBER PILES IN TRANSPORTATION STRUCTURES PY - 1996/10 SP - p. 270-276 AB - Knowledge of pile length is a vital component for calculating the scour resistance of bridges. A nondestructive evaluation technique based on longitudinal stress wave propagation has been developed to determine the length of timber piles. A total of 33 piles from different bridge sites were selected for equipment evaluation and verification testing of the pile length technique. The piles were evaluated by the stress wave technique, then compared to construction records for verification of length. The stress wave technique has been proven to reliably estimate pile lengths between 20 and 60 ft with an accuracy of about 15%. Additional field tests have been conducted on several bridges in Tennessee and Colorado. Based on these field tests and signal processing refinements, length estimates are possible for greater than 90% of piles tested. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Length KW - Pile length KW - Piles (Supports) KW - Scour KW - Stress waves KW - Stresses KW - Waves KW - Wood structures KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/antho96a.pdf UR - https://trid.trb.org/view/482234 ER - TY - CONF AN - 00735647 AU - Rammer, D R AU - Forest Products Laboratory AU - Federal Highway Administration TI - SHEAR STRENGTH OF GLUED-LAMINATED TIMBER BEAMS AND PANELS PY - 1996/10 SP - p. 192-200 AB - Five sizes of glued-laminated timber beams and panels are being tested in a five-point beam-shear test configuration to determine the shear strength capacity and size relationships. A total of 200 matched specimens will be tested: 100 loaded edgewise about the strong axis and 100 loaded flatwise about the weak axis. Statistical methods will be used to estimate mean and coefficient of variation considering censored data, test the significance of strength-size effect, and correlate between beam shear and ASTM D143 block shear. At the time this paper was written, only the beams loaded edgewise about the strong axis were completely tested along with the smaller-sized beams loaded about the weak axis. This paper presents results for the strong axis tests and a general discussion about the weak axis tests. To date, edgewise specimens had similar size-strength relationships as were observed in previous glued-laminated shear studies. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Beams KW - Beams (Structural) KW - Shear strength KW - Strength of materials KW - Strength requirements KW - Timber KW - Timber (Structural) UR - http://www.fpl.fs.fed.us/documnts/pdf1996/ramme96c.pdf UR - https://trid.trb.org/view/482224 ER - TY - CONF AN - 00735654 AU - Kainz, J A AU - Ritter, M A AU - Yazdani, N AU - Kadnar, J O AU - Forest Products Laboratory AU - Federal Highway Administration TI - EFFECT OF PRESERVATIVE TREATMENT ON BAR FORCE IN STRESS-LAMINATED BRIDGE DECKS PY - 1996/10 SP - p. 245-251 AB - This paper describes a 2-year study that examines the performance of 9 stress-laminated timber test decks constructed of Southern Pine lumber. The decks were treated with 7 different preservatives to assess comparative bar force retention over time. In addition, three different bar anchorage systems were evaluated on decks treated with the same wood preservative. Preliminary results indicate that there are subtle differences in short-term bar force performance between decks treated with oil-type and waterborne preservatives. In addition, the bar force retention magnitude was more varied in the decks treated with waterborne preservatives than in the decks treated with oil-type preservatives. However, little difference was noted in the performance of the three bar anchorage systems. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge construction KW - Bridge decks KW - Bridges KW - Coatings, fillers and paints KW - Construction KW - Laminated wood KW - Preservation KW - Preservatives KW - Structural analysis KW - Structural behavior KW - Structural mechanics KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/kainz96a.pdf UR - https://trid.trb.org/view/482231 ER - TY - CONF AN - 00735650 AU - Galloway, T L AU - Fogstad, C AU - Dolan, C W AU - Puckett, J A AU - Forest Products Laboratory AU - Federal Highway Administration TI - INITIAL TESTS OF KEVLAR PRESTRESSED TIMBER BEAMS PY - 1996/10 SP - p. 215-224 AB - The high strength, high modulus of elasticity, and the increased availability of composite fibers and fiber reinforced plastics makes them a fitting candicate for reinforcement in many structural timber components. Advanced methods of wood construction utilizing composite reinforcement may enable timber to be put to more efficient structural applications. In this work, a procedure was established for reinforcing glued laminated timber beams by bonding woven layers of non-stressed and prestressed bare unidirectional Kevlar fibers between selected laminations. This research evaluates the flexural performance of the reinforced and prestressed beams as compared to similar unreinforced control beams. Additional studies are presented that examine the shear strength of the Kevlar-wood bond, finger joint effects, and time dependent behavior of the non-stressed and prestressed Kevlar reinforced timber beams. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Beams KW - Flexural strength KW - Laminated wood KW - Prestressed beams KW - Prestressing KW - Reinforced plastics KW - Timber KW - Timber (Structural) KW - Timber construction UR - http://www.fpl.fs.fed.us/documnts/pdf1996/gallo96a.pdf UR - https://trid.trb.org/view/482227 ER - TY - CONF AN - 00735651 AU - Nowak, A S AU - Saraf, V AU - Forest Products Laboratory AU - Federal Highway Administration TI - RELIABILITY ANALYSIS OF PLANK DECKS FOR BRIDGES PY - 1996/10 SP - p. 225-231 AB - The major parameters which determine performance of wood structures are modulus of rupture (MOR), modulus of elasticity (MOE), and loads. These parameters are a subject to considerable variation and therefore, they are treated as random variables. The objective of this study is to develop an efficient procedure for evaluation of the structural reliability. The work will focus on wooden plank decks for highway bridges. In particular, the paper is focused on distribution of truck load to plank decks. The current AASHTO Specifications are unrealistic and too conservative in most cases. A plank element is modeled as a beam on elastic supports. Material properties, in particular MOE and MOR, are based on the actual test data. The major part of the load model is axle load, and in particular wheel load. The statistical analysis is based on the available weigh-in-motion measurements data. It was observed that truck parameters are strongly site-specific. For plank decks, live load consideration is focused on axle weights and wheel loads rather than whole vehicles. The reliability model will be used to develop rational design criteria for plank decks. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge decks KW - Highway bridges KW - Reliability KW - Timber construction KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/nowak96a.pdf UR - https://trid.trb.org/view/482228 ER - TY - CONF AN - 00735645 AU - Winandy, J E AU - Forest Products Laboratory AU - Federal Highway Administration TI - EFFECTS OF TREATMENT, INCISING, AND DRYING ON MECHANICAL PROPERTIES OF TIMBER PY - 1996/10 SP - p. 178-185 AB - The design demands of timber construction used in transportation structures, such as bridges, require extended durability and reliability. As such, preservative-treated timber, rather than naturally durable timber, is most often required by code. Design demands also require minimal strength loss during treatment or during the service life of the structure. This report critiques the literature on treatment effects and recommends treating procedures for controlling reductions in strength properties. Particular emphasis is given to the effects of pretreatment drying, incising, treatment processing factors, and post-treatment drying practices U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Creosote KW - Drying KW - Mechanical properties KW - Preservation KW - Strength of materials KW - Timber KW - Timber (Structural) KW - Wood structures UR - http://www.fpl.fs.fed.us/documnts/pdf1996/winan96b.pdf UR - https://trid.trb.org/view/482222 ER - TY - CONF AN - 00735656 AU - Blankenhorn, P R AU - Labosky, P AU - Janowiak, J J AU - Manbeck, H B AU - Webb, D A AU - Baileys, R T AU - Forest Products Laboratory AU - Federal Highway Administration TI - WOOD PRESERVATION - PRESERVATIVE TREATMENT FOR HARDWOOD GLUED-LAMINATED BRIDGES PY - 1996/10 SP - p. 261-269 AB - Pressure-treating cycle guidelines were developed to obtain satisfactory penetration and retention of creosote preservatives in red oak, red maple and yellow poplar glued-laminated timbers. The creosote-treating cycle was used to treat a red oak glued-laminated timber bridge. The treating cycle guidelines were slightly modified and used to treat a red maple glued-laminated timber bridge. Penetration ranged from 50.8 mm (2 in) to completely through the cross section of the laminated beam with retention exceeding 240.3 kg/m sq (15 pcf). Treatment of red maple bridge material also used a revised 'post-conditioning' cycle with a low-temperature/vacuum, post-creosote treatment cycle. The modified cycle resulted in an excellent creosote treatment of the red maple glued-laminated timber bridge and the post-treatment was successful in cleaning the surfaces and in controlling bleeding of the preservative. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Coatings, fillers and paints KW - Creosote KW - Dimensional analysis KW - Hardwoods KW - Laminated wood KW - Preservation KW - Preservatives KW - Wood preservatives KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/blank96a.pdf UR - https://trid.trb.org/view/482233 ER - TY - CONF AN - 00735649 AU - Dagher, H J AU - Kimball, T E AU - Shaler, S M AU - Abdel-Magid, B AU - Forest Products Laboratory AU - Federal Highway Administration TI - EFFECT OF FRP REINFORCEMENT ON LOW GRADE EASTERN HEMLOCK GLULAMS PY - 1996/10 SP - p. 207-214 AB - The benefits of reinforcing glulam beams made with eastern hemlock, an under-utilized wood species in the state of Maine, are discussed. Nine beams reinforced with fiber-reinforced plastics (FRP) on the tension side and three unreinforced controls were instrumented and tested to failure in four-point bending. Low, medium, and high quality wood were used in the experimental study. FRP reinforcement ratios ranged from 0.3% to 3.1%. A nonlinear numerical model that predicts the performance of the RFP-glulam beams through the entire load was developed and its predictions are compared with the test results. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Ductility KW - Fiber reinforced concrete KW - Fiber reinforcement KW - Laminated wood KW - Nonlinear systems KW - Stiffness KW - Strength of materials KW - Timber construction UR - http://www.fpl.fs.fed.us/documnts/pdf1996/daghe96b.pdf UR - https://trid.trb.org/view/482226 ER - TY - CONF AN - 00735652 AU - Wacker, J P AU - Seavey, R AU - Erickson, R AU - Forest Products Laboratory AU - Federal Highway Administration TI - COLD TEMPERATURE EFFECTS ON STRESS-LAMINATED TIMBER BRIDGES PY - 1996/10 SP - p. 232-238 AB - Stress-laminated bridges perform well, if adequate bar force is maintained to provide the interlaminar friction and load transfer between adjacent deck laminations. Stress-laminated decks utilize both wood and steel components; therefore, different material thermal properties may cause bar force to change as the temperature fluctuates. In response to concerns about the performance of stress-laminated bridges in extremely cold climates, a cooperative research project with the Universiy of Minnesota; the USDA Forest Service, Forest Products Laboratory; and the Federal Highway Adminstration was initiated to evaluate system performance at temperatures ranging from 21.1 deg C to -34.4 deg C (53.1 deg F to -2.4 deg F). U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge decks KW - Cold weather KW - Laminated wood KW - Laminates KW - Moisture content KW - Operations KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/wacke96a.pdf UR - https://trid.trb.org/view/482229 ER - TY - CONF AN - 00735641 AU - Hislop, L E AU - Forest Products Laboratory AU - Federal Highway Administration TI - PORTABLE SURFACES FOR CROSSING UNSTABLE ROADBEDS PY - 1996/10 SP - p. 138-144 AB - Low-volume roadbeds surfaced with aggregate and native soil are a vital part of many U.S. Department of Agriculture Forest Service road networks. A common concern of low-volume road designers is the development of ruts through short, unstable sections. Ruts reduce vehicle access, affect local streams and hydrology, increase maintenance, and accelerate the loss of surfacing material as a result of erosion. The Forest Service has investigated portable surfaces as an alternative to continuous maintenance, use of crushed aggregate, or reconstruction. This report discusses field evaluation to quantify the reduction of rut depth for two types of wood portable surfaces. Wood pallets and wood mats were installed on native soil timber harvest roads in northcentral Florida. On average, the surface reduced rut depth by 127 mm (5 in.). U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Highway maintenance KW - Roadbed material KW - Rut depth KW - Ruts (Pavements) KW - Rutting KW - Subgrade (Pavements) KW - Subgrade materials KW - Surface course (Pavements) KW - Timber construction KW - Wood products UR - http://www.fpl.fs.fed.us/documnts/pdf1996/hislo96a.pdf UR - https://trid.trb.org/view/482218 ER - TY - CONF AN - 00735643 AU - Boothby, T E AU - Manbeck, H B AU - BURROUGHS, C B AU - Bernecker, C A AU - Grgurevich, S AU - Cegelka, S AU - Ritter, M A AU - Forest Products Laboratory AU - Federal Highway Administration TI - DEVELOPMENT OF WOOD HIGHWAY SOUND BARRIERS PY - 1996/10 SP - p. 158-167 AB - Prototype designs for wood highway sound barriers meeting the multiple criteria of structural integrity, acoustic effectiveness, durability, and potential for public acceptance are being developed. Existing installations of wood sound barriers were reviewed and measurements conducted in the field to estimate insertion losses. A complete matrix of design options for wood barriers was developed into a set of slides along with several concrete designs, and presented in a controlled test to a group of human subjects for evaluation. The results of this testing showed that the wood barriers present an acceptable appearance, both to the driver and to the community behind the barrier. Moreover, the tests indicated a preference for moderate relief treatment, or a variety of design elements. The results of the human subject and acoustic testing have been incorporated into a series of designs for wood sound barriers. A prototype barrier will be built and tested. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Acoustics KW - Aesthetics KW - Noise barriers KW - Sound barrier KW - Timber construction KW - Transportation buildings KW - Transportation structures UR - http://www.fpl.fs.fed.us/documnts/pdf1996/booth96a.pdf UR - https://trid.trb.org/view/482220 ER - TY - CONF AN - 00735658 AU - Ross, R J AU - Ritter, M A AU - Schad, K C AU - Forest Products Laboratory AU - Federal Highway Administration TI - DETERMINING IN-PLACE MODULUS OF ELASTICITY OF STRESS-LAMINATED TIMBER DECKS USING NDE PY - 1996/10 SP - p. 277-281 AB - The objective of this study was to examine use of stress wave nondestructive evaluation (NDE) techniques to evaluate the in-place modulus of elasticity (MOE) of the laminations in stress-laminated timber bridge decks. Prior to bridge deck construction, longitudinal stress wave and transverse vibration NDE techniques were used to determine the MOE of 40 Southern Pine lumber specimens. A strong correlative relationship was found to exist between the MOE values obtained by these two techniques. Then, several bridge decks were constructed from these specimens, and several types of instrumentation were used to measure the MOE of individual specimens within the decks prior to transverse stressing and at maximum transverse stress. Excellent agreement was found between the MOE values prior to bridge deck construction and those observed after deck construction. More importantly, average MOE values obtained from measurements of the individual laminations showed strong agreement with bridge deck MOE. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge decks KW - Longitudinal stresses KW - Modulus of elasticity KW - Nondestructive tests KW - Stress testing KW - Stress tests (Equipment) KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/ross96b.pdf UR - https://trid.trb.org/view/482235 ER - TY - CONF AN - 00735660 AU - Crews, K AU - Ritter, M AU - Forest Products Laboratory AU - Federal Highway Administration TI - DEVELOPMENT OF LIMIT STATES DESIGN PROCEDURES FOR TIMBER BRIDGES PY - 1996/10 SP - p. 292-300 AB - Recent work in North America, Europe, and Australia has resulted in the development of Limit States or Load and Resistance Factor Design (LRFD) procedures for timber bridges. This new approach makes significant departures from the current allowable (working) stress design procedures, which have often been based on the design of domestic building structure. This paper discusses the development of limit states design procedures for timber bridges in Australia and the United States, with a particular focus on the design of stress laminated timber bridge decks and girder bridges. Issues such as characterization of material properties, reliability, strength, and serviceability are also presented. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Constraints KW - Design KW - Design constraints KW - Limit state design KW - Load factor KW - Properties of materials KW - Resistance KW - Strength analysis KW - Strength of materials KW - Ultimate load design KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/crews96b.pdf UR - https://trid.trb.org/view/482237 ER - TY - RPRT AN - 00735932 AU - McGill, G E AU - Cramer, S D AU - Bullard, S J AU - Covino, B S AU - Holcomb, R AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FIELD APPLICATION OF AN ARC-SPRAYED TITANIUM ANODE FOR CATHODIC PROTECTION OF REINFORCING STEEL IN CONCRETE PY - 1996/10 SP - 115 p. AB - This study provided the first field trial of a catalyzed, arc-sprayed titanium anode for cathodic protection of steel reinforced concrete structures. Catalyzed titanium as an anode material offers the advantage of long life due to the inherent non-corrosive nature of the metal in atmospheric exposure. To continue to serve as an anode, the titanium will require a periodic and easily accomplished re-application of the catalyst rather than re-application of the metal. The purpose of this study was to evaluate the installation and operation of the catalyzed titanium anode and to evaluate the economics of the titanium anode system compared to arc-sprayed zinc. The initial phase of the study included modification of the spray equipment for spraying titanium wire and determination of the optimal spray parameters for applying the titanium anode to the bridge. Coating resistivity was found to be the best measure for evaluating the effectiveness of the coating. Decreasing spray distance, increasing current, and using nitrogen as the atomizing gas (propellant) all decrease coating resistivity. A multiple regression equation developed from the collected data showed that, for the data collected in this study, spray gun travel speed and atomizing gas pressure have an insignificant effect on coating resistivity. Coating analysis showed that the arc-sprayed titanium is a non-homogeneous coating due to reactions with atmospheric gases. The coating contains, on average, 88 weight percent titanium. The principal coating constituents are alpha-Ti containing interstitial nitrogen, interstitial oxygen, and gamma-TiO with the possibility of some TiN. The coating consists of alternating layers of alpha-Ti rich and gamma-TiO rich material. The use of nitrogen as the atomizing gas results in a coating with less cracking, more uniform chemistry, and therefore, lower coating resistivity than is produced using air atomization. The field trial resulted in installation of 280 sq m (3015 sq ft) of catalyzed, arc-sprayed titanium on the Depoe Bay Bridge. Several lessons were learned during the field trial. Although use of a grade 1, annealed titanium wire for spraying was found to reduce equipment wear, frequent equipment maintenance caused by rapid wear of the copper spray tips had a significant impact on operator productivity. The switchmode power supply furnished with the spray equipment was unable to provide the stable arc needed for smooth operation of the spray equipment. Current distribution plates embedded flush in a concrete patch material proved to be the best method for providing a low resistance connection between the anode and the power supply. Although some difficulty was experienced during the field trial, the costs for performing this work exceeded the bid costs for installing arc-sprayed zinc on this same structure by just 18%. If the long-term performance of the catalyzed titanium anode system is proven, the arc-sprayed titanium system will provide a life cycle cost advantage over the arc-sprayed zinc system. KW - Anodes KW - Arc spraying KW - Cathodic protection KW - Electrical resistivity KW - Field tests KW - Life cycle costing KW - Modifications KW - Reinforced concrete bridges KW - Reinforcing steel KW - Resistivity KW - Sprayers KW - Spraying equipment KW - Titanium UR - https://trid.trb.org/view/478525 ER - TY - CONF AN - 00735624 AU - Forest Products Laboratory AU - Federal Highway Administration TI - NATIONAL CONFERENCE ON WOOD TRANSPORTATION STRUCTURES PY - 1996/10 SP - 494p AB - The Federal Highway Administration and the USDA Forest Service, Forest Products Laboratory, jointly sponsored the National Conference on Wood Transportation Structures, October 23-25, 1996, in Madison, Wisconsin. This was a direct result of 5 years of cooperation in conducting research related to timber transportation structures. The objective of the conference was to present state-of-the-art information on wood utilization in transportation applications. The conference included a plenary session, reviewing timber bridges throughout the world, followed by concurrent paper sessions on various topics. This report includes the papers presented at this conference. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge construction KW - Bridge railings KW - Bridges KW - Coatings, fillers and paints KW - Connectors KW - Construction KW - Fasteners KW - Fiber reinforced plastics KW - Laminated wood KW - Mechanical properties KW - Metal plates KW - Nondestructive tests KW - Plates (Engineering) KW - Preservation KW - Preservatives KW - Railing KW - Sound barrier KW - Stresses KW - Timber construction KW - Transportation buildings KW - Transportation structures KW - Truss bridges KW - Wood structures UR - http://www.fpl.fs.fed.us/documnts/fplgtr/fplgtr94.pdf UR - https://trid.trb.org/view/482201 ER - TY - CONF AN - 00735626 AU - Kleppe, O AU - Aasheim, E AU - Forest Products Laboratory AU - Federal Highway Administration TI - TIMBER BRIDGES IN THE NORDIC COUNTRIES PY - 1996/10 SP - p. 10-16 AB - The Nordic Timber Bridge Program is a cooperative program for Sweden, Finland, Denmark and Norway, with the head of the working group and the chairman from Norway. The participants in this program come from the Timber Industries, the Timber Research Institute and Public Roads Administrations in the various Nordic countries. The paper will describe the most essential points in "why and how" this Timber Bridge Program was established. The objective was to increase the knowledge of timber used in bridges, and timber bridges vis-a-vis architects, engineers and politicians regarding material and construction preference and disadvantage, environmental aspects, construction costs and service life costs. The aim is to construct more timber bridges at the sacrifice of steel and concrete bridges. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge construction KW - Bridge design KW - Bridges KW - Construction KW - Construction costs KW - Costs KW - Environmental impacts KW - Structural design KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/klepp96a.pdf UR - https://trid.trb.org/view/482203 ER - TY - CONF AN - 00735628 AU - Meierhofer, U A AU - Forest Products Laboratory AU - Federal Highway Administration TI - TIMBER BRIDGES IN CENTRAL EUROPE, YESTERDAY, TODAY, TOMORROW PY - 1996/10 SP - p. 22-26 AB - Historically, timber bridges have played an important role. The decline of timber bridge building was triggered by the development of competing materials: steel and concrete. Governing factors for the revival of timber bridge building in the 80s has been the development of timber engineering of glued laminated timber (treated and untreated), as well as of the laminated bridge deck. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Technology assessment KW - Timber construction KW - Wood structures KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/meier96a.pdf UR - https://trid.trb.org/view/482205 ER - TY - CONF AN - 00735630 AU - Crews, K AU - BAKOSS, S AU - Forest Products Laboratory AU - Federal Highway Administration TI - FUNDAMENTAL STRUCTURAL BEHAVIOR OF "BUILT-UP" STRESS LAMINATED TIMBER BRIDGE DECKS PY - 1996/10 SP - p. 39-48 AB - Following the successful implementation of stress laminated timber bridge deck technology for decks spanning up to 9 m (27 ft), a 3 year research initiative was commenced early in 1995 at the University of Technology, Sydney (UTS), to undertake fundamental research and development of cellular bridge decks using stress laminated timber technology. This work is funded by the Australian Research Council and industry, and has involved both full scale serviceability and ultimate load testing (up to 12.2 m (36.57 ft)) as well as an examination and analytical investigation into fundamental behavior of cellular and T-beam structural forms constructed from timber elements. Research is currently being undertaken to extend this technology to applications with clear spans of 25 to 30 m (76 to 97 ft). This paper presents the findings of an on-going research at UTS and discusses the implications of it for timber bridges. Research undertaken to date indicates that the technology is structurally and economically viable. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Laminated wood KW - Load tests KW - Structural analysis KW - Structural behavior KW - Structural mechanics KW - Technology assessment KW - Timber KW - Timber construction KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/crews96a.pdf UR - https://trid.trb.org/view/482207 ER - TY - CONF AN - 00735637 AU - Lee, PDH AU - Ritter, M A AU - Tice, E D AU - Forest Products Laboratory AU - Federal Highway Administration TI - EASTERN COTTONWOOD STRESS-LAMINATED TIMBER BRIDGES: ENHANCING RURAL AMERICA WITH UNDERUTILIZED SPECIES PY - 1996/10 SP - p. 104-113 AB - In 1988, the U.S. Congress passed legislation known as the Timber Bridge Initiative (TBI). The purpose of the legislation was to establish a national program to provide effective and efficient utilization of wood as a structural material for highway bridges. As part of the TBI, a demonstration bridge program was developed to enhance rural America by encouraging innovation through the use of new or previously underutilized wood products. In south-central Iowa, two counties have constructed stress-laminated timber bridges using eastern cottonwood, a local, underutilized species. This paper presents a summary of the performance of three stress-laminated eastern cottonwood bridges constructed in 1994. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Field performance KW - Laminated wood KW - Performance KW - Stress conditions KW - Stresses KW - Structural materials KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/lee96a.pdf UR - https://trid.trb.org/view/482214 ER - TY - CONF AN - 00735639 AU - Janowiak, J J AU - Manbeck, H B AU - Thomforde, D G AU - Witmer, R W AU - Forest Products Laboratory AU - Federal Highway Administration TI - TIMBER BRIDGE HARDWOOD GLULAM DECK CONNECTOR EVALUATIONS UNDER STATIC AND REPETITIVE LOADS PY - 1996/10 SP - p. 122-130 AB - Timber bridge deck connectors are crucial to predicted bridge behavior and long-term serviceability yet only limited information documents the performance characteristics for these important bridge connections. New data are presented on the load resistance performance of two different fastener installations often utilized for glulam timber deck-to-girder connection in bridge superstructure construction. Fastener installations investigated are the lag bolt connector and deck clip system. Results on lag bolt and deck clip performance are based on tests with hardwood glulam deck-to-girder specimen assemblies. Hardwood glulam timber are a recent innovation to highway bridge construction with no detailed information to describe their connection behavior. Specimen assemblies were tested to evaluate lateral resistance (shear) both in primary and secondary load orientations and withdrawal resistance (axial) properties. Test efforts for lateral resistance with the lag bolt connections included assembly evaluations of load resistance under monotonic conditions and after repetitive shear displacement up to one million cycles. Test measurements were made to determine load-deformation response for characterization of initial slope or elastic stiffness, post-yield slope and determination of 5% offset load for both connector systems. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Fatigue (Physiological condition) KW - Laminated wood KW - Lateral loads KW - Performance KW - Performance characteristics KW - Repeated loads KW - Static loads KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/janow96a.pdf UR - https://trid.trb.org/view/482216 ER - TY - CONF AN - 00735634 AU - Collins, W J AU - Forest Products Laboratory AU - Federal Highway Administration TI - REHABILITATING HISTORIC TIMBER TRANSPORTATION STRUCTURES AT BURNT CABINS GRIST MILL, BURNT CABINS, PENNSYLVANIA PY - 1996/10 SP - p. 72-81 AB - Burnt Cabins Grist Mill is an operating, waterpowered grist mill on Little Aughwick Creek in Fulton County, Pennsylvania. The mill and ten acres of the privately owned site are listed on the National Register of Historic Places. Two heritage timber transportation structures were redesigned to combine traditional timber construction techniques with modern materials, treatment and construction methods, including: a timber mill race flume; and a timber weigh station canopy and timber scale bed. The project was partially funded by the USDA Forest Service Rural Development Program. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Construction management KW - Flumes KW - Mills KW - Timber construction KW - Transportation buildings KW - Transportation structures UR - http://www.fpl.fs.fed.us/documnts/pdf1996/colli96a.pdf UR - https://trid.trb.org/view/482211 ER - TY - CONF AN - 00735635 AU - Manbeck, H B AU - Blankenhorn, P R AU - Janowiak, J J AU - Witmer, R W AU - Labosky, P AU - Forest Products Laboratory AU - Federal Highway Administration TI - PERFORMANCE OF RED OAK AND RED MAPLE GLUED-LAMINATED BRIDGES PY - 1996/10 SP - p. 82-91 AB - A three year program to monitor the performance of a red oak longitudinal girder, transverse deck glued-laminated (glulam) highway bridge is presented. The results indicate that the predicted and observed live load beam deflections agree within 2% when the stiffness of the individual beam laminations and ten percent increase in beam stiffness due to composite action between the deck panel and longitudinal girders are incorporated into the design. Significant reflexive cracking in the asphaltic wearing surface was observed at the interface between each red oak deck panel. This was attributed to the gap provided between each panel during construction, to the placement of the waterproof membrane directly over the creosote treated deck panels to the beams during installation of the lag bolts. Long term (3 year) dead load deflection measurements indicated that after approximately one year, dead load deflections remained nearly constant for the interior beams. Elevations of the lower surface of the two exterior beams fluctuated considerably and varied seasonally. There was no evidence of delamination of the girders or deck panels after four years. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge construction KW - Bridge design KW - Bridges KW - Construction KW - Highway bridges KW - Laminated wood KW - Longitudinal control KW - Structural design KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/manbe96a.pdf UR - https://trid.trb.org/view/482212 ER - TY - CONF AN - 00735631 AU - Triche, M H AU - Ritter, M A AU - Forest Products Laboratory AU - Federal Highway Administration TI - POLE CREEK METAL-PLATE-CONNECTED TRUSS BRIDGE PY - 1996/10 SP - p. 49-57 AB - This paper summarizes the performance of the Pole Creek metal-plate-connected wood truss bridge constructed in the Fall of 1992 in rural Tuscaloosa County, Alabama. This two-lane bridge consists of two simple spans. Span 1 is a bolt-laminated transverse deck supported by multitruss girders; span 2 is a stress-laminated truss system. A monitoring program on the Pole Creek bridge, initiated shortly after construction, has provided information on seasonal variations in lumber moisture contents, stressing bar force, static-load test behavior, and overall condition. After 3 years, the monitoring program indicates that the Pole Creek bridge is performing adequately with no structural deficiencies. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge construction KW - Bridges KW - Construction KW - Laminated wood KW - Metal plates KW - Plates (Engineering) KW - Truss bridges KW - Wood structures KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/trich96a.pdf UR - https://trid.trb.org/view/482208 ER - TY - CONF AN - 00735638 AU - Wipf, T J AU - Ritter, M A AU - WOOD, D L AU - Forest Products Laboratory AU - Federal Highway Administration TI - DYNAMIC EVALUATION OF TIMBER BRIDGES PY - 1996/10 SP - p. 114-121 AB - The dynamic response of both glue-laminated timber (glulam) girder bridges and stress-laminated (stress-lam) deck bridges was determined from field test results using heavily loaded trucks. Deflections were measured for various vehicle speeds and transverse positions at the bridge midspan and were recorded using a high speed data acquisition system. A dynamic amplification factor (DAF) was computed from these data. These field tests are part of a larger research study that will also include analytical research. Only some of the experimental data are described in this paper. The overall objective of the larger study is to determine the dynamic behavior of timber bridges so that reliable design specifications can be developed. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Dynamic loads KW - Dynamic response KW - Field performance KW - Girder bridges KW - Laminated wood KW - Performance KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/wipf96a.pdf UR - https://trid.trb.org/view/482215 ER - TY - CONF AN - 00735632 AU - Dagher, H J AU - West, B AU - Caccese, V AU - Wolfe, R AU - Ritter, M AU - Forest Products Laboratory AU - Federal Highway Administration TI - FATIGUE DESIGN CRITERIA OF MPC WOOD TRUSSES FOR BRIDGE APPLICATIONS PY - 1996/10 SP - p. 58-64 AB - Lightweight metal plate connected (MPC) wood trusses are commonly used in residential and commercial roof construction. These trusses also offer advantages for low-volume rural bridges such as ease of construction, high stiffness and wide availability. MPC trusses can be used in bridge applications provided that proper consideration for fatigue, corrosion protection, and detailing to prevent connector plate 'back-out' are incorporated into the MPC joint design. Using fatigue test results of 172 individual MPC joints and 34 full-scale trusses, recommendations for fatigue design are given. Two MPC truss bridges, 46 ft and 39 ft long (14 m and 11 m), built in Maine in 1993 and 1994 are described briefly. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Corrosion protection KW - Fatigue (Physiological condition) KW - Metal plates KW - Plates (Engineering) KW - Timber construction KW - Trusses KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/daghe96a.pdf UR - https://trid.trb.org/view/482209 ER - TY - CONF AN - 00735633 AU - Apple, D A AU - WOODWARD, C AU - Forest Products Laboratory AU - Federal Highway Administration TI - STRESS-LAMINATED/STEEL T-BEAM BRIDGE SYSTEM PY - 1996/10 SP - p. 65-71 AB - The stress-laminated timber bridge deck has been successfully used for short span bridges. A design philosophy, procedure, and related equations have been developed for a timber-steel composite deck design which may offer improved economy and performance where longer spans are required. The design incorporates a series of inverted steel T-beams within the stress-laminated timber deck. A significant number of currently used design specifications and construction methods for stress-laminated bridges along with a design procedure familiar to most bridge engineers have been included in this design procedure. Large shear forces between the deck and steel beams require steel dowels. A grid system composed of the steel T-beams and wooden diaphragms provides additional load distribution, and may facilitate the construction process. Standard lumber sizes and relatively unskilled labor may be used to construct the bridge. It is anticipated that the design's lightweight nature may result in significant cost savings for the substructure and construction equipment required. Efficient use of labor, materials and existing design practices make this design advantageous for many applications in the 12.2 m (48 ft) to 24.4 m (80 ft) span ranges. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge decks KW - Composite materials KW - Dowels KW - Dowels (Fasteners) KW - Laminates KW - Prestressed timber KW - T beams KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/apple96a.pdf UR - https://trid.trb.org/view/482210 ER - TY - CONF AN - 00735636 AU - Ritter, M AU - Lee, PDH AU - Kainz, J AU - Meyer, C AU - Forest Products Laboratory AU - Federal Highway Administration TI - EVALUATION OF STRESS-LAMINATED T-BEAM BRIDGES CONSTRUCTED OF LAMINATED VENEER LUMBER PY - 1996/10 SP - p. 92-103 AB - Growing interest in wood bridges during the past decade has led to the use of new wood products and innovative designs for bridges. One new wood bridge system that is becoming increasingly popular involves solid, laminated veneer lumber T-beams that are stress laminated together. As part of the development of these bridges, an evaluation program to monitor field performance of six bridges was implemented. This paper describes results of field performance related to bar force, moisture content, and condition assessment, with presentation of load test and analytical evaluations for two of the six bridges. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Field performance KW - Laminated wood KW - Load tests KW - Performance KW - Stress conditions KW - Stresses KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/ritte96a.pdf UR - https://trid.trb.org/view/482213 ER - TY - CONF AN - 00735629 AU - Calil, C AU - Forest Products Laboratory AU - Federal Highway Administration TI - TIMBER BRIDGES IN SOUTH AMERICA PY - 1996/10 SP - p. 27-38 AB - Timber bridges in South America predate the 19th century. This paper provides an introduction of the many types of timber bridges currently used in South America. The five basic types used, which are, the longitudinal beam, frame, truss, arch and suspension superstructures, are presented. Research on new bridge designs using tropical and reforestation wood species, has been developed in the Laboratory of Wood and Timber Structures, Sao Paolo University in Brazil, on prestressed timber bridges and decks composed with two diagonal layers of sawn wood connected with wood dowels over composed longitudinal beams. The first prestressed timber bridge in South Ameria will be constructed this year using Eucalyptus Citiodora specie. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge design KW - Bridges KW - Dowels KW - Dowels (Fasteners) KW - Prestressed materials KW - Prestressing KW - Structural design KW - Suspension bridges KW - Timber construction KW - Tropics KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/calil96a.pdf UR - https://trid.trb.org/view/482206 ER - TY - CONF AN - 00735640 AU - Allotey, I A AU - Dolan, J D AU - Forest Products Laboratory AU - Federal Highway Administration TI - A BUILT-UP TIMBER GIRDER FOR BRIDGE CONSTRUCTION IN DEVELOPING COUNTRIES PY - 1996/10 SP - p. 131-137 AB - Just as it is in developed countries, most developing countries utilize concrete and steel in their various forms of reinforced concrete, prestressed concrete and steel, for the construction of bridges. Most of these countries do not produce cement and steel locally and have to rely on their importation. As a result, a large proportion of their hard earned foreign currency is utilized for the importation and construction of these bridges. Paradoxically, many of these countries abound in timber as a natural resource which could be utilized for the purpose. The authors have identified the bridge girder as the main constraint in the use of wood for medium span bridges and have developed a built-up timber girder to solve the problem. The paper gives the highlights of the girder for the project, discusses why the girder is appropriate to developing countries with timber as a natural resource and outlines important factors that need to be considered in the design and construction of such a girder. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge construction KW - Bridges KW - Construction KW - Developing countries KW - Girder bridges KW - Laminated wood KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/allot96a.pdf UR - https://trid.trb.org/view/482217 ER - TY - CONF AN - 00735625 AU - WILLIAMSON, T G AU - Forest Products Laboratory AU - Federal Highway Administration TI - TIMBER HIGHWAY BRIDGE CONSTRUCTION PRACTICES IN THE UNITED STATES PY - 1996/10 SP - p. 1-9 AB - Wood has been successfully used as a highway bridge material in the United States for hundreds of years. Some of the earliest examples of wood bridge construction, dating back to the mid to late 1800s, are the covered bridges, many of which are still in service today in the Eastern U.S. From the early 1900s to the mid 1960s, thousands of highway bridges were built in the U.S. using a longitudinal wood stringer and transverse nail-laminated sawn lumber deck systems which would result in lower material and labor costs and which would minimize the maintenance requirements often associated with the older wood bridges. This research has continued for the past 25 years and has led to the development of many innovative wood bridge systems which are now leading to a rediscovery of wood as a highway bridge construction material in the U.S. These systems include a variety of glued laminated timber framing systems, stress-laminated sawn lumber deck bridges and stressed T and box sections utilizing different combinations of lumber, glulam and laminated veneer lumber components. New technology is moving towards the use of prefabricated metal plate truss systems, new stressing rod technologies, the use of high strength plastic composites for reinforcement of wood members and the application of Load and Resistance Factor Design to bridges. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Bridge construction KW - Bridge design KW - Bridges KW - Construction KW - Highway bridges KW - Structural design KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/willi96a.pdf UR - https://trid.trb.org/view/482202 ER - TY - CONF AN - 00735627 AU - Walter, G P AU - Forest Products Laboratory AU - Federal Highway Administration TI - TIMBER BRIDGES IN AUSTRALIA PY - 1996/10 SP - p. 17-21 AB - This paper presents an overview of the history of timber bridges in Australia and examines applications of timber technology related to transportation structures and the implementation of technology in Australia. U1 - National conference on wood transportation structuresUS Forest Service, Forest Products Laboratory; Federal Highway AdministrationMadison, WI StartDate:19961023 EndDate:19961025 Sponsors:US Forest Service, Forest Products Laboratory; Federal Highway Administration KW - Technology assessment KW - Timber construction KW - Transportation buildings KW - Transportation structures KW - Wood structures KW - Wooden bridges UR - http://www.fpl.fs.fed.us/documnts/pdf1996/walte96a.pdf UR - https://trid.trb.org/view/482204 ER - TY - RPRT AN - 00735908 AU - Levitan, L AU - Bloomfield, J AU - Honeywell AU - University of Iowa, Iowa City AU - Federal Highway Administration TI - DRIVERS' ACTIVITIES AND INFORMATION NEEDS IN AN AUTOMATED HIGHWAY SYSTEM PY - 1996/10 SP - 51 p. AB - These experiments investigated what drivers do when traveling under automated control, and what information they would like to have available during that time. Eighteen drivers ages 25 through 34 and 18 drivers age 65 or older participated in the first two experiments; 6 drivers participated in the third experiment. All experiments were conducted in the Iowa Driving Simulator. The driver drove the simulator vehicle onto a freeway and then moved to the center lane; following a period of manual driving, control was transferred to the AHS, and the driver traveled under automated control for at least 34 min. In the first two experiments, which were run together and consisted of a single trial for each driver, driver activities were videotaped for later analysis. In addition, a laptop computer was mounted near the driver that offered several types of information. Drivers were given a questionnaire after the experiment to allow ratings of and comments on the various information types. In the third experiment, each driver participated in eight trials, once each in the morning and afternoon on 4 days, simulating a commuter experience. Driver activities were again videotaped for later analysis, but there was no laptop computer available. RESULTS: In the two noncommuter experiments, drivers undertook a variety of activities, though despite pre-experiment encouragement to do so, almost no one brought any materials with them. Thus, the activities included such things as reading the strip map that was in the car, talking to the experimenter, adjusting the radio, and so on. The most frequent activity was using the laptop computer. A third of the drivers closed their eyes at least once for 5 or more consecutive seconds, with averages of 5.7 and 7.1 times for males and females, respectively. Regarding the information available on the laptop computer, drivers found information about the next exit to be least useful. Information about the driver's current location and the traffic ahead were more useful than next exit information. And information about time to the destination was selected significantly more frequently than the other three types of information. Drivers offered several suggestions for additional information they would like to have available during a trip on the AHS. In the commuter experiment, it was noted, however, that only two drivers brought something to do on the next-to-last trial, a somewhat surprising result in light of the fact that the drivers clearly knew by then that they would have almost half an hour during which they did not have any driving-related responsibilities. KW - Automated highway systems KW - Automated travel KW - Automated vehicle control KW - Behavior KW - Driver information systems KW - Drivers KW - Driving simulators KW - Human factors KW - Human subject testing KW - Intelligent transportation systems KW - Laptop computers KW - Microcomputers KW - Travel KW - Videotapes UR - https://trid.trb.org/view/478501 ER - TY - RPRT AN - 00734639 AU - Ardani, A AU - Colorado Department of Transportation AU - Federal Highway Administration TI - LONG-TERM PERFORMANCE OF FAST TRACK PAVEMENT, COLORADO PROJECT CXMP 13-0006-07 PY - 1996/10 SP - 28 p. AB - This report describes the post-construction evaluation of the fast track pavement in Sterling, Colorado. The field evaluation consisted of visual inspection, fault measurement, profile measurement and distress survey. A set of falling weight deflectometer (FWD) measurements was also acquired to assess the structural responses and to evaluate load transfer efficiency between the slabs. The results of this study demonstrated that fast track concrete can be as durable as the conventional concrete pavement. After seven years of being in service the pavement has shown no sign of fatigue, only some minor distresses unrelated to fast track techniques. The use of fast track techniques, where suitable, is recommended. KW - Accelerated construction KW - Condition surveys KW - Construction scheduling KW - Defects KW - Durability KW - Economic efficiency KW - Efficiency KW - Falling weight deflectometers KW - Fast track KW - Inspection KW - Load transfer KW - Long term KW - Pavement distress KW - Pavement performance KW - Pavements KW - Rigid pavements KW - Structural analysis KW - Structural mechanics KW - Structural response KW - Time duration KW - Vision UR - https://trid.trb.org/view/478003 ER - TY - RPRT AN - 00734590 AU - Senadheera, S P AU - Zollinger, D G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INFLUENCE OF COARSE AGGREGATE IN PORTLAND CEMENT CONCRETE ON SPALLING OF CONCRETE PAVEMENTS PY - 1996/10 SP - 222 p. AB - Spalling is a form of distress in concrete pavements. However, the current state of knowledge and the available prediction models on spalling indicate a lack of understanding of the spalling mechanism. This research attempts to fill the need to develop a framework to incorporate spalling in the design of concrete pavements based on a mechanistic approach. The report presents results from a comprehensive field survey on spalling in concrete pavements in Texas. Based on the results from this field survey, a mechanism for spalling is proposed. According to this mechanism, spalling is the culmination of damage initiated as delaminations early in the life of pavements. The development of delaminations is related to the concrete mix design and conditions at the time of paving including ambient conditions and the method of curing. The delaminations are extended into spalls as a result of fatigue damage induced by traffic and temperature fluctuations in the pavement. Early-age analysis of concrete pavements was performed using a finite element program developed to predict stresses in the pavement caused by shrinkage. Results from the analysis indicated that a high level of stress sufficient to create delaminations may be generated at a very early age. The coarse aggregate type in concrete was noted to have a significant effect on the level of spalling. Based on results from laboratory studies, a mechanism on how the aggregate type influences spalling is proposed. This proposed spalling mechanism is included in a framework to incorporate spalling in the design of concrete pavements. KW - Coarse aggregates KW - Concrete curing KW - Concrete pavements KW - Cracking KW - Delamination KW - Design KW - Field investigations KW - Field studies KW - Finite element method KW - Laboratory studies KW - Machines KW - Mechanical analysis KW - Mechanisms KW - Mechanistic design KW - Mix design KW - Shrinkage KW - Spalling KW - Stresses KW - Temperature KW - Thermal stresses UR - https://trid.trb.org/view/471445 ER - TY - RPRT AN - 00734555 AU - Hoppe, E J AU - Gomez, J P AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - FIELD STUDY OF AN INTEGRAL BACKWALL BRIDGE PY - 1996/10 SP - 51 p. AB - Integral bridges offer reduced maintenance expenditures, primarily due to the elimination of deck expansion joints. The design of an integral bridge, however, is complicated by the soil-structure interaction associated with thermal movements. It has been widely recognized that more data on the actual stresses and their distribution within the structure are needed for an optimal design. Current integral designs are often conservative and based on empirical values. This study is an analysis of an integral backwall bridge which was instrumented during construction and monitored for 2.5 years. Field instrumentation included strain gages, temperature probes and earth pressure cells. Data were collected continuously using electronic dataloggers. The results demonstrate a satisfactory performance of the structure; however, some maintenance problems associated with excessive approach settlement were observed. Soil pressures exerted on the back of the integral backwall showed significant daily variation as a result of ambient air temperature fluctuation. KW - Atmospheric temperature KW - Bridge approaches KW - Bridge design KW - Bridges KW - Data collection KW - Earth pressure KW - Electronic data logging KW - Field studies KW - Information organization KW - Instrumentation KW - Integral bridges KW - Monitoring KW - Performance evaluations KW - Settlement (Structures) KW - Soil pressures KW - Soil structure interaction KW - Structural design UR - http://ntl.bts.gov/lib/36000/36900/36986/97-R7.pdf UR - https://trid.trb.org/view/471410 ER - TY - RPRT AN - 00728354 AU - Stephens, J E AU - Scoles, J AU - Patterson, S AU - Schillings, P AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - IMPACT OF ADOPTING CANADIAN INTERPROVINCIAL AND CANAMEX LIMITS ON VEHICLE SIZE AND WEIGHT ON THE MONTANA STATE HIGHWAY SYSTEM PY - 1996/10 SP - 211 p. AB - The impact on the Montana state highway system of adopting Canadian Interprovincial, Canamex, or Canamex Short limits on vehicle size and weight was determined. Canadian Interprovincial vehicle configurations were developed based on an investigation of vehicle safety, economy, and damage to the highway system. Canamex and Canamex Short limits are hybrid size and weight systems that retain existing Montana axle weight limits coupled with Canadian gross vehicle weights. All scenarios allow vehicles to operate at higher gross weights than are presently allowed in Montana. The impact of these vehicles on the highway system was determined by a) developing traffic streams that included these vehicles, b) determining the engineering impact these traffic streams would have on existing bridges and pavements and on the future designs required to support these vehicles, and c) assigning a cost to these impacts based on the current cost of equivalent work. These analyses found that 16 to 20% of the bridges system-wide are deficient to carry Canadian Interprovincial vehicles (above and beyond the bridges already deficient under HS20 loads). Incremental deficiencies under Canamex and Canamex Short vehicles are between 1 and 3% of the bridges system-wide. The results were found to be sensitive to the assumed level of bridge capacity and the specific segment of the system being considered (i.e., interstate, primary, etc.). Long term pavement demands under all scenarios considered increase by less than 5% compared to demands under the existing traffic stream. Based on these impacts, an increase in equivalent uniform annual cost (EUAC) for bridges and pavements of 12 to 42 million dollars was calculated for Canadian Interprovincial limits. These costs represent a 11 to 36% increase in cost over that projected for the same activities under the existing traffic stream. An increase in EUAC of 4 to 7 million dollars was calculated for Canamex limits, which represents a 4 to 6% increase in cost over that projected for the same activities under the existing traffic stream. Similar but slightly higher costs were determined for the Canamex Short scenario relative to the Canamex scenario. These costs are for the interstate and primary systems. These costs represent an increased cost of 0.01 to 0.18, 0.02 to 0.08, and 0.02 to 0.15 dollars per mile driven on the interstate system by the new configurations for Canadian Interprovincial, Canamex, and Canamex Short limits, respectively. Similar costs per mile driven on the primary system were 1.3 to 10 times higher than these costs. KW - Axle loads KW - Bridges KW - Canada KW - Canadian interprovincial size and weight limits KW - Canamex size and weight limits KW - Costs KW - Impact studies KW - Interstate Highway System KW - Laws KW - Load limits KW - Montana KW - Primary highways KW - Size KW - Size and weight regulations KW - Truck effects (Bridges) KW - Truck pavement damage KW - Trucks KW - Weight UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/canada_impact.pdf UR - http://ntl.bts.gov/lib/45000/45800/45864/canada_impact86.pdf UR - https://trid.trb.org/view/465283 ER - TY - RPRT AN - 00728352 AU - McDonald, D B AU - Pfeifer, D W AU - Blake, G T AU - Wiss, Janney, Elstner Associates, Incorporated AU - Federal Highway Administration TI - THE CORROSION PERFORMANCE OF INORGANIC-, CERAMIC-, AND METALLIC-CLAD REINFORCING BARS AND SOLID METALLIC REINFORCING BARS IN ACCELERATED SCREENING TESTS PY - 1996/10 SP - 112 p. AB - This report describes corrosion tests conducted in the first 2 years of a 5-year project on 14 inorganic-, ceramic-, and metallic-clad reinforcing bars and 10 solid metallic alloy reinforcing bars. Test results obtained from wetting and drying of bent and straight specimens in the pH 7 and pH 13 solutions are presented. These tests were conducted on bars in three different conditions: as-received, with a drill hole, and after abrasion. Test conditions were developed to be representative of concrete. From polarization resistance measurements of the bars in the wet-dry corrosion tests and visual assessment of the bars after testing, it was determined that the stainless steel reinforcing bars and the titanium rod tested in the program exhibited significantly lower corrosion rates than any of the other bars. Other bars that exhibited good performance included solid aluminum bronze and copper-clad bars. The zinc-alloy clad bars exhibited improved performance over the galvanized bars; however, little difference was observed between the corrosion rates of these bars and black bars. Some bars, such as the ceramic- and zinc-silicate-clad bars were deemed to be unsuitable due to their poor abrasion resistance which would limit their field applications. In addition to the laboratory tests, a brief review of the corrosion performance of several of the clad and solid alloy bars in concrete corrosion tests is presented. A discussion of some of the economic considerations is also presented. The report discusses corrosion rates and the time for the corrosion to cause cracking of concrete, based upon review of laboratory corrosion tests conducted by a number of other researchers. It was found that small losses in bar radius of about 0.025 mm (0.001 in.) results in a volume of corrosion by-product that can crack concrete. This ongoing FHWA study has selected 4 of the 24 types of bars for further testing under severe 2-year in-concrete corrosion tests. These coatings are: type 304 stainless steel bars, copper-clad bars, galvanized bars, and a new zinc-alloy clad bar system. The performance of these clad and solid alloy bars is being compared with the performance of three nonbendable epoxies, three bendable epoxies, and black bars. The in-concrete tests on 11 different bar types will be completed in 1998. KW - Accelerated tests KW - Alloys KW - Aluminum alloys KW - Aluminum bronzes KW - Ceramic coatings KW - Coatings KW - Concrete KW - Concrete cracking KW - Copper KW - Copper coatings KW - Corrosion resistance KW - Cracking KW - Economic considerations KW - Economic factors KW - Future KW - Future research KW - Galvanized metals KW - Inorganic coatings KW - Metal coatings KW - Reinforced concrete KW - Reinforcing bars KW - Research KW - Stainless steel KW - Test results KW - Titanium KW - Wetting and drying tests KW - Zinc alloy coatings UR - https://trid.trb.org/view/465281 ER - TY - RPRT AN - 00727370 AU - Larsen, D A AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - CONNECTICUT LONG-TERM PAVEMENT PERFORMANCE STUDY - EXECUTIVE SUMMARY PY - 1996/10 SP - 32 p. AB - Up to ten years of monitoring for pavement distress, roughness and skid resistance was performed at 87 in-service pavements in Connecticut between 1984 and 1993. This report summarizes the effects of pavement type, age, pavement and base thickness, traffic volume, environment, and crack sealing on the service life of flexible pavements as measured strictly by cracking. Due to excessive variations from year-to-year, roughness data, although collected are not presented. A summarization of skid resistance is included. A stepwise regression analysis showed surface age to be the most significant variable affecting the development of cracking. Other variables having significance include surface drainage, pavement category or structure type and thickness. It was also found that due to the subjectivity of the pavement distress rating procedure, some of the raters proved to be a significant variable in the analysis of the crack development. KW - Connecticut KW - Defects KW - Flexible pavements KW - Long-Term Pavement Performance Program KW - Pavement cracking KW - Pavement distress KW - Pavement performance KW - Pavement thickness KW - Pavements KW - Regression analysis KW - Roughness KW - Service life KW - Skid resistance KW - Surface drainage KW - Thickness UR - https://trid.trb.org/view/465274 ER - TY - RPRT AN - 00728356 AU - Perkins, S W AU - Lapeyre, J A AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - IN-FIELD PERFORMANCE OF GEOSYNTHETICS USED TO REINFORCE ROADWAY BASE LAYERS; PHASE I: INSTRUMENTATION SELECTION AND VERIFICATION PY - 1996/09/30 SP - 163 p. AB - Geosynthetics have been proposed and used on a limited basis to reinforce the base course layer of flexible pavements for the purpose of reducing base course thickness. A review of the literature shows conflicting results regarding the level of performance improvement offered by placing geosynthetics in the base course layer. It appears that the mechanisms of base course reinforcement in flexible pavements are poorly understood, making it difficult to estimate the improvement in performance given a particular set of site conditions. Indeed, a comprehensive design solution for the problem has not been proposed. Research has been initiated by the Montana Department of Transportation to understand if and how geosynthetics can be used to reinforce roadway base course layers. This research, as currently planned, may involve the construction and monitoring of geosynthetically reinforced full-scale field test sections subject to real traffic loading. Stress, strain, moisture content and temperature sensors would be used to monitor performance of the test sections. The research is being conducted in phases. Initially, a literature review was conducted to establish a need for further research. With this need identified, the first phase of the research was initiated. This final report discusses the work performed under Phase I of the project. The objective of the Phase I research was to examine instrumentation proposed for use in the field test sections to be constructed under a subsequent phase of the project. This objective was accomplished by constructing a pilot test section with certain instruments placed on the geosynthetics and within the base course and asphalt concrete layers. These instruments were monitored for a 4 month period. Laboratory wide-width tension tests were performed on the geosynthetics used in the pilot test section for the purpose of comparing the measured strain from the instrument to the global strain experienced by the material. From this work, conclusions are made regarding the appropriateness of certain instruments and installation techniques for use in field test sections. Conclusions are also made regarding the manner in which the local strain from the instruments attached to the geosynthetics relates to the global strain experienced by the material. KW - Alternatives analysis KW - Base course (Pavements) KW - Field measurements KW - Field tests KW - Geosynthetics KW - Instrumentation KW - Laboratory tests KW - Reinforcement (Engineering) KW - Strain measurement KW - Tension tests KW - Test sections UR - https://trid.trb.org/view/465285 ER - TY - RPRT AN - 00728355 AU - Perkins, S W AU - Lindley, J S AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - SEASONAL VARIATION OF SUBGRADE SUPPORT VALUES PY - 1996/09/30 SP - 118 p. AB - Seasonal variations in climatic conditions have long been recognized to have a significant impact on the structural response of flexible pavements. Of particular significance is the effect of subgrade moisture content on subgrade support values and potential roadway damage. The Montana Department of Transportation is conducting a project to evaluate the response of subgrade resilient modulus to seasonal changes in subgrade moisture content. Moisture content is being measured through permanent subsurface instrumentation while deflection tests are periodically being conducted to establish subgrade resilient modulus values. This report describes work performed in support of this project. The purpose of this study was to provide laboratory data on subgrade support values for the instrumented sites. These data will illustrate the variation in subgrade support with changes in moisture content and sample dry density. This information will be used to verify the accuracy of the data generated in the field and might also be used to help guide the backcalcuation procedure. Laboratory testing has consisted of resilient modulus, triaxial compression, CBR and R-Value tests. Results have been generated for various combinations of sample dry density and degree of saturation. These results have been related to resilient modulus whenever possible. The results tend to show that ultimate strength related parameters are most sensitive to changes in dry density and moisture content for the cohesive subgrade soils and that deformation related parameters are most sensitive for the more non-cohesive subgrade soils. KW - California bearing ratio KW - Climate KW - Cohesive soils KW - Compression KW - Defects KW - Deflection tests KW - Deformation KW - Dry density KW - Dry density (Soils) KW - Flexible pavements KW - Granular soils KW - Heat insulating materials KW - Highway damage KW - Highways KW - Laboratory tests KW - Modulus of resilience KW - Moisture content KW - R-value KW - Seasonal variations KW - Seasons KW - Structural analysis KW - Structural mechanics KW - Structural response KW - Subgrade (Pavements) KW - Triaxial compression UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/season_sub/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45824/final_report45.pdf UR - https://trid.trb.org/view/465284 ER - TY - RPRT AN - 00734644 AU - Bastian, K C AU - Alleman, J E AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - ENVIRONMENTAL BIOASSAY EVALUATION OF FOUNDRY WASTE RESIDUALS PY - 1996/09/25 SP - 102 p. AB - Although the constructive reuse of foundry residuals represents a decidedly beneficial goal with distinct economic and environmental benefits, potential end-users are nonetheless reluctant to use these residuals, given an inherent concern about potential unforeseen environmental liabilities. Results of foundry residual leachate characterization to date strongly suggest that many ferrous foundries are discarding sands whose quality is fully amenable to their future use with embankment construction and related high-volume highway development activities. In order to provide additional assurance as to the environmental impact of foundry residual reuse, the Microtox (trademark) bioassay has been used to quantify the response of living organisms (e.g., the microorganism, Vibrio fischeri) to ferrous foundry residual leachates. This response has been compared with the response of the organisms to virgin sands used in the foundry industry and as construction materials. Leachates from the majority of the ferrous foundries tested caused less inhibition of light production by the Microtox (trademark) bacteria than did virgin sands. Taken literally, it appears that these sands are truly "cleaner than dirt". Furthermore, for these sands, no real differences were seen between system sands and fresh or aged waste sands. In a limited number of instances, however, there were clear and consistent indications that the tested waste foundry sands had released a contaminating toxin or toxins into the leachate waters, thereby resulting in a quantifiable depression in observed microbial activity. This innovative bioassay test appears to offer an efficient and expedient approach to "fingerprinting" foundry locations for which constructive waste sand reuse could subsequently be pursued without undue concern about negative environmental impacts. Additionally, there appears to be a correlation between casting process (e.g., core binders, casting size, casting temperature) and bacterial impact, such that foundries could potentially utilize bioassay response data in focusing pollution prevention efforts. KW - Bioassay KW - Contaminants KW - Environmental impacts KW - Foundry sand KW - Leachate KW - Waste foundry sand KW - Waste products UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1552&context=jtrp UR - https://trid.trb.org/view/478008 ER - TY - RPRT AN - 00728363 AU - Bruner, D AU - Choi, J C AU - West, T AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A PROCEDURE TO IDENTIFY AGGREGATES FOR BITUMINOUS SURFACES IN INDIANA PY - 1996/09/25 SP - 191 p. AB - Adequate friction resistance is needed to prevent pavement slipperiness and to allow vehicles to stop in a reasonable distance. In stone mastic asphalt surfaces, friction resistance is mainly a function of the interaction between the aggregates exposed at the road surface and the vehicle tires. Performance of the aggregate is reduced over time by wear and polishing as a consequence of vehicular traffic. In this research a method to investigate aggregate performance based on physical, chemical and petrographic factors has been evaluated. The objective was to develop a laboratory method to test Indiana dolomite, limestone, sandstone, and gravel aggregates to predict field performance, and determine causes for the range of values among these aggregates. The assessment of gravel sources was primarily on the basis of individual rock types and those proportions comprising the gravel. Polish and friction values were determined in the laboratory with the British Wheel and Pendulum, and field values with the towed friction trailer. Correlations between parameters were established which provide predictions of friction resistance based on laboratory specimens. Further refinement is required to set performance specifications for in-situ aggregate selection. KW - Aggregate testing KW - Aggregates KW - Bituminous overlays KW - Correlation analysis KW - Dolomite KW - Forecasting KW - Friction KW - Gravel KW - In situ aggregate selection KW - Laboratory tests KW - Limestone aggregates KW - Materials tests KW - Pavement friction KW - Pavements KW - Performance KW - Performance based specifications KW - Performance prediction KW - Performance specifications KW - Petrography KW - Polishing (Aggregates) KW - Sandstones UR - https://trid.trb.org/view/465292 ER - TY - RPRT AN - 00728364 AU - Nies, L AU - Mesarch, M AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - BIOREMEDIATION TREATABILITY STUDIES FOR SOILS CONTAINING HERBICIDES, CHEMICALS, AND PETROLEUM PRODUCTS PY - 1996/09/16 SP - 38 p. AB - Leaking underground storage tanks are widespread throughout the United States. It is estimated that there are 1.4 million underground gasoline storage tanks in the United States, with as many as 75,000 to 100,000 that may be leaking. In Indiana alone, more than 3,500 of the 15,000 registered underground storage tank facilities have reported leaks. Conventional remediation methods often involve pump-and-treat schemes for contaminated water, and excavation and burial of contaminated soil in hazardous waste landfills. These methods increase the risk of exposure to pollutants for workers and local residents. Furthermore, these methods merely involve the transfer of pollutants from one environmental compartment to another, and are rather costly. Bioremediation is another method available for the restoration of contaminated sites. Advantages of bioremediation include competitive cost, pollutant destruction, and minimal environmental disturbance. By biodegrading organic pollutants on site, exposure to pollutants is minimized and costs are reduced. Bioremediation can potentially be an effective, low-cost, and terminal solution for remediation of sites contaminated with organic pollutants. The goal of bioremediation is to accelerate the biodegradation rates of naturally occurring microorganisms that utilize organic pollutants as a food source. The overall objective of this study was to determine whether bioremediation is a feasible treatment option for contaminated Indiana Department of Transportation (INDOT) soils. All INDOT soils tested had three things in common. First, a thriving heterotrophic microbial population existed. Second, bacteria capable of degrading benzoate (a toluene surrogate) were present in all soils. This study provides some evidence that physical, rather than microbial, parameters control biological processes in soil. Based on these results as a whole, it is concluded that in-situ bioremediation of petroleum hydrocarbons is a treatment option which should have increased utilization. KW - Bioremediation KW - Chemicals KW - Contaminants KW - Contamination KW - Cost effectiveness KW - Effectiveness KW - Feasibility analysis KW - Herbicides KW - Leakage KW - Measures of effectiveness KW - Microorganisms KW - Organic pollutants KW - Petroleum products KW - Remediation KW - Soil remediation KW - Soils KW - Storage tanks KW - Underground storage tanks UR - https://trid.trb.org/view/465293 ER - TY - RPRT AN - 00728366 AU - Malone, B J AU - Heffron, M A AU - Ramirez, J A AU - White, D W AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - ANALYSIS AND LOAD TESTING OF TWO STEEL THROUGH TRUSS BRIDGES IN INDIANA PY - 1996/09/11 SP - 242 p. AB - Results of the load tests of two steel through truss bridges were used to evaluate the assumptions used by the Bridge Analysis and Rating System (BARS) for rating of this type of bridge. Based on the results from this study it is recommended that the Indiana Department of Transportation use the load distribution factors in the AASHTO 1994 LRFD Standard Specifications for Highway Bridges in the rating of these bridges. This will imply replacing the load distribution factors currently used in BARS. The implementation of the new distribution factors will result in a less conservative rating of the longitudinal beams in this type of bridge. The increase in the allowed moments for the girders may lead to the truss members controlling the rating of the bridge. The experimental results from this study show that the current methods and assumptions adequately predict the capacities of the truss members. KW - American Association of State Highway and Transportation Officials KW - Load factor KW - Load tests KW - Load transfer KW - Ratings KW - Specifications KW - Truss bridges UR - http://docs.lib.purdue.edu/jtrp/23/ UR - https://trid.trb.org/view/465295 ER - TY - RPRT AN - 00728365 AU - Fatogoma, O AU - Jacko, R B AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - IMPACT ANALYSIS OF VEHICLES ON OZONE GENERATION IN THE INDIANAPOLIS METROPOLITAN STATISTICAL AREA PY - 1996/09/01 SP - 126 p. AB - Motor vehicles are one of the largest emitters of ground-level ozone precursors - volatile organic compounds (VOCs) and nitrogen oxides (NOx) - into the atmosphere. Consequently, the Clean Air Act Amendments of 1990 required the implementation of transportation control measures in order to reduce ground-level ozone precursor emissions and alleviate the ozone air quality problems. This research investigates the relative effects of motor vehicle emissions of VOCs and NOx on hourly average concentrations of ground-level ozone in the Indiana Airshed Model (UAM-IV). The findings of the research study are presented. This includes the results of the data analyses leading to the modeling domain definition, episodes selection, and the different UAM-IV inputs development, as well as the modeling results including the UAM-IV performance evaluation and the sensitivity analyses on VOCs and NOx emission reductions. KW - Air quality KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Impact studies KW - Indianapolis (Indiana) KW - Nitric oxide KW - Nitrogen oxides KW - Organic compounds KW - Ozone KW - Performance evaluations KW - Pollutants KW - Sensitivity analysis KW - Urban airshed models KW - Volatile organic compounds KW - Volatility UR - https://trid.trb.org/view/465294 ER - TY - RPRT AN - 01397744 AU - Marshall, R AU - Mahach, K AU - United States. Federal Highway Administration (FHWA). Office of Safety and Traffic Operations R&D TI - Effects of in-vehicle information system (IVIS) signing on driver response to stop signs and traffic signals on a simulated rural highway PY - 1996/09 SP - 28p KW - Advanced driver information systems KW - Advanced driver information systems KW - Advanced driver information systems (ADIS) KW - Age KW - Age KW - Aged driver KW - Aged drivers KW - Attitude KW - Attitudes KW - Behavior KW - Data collection KW - Data collection KW - Driver behaviour KW - Driver characteristics KW - Drivers KW - Driving simulator KW - Driving simulators KW - Human characteristics KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Navigation KW - Navigation KW - Stop sign KW - Stop signs KW - Traffic signal KW - Traffic signals KW - Warning KW - Warning signals KW - Young adults KW - Young driver UR - https://trid.trb.org/view/1165527 ER - TY - RPRT AN - 00938141 AU - Kappayil, S AU - Reed, D AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - MICROZONATION FOR TEMPERATURE AND WIND FOR THE STATE OF WASHINGTON PY - 1996/09 SP - 90 p. AB - Temperature and wind are the major microclimate parameters that were considered in the microzonation of Washington State. Thermal movements associated with bridges and wind pressure loading for traffic signs, signals, and luminaries are major concerns. Air temperature data for 49 stations across the state were obtained and were converted to the corresponding composite bridge temperature values. Maps of maximum, minimum, and range of air and bridge temperatures were created to identify the temperature pattern of the state and also to develop an isothermal map of mean bridge temperature ranges. KW - Air KW - Bridges KW - Isotherms KW - Maps KW - Microclimate KW - Microzonation KW - Temperature KW - Thermal analysis KW - Traffic signals KW - Traffic signs KW - Washington (State) KW - Wind KW - Wind pressure UR - http://www.wsdot.wa.gov/research/reports/fullreports/402.1.pdf UR - http://ntl.bts.gov/lib/19000/19400/19410/PB2002106732.pdf UR - https://trid.trb.org/view/730514 ER - TY - RPRT AN - 00821156 AU - Nadiri, M I AU - Mamuneas, T P AU - Apogee Research, Incorporated AU - Federal Highway Administration TI - CONTRIBUTION OF HIGHWAY CAPITAL TO INDUSTRY AND NATIONAL PRODUCTIVITY GROWTH PY - 1996/09 SP - 130 p. AB - The United States and many other advanced industrial countries are concerned about the slow down in productivity growth since the early 1970s. Recent discussions in the literature have emphasized inadequate growth of infrastructure capital as a cause of the slow down in productivity at the aggregate and industry levels. The level of aggregation used in estimating production and cost functions varies considerably among the different studies. No consensus has yet emerged on the precise causes of the productivity growth slow down. To meet the challenge posed by the diversity of the sources of productivity growth and to better understand the role played in the process by infrastructure capital (which in this study refers to highway capital) the authors formulate a structural model that incorporates most of the important forces likely to explain productivity growth. The framework for this model includes the effects of a variety of demand and supply factors as well as highway infrastructure capital on the acceleration or deceleration in productivity growth. A significant feature of this study is its comprehensive coverage of the U.S. economy. The study explores the role that highway capital plays in enhancing private sector productivity, both at the aggregate economy and disaggregated industry levels. KW - Capital KW - Demand KW - Economic growth KW - Economic models KW - Highways KW - Industries KW - Infrastructure KW - Private enterprise KW - Productivity KW - Supply UR - http://www.fhwa.dot.gov/reports/growth.pdf UR - http://ntl.bts.gov/lib/5000/5800/5807/growth.pdf UR - https://trid.trb.org/view/712650 ER - TY - RPRT AN - 00818232 AU - Mak, K K AU - Bligh, R P AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME XIV: APPENDIX M: - LABORATORY AND PENDULUM TESTING OF MODIFIED BREAKAWAY WOODEN POSTS PY - 1996/09 SP - 107 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 laboratory and pendulum tests conducted on a new breakaway wooden post design intended for use with a modified MELT terminal. The new post design incorporates longitudinal slots cut into a standard MELT end post, both above and below the post bolt slot. A total of 12 laboratory tests were first conducted to determine the optimal slot lengths to be used. Upon selection of the optimal slot lengths, one pendulum test was conducted to assess the capacity of the new posts as anchorage for the MELT terminal. An additional 30 pendulum tests were then conducted to assess the breakaway characteristics of the new end post and those of a modified line post with a similar design. This volume is the fourteenth in a series of 14 volumes for the final report. KW - Breakaway supports KW - Bridge railings KW - End treatments KW - Guardrail terminals KW - Guardrails KW - Highway safety KW - Impact tests KW - Laboratory tests KW - Median barriers KW - Pendulum tests KW - Posts KW - Roadside KW - Testing KW - Transitions KW - Wood UR - https://trid.trb.org/view/691278 ER - TY - RPRT AN - 00818220 AU - Mak, K K AU - Bligh, R P AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME I: TECHNICAL REPORT PY - 1996/09 SP - 275 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 a summary of the results of various laboratory, pendulum, and crash tests conducted under this study. A total of 36 full-scale crash tests were conducted, covering 12 different types of roadside safety appurtenances. The crash tests were conducted in accordance with guidelines set forth in NCHRP Report 230, NCHRP Report 350, and/or the 1989 AASHTO Guide Specifications for Bridge Railings, depending on the specific appurtenance being tested. In addition, laboratory and pendulum tests were conducted on a modified breakaway MELT post design. This volume is the first in a series of 14 volumes for the final report. KW - Bridge railings KW - Guardrails KW - Highway safety KW - Impact tests KW - Laboratory tests KW - Median barriers KW - Pendulum tests KW - Roadside KW - Safety equipment KW - Transitions UR - https://trid.trb.org/view/691266 ER - TY - RPRT AN - 00811010 AU - Martinelli, P AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - BRIDGE DECK WATERPROOF MEMBRANE EVALUATION PY - 1996/09 SP - 68 p. AB - Bridge deck membranes are used to prevent corrosion of reinforcing steel in bridge structures. Recent failures of the asphalt pavement overlaying these membranes prompted this study to evaluate the performance of waterproofing membranes. Test results proved inconclusive in this study. Field studies indicate that overlaying the membranes with four inches of asphalt pavement has helped prevent membrane failures. KW - Bituminous overlays KW - Bridge decks KW - Corrosion protection KW - Field studies KW - Impervious membranes KW - Performance evaluations KW - Reinforcing steel KW - Thickness KW - Waterproofing materials UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/ak_rd_96_04.pdf UR - https://trid.trb.org/view/679672 ER - TY - RPRT AN - 00794714 AU - Alt, D G AU - Meggers, D A AU - Kansas Department of Transportation AU - Federal Highway Administration TI - DETERMINATION OF BRIDGE DECK SUBSURFACE ANOMALIES USING INFRARED THERMOGRAPHY AND GROUND PENETRATING RADAR PY - 1996/09 SP - 17 p. AB - The purpose of this study was to evaluate the use of infrared (IR) thermography and ground penetrating radar (GPR) to find subsurface anomalies, delaminations and de-bonding, on asphalt concrete overlaid concrete bridge decks. The traditional "chaining" method is a less effective option for finding subsurface defects after an overlay is in place. An IR thermographic and GPR (IR/GPR) evaluation was conducted on the I-70 Polk-Quincy viaduct in 1993. The results were compared to other studies conducted to check for subsurface anomalies. These included a 1989 Geology bridge deck evaluation, completed before the membrane and overlay were in place, a 1992 membrane-pavement system electrical resistivity study, and a 1996 Research evaluation to check for de-bonding. The last two studies were completed after the asphalt concrete overlay was in place. There were differences between the results of the IR/GPR study and those conducted using the more traditional methods. The IR/GPR survey did not find many of the de-bonded and delaminated areas found using the conventional methods. This is not to say that IR thermography and GPR are of little value and inaccurate. The fact that the Polk-Quincy viaduct has been overlaid with both concrete and asphalt, and it is in a general state of deterioration may have made it difficult to obtain good results. Another IR/GPR study will be conducted in 1998 and results will be compared to the 1993 study. KW - Asphalt concrete KW - Bridge decks KW - Chaining KW - Concrete KW - Debonding KW - Delamination KW - Ground penetrating radar KW - Overlays (Pavements) KW - Subsurface anomalies KW - Thermographs KW - Viaducts UR - http://ntl.bts.gov/lib/9000/9400/9472/KS-96-2.pdf UR - https://trid.trb.org/view/653895 ER - TY - RPRT AN - 00763203 AU - Pfeifer, B G AU - Faller, R K AU - Holloway, J C AU - University of Nebraska, Lincoln AU - Federal Highway Administration TI - GUARDRAIL TESTING PROGRAM II: FINAL REPORT PY - 1996/09 SP - 293 p. AB - The Coordinated Federal Lands Highways Technology Improvement Program (CTIP) was developed with the purpose of serving the immediate needs of those who design and construct Federal Lands Highways. A wide assortment of guardrails, bridge rails, and transitions are being used on roads under the jurisdiction of the National Park Service and other Federal agencies. These guardrails, bridge rails, and transitions are intended to blend in with the roadside to preserve the visual integrity of the parks and parkways. However, many of them have never been crash tested. A testing program was developed to ensure that the safety hardware used in these areas is safe for the traveling public. This report describes the safety evaluations which were included in the second Federal Highway Administration testing program - Guardrail Testing Program II. Systems tested under this program include the Steel-Backed Wood Rail to Bridge Rail Transition, the Foothills Parkway Memorial Bridge Rail, the Steel-Backed Log Guardrail, the Natchez Trace Parkway Bridge Rail, and the George Washington Memorial Parkway Bridge Rail. KW - Aesthetics KW - Bridge railings KW - Compliance KW - Federal lands KW - Guardrail transition sections KW - Guardrails KW - Impact tests KW - NCHRP Report 230 KW - Parks KW - Parkways UR - https://trid.trb.org/view/497231 ER - TY - RPRT AN - 00762982 AU - Khosla, N P AU - Bienvenu, M E AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - DESIGN AND EVALUATION OF COLD IN-PLACE RECYCLED PAVEMENTS PY - 1996/09 SP - 115 p. AB - Cold In-Place Recycling appears to be a cost effective rehabilitation method for some flexible pavements. However, difficulties exist in constructing projects due to non-standard mixture design and analysis techniques. As a part of the cold mix recycling process, the old and aged mix is milled out and is mixed with a virgin aggregate and additional asphaltic rejuvenator to make the recycled mix meet the standard specifications. The recycling agents or rejuvenators for cold mixes are emulsified asphalts, either cationic (CMS) or anionic with high-float characteristics (HFRA). The mix design for cold mixes containing emulsified asphalts is significantly different from the conventional hot asphalt mixes. Currently, there is no standard procedure for design of cold emulsified asphalt recycled mixes. The objectives of this study were to: (1) Develop a methodology for cold mix design using CMS and HFRA emulsions as recycling agents; (2) Evaluate and characterize these cold mixes in the laboratory and compare the likely performance with the conventional hot asphalt mixes; (3) Through laboratory characterizations, evaluate the structural contribution of cold recycled mixes in pavements; and (4) Develop guidelines for design and construction of cold mix binder layers. KW - Anionic emulsified asphalt KW - Cationic emulsified asphalt KW - Cold mix paving mixtures KW - Flexible pavements KW - Laboratory tests KW - Mix design KW - Performance evaluations KW - Recycled materials KW - Rehabilitation (Maintenance) UR - http://ntl.bts.gov/lib/20000/20700/20772/PB98148646.pdf UR - https://trid.trb.org/view/497061 ER - TY - RPRT AN - 00745706 AU - Leming, M L AU - Mitchell, J F AU - Johnson, J K AU - Ahmad, S H AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF ALKALI-SILICA REACTIVITY IN NORTH CAROLINA HIGHWAY STRUCTURES PY - 1996/09 SP - 268 p. AB - Results of a two-year investigation of alkali silica reactivity in North Carolina bridges and pavements are described. Concrete cores from twenty-one facilities were examined. Tests included determination of alkali contents, residual expansion values, and mechanical properties, including dynamic modulus, compressive strength, and splitting tensile strength. In addition, petrographic examination and scanning electron microscopy with energy dispersive x-ray analysis, augmented as needed by x-ray diffraction, was also conducted. Cores were also examined for gel fluorescence with image analysis software after treatment with uranyl acetate. Expansion was found to be closely related to the area of fluorescing material. Mechanical properties were influenced by expansion, but not strongly. Ettringite was found to be a common feature in structures with substantial alkali silica gel, particularly in a section of I-85, but was a possible problem in only one structure. Alkali contents were high in cores from many sites, with gradients found in some locations. It was determined that while alkali silica reactivity is a serious problem in North Carolina, it is critical in only a few structures. KW - Alkali silica reactions KW - Bridges KW - Compressive strength KW - Core analysis KW - Cores (Specimens) KW - Diffraction KW - Dynamic modulus of elasticity KW - Electron microscopy KW - Ettringite KW - Expansion KW - Fluorescence KW - Mechanical properties KW - North Carolina KW - Pavements KW - Petrography KW - Tensile strength KW - X ray analysis KW - X rays KW - X-ray diffraction UR - https://trid.trb.org/view/472704 ER - TY - RPRT AN - 00745709 AU - Brockus, A C AU - Hunter, O K AU - New York State Department of Transportation AU - Federal Highway Administration TI - CHIP-SEAL DESIGN USING AN EXPERT SYSTEM PY - 1996/09 SP - 49 p. AB - Current practices for chip-seal design and construction have resulted in limited life expectancy. To check this trend and to aid engineers in designing these surfaces, a rational method was developed for field testing. The method involved adapting techniques used in Australia and subsequently developing expert system software. Four test sections designed by this method were placed in 1992 and 1993 alongside control sections designed by current conventional practice. Shoulder sections performed satisfactorily. Performance of pavement test sections designed by the expert system was similar to the performance of those designed by standard methods. Details are given concerning Internet accessibility of the expert system and a user's manual. KW - Australia KW - Chip seals KW - Design methods KW - Expert systems KW - Pavement design KW - Pavement performance KW - Technology KW - Test sections UR - http://ntl.bts.gov/lib/21000/21100/21118/PB99100158.pdf UR - https://trid.trb.org/view/472707 ER - TY - RPRT AN - 00744895 AU - Ullman, G L AU - Parma, K D AU - Peoples, M D AU - Trout, N D AU - Tallamraju, S S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - VISIBILITY, SPACING, AND OPERATION OF FREEWAY LANE CONTROL SIGNALS PY - 1996/09 SP - 60 p. AB - This report summarizes the research performed and documented in interim project reports to address visibility, spacing, and operational issues pertaining to lane control signals (LCSs) used for freeway traffic management in Texas. Chapters in this final report review the results of legibility studies of new and used LCSs; a Texas Department of Transportation expert panel meeting to address LCS visibility, spacing, and mounting location issues; and an evaluation of yellow diagonal and downward arrows for freeway traffic management purposes. The final chapter summarizes the findings and recommendations resulting from this research effort. KW - Arrows (Signals) KW - Freeways KW - Highway traffic control KW - Lane use control signals KW - Legibility KW - Location KW - Recommendations KW - Spacing KW - Texas KW - Visibility KW - Yellow diagonal arrow KW - Yellow downward arrow KW - Yellow interval (Traffic signal cycle) UR - https://trid.trb.org/view/472328 ER - TY - RPRT AN - 00744894 AU - Ullman, G L AU - Parma, K D AU - Peoples, M D AU - Trout, N D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - YELLOW TRANSITION LANE CONTROL SIGNAL SYMBOLS FOR FREEWAY TRAFFIC MANAGEMENT PY - 1996/09 SP - 92 p. AB - This report documents the research performed to assess the effectiveness and applicability of yellow diagonal and downward arrows for freeway traffic management purposes. Researchers examined motorist understanding of and perceived usefulness of the arrows through surveys of San Antonio motorists where these indications are being utilized as part of the TransGuide system. These results were compared to similar data obtained from motorists in Fort Worth where Texas Department of Transportation operates a traffic management system utilizing a yellow X. Researchers also interviewed operators of the TransGuide system to assess their opinions of the yellow arrow indications, and to identify any difficulties they have experienced in utilizing these symbols in their daily traffic management activities. Finally, researchers performed a series of field studies to assess how drivers respond to yellow diagonal arrows and yellow Xs used to transition between a lane open and a lane closed condition. Data collected through this research effort indicates that the use of both the yellow diagonal and downward arrows for freeway traffic management purposes are perceived positively by TransGuide system operators and the motoring public. Furthermore, no evidence of operational problems or difficulties due to the use of either of these non-standard symbols has been collected through field studies in San Antonio. Similar statements can be made concerning the yellow X. Motorists in Fort Worth rate this symbol fairly highly once they see it used in a freeway driving situation. Field studies suggest that the number of drivers exiting a closed lane when first encountering the yellow X symbol equals or exceeds those who would exit for the yellow diagonal arrow. KW - Arrows (Signals) KW - Comprehension KW - Data collection KW - Drivers KW - Field studies KW - Fort Worth (Texas) KW - Freeways KW - Highway traffic control KW - Interviewing KW - Lane use control signals KW - San Antonio (Texas) KW - Surveys KW - Traffic engineers KW - Yellow diagonal arrow KW - Yellow downward arrow KW - Yellow interval (Traffic signal cycle) KW - Yellow x UR - https://trid.trb.org/view/472327 ER - TY - RPRT AN - 00744856 AU - Dailey, Donald J AU - Haselkorn, M P AU - Lin, P-J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ITS BACKBONE DESIGN AND DEMONSTRATION PY - 1996/09 SP - 55 p. AB - Traffic congestion is an increasing problem in many areas of Washington state. Efforts to control traffic flows and mitigate congestion must rely on the ability to accurately monitor the state of traffic flow on highways and arterials. We present a conceptual framework for Intelligent Transportation Systems (ITS) development to monitor traffic conditions and show how this framework solves numerous high-level problems associated with ITS development. A sample instantiation, the Backbone project, demonstrates the viability of our unified ITS conceptual framework and shows that such a framework can be implemented at reasonable cost and with a high likelihood of successful operation. KW - Communication systems KW - Intelligent transportation systems KW - Mitigation KW - Monitoring KW - System architecture KW - System design KW - Traffic congestion KW - Traffic flow KW - Traffic mitigation KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/411.1.pdf UR - https://trid.trb.org/view/472289 ER - TY - RPRT AN - 00744607 AU - Cambridge Systematics, Incorporated AU - Comsis Corporation AU - University of Wisconsin, Milwaukee AU - Federal Highway Administration AU - Environmental Protection Agency TI - QUICK RESPONSE FREIGHT MANUAL. FINAL REPORT PY - 1996/09 SP - v.p. AB - The objectives of this manual are: To provide background information on the freight transportation system and factors affecting freight demand to planners who may be relatively new to this area; To help planners locate available data and freight-related forecasts compiled by others, and to apply this information in developing forecasts for specific facilities; To provide simple techniques and transferable parameters that can be merged with passenger vehicle trip tables developed through the conventional four-step planning process; and, To provide techniques and transferable parameters for site planning, that can be used by planners in anticipating local commercial vehicle traffic caused by new facilities such as regional warehouses, truck terminals, intermodal facilities, etc. KW - Freight transportation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Manuals KW - Metropolitan planning organizations KW - Quick response KW - Travel Model Improvement Program KW - Urban goods movement UR - https://www.fhwa.dot.gov/planning/tmip/publications/other_reports/freight_manual/quick.pdf UR - https://trid.trb.org/view/474059 ER - TY - RPRT AN - 00742387 AU - Federal Highway Administration TI - THE NATIONAL TRUCK AND BUS PROGRAM: A HIGHWAY ENVIRONMENT TOTALLY FREE OF COMMERCIAL VEHICLE FATAL CRASHES PY - 1996/09 SP - 9 p. AB - This brochure describes the minimum safety standards that truck and bus companies must follow for the commercial vehicles they operate and the physical qualifications and operating rules for the drivers of trucks and buses. The regulations fall basically into five areas: driver physical qualifications, licensing, and operating rules; carrier safety performance; vehicle standards; hazardous materials transportation; and insurance protection for the public. KW - Buses KW - Commercial vehicles KW - Driver licensing KW - Driver physical fitness KW - Drivers KW - Fatalities KW - Hazardous materials KW - Hazardous materials transportation KW - Insurance KW - Motor carriers KW - Performance KW - Physical condition KW - Regulations KW - Safety KW - Standards KW - Traffic safety KW - Transportation KW - Trucks UR - https://trid.trb.org/view/573913 ER - TY - RPRT AN - 00740693 AU - McCuen, R H AU - Johnson, P A AU - Ragan, R M AU - University of Maryland, College Park AU - Federal Highway Administration TI - HIGHWAY HYDROLOGY: HYDRAULIC DESIGN SERIES NO. 2 PY - 1996/09 SP - 357 p. AB - This manual is a revision of Hydraulic Engineering Circular No. 19. The manual discusses the physical processes of the hydrologic cycle that are important to highway engineers and the methods that are used in the design of highway drainage structures. Hydrologic methods of primary interest are frequency analysis for analyzing gaged data, empirical methods for peak discharge estimation, and hydrograph analysis and synthesis. The peak discharge methods discussed include regression equations, the rational method, and the SCS Graphical method. Assessment of the effects of urban development is discussed. Hydrologic methods used in arid lands are presented. Methods for the planning and design of detention basins are detailed. Channel and storage routing procedures commonly used in hydrologic analyses for highway drainage are presented. The basics of geographic information systems (GISs) are presented in support of the increased use of GIS on highway projects. All computations are performed in SI units. KW - Arid land KW - Catch basins KW - Detention basins KW - Drainage KW - Drainage structures KW - Estimating KW - Frequency analysis KW - Geographic information systems KW - Highway drainage KW - Highway engineering KW - Hydrographs KW - Hydrology KW - Manuals KW - Peak discharge KW - Storm water management KW - Storms KW - Surface drainage KW - Urban development KW - Water control UR - https://trid.trb.org/view/573518 ER - TY - RPRT AN - 00739017 AU - Keating, P B AU - Wilson, S D AU - Kohutek, T L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF REPAIR PROCEDURES FOR WEB GAP FATIGUE DAMAGE PY - 1996/09 SP - 166 p. AB - Connection plates of cross-frame diaphragms not rigidly attached to tension flanges can develop fatigue cracking in the unstiffened web gap due to the out-of-plane distortion. This report investigates repair procedures for fatigue damage in the web gap of steel highway bridges. The procedures investigated include drilling holes at crack tips, flame-cutting holes to remove extensively cracked regions, and gouging and rewelding. In addition, rigid attachment retrofits of tight-fit and cut-short connection plate details are examined. The evaluation of these repairs are made by monitoring their implementation on an in-service bridge, laboratory fatigue testing of simulated repairs, and finite element analysis. All three crack repair procedures were found to be viable. However, procedures outlined must be followed to achieve the quality in the repair that will insure continued safe use of the bridge throughout its remaining life. The results indicate that the degree of finish given to the repair is as important as satisfying the prescribed repair criteria. KW - Connection plates KW - Cracking KW - Diaphragms KW - Diaphragms (Engineering) KW - Field performance KW - Finite element method KW - Flanges KW - Laboratory tests KW - Metal bridges KW - Performance KW - Plates (Engineering) KW - Quality of work KW - Repairing KW - Repairs KW - Steel bridges KW - Web gaps UR - https://trid.trb.org/view/573003 ER - TY - RPRT AN - 00738964 AU - Bergstralh-Shaw-Newman, Incorporated AU - Federal Highway Administration TI - UTILITY CUTS IN PAVED ROADS. FIELD GUIDE PY - 1996/09 SP - 55 p. AB - This pocket guide focuses on making and restoring utility cuts in a timely and safe manner, with as little disruption of traffic and commerce as possible, and without leaving behind a defective pavement. Proper procedures, precautions, work steps, methods, equipment, and materials are highlighted. In addition, references are made to other sources of information on related topics. A videotape presentation is also available. Together the guide and videotape present information intended for a wide audience including road and street maintenance supervisors and crew members, utility company supervisors and crew members, utility contractor personnel, paving contractor personnel, and local elected officials having responsibility for public works. The guide is presented in the following eight sections: (1) Coordination and Control; (2) Locating and Marking Existing Utilities; (3) Traffic Control; (4) Pavement Cutting; (5) Excavation; (6) Backfill; (7) Surface Restoration; and (8) Site Clean-Up. KW - Backfilling KW - Backfills KW - Cutting KW - Equipment KW - Excavation KW - Excavations KW - Guides KW - Guides to information KW - Materials KW - Patching KW - Procedures KW - Restoration KW - Safety KW - Site clean-up KW - Utility cuts KW - Work zone traffic control UR - http://www.idot.illinois.gov/Assets/uploads/files/Transportation-System/Manuals-Guides-&-Handbooks/T2/L014.pdf UR - https://trid.trb.org/view/572958 ER - TY - RPRT AN - 00738849 AU - Peron, R AU - Klingner, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - STRUCTURAL DESIGN OF SOUND WALLS WITH EMPHASIS ON VEHICULAR IMPACT PY - 1996/09 SP - 115 p. AB - The current process used in Texas to design sound walls was documented by conducting a series of telephone interviews with Texas Department of Transportation (TxDOT) district engineers. The interviews focused on three major topics: the process used to select the sound wall type and material; the structural design procedure; and the major problems encountered. In addition, each of the engineers interviewed was asked to complete a mail survey pertaining to individual sound walls constructed in their district. From these surveys, it was found that the design process and design criteria are not standard in Texas. In addition, TxDOT engineers voiced the need for more research and for the development of guidelines for several issues. One of these issues was vehicular impact. For this reason, preliminary research was conducted to study the dynamic response of a prototype mounted sound wall subjected to vehicular impact loads. An analytical procedure was used to assess the adequacy of the current AASHTO 45-kN (10-kip) equivalent static load provisions used to design mounted sound wall systems against vehicular impact. The results of this study indicated that the current static load provisions were inappropriate for mounted sound wall systems because of the dynamic response of the mounted sound wall. Based on these results, example design curves were generated to illustrate how this analytical procedure could be used to develop design guidelines and standard specifications, and recommendations were made for the development of proper procedures for designing mounted sound wall systems against vehicular impact. KW - American Association of State Highway and Transportation Officials KW - Crashes KW - Data collection KW - Design curves KW - Design methods KW - Design standards KW - Dynamic loads KW - Dynamic response KW - Engineers KW - Impact loads KW - Interviewing KW - Noise barriers KW - Problem identification KW - Prototype tests KW - Recommendations KW - Selecting KW - Specifications KW - Structural design KW - Surveys KW - Texas UR - https://trid.trb.org/view/572874 ER - TY - RPRT AN - 00737976 AU - Qin, J AU - Martello, M T AU - Weissmann, J AU - Euritt, M A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - APPLICATION OF FULL-COST OF URBAN PASSENGER TRANSPORTATION CASE STUDY: SAN ANTONIO NORTHEAST (IH-35) CORRIDOR PY - 1996/09 SP - 56 p. AB - Using a full-cost approach, we evaluated the different transportation improvement alternatives (developed by Rust Lichliter/Jameson) available for the Northeast (IH-35) corridor in San Antonio, Texas. Through MODECOST--a computer model based on the full-cost analysis concept--we found that the current facility cannot meet future traffic demands. As a result, travelers on this facility will continue to bear substantial external costs, including congestion and air pollution costs. The results clearly show that, to meet future demand, the San Antonio/Bexar County Metropolitan Planning Organization will need to expand the current facility from downtown San Antonio to Loop 1604. As our investigation revealed, the savings that will accrue from the reduction of external costs and users costs exceed the cost of initial investment. Indeed, the case study described in this report shows that, in many cases, external costs and user costs are more relevant than the initial investment in the facility. Expanding the current facility to add HOV lanes to accommodate ridesharing and special transit service can reduce the external costs and user costs, which in turn, reduce the full cost of the facility. The study also shows that full-cost analysis is an effective tool for valuing transportation investment alternative comparisons -- and one capable of enhancing qualitative assessments and planning/engineering judgment. The actual value calculated by the full-cost analysis sometimes can be used as an assessment indicator to policy-makers and transportation professionals. KW - Benefit cost analysis KW - Case studies KW - Costs KW - Decision making KW - External costs KW - Externalities KW - Full-cost analysis KW - High occupancy vehicle lanes KW - Investments KW - Mathematical models KW - Passenger transportation KW - Ridesharing KW - Road user costs KW - San Antonio (Texas) KW - Texas KW - Transportation KW - Transportation corridors KW - Transportation models KW - Transportation planning KW - Travel budgets KW - Urban corridors KW - Urban growth KW - Urban transportation UR - https://trid.trb.org/view/572413 ER - TY - RPRT AN - 00737975 AU - Euritt, M A AU - Qin, J AU - Smith, K M AU - Martello, M T AU - Weissmann, J AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - FULL-COST ANALYSIS OF URBAN PASSENGER TRANSPORTATION PY - 1996/09 SP - 74 p. AB - This report addresses a primary dilemma of the transportation planning community, namely, how to evaluate and compare urban passenger transportation projects regardless of mode. After identifying the full-cost approach as an effective tool for undertaking such comparisons, this report describes MODECOST, a full-cost evaluation model developed by the Center for Transportation Research (CTR) of the University of Texas at Austin. Although many of the issues that MODECOST addresses have been considered previously during the transportation investment decision process, MODECOST quantifies the costs inherent to each issue. KW - Alternatives analysis KW - Benefit cost analysis KW - Costs KW - Full-cost analysis KW - Mathematical models KW - Passenger transportation KW - Transportation KW - Transportation models KW - Transportation modes KW - Transportation planning KW - Urban transportation UR - https://trid.trb.org/view/572412 ER - TY - RPRT AN - 00736884 AU - Hartmann, D AU - Middleton, D AU - Morris, D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ASSESSING VEHICLE DETECTION UTILIZING VIDEO IMAGE PROCESSING TECHNOLOGY PY - 1996/09 SP - 174 p. AB - The research documented in this report analyzed detection capabilities of a trip-wire video image processing system in a freeway setting. Count and speed accuracy, as well as occlusion, were parameters of interest in field testing at Texas A&M University's Riverside Campus research facility. Testing analyzed three camera heights, 9.1 m (30 ft), 12.2 m (40 ft), and 15.1 m (49 ft 6 in.), in conjunction with three passenger car speeds, 32 km/h (20 mph), 72 km/h (45 mph), and 88 km/h (55 mph). The video image processing system used in the study was the Autoscope (trademark) 2004. The camera imaging device was a 12.4 mm (1/2 in.) interline transfer microlens charged coupled device (CCD), utilizing a 6 mm, f1.2 auto iris lens. An analysis of variance (ANOVA) test indicated that both camera height and travel lane location affected the system's ability to accurately detect passenger cars. Generally, higher camera heights and travel lanes farther from the camera produced accurate passenger car detection farther upstream from the camera, based on no traffic in other lanes closer to the camera. Also, passenger cars traveling in adjacent travel lanes did not always influence the video image processing system's ability to accurately detect passenger cars in this highly controlled environment. The paired t-test indicated that speeds determined by the video image processing system were significantly different from speeds obtained by radar. Tests at night revealed errors in counts, and daylight truck occlusion was worse than cars for all camera heights. Based on the cost information from Texas Department of Transportation, life-cycle costs of video detection are similar to the cost of detection by inductive loops where many individual loop detectors are replaced by one camera, as might occur at intersections. Motorist delay may cause a different outcome. Where fewer loops are replaced by one camera, as on freeways, the additional investment for video detection will probably not be cost effective. KW - Accuracy KW - Camera height KW - Cost effectiveness KW - Days KW - Field tests KW - Freeway traffic KW - Freeways KW - Highway traffic KW - Life cycle costing KW - Night KW - Traffic counts KW - Traffic delays KW - Traffic speed KW - Vehicle detectors KW - Video imaging detectors UR - https://trid.trb.org/view/479082 ER - TY - RPRT AN - 00736073 AU - Flick, M A AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - TESTS TO EVALUATE B&G BRAKE TORQUE TESTER PY - 1996/09 SP - 43 p. AB - Traditionally, inspections of heavy vehicle brake systems were performed by visual observation of the brakes. A number of devices have been developed to quickly evaluate the condition of the brakes without the need for the inspector to go under the vehicle. One such device is a tester which checks the status of a brake system by measuring the static breakaway torque of each wheel. This device uses a mechanism to grip the wheel and, with the brake applied, apply a torque to the tire, measuring the force necessary to turn the wheel. An evaluation of the device was conducted which compared the force measurements made using the breakaway torque device with forces measured on an in-ground roller dynamometer. This comparison showed that the forces measured with the torque tester agreed with the roller tester reasonably well, with the torque tester showing a somewhat higher level of run-to-run scatter. The evaluation also compared forces measured with the device at various levels of misadjustment of the brake. This comparison showed that, as with other low speed testers, brakes which are adjusted to near or just beyond the recommended readjustment point have generally the same force levels as do fully adjusted brakes. Brakes which are grossly misadjusted have lower forces, and a tentative criterion to distinguish between properly and improperly working brakes, which has been developed for other testers, appears to be appropriate for this device as well. KW - Alternatives analysis KW - Brake adjustment KW - Brake inspection KW - Brakes KW - Dynamometers KW - Inspection KW - Torque KW - Truck brakes KW - Trucks KW - Vehicle maintenance UR - https://trid.trb.org/view/478666 ER - TY - RPRT AN - 00736026 AU - Loyola College, Baltimore AU - Federal Highway Administration TI - FHWA STUDY TOUR FOR HIGHWAY/COMMERCIAL VEHICLE INTERACTION PY - 1996/09 SP - 120 p. AB - This report summarizes the findings, perceptions, and assessments of a study team, assembled under the Federal Highway Administration (FHWA) International Technology Scanning Program and charged with scanning current practices, technologies, and knowledge of Highway/Commercial Vehicle Interaction in North America (United States, Canada, and Mexico) and in Europe (France, the United Kingdom, Belgium, the Netherlands, Germany, and Sweden). The study team adopted a broad definition of the term "highway" and sought information concerning the total infrastructure (including pavements and bridges) as it relates with commercial vehicles. The report identifies a wide range of issues that influence the productivity, safety, and external impacts of the U.S. freight transportation system. These issues involve national transportation policies; changing truck technology; the design and condition of the nation's pavements and bridges; the compatibility, optimization, and enforcement of size and weight limits; reducing user costs; more adequate recovery of infrastructure costs; further improvement of highway safety; exploitation of intermodalism and Intelligent Transportation Systems (ITS); and organizational factors that make it difficult to sufficiently assemble broad-based technical and policy input for legislative activity affecting freight transportation. The report is organized as follows: Executive Summary; (1) Introduction; (2) Identification of Issues; (3) United States Perspective on Issues in Highway/Commercial Vehicle Interaction; (4) Panel Conclusions; (5) Panel Recommendations; (Appendix A) Scanning Team Questionnaire; (Appendix B) Participants in North American Meetings; (Appendix C) Participants in European Meetings; Bibliography: United States, Canada, Mexico, Europe; and Glossary of Acronyms and Abbreviations. KW - Belgium KW - Bridge design KW - Bridges KW - Canada KW - Commercial vehicles KW - Cost recovery KW - France KW - Freight transportation KW - Germany KW - Highway safety KW - Infrastructure KW - Intelligent transportation systems KW - Interactions KW - Intermodal transportation KW - Intermodalism KW - Law enforcement KW - Laws KW - Mexico KW - National transportation policies KW - Netherlands KW - Pavement design KW - Productivity KW - Size KW - Size and weight regulations KW - Structural design KW - Study tours KW - Sweden KW - Transportation policy KW - Trucks KW - United Kingdom KW - United States KW - Vehicle design KW - Weight UR - http://international.fhwa.dot.gov/Pdfs/Highway-ComVeh.pdf UR - https://trid.trb.org/view/478618 ER - TY - RPRT AN - 00736019 AU - Cunningham, L F AU - Gerlach, J H AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - GROUND ACCESS ASSESSMENT OF NORTH AMERICAN AIRPORT LOCATIONS PY - 1996/09 SP - 315 p. AB - The primary purpose of this research is to investigate ground access projects at other airports to identify how multi-modal transportation planning is applied to varied transportation systems. The objective is to learn from the experiences of other states and countries which are planning and operating multi-modal ground access systems and provide overall recommendations on ground access which have possible applications for Colorado. The data collected nationally on modal split show that public transportation alternatives to airport ground access do not capture large market shares in the United States and Canada. Interestingly, this study shows that access plans are often implemented without the benefit of sufficient knowledge of the markets they serve. In situations where public transportation has gained ridership shares above the national average, two key factors have usually been assessed: (1) origin and destination and (2) customer needs. Assessing these factors provides an empirical basis for transportation alternatives to the auto that are convenient, comfortable, safe, and reliable. KW - Airport access KW - Canada KW - Colorado KW - Market share KW - Modal split KW - Multimodal transportation KW - Needs assessment KW - Origin and destination KW - Public transit KW - Transportation planning KW - United States KW - User needs UR - https://trid.trb.org/view/478611 ER - TY - RPRT AN - 00735989 AU - Federal Highway Administration TI - HIGHWAY SNOWSTORM COUNTERMEASURES MANUAL: SNOWBREAK FOREST BOOK. TRANSLATION PY - 1996/09 SP - 108 p. AB - This manual explains the fundamental approaches to the planning, design, construction, and maintenance management of snowbreak forest countermeasures and sets forth the related technical materials and standards. A highway snowbreak forest is a forest zone which is created on the windward side of a road or on both sides that causes the wind speed to decrease and the snow to pile up inside the forest as well as in front of and behind it. The contents are presented in the following five chapters: (1) General Rules; (2) Characteristics of Highway Snowbreak Forests; (3) Surveys and Designs of Highway Snowbreak Forests; (4) Carrying Out the Planting of a Highway Snowbreak Forest; and (5) Managing the Growth of a Highway Snowbreak Forest. KW - Blizzards KW - Countermeasures KW - Design KW - Forests KW - Maintenance management KW - Manuals KW - Planning KW - Planting KW - Snow KW - Snowbreaks KW - Snowdrifts UR - http://international.fhwa.dot.gov/Pdfs/SnowbreakForest.pdf UR - https://trid.trb.org/view/478579 ER - TY - RPRT AN - 00735991 AU - Federal Highway Administration TI - KEY FINDINGS FROM THE INTELLIGENT TRANSPORTATION SYSTEMS (ITS) PROGRAM: WHAT HAVE WE LEARNED? PY - 1996/09 SP - 41 p. AB - This report provides answers to the question "What Have We Learned?" from the various operational tests, R&D projects, and outreach activities that have been carried out to date on the Intelligent Transportation Systems (ITS) program. The answers to this question are grouped into eleven subject areas. The first seven subject areas address specific portions of the ITS program: Advanced Traffic Management Systems (ATMS); Advanced Traveler Information Systems (ATIS); Commercial Vehicle Operations (CVO); Advanced Collision Avoidance Systems (ACAS); the Automated Highway System (AHS); Advanced Public Transportation Systems (APTS); and Advanced Rural Transportation Systems (ARTS). The remaining four subject areas are more global in scope: technologies, architecture and standards, mainstreaming, and cross-cutting findings. KW - Advanced public transportation systems KW - Advanced rural transportation systems KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Automated highway systems KW - Commercial vehicle operations KW - Crash avoidance systems KW - Intelligent transportation systems KW - Standards KW - System architecture KW - System design KW - Technological innovations KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16700/16734/PB2000104628.pdf UR - https://trid.trb.org/view/478581 ER - TY - RPRT AN - 00735992 AU - Federal Highway Administration TI - REVIEW OF ITS BENEFITS: EMERGING SUCCESSES PY - 1996/09 SP - 54 p. AB - This report continues the process of documenting and publicizing experience with, and prediction of, benefits from Intelligent Transportation Systems (ITS) in the context of continuing assessment of the ITS program. This empirical benefits review effort is part of a larger effort sponsored by the ITS Joint Program Office, Federal Highway Administration, to develop benefits knowledge about ITS implementation. This document summarizes major ITS benefits findings while referring the interested researcher to detailed studies or contacts. The progression of papers on the topic of ITS benefits seeks to improve the completeness and reliability of relevant data, with the ultimate goal being validated results from field measurement for all areas of ITS. The contents are organized in three sections. The first section, Introduction, includes goals for this paper, comments on previous benefits papers, definition of terms, and scope and organization of this document. Section 2 presents summaries of ITS benefits grouped by key outcome measures identified by the U.S. Department of Transportation. These include time benefits, benefits related to crashes, benefits related to fatalities, improvements in throughput, cost reductions, customer satisfaction, and other important outcomes such as emission and fuel impacts. Section 3 is a brief summary. KW - Benefits KW - Intelligent transportation systems UR - http://ntl.bts.gov/lib/16000/16700/16735/PB2000104629.pdf UR - https://trid.trb.org/view/478582 ER - TY - RPRT AN - 00735956 AU - Busche, N AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE GEOWEB AND J.K. STRUCTURE SLOPE STABILIZATION METHODS PY - 1996/09 SP - 11 p. AB - Space restriction along the Mississippi River forced some slopes along STH 35 in Crawford County to be constructed at a 3/4:1 [for each 3/4 ft (0.23 m) horizontally there was a 1 ft (0.3048 m) vertical rise] slope. These slopes which consist of talus material have in the past experienced erosion, instability and lack of vegetation. Two products, J.K. Structure and Geoweb Cellular Confinement System, were installed on a portion of these slopes in September, 1994, to test their effectiveness as possible solutions to these problems. J.K. Structure is a metal paneling manufactured by J.K. Structure of France. The Geoweb Cellular Confinement System is an expandable plastic mesh manufactured by Presto Products Company, Appleton, Wisconsin. Conclusions from this study were as follows: (1) Due to slope conditions, pin/stake rewelding, etc., installation was difficult and time consuming for both products; and (2) Even though no major erosion or slope failures have occurred on either J.K. Structure, Geoweb or the control section after 1.5 years, it appears J.K. Structure and Geoweb have prevented small, localized areas of erosion. These two products and the control will continue to be monitored for a total of 5 years. KW - Building KW - Effectiveness KW - Erosion control KW - Facilities KW - Installation KW - Measures of effectiveness KW - Metal paneling KW - Metals KW - Panels KW - Performance evaluations KW - Plastic mesh KW - Slope stability KW - Slopes KW - Soil stabilization UR - https://trid.trb.org/view/478549 ER - TY - RPRT AN - 00735929 AU - Miller, P A AU - Sukley, R AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - RECYCLED BRAKE LININGS AS PARTIAL AGGREGATE SUBSTITUTE IN ASPHALT PAVING PY - 1996/09 SP - 39 p. AB - The purpose of this project was to evaluate the performance of asphalt containing various percentages of brake lining as an aggregate, and compare its performance to that of normal asphalt containing natural aggregate. This project is an effort to explore alternate ways to use waste product. Four test sections of FB-2 modified mix containing brake lining material were placed in July of 1992 along with one control section on SR 3022 in Mercer County. To date all sections are performing satisfactorily, and brake linings should be recommended as a viable partial replacement of aggregate in bituminous materials. This study only considered the performance of off-spec brake linings, therefore any performance data or environmental effects of placement of used brake material should be addressed. KW - Asphalt pavements KW - Brake linings KW - Performance evaluations KW - Recycling KW - Test sections UR - https://trid.trb.org/view/478522 ER - TY - RPRT AN - 00735933 AU - Martin, D L AU - Cargill, L M AU - Montgomery, D P AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - ROADSIDE VEGETATION MANAGEMENT PY - 1996/09 SP - 249 p. AB - The information contained within this report addresses: (1) Research -- involving the use of experimental, newly labeled and traditionally available herbicides in combination with mowing for roadside vegetation management; (2) Maintenance -- implementation of research results into an operational phase of the Oklahoma Department of Transportation's (ODOT's) maintenance program, as well as performing on-site visits, telephone and written consultation to ODOT personnel; and (3) Training -- conducting pesticide applicator certification programs, and providing continuing education programs for these certified applicators. The following are conclusions based on our research: (1) Campaign herbicide or Roundup plus 2,4-D may be used post-emergence in place of atrazine or diuron applied pre-emergence for the control of winter annual grasses and broadleaf weeds. Timing of herbicide application is critical. (2) Ammonium sulfate may be added to either Campaign herbicide or the combination treatment of Roundup + 2,4-D amine to improve control of winter annual weeds. This product addition may allow end users to reduce use rates of these herbicides. (3) Primo plus Oust may be used for temporary growth and seedhead suppression of common bermudagrass on roadsides; additional product labeling will be required to implement this treatment into the maintenance phase of ODOT's vegetation management program. (4) The product Plateau, when combined with Roundup, will provide an acceptable level of both seedling and rhizome johnsongrass control (minimum of 80% control) in common bermudagrass roadsides with potential to reduce phytotoxicity as compared to the traditional Oust plus roundup herbicide treatment. Several research plot tours, meetings, sprayer calibration workshops, musk thistle head weevil collection/release days as well as herbicide/ fertilizer demonstrations were conducted throughout the duration of this project in order to implement current research information into an operational phase of ODOT's roadside vegetation management program. Training achievements included the execution of 12 pesticide applicator certification schools resulting in 146 new herbicide applicators becoming certified. A total of 68 continuing education programs were conducted with 2,795 ODOT certified applicators attending over a 5 year period. Numerous training information sheets were developed and provided to applicators during workshops. KW - Certification KW - Education KW - Education programs KW - Herbicides KW - Information dissemination KW - Maintenance KW - Maintenance personnel KW - Mowing KW - Research KW - Roadside KW - Training KW - Vegetation control UR - https://trid.trb.org/view/478526 ER - TY - RPRT AN - 00734643 AU - Miedema, H J AU - Wright, J R AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A DECISION SUPPORT SYSTEM FOR REAL-TIME SNOW AND ICE CONTROL PY - 1996/09 SP - 101 p. AB - Effective real-time snow and ice control operations require a timely initial call-out. A timely initial call-out is one that mobilizes the workforce slightly prior to the onset of hazardous road conditions. In order to estimate the onset of hazardous road conditions, the snow and ice control decision makers use available physical and meteorological information. New technologies are developed that could provide better information, thereby improving the ability to make timely initial call-outs. A systematic methodology for evaluating the benefit of additional information used in snow and ice control initiation is presented. The proposed methodology compares reduction in the direct and indirect costs of the call-out, attributable to the new information, to the cost of acquiring the information source. The methodology is implemented to evaluate road weather information systems for the Indiana Department of Transportation. KW - Cost control KW - Cost effectiveness KW - Cost reduction KW - Costs KW - Decision support systems KW - Meteorological data KW - Meteorological phenomena KW - Real time control KW - Real time data processing KW - Snow and ice control KW - Weather forecasting KW - Work force mobilization UR - https://trid.trb.org/view/478007 ER - TY - RPRT AN - 00734568 AU - Dailey, Donald J AU - Harn, P AU - Lin, P-J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ITS DATA FUSION PY - 1996/09 SP - 104 p. AB - This project has accomplished three significant tasks. First, a state-of-the-art literature review has provided an organizational framework for categorizing the various data fusion projects that have been conducted to date. A popular typology was discussed which situates data fusion technologies in one of three levels, depending on the degree to which sensor data is correlated to provide users with meaningful transit recommendations. The trade-offs that accompany higher-level data fusion efforts--in terms of computing power and memory requirements--were noted. The advantages of multiple-sensor data fusion projects in terms of cost, accuracy, and reliability were also discussed and contrasts were drawn with the traditional deployment of highly accurate, single sensors. Specific techniques of data fusion were described and their possible applications to Intelligent Transportation System (ITS) projects were explored. In fact, this report is one of the first to consider how data fusion technology might be productively applied to the needs of transportation management. A second major component of this report is the description provided of a local data fusion application. This project employs data fusion techniques to correlate input from multiple highway sensors and generate reliable traffic predictions. The resulting information can be displayed for use by commuters as they choose from among various transit options. The architecture of this data fusion system is described in detail. The third component of the project was to create a statistically based algorithm to estimate speed from volume and occupancy measurements. The algorithm presented explicitly accounts for the statistics of the problem and provides a robustness test for the speed estimate. KW - Algorithms KW - Applications KW - Data fusion KW - Estimating KW - Guides to the literature KW - Intelligent transportation systems KW - Literature reviews KW - Passenger information systems KW - Speed KW - State of the art studies KW - Transportation management KW - Transportation operations KW - Traveler information and communication systems UR - http://www.wsdot.wa.gov/research/reports/fullreports/410.1.pdf UR - https://trid.trb.org/view/471422 ER - TY - RPRT AN - 00734565 AU - Watts, R J AU - Jones, A P AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - CATALYTIC PAVEMENT BORDERS PY - 1996/09 SP - 54 p. AB - The use of a solid photocatalyst, titanium dioxide, as an amendment incorporated into pavement surfaces was investigated as a basis for controlling nonpoint hydrocarbon runoff. Titanium dioxide is an inexpensive and conservative material that, when activated by sunlight, generates oxygen radicals capable of degrading common hydrocarbon contaminants characteristic of nonpoint highway runoff. Six materials were evaluated for fixing the photocatalyst onto pavements; paint base and concrete sealant were most effective. A number of contaminants were effectively degraded using the photocatalytic process including hexadecane, anthracene, and 2,4,6-trichlorophenol. Standard procedures (e.g., chloride analysis, addition of scavengers) were used to assess the applicability of photocatalytic pavement borders to a range of waste compounds; the data showed that the process has potential to degrade most compounds present in nonpoint highway runoff. The results of this laboratory study indicated that photocatalytic pavement borders have significant potential for mitigating nonpoint highway runoff. KW - Hydrocarbons KW - Laboratory studies KW - Photocatalysis KW - Pollution control KW - Runoff KW - Solar energy KW - Titanium KW - Titanium dioxide KW - Titanium dioxide concrete sealant KW - Titanium dioxide paint base UR - http://www.wsdot.wa.gov/research/reports/fullreports/391.1.pdf UR - https://trid.trb.org/view/471420 ER - TY - RPRT AN - 00730592 AU - Federal Transit Administration AU - Federal Highway Administration TI - PLANNING AND ENVIRONMENTAL RESOURCES CATALOG PY - 1996/09 SP - 183 p. AB - This catalog has been prepared as a joint effort of the FHWA and the FTA as a service to planning and environmental customers. Its purpose is to serve as a guide to the vast array of resources, both human and information, that has been developed in support of transportation planning and environment. The catalog is a printed version of an electronic database that will be kept current. This database will be 'on-line' along with an electronically accessible version of many of the documents it references. This 'on-line' database will be used to produce future catalogs, newsletters and other real time information resources for the transportation planning and environment community nationwide. KW - Catalogs KW - Data collection KW - Data sources KW - Electronic equipment KW - Electronic systems KW - Environmental policy KW - Information services KW - Transportation planning UR - https://trid.trb.org/view/466120 ER - TY - RPRT AN - 00728468 AU - Prowell, B D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ALTERNATE METHODS OF ASPHALT CONTENT DETERMINATION PY - 1996/09 SP - 45 p. AB - This study identified an alternate method of asphalt content determination to replace chlorinated solvent extraction. The production of trichloroethane was outlawed on December 31, 1996 as part of the 1990 Clean Air Act Amendments. Initially, the study focused on evaluating the nuclear asphalt content gauge with Marshall plugs. During the course of the research, early data from the National Center for Asphalt Technology (NCAT) indicated that the ignition method was a promising alternative. Testing was conducted using three generations of ignition furnaces. Four aggregate types were evaluated using typical surface and base mix gradations found in Virginia. Samples for evaluation were produced at four asphalt contents for each mix design representing typical field variation around the optimum. Operator variance samples were tested nondestructively in the nuclear gauge, and then destructively tested by solvent extraction and the ignition method. In the field validation phase, four methods were used for testing. The gradations of these samples are compared. As a result of the research, a test method was developed for the ignition furnace with an internal weighing system. This method has been specified as a replacement for solvent extraction in Virginia. KW - Asphalt content KW - Destructive testing KW - Ignition KW - Ignition method KW - Mechanical tests KW - Nondestructive tests KW - Nuclear gages UR - http://ntl.bts.gov/lib/36000/36900/36984/97-R3.pdf UR - https://trid.trb.org/view/465351 ER - TY - RPRT AN - 00728467 AU - Howard/Stein-Hudson Associates, Incorporated AU - Parsons Brinckerhoff Quade and Douglas, Incorporated AU - Federal Highway Administration AU - Federal Transit Administration TI - PUBLIC INVOLVEMENT TECHNIQUES FOR TRANSPORTATION DECISION-MAKING PY - 1996/09 SP - 236 p. AB - This report addresses the following question: How does a transportation agency grab and hold people's interest in a project or plan, convince them that active involvement is worthwhile, and provide the means for them to have direct and meaningful impact on its decisions? A wide variety of tools to involve the public in developing specific plans, programs, or projects through their public involvement processes is presented in the following chapters: (1) Informing People Through Outreach and Organization; (2) Involving People Face-to-Face Through Meetings; (3) Getting Feedback from Participants; and (4) Using Special Techniques to Enhance Participation. A systematic thought process based on fundamental guidelines and following a series of steps is considered necessary, whether designing a public involvement program for statewide or metropolitan planning or for an individual transportation investment. KW - Decision making KW - Guidelines KW - Programming (Planning) KW - Public participation KW - Transportation planning UR - http://www.fhwa.dot.gov/reports/pittd/cover.htm UR - http://ntl.bts.gov/lib/6000/6400/6461/index.html UR - https://trid.trb.org/view/465350 ER - TY - RPRT AN - 00728431 AU - Hossain, M M AU - Bajorski, P AU - Yang, W-S AU - New York State Department of Transportation AU - Federal Highway Administration TI - FRICTIONAL CHARACTERISTICS OF SAND AND SAND-DEICER MIXTURES ON BARE ICE PY - 1996/09 SP - 31 p. AB - Frictional characteristics of sand and sand-deicer mixtures were investigated as functions of temperature, gradation, and application rate. This report presents results of a laboratory cold-room study measuring sliding friction using a British pendulum tester. Four temperatures, three sand gradations, four brine concentrations, and four sand application rates were investigated. All tests were performed on an ice sheet inside a cold room, where sand temperatures were maintained close to ice temperatures. Three categories of materials were tested: sand alone, sand-salt mixes, and sand-brine mixes. Results showed that sand-brine mixes outperformed the other two, with significantly greater sliding friction. Two brine concentrations were found suitable in two temperature ranges. Below -12 deg C, 2.5% brine (by weight) gave good results with a fine sand (passing the No. 30 U.S. sieve but retained on the No. 50) at a sand application rate of 1 g over a test area of 100 by 200 mm, with a sand-to-brine ratio of 1:1 by weight. This rate is equivalent to field application of 183 kg of sand/lane-km. Friction was achieved in this case through generating bond between sand and ice due to a low-concentration brine (2.5% by weight). At temperatures above -12 deg C, satisfactory results were obtained using 25% brine mixed with the same sand at a mix ratio of 2:1 by weight. In the latter case, friction was increased through roughening the ice surface by applying higher-concentration brine (25% by weight). KW - Aggregate gradation KW - Application rate KW - Deicing KW - Gradation KW - Laboratory tests KW - Sand KW - Sand-brine mixes KW - Sand-salt mixes KW - Skin resistance KW - Sliding friction KW - Temperature UR - https://trid.trb.org/view/465324 ER - TY - CONF AN - 00727183 JO - Transportation Research Circular PB - Transportation Research Board AU - Lamers, D AU - Transportation Research Board TI - RELATIONSHIP OF THE MIS TO THE PLANNING PROCESS AND THE RTP PY - 1996/09 IS - 463 SP - p. 32-35 AB - These remarks examine the details of trying to fit major investment studies (MISs) in transportation into the planning process and the relationship of the MIS to the regional transportation plan (RTP). It is pointed out that in the Dallas-Fort Worth area the RTP cannot be separated from the MIS. They are all part of the same planning process. It is concluded that there are a lot of problems if you try to separate MISs and RTPs. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Dallas-Fort Worth Metropolitan Area KW - Investments KW - Major investment studies KW - Programming (Planning) KW - Regional transportation KW - Studies KW - Transportation KW - Transportation planning UR - https://trid.trb.org/view/465105 ER - TY - CONF AN - 00727185 JO - Transportation Research Circular PB - Transportation Research Board AU - Vozzolo, D J AU - Transportation Research Board TI - COLLABORATIVE PLANNING IN THE GRIFFIN LINE CORRIDOR MIS PY - 1996/09 IS - 463 SP - p. 39-41 AB - These remarks focus on the overall planning context of the Griffin Line major investment study (MIS). The Greater Hartford Transit District (GHTD) has been the lead agency on the Griffin Line project, representing the City of Hartford, other member municipalities, and the business community. GHTD is not the transit operating agency in the Hartford region. It is an umbrella agency with policy oversight and project development responsibilities, which also operates paratransit, privatized commuter bus operations, and other services in the region. GHTD has absolutely no funding or taxing authority on its own. Topics addressed in this discussion are: project background; the collaborative planning process; MIS and evaluation of alternatives; local and regional selection of light rail alternative; and the Griffin Line financing and implementation plan. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Alternatives analysis KW - Conferences KW - Financing KW - Financing plans KW - Hartford (Connecticut) KW - Implementation KW - Investments KW - Light rail transit KW - Major investment studies KW - Planning KW - Programming (Planning) KW - Studies KW - Transportation UR - https://trid.trb.org/view/465107 ER - TY - CONF AN - 00727187 JO - Transportation Research Circular PB - Transportation Research Board AU - Llort, Y AU - Transportation Research Board TI - MIS: "WARTS" AND "BEAUTY MARKS" PY - 1996/09 IS - 463 SP - p. 52-54 AB - The one thing the major investment study (MIS) has done for us is bring transportation decision-making into the public arena. MISs are now open forums where the process is collaborative and decisions are by consensus. And in this process are a lot of "warts" and "beauty marks". Among the "warts" are the following: determining who's responsible; ensuring implementation of MIS results; resolving roles/turf battles; addressing analysis issues; working within financial constraints; and obtaining representative public input. The "beauty marks" include: causes state and local transportation agencies to work together; develops multimodal alternatives; involves business community; sets long-range direction for financing/development; and develops advocacy groups for the MIS. So how do we make MIS work within the institutional management process we already have in place? We develop champions for MIS, develop and maintain consensus, establish MIS results as the core element(s) of the regional plan, and develop adaptive, flexible investment strategies. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Decision making KW - Implementation KW - Institutional issues KW - Investments KW - Major investment studies KW - Management KW - Socioeconomic development KW - Studies KW - Transportation UR - https://trid.trb.org/view/465109 ER - TY - CONF AN - 00727189 JO - Transportation Research Circular PB - Transportation Research Board AU - Haynes-Cherin, B AU - Transportation Research Board TI - INFORMING AND INVOLVING DECISION-MAKERS PY - 1996/09 IS - 463 SP - p. 58-59 AB - The San Francisco County Transportation Authority is involved in the major investment study (MIS) process in the Bayshore corridor. Transportation improvements offer this low-income corridor an opportunity to revitalize the neighborhood without pushing out the residents who already live there. Most of the money for the Bayshore corridor project will come from a half-cent sales tax, and that is how it is shown in the regional transportation plan. To make sure this project will be eligible for any Federal money that becomes available, the project is going through a Federal environmental impact assessment. The MIS process will make sure that everything that is needed is done. How are the decision-makers informed and involved? By keeping an open mind and making sure all the facts and information are put on the table. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Bayshore Freeway KW - Conferences KW - Cooperation KW - Decision making KW - Environmental impact analysis KW - Financing KW - Information exchange KW - Information organization KW - Interagency relations KW - Investments KW - Major investment studies KW - Redevelopment KW - Revitalization KW - Studies KW - Transportation UR - https://trid.trb.org/view/465111 ER - TY - CONF AN - 00727179 JO - Transportation Research Circular PB - Transportation Research Board AU - Emerson, D J AU - Transportation Research Board TI - MIS SUCCESSES AND CHALLENGES PY - 1996/09 IS - 463 SP - p. 18-23 AB - An overview is given of the experience to date in national major investment studies (MISs) in transportation. The discussion covers how well the goals of MISs are being achieved, identifies six challenges that remain, and concludes with a summary of ongoing Federal Transit Administration/Federal Highway Administration activities. The six challenges identified are: (1) Broadening the understanding of the MIS process; (2) Adjusting to new institutional relationships; (3) Involving resource agencies; (4) Determining the appropriate level of detail; (5) Developing better methods for evaluating multimodal alternatives; and (6) Relating MIS to the regional context. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Investments KW - Major investment studies KW - Studies KW - Transportation UR - https://trid.trb.org/view/465101 ER - TY - CONF AN - 00727186 JO - Transportation Research Circular PB - Transportation Research Board AU - Dittmar, H AU - Transportation Research Board TI - MIS: WHAT'S IN A NAME? PY - 1996/09 IS - 463 SP - p. 50-52 AB - There is discussion about the name, major investment study (MIS). Should we change it? MIS is pretty good as an acronym because it makes us think about management information systems. Also, the meat of the MIS process is summed up by "Muddling our way Into Solutions", which characterizes where we have gone so far and begins to frame the whole issue of institutional and management problems. The implications of the MIS process encompass the following: 1) building a process that acknowledges and embraces the legitimacy of the goals of other participants in the process; 2) when agencies ask people to become involved, they are asking them to commit resources; 3) early involvement needs to take place in selecting and narrowing the alternatives you will consider; and 4) ensuring that an advisory committee signoff is built in as part of closing the process. We need to look at the MIS as a tool for managing the metropolitan transportation system and not just as a tool for project approval. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Institutional issues KW - Investments KW - Major investment studies KW - Project management KW - Socioeconomic development KW - Studies KW - Transportation UR - https://trid.trb.org/view/465108 ER - TY - CONF AN - 00727190 JO - Transportation Research Circular PB - Transportation Research Board AU - Blain, J V AU - Transportation Research Board TI - DEVELOPING 20/20 VISION FOR THE YEAR 2020 PY - 1996/09 IS - 463 SP - p. 59-62 AB - The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) created new rules and regulations for transportation planners and providers that have significantly increased the responsibility for decision-makers in their consideration of where and how to commit resources for transportation investments. Transportation planning and design professionals are beginning to look at the year 2020 as the planning horizon year, and everyone involved in this activity is expecting to exercise 20/20 vision in developing the most cost-effective decision-maker consensus and environmentally acceptable Transportation Plan for the year 2020. The major investment study (MIS) process provides transportation planners with the opportunity to perform micro-transportation planning for corridors in a systematic manner and allows decision-makers of Federal, State, and local governments as well as the general public and stakeholders of many organizations a second chance for 20/20 vision if the target was missed in a specific corridor during the Transportation Plan process for horizon year 2020. The Dallas-Fort Worth Mobility 2010 Plan update for 2020 is discussed as an example. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Dallas-Fort Worth Metropolitan Area KW - Decision making KW - Investments KW - Major investment studies KW - Studies KW - Transportation KW - Transportation planning UR - https://trid.trb.org/view/465112 ER - TY - CONF AN - 00727176 JO - Transportation Research Circular PB - Transportation Research Board AU - Cook, K E AU - Cook, M A AU - Stein-Hudson, K E AU - Transportation Research Board TI - CONFERENCE ON MAJOR INVESTMENT STUDIES IN TRANSPORTATION (MIS) PY - 1996/09 IS - 463 SP - 83 p. AB - The Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) issued joint planning regulations in response to the requirements set forth in the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). The joint planning regulations include provisions for major investment studies (MISs) where there are high-cost and high-impact transportation alternatives being considered. MIS regulations have now been in effect for more than two years. The Transportation Research Board (TRB) was asked to convene a conference of State and local planning practitioners involved in MIS activities. The conference focused on the following four topic areas: (1) policy issues; (2) the relation of MISs to the overall planning and project development process; (3) management and institutional issues affecting MISs; and (4) the transportation decision process for the MIS. This Circular contains the conference proceedings. The proceedings include a summary of the conference, prepared remarks for the plenary session and panel discussions, and workshop summaries. Appendix 1 contains the paper "Major Investment Studies - A Value-Added Approach" by L.G. Nungesser, and Appendix 2 the List of Conference Participants. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Decision making KW - Institutional issues KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investments KW - Major investment studies KW - Policy KW - Programming (Planning) KW - Project management KW - Socioeconomic development KW - Studies KW - Transportation UR - https://trid.trb.org/view/465098 ER - TY - CONF AN - 00727177 JO - Transportation Research Circular PB - Transportation Research Board AU - Horsley, J AU - Transportation Research Board TI - OVERVIEW OF ISTEA AND MIS PY - 1996/09 IS - 463 SP - p. 13-15 AB - Trends in transportation in metropolitan America are discussed and the following two challenges of the major investment study (MIS) process are pointed out: (1) To find solutions to transportation problems that work and (2) To do more with less. Four factors needed to make a success of the MIS process are presented and an overview of the Intermodal Surface Transportation Efficiency Act (ISTEA) debate is given. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Financial analysis KW - Financial constraints KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investments KW - Major investment studies KW - Metropolitan areas KW - Problem solving KW - Studies KW - Transportation KW - Trend (Statistics) UR - https://trid.trb.org/view/465099 ER - TY - CONF AN - 00727191 JO - Transportation Research Circular PB - Transportation Research Board AU - Del Giudice, S J AU - Transportation Research Board TI - INVOLVING ELECTED OFFICIALS IN THE DECISION-MAKING PY - 1996/09 IS - 463 SP - p. 62-64 AB - The major investment study (MIS) is an attempt to reach out to the public and involve them in the decision-making process. Elected officials do not want to make decisions unless the public is involved in the process and supports the results. It's too risky to do otherwise. The MIS can serve a very significant function as an educational tool, providing a significant opportunity to educate public officials and the public about the problems to be faced in transportation and the decision-making that has to be done. The MIS as a process will bridge the gap between local and State officials in terms of control of land use and transportation and the dichotomy that exists, and will also connect both of those to environmental, socioeconomic, financial, equity, and access issues. The Woodrow Wilson Bridge Corridor Study is presented as a case in point. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Decision making KW - Education KW - Elected officials KW - Investments KW - Major investment studies KW - Personnel KW - Public participation KW - Studies KW - Transportation KW - Woodrow Wilson Memorial Bridge UR - https://trid.trb.org/view/465113 ER - TY - CONF AN - 00727192 JO - Transportation Research Circular PB - Transportation Research Board AU - Nungesser, L G AU - Transportation Research Board TI - MAJOR INVESTMENT STUDIES - A VALUE-ADDED APPROACH PY - 1996/09 IS - 463 SP - p. 71-72 AB - With the final rule-making on Major Investment Studies (MISs) out since October 28, 1993, we are already in the early throngs and gnashing of the reauthorization of the Intermodal Surface Transportation Efficiency Act (ISTEA). MISs in transportation, as outlined in ISTEA and defined in federal rule-making, are being scrutinized and, in some arenas, criticized. The purpose of this paper is to present MISs as being good business and sound planning because they provide a value-added approach to planning and capital investment decision making on transportation improvements. In summary, MISs add value to the traditional undertaking of corridor transportation studies. By focusing early attention on problem definition and by airing a wide variety of transportation, community, and environmental concerns early in the planning process, the MIS offers a rational and sound approach to transportation decision making at the local and regional level. With time, the effectiveness of the MIS process will be more accurately determined. Two and one-half years is not enough time to evaluate the impact of MISs on the project development process; however, by getting a wide variety of publics involved early in the process, by defining issues early and broadly, and by tailoring alternative transportation solutions to local and regional problems, MISs do offer a value-added approach to decision making. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Decision making KW - Effectiveness KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investments KW - Major investment studies KW - Measures of effectiveness KW - Studies KW - Transportation KW - Transportation corridors KW - Value-added approach UR - https://trid.trb.org/view/465114 ER - TY - CONF AN - 00727181 JO - Transportation Research Circular PB - Transportation Research Board AU - Millar, W W AU - Transportation Research Board TI - THE ADVENTURE OF MIS PY - 1996/09 IS - 463 SP - p. 26-28 AB - These remarks attempt to show why major investment studies (MISs) in transportation are a dashing and bold adventure. Comments are made on the experience with MIS in Allegheny County, Pennsylvania, on the MIS debate, on Pittsburgh's experience with MIS, and on MIS policy issues to be addressed. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Allegheny County (Pennsylvania) KW - Conferences KW - Investments KW - Major investment studies KW - Pittsburgh (Pennsylvania) KW - Policy KW - Studies KW - Transportation UR - https://trid.trb.org/view/465103 ER - TY - CONF AN - 00727188 JO - Transportation Research Circular PB - Transportation Research Board AU - Sterman, L AU - Transportation Research Board TI - MIS: LESSONS TO BE LEARNED PY - 1996/09 IS - 463 SP - p. 54-57 AB - A good major investment study (MIS) requires collaboration, which we sometimes call partnership and sometimes define as "holding a meeting". True partnership calls for some real changes in the way our institutions and levels of government relate. We need to re-engineer these relationships. An example of this is the relationship that St. Louis has with the Missouri Highway and Transportation Department. It is an example of a fundamental change in a collaborative relationship brought about by the Intermodal Surface Transportation Efficiency Act (ISTEA) and by some of the difficulties and strains involved in fundamental re-engineering of relationships between institutions. Two organizations that were at each other's throats have come together in an agreement that enables them to effectively carry out the MIS process. Institutional barriers were confronted and overcome. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Institutional issues KW - Interagency relations KW - Investments KW - Major investment studies KW - Missouri KW - Partnerships KW - Relationships KW - Saint Louis (Missouri) KW - Socioeconomic development KW - State departments of transportation KW - Studies KW - Transportation UR - https://trid.trb.org/view/465110 ER - TY - CONF AN - 00727178 JO - Transportation Research Circular PB - Transportation Research Board AU - Edner, S AU - Transportation Research Board TI - HISTORICAL CONTEXT: EMPHASIZING PROBLEM-SOLVING PY - 1996/09 IS - 463 SP - p. 15-18 AB - The historical context for major investment studies (MISs) in transportation is discussed. This involves a discussion of pre-ISTEA (Intermodal Surface Transportation Efficiency Act) issues, followed by comments on customizing the MIS process. U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - History KW - Investments KW - Major investment studies KW - Problem solving KW - Studies KW - Transportation UR - https://trid.trb.org/view/465100 ER - TY - CONF AN - 00727180 JO - Transportation Research Circular PB - Transportation Research Board AU - Dahms, L D AU - Transportation Research Board TI - IS MIS IN THE SPIRIT OF ISTEA? PY - 1996/09 IS - 463 SP - p. 24-26 AB - These remarks address the question of whether the major investment study (MIS) in transportation is in the proper spirit of the Intermodal Surface Transportation Efficiency Act (ISTEA). The discussion covers the following areas: Relationship between MIS and NEPA; MIS and alternatives analysis; The impacts of MIS; and Are MIS goals being achieved? U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Alternatives analysis KW - Conferences KW - Impacts KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investments KW - Major investment studies KW - National Environmental Policy Act of 1969 KW - Policy KW - Strategic planning KW - Studies KW - Transportation UR - https://trid.trb.org/view/465102 ER - TY - CONF AN - 00727182 JO - Transportation Research Circular PB - Transportation Research Board AU - Pederson, N J AU - Transportation Research Board TI - MAJOR INVESTMENT STUDIES: IS THE VISION BEING ACHIEVED? CAN IT BE? SHOULD IT BE? PY - 1996/09 IS - 463 SP - p. 28-31 AB - The following major questions concerning major investment studies (MISs) in transportation are raised and commented on: Should we even have requirements to do MISs? What changes have occurred as a result of MIS requirements? What was the original intent of the MIS rule? Are better decisions being made as a result of MIS requirements? Have MISs served as a vehicle to improve the environmental quality of transportation planning decisions? What should be the relative role of MPOs and the implementing agencies in MISs? When should MISs be undertaken? Are MISs a cost-effective use of scarce public resources? Are MIS requirements slowing down planning and project development? Are MIS requirements too prescriptive? What should FHWA's and FTA's role be in MISs? Have participants been able to adapt to changes resulting from MIS requirements? Are MIS requirements and practice consistent with current policies encouraging de-evolution? What changes should be made to MIS requirements and practice from a policy perspective? U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - Conferences KW - Cost effectiveness KW - Decision making KW - Environmental quality KW - Investments KW - Major investment studies KW - Metropolitan planning organizations KW - Policy KW - Requirements KW - Specifications KW - Studies KW - Transportation KW - U.S. Federal Highway Administration KW - U.S. Federal Transit Administration UR - https://trid.trb.org/view/465104 ER - TY - CONF AN - 00727184 JO - Transportation Research Circular PB - Transportation Research Board AU - Pederson, N J AU - Transportation Research Board TI - MIS: KEY PLANNING ISSUES PY - 1996/09 IS - 463 SP - p. 35-39 AB - The following questions are addressed: How do major investment studies (MISs) relate to the long-range plan process? How do MISs relate to congestion management systems? What is the relationship of MISs to conformity? How do we integrate land use issues into MISs? What changes have occurred in the MPO planning process as a result of MIS requirements? Have we been able to successfully integrate MIS and NEPA requirements? Can environmental issues be adequately addressed to make corridor-level decisions? How have environmental agencies reacted to MIS requirements? How do we get other agencies involved that do not have adequate staff resources and the desire to become involved? How do we effectively engage the public in the MIS process? Have we created duplicative processes? What has been the experience with retrofit projects to date? Are we missing an opportunity to use MISs as means to enable corridor preservation actions to occur? What requirements are being imposed that do not make sense? What changes should be made to MIS/NEPA 404, metropolitan planning, congestion management systems, conformity, and public involvement requirements in order to address problems experienced to date? U1 - Conference on Major Investment Studies in Transportation (MIS)Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.San Francisco, California StartDate:19960225 EndDate:19960228 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration. KW - City planning KW - Conferences KW - Conformity KW - Corridor preservation KW - Environmental impacts KW - Environmental quality KW - Interagency relations KW - Investments KW - Land use planning KW - Long range planning KW - Major investment studies KW - Management KW - Management systems KW - National Environmental Policy Act of 1969 KW - Preservation KW - Problem solving KW - Programming (Planning) KW - Public participation KW - Retrofitting KW - Studies KW - Traffic congestion KW - Transportation KW - Transportation corridors UR - https://trid.trb.org/view/465106 ER - TY - RPRT AN - 00746673 AU - Tawfiq, K S AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - PERMEABILITY OF CONCRETE SUBJECTED TO CYCLIC LOADING. VOLUME I AND VOLUME II PY - 1996/08/14 SP - 263 p. AB - Structures like concrete pavements and bridge structures are subjected to dynamic loading at a magnitude that is less than the design service load. Their failure occurs due to fatigue fracture of concrete. There exists in concrete a significant number of cracks or cracks like voids prior to the application of external loads. The cracks formed prior to the application of external loads are primarily bond cracks at the mortar-aggregate interface, with negligible cracking in either the mortar or aggregate phases. Crack propagation in concrete under dynamic loading has three distinct stages including: Stage I, the crack initiation, which begins immediately after the load application; Stage II, the crack propagation stage; and Stage III, the rapid crack propagation interval. Microcracks exist during all three stages, deteriorating the structural integrity of concrete. These microcracks exist near the tip and around the macro cracks. As the durability of concrete is mainly dependent upon its resistance to the ingress of various fluids and gases, it is very essential to know the effect of microcracking on the permeability of concrete at every stage of its life. The experimental work carried out in this study was designed to investigate the deterioration of concrete in terms of its permeability in stressed zones. Single-edge-notched beams were subjected to dynamic loading at various stress ratios. During the processes of loading, strain and air permeability readings were monitored and recorded at certain stressed locations in line with notch. Obtained strain measurements were used to calculate stiffness of concrete at different crack stages and air permeability readings were used to quantify the deterioration of concrete. In the process of achieving the objectives of this study, relations between strength and air permeability of concrete, air and water permeability of concrete, and stiffness and water permeability of concrete were also developed. Empirical linear regression models were developed to predict level of deterioration of concrete at a certain stage of life of concrete. Stage III signifies the end of the fatigue life of concrete structures. Although it represents 20% to 16% of the total fatigue life, its beginning is a clear warning that failure is eminent at any time. It has been concluded that concrete failure due to cyclic loading is not the total structural failure of the concrete elements, but rather it is the intensity of fatigue cracking and the loss of the permeability of the concrete. This loss can easily be determined in the field by measuring the air permeability using nondestructive testing techniques such as the FIGG method from which the severity of fatigue cracking can be assessed. Also, it was found that at the same stress ratio, the rate of deterioration in high strength concrete is faster than that of the normal strength concrete. That is because of the brittle behavior of the high strength concrete. However, one should notice that the same stress ratio means higher loading magnitude in high strength concrete. KW - Concrete KW - Concrete bridges KW - Concrete cracking KW - Concrete pavements KW - Crack propagation KW - Cracking KW - Deterioration KW - Durability KW - Dynamic loads KW - Fatigue (Mechanics) KW - Fatigue life KW - Forecasting KW - High strength concrete KW - Linear regression analysis KW - Microcracking KW - Microcracks KW - Permeability KW - Stiffness KW - Stress ratio UR - https://trid.trb.org/view/473186 ER - TY - RPRT AN - 00745745 AU - Jobes, R A AU - Idaho Transportation Department AU - Federal Highway Administration TI - EVALUATION OF UNPAINTED WEATHERING STEEL BRIDGES IN IDAHO PY - 1996/08/01 SP - 69 p. AB - Some states have reported problems with excessive corrosion of unpainted A588 weathering steel bridges. Considerable savings in initial and life cycle costs are anticipated when using weathering steel, but only if good long range performance is attained. The Idaho Transportation Department conducted its first in-depth study of a representative group of 12 weathering steel bridges to determine their present condition. Weathering steels develop a protective oxide coating that shields the underlying steel base from further corrosion when certain conditions are met. All weathering steel bridges in Idaho were identified and current inspection reports were reviewed. Data collected from the field inspections include: visual observations of the condition of the protective oxide coating (color, texture, adherence), conditions and details that cause corrosion problems, and plate thickness measurements with an ultrasonic gage. Samples of the oxide coating were tested for chlorides. Field inspections indicate the unpainted weathering steel on the bridges inspected is performing very well. Small areas of localized corrosion were found on four bridges. These problems can be corrected with proper design and maintenance. Continued use of unpainted weathering steel in bridges appears justified. KW - Chlorides KW - Coatings KW - Condition surveys KW - Corrosion KW - Field investigations KW - Field studies KW - Idaho KW - Inspection KW - Measurement KW - Metal bridges KW - Oxide coating KW - Oxides KW - Performance evaluations KW - Plate metal KW - Steel KW - Steel bridges KW - Steel corrosion KW - Thickness KW - Ultrasonic tests KW - Vision KW - Weathering steel UR - http://ntl.bts.gov/lib/20000/20100/20195/PB98115579.pdf UR - https://trid.trb.org/view/472742 ER - TY - RPRT AN - 01103157 AU - David Evans and Associates, Incorporated AU - IBI Group, Canada AU - Motorola Space and Technology Systems Group AU - University of Washington, Seattle AU - XYPOINT Corporation AU - Federal Highway Administration AU - Washington State Department of Transportation AU - Washington State Patrol TI - Institutional Issues: Puget Sound Help Me (PuSHMe). Operational Test. Task 1: Technical Memorandum PY - 1996/08//Final Report SP - 114p AB - Safety is a major goal of the National ITS Program. To promote safety, the Federal Highway Administration (FHWA) funded a series of Field Operational Tests to evaluate two low-cost emergency and assistance communications and rapid response devices and supporting services. This type of mayday service allows a motorist to report an incident to a service center which alerts a service provider who dispatches aid to the scene. Mayday services can meet the national ITS goal of improving safety by improving (emergency medical) and roadway service response, reducing the number of fatalities and the severity of injuries resulting from a collision, and reducing the number of pedestrian and vehicle collisions secondary to an incident. The implementation of these technologies will take place in the current E-911/Emergency Service arena. This arena has its own protocols, technologies, regulations, liability and legal risks and regulations. These are the institutional issues a new mayday service will need to address. This report documents and analyzes the institutional issues surrounding successful implementation of in-vehicle Global Positioning System (GPS) equipped mayday devices as defined by the Puget Sound Help Me (PuSHMe) Field Operational Test conducted in Seattle, Washington. KW - Communication systems KW - Disaster preparedness KW - Driver information systems KW - Emergency management KW - Global Positioning System KW - Intelligent transportation systems KW - Puget Sound Region KW - Route guidance KW - Satellite navigation systems UR - http://ntl.bts.gov/lib/16000/16700/16701/PB2000104532.pdf UR - https://trid.trb.org/view/860537 ER - TY - RPRT AN - 01081289 AU - King, L E AU - Graham, J R AU - Fazal, A AU - Duncan, T AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Minimum Highway Sign Luminance Requirements for Older Drivers PY - 1996/08 SP - 105p AB - In this research, the minimum amount of luminance required by older and younger drivers to identify a numerical legend on yellow warning signs at night was investigated. A field study was conducted for subjective and objective evaluation of seven yellow warning signs on a simulated two-way rural highway. The signs were prepared to have different retroreflectivity values thus providing different luminance values to the subjects. KW - Aged KW - Drivers KW - Luminance KW - Retroreflectivity KW - Traffic signs KW - Visibility KW - Warning signs UR - https://trid.trb.org/view/840522 ER - TY - RPRT AN - 00818221 AU - Mak, K K AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME II: APPENDIX A - CRASH TEESTING AND EVALUATION OF A MICHIGAN THRIE-BEAM TRANSITION DESIGN PY - 1996/08 SP - 40 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 a crash test conducted on a Michigan thrie-beam transition design in accordance with guidelines set forth in NCHRP Report 230. The crash test (test no. 471470-1) involved a 2043 kg (4500-lb) passenger car traveling at a nominal speed and angle of 96.5 km/h (60 mi/h) and 25 degrees. The transition design was judged to have satisfactorily met all evaluation criteria set forth in NCHRP Report 230. This volume is the second in a series of 14 volumes for the final report. KW - Bridge railings KW - End treatments KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - Passenger vehicles KW - Roadside KW - Thrie beams KW - Transition design KW - Transitions UR - http://ntl.bts.gov/lib/22000/22000/22014/PB99155087.pdf UR - https://trid.trb.org/view/691267 ER - TY - RPRT AN - 00758034 AU - RUSSELL, H AU - Henry G. Russell, Incorporated AU - Federal Highway Administration TI - IMPLEMENTATION PROGRAM ON HIGH PERFORMANCE CONCRETE: GUIDELINES FOR INSTRUMENTATION OF BRIDGES PY - 1996/08 SP - 21 p. AB - This report provides an outline for the instrumentation of bridges being constructed under the Federal Highway Administration's (FHWA's) Strategic Highway Research Program (SHRP) implementation effort in High Performance Concrete (HPC). The report describes the various types of measurements that can be made and the appropriate types of instrumentation that should be used. A basic instrumentation program is described that should be implemented on all demonstration bridges. Optional items that may be included at the discretion of each State are also suggested. KW - Bridges KW - Guidelines KW - High performance concrete KW - Instrumentation KW - Strategic Highway Research Program UR - http://www.fhwa.dot.gov/bridge/hpcinstr.htm UR - http://ntl.bts.gov/lib/6000/6300/6371/96-075.pdf UR - https://trid.trb.org/view/538495 ER - TY - RPRT AN - 00818223 AU - Mak, K K AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME IV: APPENDIX C - CRASH TEST AND EVALUATION OF A PENNSYLVANIA TRANSITION DESIGN PY - 1996/08 SP - 39 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 a crash test on a transition design by the Commonwealth of Pennsylvania Department of Transportation for use in transitioning from standard W-beam guardrail to an 813-mm 932-in) high concrete safety shaped bridge rail. The test involved a 2043-kg (4500-lb) passenger car impacting the guardrail at a nominal impact speed and angle of 96.5 km/h (60 mi/h) and 25 degrees. Results of the crash test indicated that, although the transition design technically met all evaluation criteria set forth in NCHRP Report 230, the impact performance of this transition design is considered very marginal. It is recommended that the transition design be improved prior to actual field applications. This volume is the fourth in a series of 14 volumes for the final report. KW - Bridge railings KW - Concrete KW - End treatments KW - Evaluation KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - Passenger vehicles KW - Pennsylvania KW - Roadside KW - Transition design KW - Transitions KW - W-beam guardrail UR - http://ntl.bts.gov/lib/22000/22000/22016/PB99155103.pdf UR - https://trid.trb.org/view/691269 ER - TY - RPRT AN - 00818222 AU - Mak, K K AU - Bligh, R P AU - Menges, W L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TESTING OF STATE ROADSIDE SAFETY SYSTEMS. VOLUME III: APPENDIX B - CRASH TESTING AND EVALUATION OF A GUARDRAIL SYSTEM FOR LOW-FILL CULVERT PY - 1996/08 SP - 79 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 long-span nested W-beam guardrail designs for use over culverts. The first test (test no. 471470-2) was on a 3.81-m (12 ft-6 in) span design. The second test (test no. 471470-4) was on a 5.72-m (18 ft-9 in) span with a W-beam rail section on the rear of the guardrail. The third test (test no. 471470-5) was also on a 5.72-m (18 ft-9 in) span, but without a W-beam rail section on the rear of the guardrail. All three crash tests corresponded to NCHRP Report 230 test designation 10, involving a 2043-kg (4500-lb) passenger car impacting the guardrail at a nominal impact speed and angle of 96.5 km/h (60 mi/h) and 25 degrees. All three nested W-beam guardrail designs performed satisfactorily in the crash tests and met all evaluation criteria set forth in NCHRP Report 230. This volume is the third in a series of 14 volumes for the final report. KW - Bridge railings KW - Culverts KW - Design KW - End treatments KW - Evaluation KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - Passenger vehicles KW - Roadside KW - Transitions KW - W-beam guardrail design UR - http://ntl.bts.gov/lib/22000/22000/22015/PB99155095.pdf UR - https://trid.trb.org/view/691268 ER - TY - JOUR AN - 00766000 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - ANALYSIS OF OLDER DRIVERS ON FREEWAYS PY - 1996/08 SP - 5 p. AB - To gain a better understanding of the problems that older drivers may be having on freeways, an analysis of freeway accidents of older drivers was conducted. This effort was conducted as part of the Federal Highway Administration (FHWA) research study "Investigation of Older Driver Freeway Needs and Capabilities" (FHWA-RD-95-194). This summary report describes the State data bases used, the analysis methods, and the results. In conclusion it is stated that the results from this analysis were combined with the results of a literature review, focus group discussions, and other tasks conducted in the FHWA study to develop a series of recommended research ideas to address the identified problems of older drivers on freeways. The problems identified in this accident analysis were related to lane-change and merge maneuvers of older drivers and their likelihood of being the driver at fault by failing to yield. Recommended research that has been identified as the result of this accident analysis includes: Identification of the ramp and mainline geometries and characteristics that contribute to freeway merge problems; Identification of geometric features and traffic control devices that can be used to minimize problems in transition areas; and Analysis of the behavior exhibited during lane-change and passing/overtaking maneuvers. KW - Aged drivers KW - Behavior KW - Crash analysis KW - Freeways KW - Geometric design KW - Lane changing KW - Merging traffic KW - Recommendations KW - Research KW - Traffic control devices UR - http://ntl.bts.gov/DOCS/rd96-035/rd96-035.htm UR - http://ntl.bts.gov/lib/7000/7500/7535/rd96-035.html UR - https://trid.trb.org/view/504480 ER - TY - RPRT AN - 00763068 AU - Frantzen, J A AU - Meggers, D A AU - Alt, D G AU - Wilkens, C R AU - Kansas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PRESTRESS CABLE STRAIN IN MULTIPLE BEAM CONFIGURATIONS PY - 1996/08 SP - 24 p. AB - A system to measure prestress cable strain was fabricated, software written, and the unit calibrated. Strain measurements were made by attaching four Linear Variable Differential Transformers (LVDT) to prestress cables before they were stressed. Due to limited test data and problems with the data collection, no conclusions were drawn about the loss of cable tension due to cable depressors. Due to the cooperation between the Kansas Department of Transportation and the supplier of the prestressed beams, this project resulted in a change in the casting bed configuration which will likely result in more consistent prestress cable tension. The casting bed configuration was changed from casting five beams simultaneously to casting three beams simultaneously. Other linear movements, such as bridge beam deflection, can be measured using the method and instrumentation developed in this project. KW - Beams KW - Cables KW - Casting KW - Deflection KW - Linear variable differential transformers KW - Prestressed concrete KW - Prestressing KW - Strain measurement KW - Tension UR - http://ntl.bts.gov/lib/21000/21700/21740/PB99137804.pdf UR - https://trid.trb.org/view/497106 ER - TY - CONF AN - 00745676 AU - Land, D AU - Lotz, M AU - Florida Department of Transportation AU - Federal Highway Administration TI - WILDLIFE CROSSING DESIGNS AND USE BY FLORIDA PANTHERS AND OTHER WILDLIFE IN SOUTHWEST FLORIDA PY - 1996/08 SP - p. 323-328 AB - This paper reports the results of a study of two designs of underpasses which were placed to mitigate road kills of the endangered Florida panther. When State Road 84 was converted to Interstate 75, 24 wildlife underpasses were placed at locations identified as panther crossings. Use of these underpasses was encouraged by erecting a 3.4 m chain-link fence topped with 3 strands of outrigged barbed wire along the 65 km stretch of interstate that runs through panther habitat. The second wildlife crossing design was developed for State Road 29, a 2-lane highway running through panther habitat, and was installed at 2 critical areas. Both designs have been used by Florida panthers and a host of other animal species. Because both designs were used by a variety of wildlife species, including Florida panthers, it is felt that the design is of less importance than their location. It appears that either wildlife crossing design will be successful when placed at sites where animals habitually cross. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Design KW - Fatalities KW - Florida KW - Location KW - Mitigation KW - Mortality KW - Panthers KW - Traffic mitigation KW - Underpasses KW - Wildlife UR - https://trid.trb.org/view/475871 ER - TY - CONF AN - 00745672 AU - Evink, G L AU - Florida Department of Transportation AU - Federal Highway Administration TI - FLORIDA DEPARTMENT OF TRANSPORTATION INITIATIVES RELATED TO WILDLIFE MORTALITY PY - 1996/08 SP - p. 278-286 AB - The Florida Department of Transportation's environmental policy is to cooperate with State efforts to avoid fragmentation of habitat and wildlife corridors. The policy requires consideration of existing facilities as well as planned projects. There is extensive coordination with both federal and state programs toward this end. Also, early in the project development process, communication with outside agencies and advocacy groups is necessary to coordinate the habitat and wildlife aspects. Innovative approaches and partnerships have resulted. Some of these are discussed in this paper. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Coordination KW - Environmental policy KW - Federal government KW - Florida KW - Fragmentation KW - Habitat (Ecology) KW - Innovation KW - Mitigation KW - Partnerships KW - Private enterprise KW - State departments of transportation KW - State government KW - Traffic mitigation KW - Wildlife UR - https://trid.trb.org/view/475867 ER - TY - CONF AN - 00745674 AU - Means, D B AU - Florida Department of Transportation AU - Federal Highway Administration TI - A PRELIMINARY CONSIDERATION OF HIGHWAY IMPACTS ON HERPETOFAUNA INHABITING SMALL ISOLATED WETLANDS IN THE SOUTHEASTERN U.S. COASTAL PLAIN PY - 1996/08 SP - p. 297-307 AB - The Southeastern U.S. Coastal Plain is home to the greatest number of trees and the highest species densities of snakes, turtles and frogs, and is second in the number of species of salamanders. It is a distinct geological and biological province composed entirely of sedimentary rocks and is a continent-skirting belt of land of varying width up to about 200 miles (322 km), ranging from the Pine Barrens of New Jersey to east Texas, and including all of Florida. Within the Coastal Plain are small isolated wetlands variously called temporary or ephemeral ponds. These ponds often maintain water sporadically throughout the year and breeding by different species may take place year-round. A buffer zone of native habitat surrounding temporary ponds is crucial to the survival of temporary pond fauna. One large problem facing animals inhabiting temporary ponds is the presence in the upland buffer zone of roads and highways. These often impose on populations additional and heavy mortality involving direct road kills by automobiles, desiccation of small, moist-bodied animals on dry and sometimes hot asphalt and concrete, and increased exposure of small animals to aerial predation. Some other effects of roads on small species are habitat fragmentation and unwillingness on behalf of the animals to move across broad expanses of hostile habitat. The results of an intensive study of one of these ponds, which is adjacent to U.S. Highway 319 near Tallahassee, Florida, is presented in this paper. In conclusion, several projects are proposed for studies that need to be conducted five or more years in advance of the need to widen U.S. Highway 319. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Atlantic Coast (United States) KW - Fatalities KW - Fragmentation KW - Habitat (Ecology) KW - Herpetofauna KW - Highways KW - Impacts KW - Mortality KW - Southeastern United States KW - Wetlands UR - https://trid.trb.org/view/475869 ER - TY - CONF AN - 00745670 AU - Smith, D J AU - Harris, L D AU - Mazzotti, F J AU - Florida Department of Transportation AU - Federal Highway Administration TI - A LANDSCAPE APPROACH TO EXAMINING THE IMPACTS OF ROADS ON THE ECOLOGICAL FUNCTION ASSOCIATED WITH WILDLIFE MOVEMENT AND MOVEMENT CORRIDORS: PROBLEMS AND SOLUTIONS PY - 1996/08 SP - p. 260-272 AB - This paper examines landscape ecology concepts associated with wildlife movement and the impacts of highways upon wildlife and wildlife habitat. Discussion is centered around current efforts in Florida to address the impact of highways and human development upon the remaining natural landscape. The program to establish ecological greenways in Florida is discussed with regard to the coordination with state highway planning to provide habitat corridors and wildlife crossing structures where greenways and highways intersect. Research involving the use of Geographic Information System (GIS) technology to develop priorities for a statewide ranking for the construction of wildlife crossing structures is introduced. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Development KW - Ecology KW - Florida KW - General surface features of the earth KW - Geographic information systems KW - Geographical information systems KW - Habitat (Ecology) KW - Highway planning KW - Highways KW - Impacts KW - Landscape KW - Real estate development KW - Strategic planning KW - Wilderness areas KW - Wildlife KW - Wildlife crossings UR - https://trid.trb.org/view/475865 ER - TY - CONF AN - 00745677 AU - Roof, J AU - Wooding, J AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE S.R. 46 WILDLIFE CROSSING IN LAKE COUNTY, FLORIDA PY - 1996/08 SP - p. 329-336 AB - Habitat loss is perhaps the greatest threat to the bear's future in Florida, but habitat fragmentation and roadkill mortality due to highways and vehicle traffic also pose serious threats. Gilbert and Wooding (1994) examined black bear roadkills in Florida from the period 1976-93, finding 12 areas in the state where black bear roadkills were concentrated. The worst of the 12 problem sites occurred in Lake County on a portion of S.R. 46, a heavily traveled two-lane highway. The S.R. 46 wildlife crossing was constructed in 1994. The floor of the crossing was at ground level, and the road was elevated over the culvert. Barrier fencing was also installed and the forests on each side of the crossing were modified to help bears find the crossing. A study of the crossing found that black bears and at least 11 other species safely traveled through the crossing. The barrier fencing was effective; there were no bear roadkills in the fenced area, but five bears were killed in the unfenced area. Most (64%) bears encountering the fence walked it for less than 25 m before leaving the roadway. The greatest distances that bears walked the fence were 400 m and 500 m. Habitat modification to funnel bears towards the crossing is still under investigation. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Bears KW - Effectiveness KW - Fatalities KW - Fences KW - Florida KW - Habitat (Ecology) KW - Measures of effectiveness KW - Mitigation KW - Modifications KW - Mortality KW - Traffic mitigation KW - Underpasses UR - https://trid.trb.org/view/475872 ER - TY - CONF AN - 00745673 AU - Calvo, R N AU - Silvy, N J AU - Florida Department of Transportation AU - Federal Highway Administration TI - KEY DEER MORTALITY, U.S. 1 IN THE FLORIDA KEYS PY - 1996/08 SP - p. 287-296 AB - Dames & Moore, Inc., was retained by the Florida Department of Transportation to develop a concept of alternative methods to reduce the mortality of Key deer (Odocoileus virginianus clavium) along U.S. Highway 1 on Big Pine Key, Florida. Through an intensive literature search and contacts with persons of knowledge, information was gathered on Key deer biology and distribution and timing of mortalities and methods used in other areas to reduce wildlife/motorist conflicts. Potential methods were analyzed using a fatal-flaws procedure to eliminate those methods that were unfeasible. Remaining alternatives or alternative combinations are currently being ranked as to their effectiveness. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Alternatives analysis KW - Deer KW - Effectiveness KW - Fatalities KW - Feasibility analysis KW - Florida KW - Measures of effectiveness KW - Mitigation KW - Mortality KW - Ratings KW - Strategic planning KW - Traffic mitigation UR - https://trid.trb.org/view/475868 ER - TY - CONF AN - 00745675 AU - Gilbert, T AU - Wooding, J AU - Florida Department of Transportation AU - Federal Highway Administration TI - AN OVERVIEW OF BLACK BEAR ROADKILLS IN FLORIDA 1976-1995 PY - 1996/08 SP - p. 308-322 AB - The Florida Game and Fresh Water Fish Commission began collecting data on black bear (Ursus americanus floridanus) roadkills in 1976. For each roadkill, the distance of the kill to the nearest highway landmark was recorded, and the carcass was retrieved for determination of age, sex, weight and other life history information. This report provides (1) a short summary and analysis of the black bear roadkill data, (2) identifies statewide locations of chronic highway problem areas for bear roadkills, and (3) discusses various measures the Florida Game and Fresh Water Fish Commission uses to provide more protection for the black bear in Florida. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Black bears KW - Data KW - Fatalities KW - Florida KW - Fragmentation KW - Habitat (Ecology) KW - Location KW - Mitigation KW - Mortality KW - Traffic mitigation KW - Underpasses KW - Wildlife UR - https://trid.trb.org/view/475870 ER - TY - CONF AN - 00745669 AU - Dodds, P J AU - Maurer, M AU - Florida Department of Transportation AU - Federal Highway Administration TI - WILDLIFE HABITAT EVALUATION/UPLAND MITIGATION: THE PENNSYLVANIA DEPARTMENT OF TRANSPORTATION PERSPECTIVE PY - 1996/08 SP - p. 235-259 AB - This paper provides an overview of the Pennsylvania Department of Transportation's (PennDOT's) approach to wildlife habitat assessment and the development of upland mitigation strategies for transportation projects in the Commonwealth of Pennsylvania. Although there are no specific regulatory requirements for wildlife evaluations, it is inherent in PennDOT's transportation project development process to evaluate impacts to wildlife and their habitat and determine appropriate mitigation. There are a number of Federal regulatory or procedural requirements and guidelines that provide guidance to State Departments of Transportation and the Federal Highway Administration (FHWA) for considering impacts of transportation programs and projects on wildlife and their habitat, developing mitigation measures to minimize such impacts, and coordinating with the appropriate Federal, state, and local agencies responsible for wildlife and their resources. These regulations and guidelines do not mandate that PennDOT evaluate and mitigate impacts to wildlife species and habitat from transportation projects, except for state and Federal threatened/endangered species. While PennDOT has not developed a formalized policy to evaluate and mitigate wildlife impacts, as part of the Department's internal scoping process, the requirements for impacts and mitigation are written into the scope of work for a particular project. PennDOT is currently coordinating with the Federal and state agencies to develop a policy for terrestrial mitigation. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Endangered species KW - Federal laws KW - Federal regulations KW - Guidelines KW - Habitat (Ecology) KW - Mitigation KW - Pennsylvania KW - Policy KW - Programming (Planning) KW - State departments of transportation KW - State laws KW - Traffic mitigation KW - Wildlife UR - https://trid.trb.org/view/475864 ER - TY - CONF AN - 00745671 AU - Stevenson, J A AU - Florida Department of Transportation AU - Federal Highway Administration TI - FLORIDA'S ECOSYSTEM MANAGEMENT AND WILDLIFE PY - 1996/08 SP - p. 273-277 AB - Florida is one of the fastest growing states. Rapid population growth and development impact the quality and quantity of the state's natural resources including its fresh water, wildlife and native plant communities. In order to improve protection of these dwindling resources, the state has implemented a number of programs, three of which are administered by the Florida Department of Environmental Protection. They are (1) a major Ecosystem Management Initiative, (2) a Greenways Program and (3) the largest land acquisition program in the nation, Preservation 2000. This paper discusses Florida's ecosystem management in more detail showing how it relates to transportation related mortality of wildlife. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Conservation KW - Ecosystems KW - Environmental protection KW - Fatalities KW - Florida KW - Management KW - Mortality KW - Preservation KW - Property acquisition KW - Wildlife UR - https://trid.trb.org/view/475866 ER - TY - CONF AN - 00745668 AU - Baker, T AU - Florida Department of Transportation AU - Federal Highway Administration TI - HABITAT: A LANDSCAPE ARCHITECTURE PERSPECTIVE PY - 1996/08 SP - p. 228-234 AB - The design process for new, reconstructed, and/or relocated roads - historically "top down" - has become more recently an all-inclusive undertaking, reflecting the involvement of "grassroots stake-holders" and professionals. Such efforts frequently seek to include residents, users, and a cadre of multidisciplinary professionals dealing with a range of concerns from landscape architecture to zoology, from aesthetics to engineering, and from biology to limnology. These efforts embrace aspects of the landscape from pre-history and history through contemporary cultural land use patterns. They are concerned with a range of issues from slope stabilization and roadway edge conditions, to soil conservation and stream sedimentation, and from the preservation of native vegetation to methods of safe passage for fauna across transportation corridors. The preservation and protection of existing wildlife and their habitats, and the appropriate restoration, enhancement, and reconnection of such habitats as may have previously existed, are primary and critical activities to this design process. These endeavors must also draw upon the information - or story - of the regional landscape in all of its manifestations and characterizations, to assure an appropriate response to cultural as well as scientifically grounded values. There are too few archetypes in Florida today of roads conceived within a broad egalitarian concept embracing multidisciplinary efforts. A litany of examples exist in which roads fail individually and collectively to respect both nature - habitat, connectivity, corridors - and culture - sense of place, community and cultural attributes. A new model is necessary for road design conceived to address not merely vehicular movement, but structured to address the functional value of the landscape as well. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Culture (Social sciences) KW - Environmental protection KW - Florida KW - Habitat (Ecology) KW - Highway design KW - Interdisciplinary studies KW - Landscape architecture KW - Multidisciplinary KW - Preservation KW - Restoration KW - Social values KW - Wildlife UR - https://trid.trb.org/view/475863 ER - TY - CONF AN - 00745664 AU - Boarman, W I AU - Sazaki, M AU - Florida Department of Transportation AU - Federal Highway Administration TI - HIGHWAY MORTALITY IN DESERT TORTOISES AND SMALL VERTEBRATES: SUCCESS OF BARRIER FENCES AND CULVERTS PY - 1996/08 SP - p. 169-173 AB - Highway traffic is an important cause of mortality for many species of animals, including the desert tortoise (Gopherus agassizii), a species state- and federally-listed as threatened. Besides direct mortality and facilitating illegal collections, roads and highways impact tortoise populations through restriction of movement. The restriction of movement may result in fragmenting populations, thereby increasing the probability of local extinctions and the potential for inbreeding and inbreeding depression. Fragmentation of populations and restriction of gene flow may increase with increases in traffic volume, width of highways, and time. Because there are many roads and highways throughout the habitat of the desert tortoise, the potential for road kills to affect tortoise populations is high. Consequently, reducing road kills could help to facilitate recovery of tortoise populations. Barrier fences are a potential mitigation, but they also increase population fragmentation. Culverts beneath the roadway may reduce fragmentation by facilitating movements of tortoises between both sides of the road. This paper discusses a scientific research project designed to learn the effectiveness of a highway barrier fence built to aid in the recovery of desert tortoise populations along California State Highway 58 in the western Mojave Desert of California. The paper characterizes the extent of road kills for several species of small terrestrial vertebrates, the demographic impact highway mortality has had on surrounding tortoise populations, the effectiveness of the barrier fence at reducing mortality along the highway, and the use of culverts by tortoises and other small vertebrates. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - California KW - Culverts KW - Deserts KW - Effectiveness KW - Fatalities KW - Fences KW - Fragmentation KW - Habitat (Ecology) KW - Measures of effectiveness KW - Mitigation KW - Mortality KW - Small vertebrates KW - Traffic mitigation KW - Turtles UR - https://trid.trb.org/view/475859 ER - TY - CONF AN - 00745665 AU - Jenkins, K AU - Florida Department of Transportation AU - Federal Highway Administration TI - TEXAS DEPARTMENT OF TRANSPORTATION WILDLIFE ACTIVITIES PY - 1996/08 SP - p. 174-204 AB - The Texas Department of Transportation's (TxDOT's) vision statement calls for "environmentally sensitive" transportation systems. TxDOT, and more specifically, the Natural Resources Management Section of the Environmental Affairs Division of TxDOT, works hands-on with individual transportation projects to ensure that all environmental concerns are addressed in the best way possible. The Natural Resources Management Section is the department's liaison to federal and state agencies, the Texas Legislature, special interest groups and the public, on issues relating to the environment. This team effort ensures that TxDOT meets goals to avoid, minimize or compensate for adverse environmental impacts. These issues include animal mortality in the roadway. This paper presents several examples of how TxDOT has, and is, attempting to minimize roadway effects on wildlife. Among the species discussed are the brown pelican (Pelicanus occidentalis carolinensis), bats (Texas is home to 32 species), the ocelot (Felis pardalis), the Concho water snake (Nerodia paucimaculata), and the Houston toad (Bufo houstonensis). The Environmental Affairs Division of TxDOT is attempting to take a more proactive stance after building a solid base of compliance with existing state and federal laws and regulations. The division strives to meet TxDOT's vision of "environmentally sensitive" transportation systems by making the environmental process a key part to project development. The best mitigation methods and avoidance alternatives are part of the process. The farsighted benefits of protecting the state's environment outweigh the expense incurred through increased development time and costs, and give the public greater satisfaction with TxDOT projects. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Bats KW - Birds KW - Carnivores KW - Environmental protection KW - Fatalities KW - Law enforcement KW - Mammals KW - Mitigation KW - Mortality KW - Programming (Planning) KW - Snakes KW - State departments of transportation KW - Texas KW - Toads KW - Traffic mitigation KW - Wildlife UR - https://trid.trb.org/view/475860 ER - TY - CONF AN - 00745666 AU - Fowle, S C AU - Florida Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF ROADKILL MORTALITY ON THE WESTERN PAINTED TURTLE (CHRYSEMYS PICTA BELLII) IN THE MISSION VALLEY, WESTERN MONTANA PY - 1996/08 SP - p. 205-223 AB - The author monitored a population of western painted turtles (Chrysemys picta bellii) in the pothole region of the Mission Valley (western Montana) in response to local concern about intense roadkill mortality on U.S. Highway 93 and a proposal to widen the highway. Road-killed turtles were collected from May through August 1995 along a 7.4 km section of US 93 adjacent to the Ninepipe National Wildlife Refuge. Femurs were removed from each dead on the road (DOR) turtle for laboratory age determination. Turtle mortalities spanned the monitored section of US 93 and occurred throughout the field season. A total of 205 turtles were found DOR. Additional turtles were probably killed but did not remain on the road for collection; others were killed outside of the field season. The DOR turtles ranged from 0 to 26 years old. Of the DOR turtles, 43% were adult males, 26% were adult females, and 31% (including juveniles) could not be sexed. Seven gravid females were found DOR (13% of the specimens known to be female). A comparison was made of age distributions of live turtles in ponds near the road to age distributions in ponds further from the road. In addition, population densities were estimated in these ponds and it was found that population density increases with distance from the highway. Management recommendations are suggested based on roadkill data and literature review. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Fatalities KW - Mitigation KW - Montana KW - Mortality KW - Recommendations KW - Traffic mitigation KW - Turtles KW - United States Highway 93 KW - Wildlife UR - https://trid.trb.org/view/475861 ER - TY - CONF AN - 00745667 AU - Jackson, S AU - Florida Department of Transportation AU - Federal Highway Administration TI - UNDERPASS SYSTEMS FOR AMPHIBIANS PY - 1996/08 SP - p. 224-227 AB - The spotted salamander (Ambystoma maculatum) is found throughout the eastern United States and southeastern Canada. The life history of the spotted salamander is representative of many species of amphibians in New England. Essentially terrestrial animals, these amphibians must migrate to wetland breeding sites and, after breeding, move back into upland non-breeding habitats. In areas where roads or highways separate breeding ponds from upland, non-breeding habitat, road mortality can be a serious threat to amphibian populations. Incidences of high amphibian mortality associated with roadways have attracted the attention of the general public and has resulted in a number of amphibian tunnel projects, most of them in Europe. In 1987, North America's first salamander tunnels were constructed at a site in Amherst, Massachusetts. The tunnels were monitored during the spring migration in 1988. This study found that the tunnels were successful at moving salamanders across the road. At a minimum 75.9% of animals that reached the tunnel entrances successfully passed through them. Of the remaining 24.1%, it is not known whether these animals abandoned their migration, bypassed the fence system or passed through the tunnels on a subsequent night. As many of the salamanders appeared hesitant to enter the tunnels, an investigation was made to determine the possible cause. Preliminary results indicate that the absence of light is a factor responsible for tunnel hesitation. Future tunnels should be designed to maximize the amount of ambient light inside the tunnels. An additional concern is that amphibians typically require wet conditions for their migrations. Some mechanism must be found for allowing rain to moisten the substrate within the underpasses. More research is needed to determine whether amphibians will travel through a long culvert or underpass necessary to traverse a major highway, or whether shorter tunnels with an intermediate habitat island in the median strip would be more effective. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Amphibians KW - Fatalities KW - Habitat (Ecology) KW - Migration KW - Mitigation KW - Mortality KW - Traffic mitigation KW - Underpasses KW - Wildlife UR - https://trid.trb.org/view/475862 ER - TY - CONF AN - 00745652 AU - Reudiger, B AU - Florida Department of Transportation AU - Federal Highway Administration TI - THE RELATIONSHIP BETWEEN RARE CARNIVORES AND HIGHWAYS PY - 1996/08 SP - p. 24-38 AB - One of the most severe conservation issues facing rare carnivores (grizzly bear, Ursus arctos; gray wolf, Canis lupus; wolverine, Gulo gulo; lynx, Lynx canadensis; fisher, Martes pennanti; and the eastern cougar, Puma concolor) is the impact created by highways. There is a paucity of information relative to highway impacts on rare carnivores, and how to effectively mitigate these impacts. Carnivores are particularly vulnerable to highway habitat fragmentation because of the large spatial requirements of individuals and populations. Large spatial needs require individual animals to regularly cross busy highways. Highways are habitat issues that need to be addressed by land management, wildlife management and highway departments at all levels. Highways adversely affect carnivores by increasing direct and indirect mortality, displacement of animals and avoidance of habitat near highways, habitat fragmentation, direct habitat loss and habitat loss due to associated human developments. The impacts on carnivores resulting from upgrading and newly paved roads is permanent and severe. The author hypothesizes that: (1) There is an increasing adverse effect on carnivores as the standard of road or highway increases; and (2) The extirpation of carnivores in the lower 48 states is partially a factor of highway densities. Resolving carnivore/highway conflicts will require more coordination at the highway planning and reconstruction phases, more involvement of wildlife biologists in highway planning, educating wildlife biologists, highway engineers and the public on the crisis relating to carnivore conservation and highways, adaptive management, monitoring and more research. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Carnivores KW - Classification KW - Conservation KW - Dislocation (Geology) KW - Education KW - Environmental impacts KW - Fatalities KW - Fragmentation KW - Habitat (Ecology) KW - Highway classification KW - Highway planning KW - Highways KW - Land use planning KW - Management KW - Mitigation KW - Monitoring KW - Mortality KW - Research KW - Road density KW - Traffic mitigation KW - Wildlife UR - https://trid.trb.org/view/475847 ER - TY - CONF AN - 00745663 AU - Carey, M AU - Wagner, P AU - Florida Department of Transportation AU - Federal Highway Administration TI - SALMON PASSAGE AND OTHER WILDLIFE ACTIVITIES IN WASHINGTON STATE PY - 1996/08 SP - p. 153-168 AB - Salmon are an important cultural, ecological, and economic value to the people of Washington State. Roads and impassable culverts are responsible for the loss of many miles of stream habitat. The latest estimate from the Washington Department of Fish and Wildlife is that there are 24,000 culverts blocking off 3,000 mi (4,827 km) of habitat. In 1991, the Washington State Legislature directed the former Washington Department of Fisheries (now the Washington Department of Fish and Wildlife) and the Washington Department of Transportation (WSDOT) to cooperate in the inventory and correction of salmon and trout migration barriers at state highway road culverts in the 1991-1993 and 1993-1995 bienniums. In addition, WSDOT was directed to correct 6 fish barriers during the 1991-1993 biennium (subsequently modified to correct 5 barriers and to begin the initial planning on 2 others). In the 1991-1993 biennium, seven separate projects were completed, resulting in a gain of 611,067 sq ft (14 acres or 5.7 sq hectometers) of habitat at a total cost of $208,190. In the 1993-1995 biennium 8 projects were completed, creating 695,262 sq ft (16 acres or 6.5 hectometers) of habitat at a total cost of $767,053. An additional 6 projects have been selected for the 1995-1997 biennium. Other components of the Fish Passage Program include interagency education and training, and additional research. Other WSDOT activities include maintaining a computerized data base of deer and elk kills on state highways and a joint research project looking at habitat conductivity and wildlife movement across I-90 to determine if I-90 is a barrier to wildlife species. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Barriers KW - Barriers (Roads) KW - Costs KW - Culverts KW - Education KW - Fishes KW - Habitat (Ecology) KW - Migration KW - Research KW - Restoration KW - State highways KW - Washington (State) UR - https://trid.trb.org/view/475858 ER - TY - CONF AN - 00745655 AU - Gibeau, M L AU - Heuer, K AU - Florida Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF TRANSPORTATION CORRIDORS ON LARGE CARNIVORES IN THE BOW RIVER VALLEY, ALBERTA PY - 1996/08 SP - p. 67-79 AB - The Canadian Rocky Mountains are one of the last places in North America where an assemblage of 7 native large carnivores still exists. Within the Canadian Rockies however, the status of many large carnivores is becoming increasingly threatened by all types of human development, including transportation routes. This paper's area of focus is between 70-180 km west of Calgary, Alberta, where the Bow River Valley is confined by mountainous terrain. Within the Bow River Valley there are approximately 212 km of roads in addition to the Trans Canada Highway and the Canadian Pacific Railway. Between 1983-87, a 27 km section of the Trans Canada Highway was upgraded upon entering Banff National Park, from a 2-lane highway to a 4-lane divided highway. At the same time a 2.4 m high woven-wire fence with 15 cm square 9-gauge mesh was installed on both sides of the highway. In most cases the fencing is set back into the surrounding forest as far as 40 m to be less visually obtrusive. The median is sometimes as wide as 50 m and also contains tracts of natural forest to enhance aesthetics. Underpasses provide wildlife crossings at 10 locations. Traffic speed is limited to 90 km/hr. At the end of the divided and fenced section, the Trans Canada Highway reverts to 2 lanes although construction began in 1996 to upgrade the next 20 km to a 4-lane divided and fenced configuration. Wildlife mitigations will include two 50 m wide wildlife overpasses and a system of buried culvert-style underpasses. This review of the effects of transportation routes on large carnivores in the Bow River Valley is a collection of experiences and is put forward to provide information for others. Large carnivores for which information is provided include coyotes, black bear, grizzly bear, cougar, wolverine, and lynx. Wolves are addressed in a separate report. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Banff National Park KW - Carnivores KW - Environmental impacts KW - Fences KW - Highways KW - Mitigation KW - Overpasses KW - Speed limits KW - Traffic mitigation KW - Transportation corridors KW - Underpasses KW - Wildlife UR - https://trid.trb.org/view/475850 ER - TY - CONF AN - 00745657 AU - Becker, D M AU - Florida Department of Transportation AU - Federal Highway Administration TI - WILDLIFE AND WILDLIFE HABITAT IMPACT ISSUES AND MITIGATION OPTIONS FOR RECONSTRUCTION OF U.S. HIGHWAY 93 ON THE FLATHEAD INDIAN RESERVATION, MONTANA PY - 1996/08 SP - p. 85-100 AB - Highway 93 is a major north-south federal highway, extending approximately 2,995 km (1,860 mi) from Jasper, Alberta southward through British Columbia, Montana, Idaho, Nevada and Arizona to its southern terminus at Phoenix. The highway's notoriety as an often slow, narrow, winding two-lane highway has been celebrated in a National Geographic Magazine article in 1992 and a 1995 Public Television Service documentary, along with countless articles, editorials and letters to editors. This paper examines the wildlife and wildlife habitat issues and mitigation proposals involved with the proposed reconstruction project for a 90.6 km (56.3 mi) segment of the highway located on the southern portion of the FlatHead Indian Reservation. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Environmental impacts KW - Environmental protection KW - Environmental quality KW - Flathead Indian Reservation KW - Habitat (Ecology) KW - Mitigation KW - Reconstruction KW - Traffic mitigation KW - United States Highway 93 KW - Wildlife UR - https://trid.trb.org/view/475852 ER - TY - CONF AN - 00745659 AU - Bonds, B AU - Florida Department of Transportation AU - Federal Highway Administration TI - YELLOWSTONE TO CODY RECONSTRUCTION PROJECT PY - 1996/08 SP - p. 108-115 AB - This paper describes the proposed improvements to Highway 14/16/20, between Yellowstone National Park and Cody, Wyoming, by the Wyoming Department of Transportation. The Department has spent the last 6 years in the environmental document development and preliminary design. The first road phase is scheduled to begin construction in the summer of 1996. The existing road traverses year-long and crucial winter range for mule deer, elk, big horn sheep and moose. It also passes through important grizzly bear habitat. Numerous threatened and endangered species occupy the project study area. An important issue that has been raised by the resource agencies is the relation between increased vehicle speeds and wildlife mortalities. The Wyoming Department of Transportation believes that when a road is rebuilt to today's standards, providing 3.6 m lanes, at least 1.8 m shoulders, clear safety zone and improved horizontal and vertical alignment, wildlife mortalities will decrease. Even though vehicle speeds may increase, providing the additional width and improved alignment should mitigate the potential effects by providing the driver more sight distance and width to react to wildlife on the road. A study has been initiated to learn more about this theory. This paper includes a listing of mitigation measures that will be implemented to minimize wildlife impacts due to the road reconstruction and operation; a listing of mitigation measures that have been incorporated into the project to lessen vehicle related mortalities; and a discussion of the Snake River Canyon road reconstruction project, which is located in west central Wyoming. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Alignment KW - Cody (Wyoming) KW - Endangered species KW - Environmental impact analysis KW - Fatalities KW - Habitat (Ecology) KW - Highway design KW - Highways KW - Improvements KW - Mortality KW - Motor vehicles KW - Reconstruction KW - Snake river canyon (Wyoming) KW - Speed KW - Traffic mitigation KW - Traffic speed KW - Wildlife KW - Wyoming KW - Yellowstone National Park UR - https://trid.trb.org/view/475854 ER - TY - CONF AN - 00745651 AU - Forman, RTT AU - Hersperger, A M AU - Florida Department of Transportation AU - Federal Highway Administration TI - ROAD ECOLOGY AND ROAD DENSITY IN DIFFERENT LANDSCAPES, WITH INTERNATIONAL PLANNING AND MITIGATION SOLUTIONS PY - 1996/08 SP - p. 1-23 AB - Understanding spatial pattern of the broad landscape is essential for addressing the ecological impacts of roads. Most important are flows and movements, e.g., in wildlife corridors, across the land. Landscape ecology provides a useful theoretical framework for such a transportation analysis. Road density (e.g., mi/sq mi) is a useful summary index, because it integrates so many ecological impacts of roads and vehicles. A road density effect on wildlife is illustrated. Suburban, open, and forested landscapes are shown to have markedly different road effects on species, habitat, water, soil, and atmosphere. Roads cause more effects and have a greater cumulative effect than vehicles. A planning framework used in Holland is outlined, which maps the landscape ecological network, superimposes the road network, identifies bottlenecks, examines stretches of road and landscape in detail, and uses an array of ecological and technological solutions for avoidance, mitigation, and compensation. Major mitigation techniques, including diverse tunnels, overpasses, and landscape connectors are outlined, along with animals using them. Very little of this ecological technology yet exists in the United States. A brief opportunity remains to lead the public, by concurrently implementing successful existing technology, researching road ecology, and educating the public. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Ecology KW - Education KW - Environmental impacts KW - Habitat (Ecology) KW - Highways KW - Mitigation KW - Netherlands KW - Planning KW - Research KW - Road density KW - Traffic mitigation KW - United States KW - Wildlife UR - https://trid.trb.org/view/475846 ER - TY - CONF AN - 00745653 AU - Woods, J G AU - Munro, R H AU - Florida Department of Transportation AU - Federal Highway Administration TI - ROADS, RAILS AND THE ENVIRONMENT: WILDLIFE AT THE INTERSECTION IN CANADA'S WESTERN MOUNTAINS PY - 1996/08 SP - p. 39-45 AB - The Canadian Pacific Railway (CPR) and Trans-Canada Highway (TCH) form a primary transportation route linking the Pacific Coast with the rest of Canada. This west-east Trans-Canada Corridor (TCC) crosses the Canadian Cordillera in British Columbia and adjacent Alberta. Both the CPR and the TCH are primary transportation routes in terms of traffic volumes and tonnage. The TCC through the mountains has a history of wildlife-transportation conflicts. As the highway and railway expand capacity, these issues are likely to intensify both individually and collectively. In this paper, the authors provide a perspective on the challenge presented by the intersection of a national transportation corridor with the Columbia and Rocky Mountains from a wildlife conservation point-of-view. They conclude by suggesting ways to integrate wildlife issues with other aspects of highway and railway operation. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Canada KW - Conflict (Psychology) KW - Conservation KW - Highways KW - Mountains KW - Railroads KW - Trans-canada corridor KW - Transportation corridors KW - Wildlife UR - https://trid.trb.org/view/475848 ER - TY - CONF AN - 00745650 AU - Florida Department of Transportation AU - Federal Highway Administration TI - TRANSPORTATION AND WILDLIFE: REDUCING WILDLIFE MORTALITY AND IMPROVING WILDLIFE PASSAGEWAYS ACROSS TRANSPORTATION CORRIDORS. PROCEEDINGS OF THE FLORIDA DEPARTMENT OF TRANSPORTATION/FEDERAL HIGHWAY ADMINISTRATION TRANSPORTATION-RELATED WILDLIFE MORTALITY SEMINAR, ORLANDO, FLORIDA, APRIL 30-MAY 2, 1996 PY - 1996/08 SP - 358p AB - These proceedings contain 27 papers presented at a symposium on wildlife mortality and passage as related to transportation facilities, held in Orlando, Florida, April 30-May 2, 1996. The document is a collection of case histories and data relative to wildlife mortality, highways, and movement of animals across rights-of-way. It will be of interest to wildlife biologists, ecologists, transportation planners and engineers, and the general public concerned with wildlife management and highway use and development. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Animals KW - Conferences KW - Ecology KW - Fatalities KW - Habitat (Ecology) KW - Highway corridors KW - Mortality KW - Right of way (Land) KW - Transportation corridors KW - Wilderness areas KW - Wildlife KW - Wildlife crossings UR - https://trid.trb.org/view/475845 ER - TY - CONF AN - 00745654 AU - Paquet, P C AU - Callahan, C AU - Florida Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF LINEAR DEVELOPMENTS ON WINTER MOVEMENTS OF GRAY WOLVES IN THE BOW RIVER VALLEY OF BANFF NATIONAL PARK, ALBERTA PY - 1996/08 SP - p. 46-66 AB - The security of newly recovered populations of gray wolves (Canis lupus) in Canada may be tenuous, because wolf ranges are heavily dissected by linear developments (i.e., highways, secondary roads, railways, and power line corridors). Highway mortality has become a primary cause of wolf mortality and there is accumulating evidence of habitat loss, fragmentation, and degradation related to roads. Besides fragmenting and consuming critical habitat, linear developments provide access to remote regions, which allows humans to deliberately, accidentally, or incidentally kill wolves. Linear developments may also be physical and/or psychological impediments to wolf movement. There is a strong relationship between road density and the absence of wolves. In the Bow River Valley of Banff National Park, Alberta wolf populations are being negatively affected by human activities that reduce habitat effectiveness, reduce populations of prey species, obstruct movements, and increase the risk of mortality. Traffic and recreational development will continue to increase within the region, stimulating a demand for additional roads, highways, railways, power line corridors, and increased visitor capacity. Considering the probable threats to wolf survival, we require a better understanding of how movements of wolves are affected by linear infrastructure. This paper reports on the behavioral response of wolves to the Trans Canada Highway, the Canadian Pacific Railway, Highway 1a, and the TransAlta powerline corridor. The authors assess whether wolves are displaced from areas next to these developments, and if these developments are barriers to movements. They also assess the use by wolves of underpasses designed to move wildlife across the Trans Canada Highway safely. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Animal behavior KW - Banff National Park KW - Barriers KW - Barriers (Roads) KW - Behavior KW - Canada KW - Degradation KW - Fatalities KW - Fragmentation KW - Habitat (Ecology) KW - Highways KW - Mortality KW - Railroads KW - Road density KW - Secondary roads KW - Transmission lines KW - Underpasses KW - Wildlife KW - Wolves UR - https://trid.trb.org/view/475849 ER - TY - CONF AN - 00745661 AU - Moore, T G AU - Mangel, M AU - Florida Department of Transportation AU - Federal Highway Administration TI - TRAFFIC RELATED MORTALITY AND THE EFFECTS ON LOCAL POPULATIONS OF BARN OWLS (TYTO ALBA) PY - 1996/08 SP - p. 125-140 AB - This paper presents results of data collected from weekly surveys of traffic induced mortality of barn owls at three sites along two California highways in rural areas from May 25, 1995 to November 26, 1995. For each owl, spot of collection, adjacent habitat and current weather conditions were recorded. Age and sex of the collected owls were determined by differences in molt patterns, plumage and body size. There was a significant difference in the number of collected owls between the three sites. Differences in the adjacent habitat appear to be responsible for the distribution of fatalities among the three sites. Of the 227 owls collected, 61% were juveniles and 39% were adults. There was a significantly skewed sex-ratio: 74% of the collected owls were females. Differences in local population demography and/or vulnerability may result in a greater number of both female and hatching year owls collected. A life history model was constructed in order to assess the impact of traffic related mortality on the growth rate of these populations. Results from the model predict that when about 48% of adult mortality is due to traffic or 27% of the hatching year mortality is due to traffic, the population growth rate drops below one and the population is in decline. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Age KW - Barn owls KW - California KW - Fatalities KW - Gender KW - Habitat (Ecology) KW - Mortality KW - Population growth KW - Rural highways KW - Wildlife UR - https://trid.trb.org/view/475856 ER - TY - CONF AN - 00745660 AU - Pafko, F AU - Kovach, B AU - Florida Department of Transportation AU - Federal Highway Administration TI - MINNESOTA EXPERIENCE WITH DEER REFLECTORS PY - 1996/08 SP - p. 116-124 AB - Minnesota is ranked sixth in the United States for deer/vehicle accidents. The most visible, and from a monetary perspective the most significant, transportation induced mortality of wildlife in Minnesota involves motor vehicle collisions with whitetail deer (Odocoileus virginianus). Deer/vehicle accidents in recent years are estimated to range from 12,000 to 16,000 per year. With the average vehicle damage estimated to be $2000 per accident and the recreational cost of a deer estimated to be $500, the roadkill of whitetail deer in Minnesota is about a $35 million problem each year. Deer/vehicle accidents are a problem throughout the state particularly in late fall and early spring. The character of the problem varies with the wide diversity of habitat types within the state. This paper describes Minnesota's experience with deer reflectors. The installation of deer reflectors at discrete locations along rural roadways in Minnesota with high deer/vehicle accident rates was generally successful in reducing those accident rates. However, on steep slopes and deer yard habitat this effectiveness was reduced. Installation of deer reflectors on suburban metropolitan roadways in Minnesota was unsuccessful in reducing deer vehicle accident rates. High traffic, increasing deer populations, and the inability to effectively maintain the reflectors may have been factors in the lack of success in the metropolitan area. Future research efforts will include the collection of better pre and post installation kill data to garner a statistically testable data set. Possible future studies may also include controlled effectiveness studies such as how deer behave and respond to the presence of reflectors. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Costs KW - Crash rates KW - Crashes KW - Deer KW - Deer reflectors KW - Effectiveness KW - Fatalities KW - Future KW - Future research KW - Habitat (Ecology) KW - Measures of effectiveness KW - Minnesota KW - Mortality KW - Reflectorized materials KW - Research KW - Rural areas KW - Safety KW - Suburbs KW - Traffic safety KW - Wildlife UR - https://trid.trb.org/view/475855 ER - TY - CONF AN - 00745662 AU - Bain, H AU - Savidge, T AU - Florida Department of Transportation AU - Federal Highway Administration TI - PROTECTED SPECIES IMPACTS AND HABITAT MANAGEMENT ASSOCIATED WITH TRANSPORTATION PROJECTS IN NORTH CAROLINA PY - 1996/08 SP - p. 141-152 AB - Section 7(a)(2) of the Endangered Species Act "requires every Federal agency...to insure any action it authorizes, funds, or carries out..., is not likely to jeopardize the continued existence of any listed species or results in the destruction or adverse modification of critical habitat." The North Carolina Department of Transportation's (NCDOT's) projects are considered federal actions when a federal Environmental Impact Statement (EIS) is required, when the project receives Federal Highway Administration (FHWA) funding, or when a federal permit is required, such as a Clean Water Act Section 404 permit. This paper describes NCDOT's protocols for addressing and resolving endangered species concerns by examining case studies involving some of the protected animal species with which NCDOT is most frequently involved. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Case studies KW - Endangered species KW - Highway corridors KW - North Carolina KW - Programming (Planning) KW - Right of way (Land) KW - State departments of transportation UR - https://trid.trb.org/view/475857 ER - TY - CONF AN - 00745656 AU - Leeson, B F AU - Florida Department of Transportation AU - Federal Highway Administration TI - HIGHWAY CONFLICTS AND RESOLUTIONS IN BANFF NATIONAL PARK, ALBERTA PY - 1996/08 SP - p. 80-84 AB - This paper, presented along with a slide presentation at the seminar, discusses the highway conflicts and resolutions concerning the TransCanada Highway (TCH) improvements in Banff National Park. By 1972, the need to upgrade the TCH was obvious in the accident statistics, traffic flow breakdown, wildlife collisions, and increasing economic importance of Canada's main traffic artery. Highway planners and park managers were charged with designing, constructing and operating the highway in a way which minimized its adverse impact on Canada's first national park. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Banff National Park KW - Conflict (Psychology) KW - Environmental impacts KW - Environmental protection KW - Environmental quality KW - Highways KW - Improvements KW - Wildlife UR - https://trid.trb.org/view/475851 ER - TY - CONF AN - 00745658 AU - Lehnert, M E AU - Romin, L A AU - Bissonette, J A AU - Florida Department of Transportation AU - Federal Highway Administration TI - MULE DEER HIGHWAY MORTALITY IN NORTHEASTERN UTAH: CAUSES, PATTERNS AND A NEW MITIGATIVE TECHNIQUE PY - 1996/08 SP - p. 101-107 AB - Collisions between deer (Odocoileus spp.) and vehicles have resulted in considerable human, economic, and environmental losses. Romin and Bissonette (1996) estimated that at least 538,000 deer were killed along highways nationwide during 1991. Deer-vehicle encounters are likely to increase as roads are upgraded and expanded through areas of active deer use. This paper reports on the increased levels of deer-vehicle accidents that resulted from highway realignments associated with the construction of a municipal reservoir in northeastern Utah. The study began in October 1991; results obtained through November 1995 are presented. The focus is on the spatial distribution of deer-vehicle accidents with respect to vegetative and topographic features adjacent to the highways. The observed kill patterns were used to determine placement of newly-designed highway crosswalks. The effectiveness of the crosswalks at reducing deer-vehicle accidents and maintaining migratory movements of the local mule deer (O. hemionus) population is discussed. Design modifications are provided that may increase the utility of the crosswalk system. U1 - Transportation and Wildlife: Reducing Wildlife Mortality and Improving Wildlife Passageways Across Transportation CorridorsFlorida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service.Orlando, Florida StartDate:19960430 EndDate:19960502 Sponsors:Florida Department of Transportation; Federal Highway Administration; Post, Buckley, Shuh and Jernigan, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and US Forest Service. KW - Animal migrations KW - Crash causes KW - Crashes KW - Crosswalks KW - Deer KW - Design KW - Effectiveness KW - Fatalities KW - Location KW - Measures of effectiveness KW - Mitigation KW - Mortality KW - Mule deer KW - Patterns KW - Topographical factors KW - Topography KW - Traffic distribution KW - Traffic mitigation KW - Utah KW - Vegetation UR - https://trid.trb.org/view/475853 ER - TY - RPRT AN - 00741933 AU - University of Minnesota, Twin Cities AU - Federal Highway Administration TI - BUYING TIME: SYMPOSIUM. RESEARCH AND POLICY SYMPOSIUM ON THE LAND USE AND EQUITY IMPACTS OF CONGESTION PRICING. VOLUME III PY - 1996/08 SP - 110 p. AB - This publication presents the proceedings of a symposium held as part of the University of Minnesota's State and Local Policy Program's congestion pricing study. The principal goal of the symposium was to give policymakers a better understanding of the interrelationship between land use, social equity, travel behavior, and transportation costs in the Twin Cities area. The symposium explored the concerns of local policymakers and developed an understanding of: travel behavior and its relationship to income and location; factors that affect the value of land and how that influences the uses of land; possible effects of congestion pricing on representative Twin Cities employment centers; how travel behavior, including transit use and increased use of local streets, is influenced among different groups of people; and which groups of people would be affected positively and which negatively, under different pricing scenarios. Presentations included local and national policy research findings on congestion, land use, and equity impacts. Specific congestion pricing proposals were evaluated in terms of their impact on different groups of people, different places, and different industries. An afternoon policy forum was designed to help policymakers, analysts, and planners establish criteria under which traffic congestion pricing could be implemented in the Twin Cities. KW - Congestion pricing KW - Equity (Justice) KW - Institutional issues KW - Land use KW - Mitigation KW - Political factors KW - Socioeconomic development KW - Traffic congestion KW - Traffic mitigation KW - Travel behavior KW - Travel budgets KW - Travel costs UR - https://trid.trb.org/view/573823 ER - TY - RPRT AN - 00738720 AU - Miner, C M AU - Washington State Department of Transportation AU - Washington State Transportation Commission AU - Federal Highway Administration TI - METHYL METHACRYLATE (MMA) LANE LINES I-90 ASAHEL CURTIS I/C TO KACHESS RIVER PY - 1996/08 SP - 16 p. AB - The objective of this experimental feature was to evaluate the installation and materials cost, the ease of application, the degree of reflectivity and the service life of methyl methacrylate (MMA) lane lines placed in insets on I-90 in a mountain pass environment. KW - Building KW - Costs KW - Facilities KW - Installation KW - Lane lines KW - Methyl methacrylate KW - Passes (Mountains) KW - Reflectivity KW - Service life UR - http://www.wsdot.wa.gov/research/reports/fullreports/423.1.pdf UR - https://trid.trb.org/view/572789 ER - TY - RPRT AN - 00738719 AU - Miner, C M AU - Washington State Department of Transportation AU - Washington State Transportation Commission AU - Federal Highway Administration TI - METHYL METHACRYLATE (MMA) LANE LINES I-5 NISQUALLY RIVER BRIDGE TO GRAVELLY LAKE I/C PY - 1996/08 SP - 14 p. AB - The placement of methyl methacrylate (MMA) lane lines and edge strips in a field installation and the visual observation of the MMA performance are documented in this report. KW - Edge lines KW - Field tests KW - Lane lines KW - Methyl methacrylate KW - Observations KW - Performance evaluations UR - http://www.wsdot.wa.gov/research/reports/fullreports/424.1.pdf UR - https://trid.trb.org/view/572788 ER - TY - RPRT AN - 00738712 AU - Fink, K L AU - Texas Transportation Institute AU - Federal Highway Administration TI - TANGENT LENGTH AND SIGHT DISTANCE EFFECTS ON ACCIDENT RATES AT HORIZONTAL CURVES ON TWO-LANE RURAL HIGHWAYS PY - 1996/08 SP - 58 p. AB - This report documents an evaluation of the relationships between accident rates at horizontal curves and preceding tangent length and sight distance. Data collection and statistical methods used to evaluate this relationship are presented. A base relationship between accident rates at horizontal curves and degree of curvature was established and the effects of various variables on this relationship were examined. These variables included lane width, total pavement width, state in which the data was collected, tangent length and sight distance. Analysis was performed to determine whether these variables should be included in an operating-speed or workload based consistency model. KW - Crash rates KW - Curves (Geometry) KW - Data collection KW - Horizontal curvature KW - Lane width KW - Length KW - Pavement width KW - Pavements KW - Rural highways KW - Sight distance KW - Tangent length KW - Tangents KW - Traffic lanes KW - Two lane highways KW - Width UR - https://trid.trb.org/view/572781 ER - TY - RPRT AN - 00738711 AU - Lienau, K AU - Texas Transportation Institute AU - Federal Highway Administration TI - SAFETY EFFECTS OF BARRIER CURB ON HIGH-SPEED SUBURBAN MULTILANE HIGHWAYS PY - 1996/08 SP - 82 p. AB - This report investigated the safety effects of barrier curb on high-speed suburban multilane highways through the collection and analysed of accident data pertaining to these sections. Accident data were collected for 10 before/after Texas sites and 9 matched pair Illinois sites. The data were analyzed with respect to accident rates by accident type, accident severity and accident characteristic frequencies. Recommendations were made that special attention be given to drainage provisions to prevent storm water ponding on high-speed curb and gutter sections. It was also recommended that lighting be installed to increase nighttime visibility of the curb. Barrier curb is not recommended for use on high-speed suburban multilane highways combining low driveway density with high traffic volumes as it may pose safety problems on this type of roadway. KW - Business districts KW - Commercial districts KW - Crash data KW - Crash rates KW - Crash severity KW - Curbs KW - Development KW - Drainage KW - Driveways KW - Gutters KW - High risk locations KW - Multilane highways KW - Residential areas KW - Residential development KW - Safety KW - Suburbs UR - https://trid.trb.org/view/572780 ER - TY - RPRT AN - 00738699 AU - Shafer, M A AU - Texas Transportation Institute AU - Federal Highway Administration TI - DRIVER MENTAL WORKLOAD REQUIREMENTS ON HORIZONTAL CURVES BASED ON OCCLUDED VISION TEST MEASUREMENTS PY - 1996/08 SP - 53 p. AB - This report documents an evaluation of driver mental workload requirements on horizontal curves based on occluded vision test requirements. Data were collected by using a computerized vision occlusion apparatus to limit the visual input of individual test subjects. The objective of the occluded vision tests was to measure the mental workload associated with two parameters of horizontal curvature: degree of curvature and deflection angle. The vision occlusion test method was found to be sensitive to changes in driver workload values on horizontal curves. The results of the testing indicate that as degree of curvature increases, there is significant difference in workload for the majority of deflection angles. The results also indicate that as a driver approaches as horizontal curve, there is a point where the driver will begin to prepare mentally for the increased workload caused by the horizontal curve. Drivers prepare themselves by increasing their workload operating level to match the workload created by the horizontal curve. KW - Angularity KW - Behavior KW - Curvature KW - Curves (Geometry) KW - Deflection KW - Deflection angle KW - Driver characteristics KW - Driver performance KW - Drivers KW - Horizontal curvature KW - Human characteristics KW - Occluded vision tests KW - Personnel performance KW - Research UR - https://trid.trb.org/view/572771 ER - TY - RPRT AN - 00738846 AU - Fang, Y Y AU - Harrison, R AU - Mahmassani, H S AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - FORECASTING FREIGHT TRAFFIC BETWEEN THE U.S. AND MEXICO PY - 1996/08 SP - 109 p. AB - The North American Free Trade Agreement (NAFTA), a 1992 agreement negotiated by the U.S., Canada, and Mexico, has prompted new interest in freight demand forecasting. With respect to those goods moving between the U.S. and Mexico, most are transported by highway through Texas, California, New Mexico, and Arizona. Freight demand forecasting can assist transportation professionals in planning for the infrastructure maintenance required to avoid serious disruptions to trade flows across the border. The objective of this research is to use publicly available data to develop predictive models for transport mode and Mexican destination decisions for shipments from various U.S. regions. Aggregate logit models have been calibrated for three commodities: machinery, electronics, and automobiles. A profile of Mexico and its industries is presented along with a review of past efforts in freight demand forecasting. The data set of aggregate shipments used in the model estimation is comprised of origin, destination, commodity type, mode of transport across the border, and value. Destination attributes, such as population, employment, number of firms in the industry, and number of shippers and warehouses, are also included. Based on the results of this research, origin and commodity-specific models may be used as a basis for future studies developing forecasting tools that include additional modes and commodities at a more disaggregate level. KW - Automobiles KW - Commodities KW - Electronics KW - Forecasting KW - Freight traffic KW - International trade KW - Logits KW - Machinery KW - Mexico KW - North American Free Trade Agreement KW - Origin and destination KW - Traffic forecasting KW - Transportation modes KW - United States UR - https://trid.trb.org/view/572871 ER - TY - RPRT AN - 00736036 AU - Fitzpatrick, K AU - Nowlin, R L AU - Parham, A H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF LEVEL-OF-SERVICE ANALYSIS PROCEDURE FOR FRONTAGE ROADS PY - 1996/08 SP - 264 p. AB - The objective of the research was to develop a procedure for evaluating the operations along one-way and two-way freeway frontage roads. The developed procedure is based on the arterial analysis chapter of the "Highway Capacity Manual" and includes consideration of the delays that are incurred at ramp junctions. To develop the level-of-service analysis procedure, data were collected at several locations within Texas. Travel time, volume, and access density data were collected at 20 one-way frontage road sites and nine two-way frontage road sites. Delay data were collected at six ramp junctions. The results showed that signalized intersections have the greatest impact on the operations along a frontage road. Access density (i.e., the number of driveways and unsignalized intersections per km) affects the operations along a frontage road segment when greater than 20 acs/km on one-way frontage roads and greater than 16 acs/km on two-way frontage roads. The developed procedure produced reasonable results when compared to the average speed measured at six one-way and six two-way frontage road sites. Predicted results were generally within 3 km/h of measured speeds. KW - Access density KW - Alternatives analysis KW - Average travel speed KW - Driveways KW - Forecasting KW - Freeway ramps KW - Frontage roads KW - Level of service KW - One way traffic KW - Ramps (Interchanges) KW - Signalized intersections KW - Speed measurement KW - Traffic delays KW - Traffic volume KW - Travel time KW - Two lane highways KW - Two way traffic KW - Unsignalized intersections UR - https://trid.trb.org/view/478628 ER - TY - RPRT AN - 00736037 AU - Fitzpatrick, K AU - Nowlin, R L AU - Parham, A H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PROCEDURES TO DETERMINE FRONTAGE ROAD LEVEL OF SERVICE AND RAMP SPACING PY - 1996/08 SP - 148 p. AB - The main objectives of this study were to develop procedures for estimating the level of service on freeway frontage roads and to determine desirable spacings for ramp junctions. The tasks involved developing 1) procedures for analyzing frontage road weaving sections, 2) recommended spacing requirements for ramp junctions, and 3) a technique to evaluate overall operations on a continuous frontage road section. The two weaving segments analyzed included a one-sided weaving area formed by an exit ramp followed by an entrance ramp and connected by an auxiliary lane and a two-sided weaving area formed by an exit ramp followed by a downstream signalized intersection. Spacing guidelines were developed for the following frontage road sections: exit ramp to entrance ramp; exit ramp to downstream signalized intersection; and signalized intersection to metered entrance ramp. The technique to analyze overall frontage road operations can be used to estimate the level of service for a frontage road section several kilometers in length. KW - Frontage roads KW - Highway operations KW - Level of service KW - Location KW - Operations research KW - Ramp location & spacing KW - Ramps (Interchanges) KW - Spacing KW - Traffic operations research KW - Weaving sections UR - https://trid.trb.org/view/478629 ER - TY - RPRT AN - 00735964 AU - Uhlmeyer, J S AU - Mahoney, J P AU - Hanek, G AU - Wang, G AU - Copstead, R L AU - Janssen, D J AU - US Forest Service AU - Federal Highway Administration TI - ESTIMATION OF SEASONAL EFFECTS FOR PAVEMENT DESIGN AND PERFORMANCE. VOLUME 2 PY - 1996/08 SP - 215 p. AB - Worldwide, pavement design and analysis is moving toward deflection or mechanistic-empirical procedures. A difficulty with these procedures is that they require some type of adjustment factor to adjust the measured deflections or the layer elastic moduli used in the procedure because of the time of day and year (season) when field measurements are taken, and the effects of climate related material variations on pavement performance. The basic objectives of this study were to examine seasonal adjustment factors for deflections and layer moduli and to provide guidelines for selecting seasonal adjustment factors that provide a more realistic pavement design. Three sets of deflection basin measurements (Japan, Washington State DOT, and U.S. Forest Service) were used to estimate seasonal moduli. This volume, Volume 2, contains four appendices which provide supporting documentation for the research report (Volume 1). These four appendices are: (A) Pavement Data and Results for the Japan Site Case Study; (B) Pavement Data and Results for the Washington State DOT Test Sites; (C) Comparisons of Backcalculated and Laboratory Pavement Moduli - Washington Test Sites; and (D) Data Plots for the Olympic National Forest Test Sites. KW - Adjustment factors KW - Alternatives analysis KW - Backcalculation KW - Data KW - Deflection KW - Design KW - Estimating KW - Layer coefficient (Pavements) KW - Layer moduli KW - Mechanical analysis KW - Mechanistic design KW - Modulus KW - Modulus of elasticity KW - Nondestructive tests KW - Pavement deflection KW - Pavement design KW - Pavement performance KW - Pavements KW - Seasonal variations KW - Seasons KW - Test results UR - https://trid.trb.org/view/478557 ER - TY - RPRT AN - 00735965 AU - Mahoney, J P AU - Pierce, L M AU - Copstead, R L AU - US Forest Service AU - Federal Highway Administration TI - ESTIMATION OF SEASONAL EFFECTS FOR PAVEMENT DESIGN AND PERFORMANCE. VOLUME 3 PY - 1996/08 SP - 98 p. AB - This volume, Volume 3, is part of a three-volume set. Volume 1 examined pavement seasonal effects with primary concentration on seasonal adjustments to surface deflections (for overlay design) and moduli ratios for use with mechanistic-empirical design procedures. Volume 2 contains documentation for the results shown in Volume 1. This volume is used to illustrate design procedures and examples incorporating these seasonal effects. Both bituminous and aggregate surfaced roads are illustrated. KW - Adjustment factors KW - Aggregate surfaced roads KW - Aggregates KW - Backcalculation KW - Bituminous concrete pavements KW - Computer programs KW - Deflection KW - Design KW - Estimating KW - Layer coefficient (Pavements) KW - Layer moduli KW - Mechanical analysis KW - Mechanistic design KW - Modulus KW - Modulus of elasticity KW - Nondestructive tests KW - Overlays (Pavements) KW - Pavement deflection KW - Pavement design KW - Pavement performance KW - Pavements KW - Seasonal variations KW - Seasons KW - Surface course (Pavements) UR - https://trid.trb.org/view/478558 ER - TY - RPRT AN - 00735963 AU - Uhlmeyer, J S AU - Mahoney, J P AU - Hanek, G AU - Wang, G AU - Copstead, R L AU - Janssen, D J AU - US Forest Service AU - Federal Highway Administration TI - ESTIMATION OF SEASONAL EFFECTS FOR PAVEMENT DESIGN AND PERFORMANCE. VOLUME 1 PY - 1996/08 SP - 203 p. AB - Worldwide, pavement design and analysis is moving toward deflection or mechanistic-empirical procedures. A difficulty with these procedures is that they require some type of adjustment factor to adjust the measured deflections or the layer elastic moduli used in the procedure because of the time of day and year (season) when field measurements are taken, and the effects of climate related material variations on pavement performance. The basic objectives of this study were to examine seasonal adjustment factors for deflections and layer moduli and to provide guidelines for selecting seasonal adjustment factors that provide a more realistic pavement design. Three sets of deflection basin measurements (Japan, Washington State DOT, and U.S. Forest Service) were used to estimate seasonal moduli. The EVERCALC Version 3.3 backcalculation program was used to estimate these layer moduli. Based on such results, along with those in the literature, a set of moduli ratios were developed. Additionally, recommendations on deflection ratios were made. KW - Adjustment factors KW - Backcalculation KW - Computer programs KW - Deflection KW - Design KW - Estimating KW - Layer coefficient (Pavements) KW - Layer moduli KW - Mechanical analysis KW - Mechanistic design KW - Modulus KW - Modulus of elasticity KW - Nondestructive tests KW - Pavement deflection KW - Pavement design KW - Pavement performance KW - Pavements KW - Seasonal variations KW - Seasons UR - https://trid.trb.org/view/478556 ER - TY - RPRT AN - 00735935 AU - Landes, R A AU - Transportation Research Center, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - CRASH TESTING THE BUCKEYE CROSSBUCK PY - 1996/08 SP - 80 p. AB - The Ohio Department of Transportation's (ODOT's) Office of Research and Development contracted with the Transportation Research Center, Inc. (TRC) to perform crash testing of ODOT's Buckeye Crossbuck passive railroad warning sign utilizing an 820 kg (1,808 lb) vehicle at 35 km/h (22 mi/h) and 88 km/h (55 mi/h). In general, the crash tests were performed utilizing guidelines outlined in the National Cooperative Highway Research Program (NCHRP) Report 350. This report briefly summarizes the results of the test conducted in May 1995. ODOT's concern and emphasis were the Buckeye Crossbuck's newly added lower "YIELD" panel and its impact on the vehicle after being struck. No part of the Buckeye Crossbuck entered the vehicle passenger compartment nor did the sign veer, significantly, in a lateral direction from the longitudinal path of the vehicle. KW - Crashes KW - Damages KW - Impact KW - Impact angle KW - Impact tests KW - Loss and damage KW - Motor vehicles KW - Railroad grade crossings KW - Speed KW - Test results KW - Testing KW - Traffic speed KW - Warning signs UR - https://trid.trb.org/view/478528 ER - TY - RPRT AN - 00734605 AU - Martello, M T AU - Qin, J AU - Weissmann, J AU - Euritt, M A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - US 59 HARRIS COUNTY/FT. BEND COUNTY: A CASE STUDY APPLICATION OF A FULL-COST MODEL FOR EVALUATING URBAN PASSENGER TRANSPORTATION PY - 1996/08 SP - 89 p. AB - This report evaluated transportation improvement alternatives for the US 59 Southwest Freeway corridor from the full-cost, life-cycle approach perspective. The alternatives involve hypothetical facility improvements as well as vehicle occupancy improvements. Our findings suggest that the current facility will not be able to service the projected peak-hour traffic demand; and after running MODECOST--a computer model based on the full-cost analysis concept--we observed that travelers bore a significant amount of external costs, including congestion costs and air pollution costs. The annual life-cycle cost savings from the reduction of external costs and user/agency costs can more than offset the cost of initial investment for expansion of the current facility. The case study conducted in this report shows that, in many cases, external costs and user/agency costs are more relevant than the initial investment in the facility. Expanding the current facility to add general purpose lanes or HOV lanes to accommodate ridesharing and special transit service reduces the external costs and user/agency costs, which in turn reduces the system life-cycle costs of the facility. The study also shows that full life-cycle cost analysis is a very effective tool for comparing the costs of transportation investment alternatives and for enhancing qualitative assessments and planning/engineering judgment. The actual value calculated by the full-cost analysis sometimes can be used as an assessment indicator by policy makers and transportation professionals. KW - Alternatives analysis KW - Analysis KW - Case studies KW - Computer models KW - Cost analysis KW - Costs KW - External costs KW - Externalities KW - Freeways KW - High occupancy vehicle lanes KW - Improvements KW - Investments KW - Life cycle costing KW - Public transit KW - Ridesharing KW - Texas KW - Transit services KW - Transportation corridors KW - Urban corridors KW - Urban growth KW - User costs UR - https://trid.trb.org/view/477969 ER - TY - RPRT AN - 00734598 AU - Schrank, D L AU - Lomax, T J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - URBAN ROADWAY CONGESTION - 1982 TO 1993. VOLUME 1: ANNUAL REPORT PY - 1996/08 SP - 86 p. AB - This research report represents the ninth year of a ten-year research effort focused on quantifying urban mobility. This study contains the facility information for 50 urban areas throughout the country. The database used for this research contains information on vehicle travel, system length, and urban area characteristics from 1982 to 1993. Various federal, state, and local agencies provided the information used to update and verify the primary database. The primary database and original source of most of the information is the Federal Highway Administration's Highway Performance Monitoring System (HPMS). Researchers combined vehicle travel and system length data to develop Roadway Congestion Index (RCI) values for 50 urban areas including the seven largest in Texas. The RCI values provide an indicator of the relative mobility level within an urban area. This report includes an analysis of the cost of congestion using travel delay and increased fuel consumption as estimated quantities. The impact of congestion was also estimated by the amount of additional facility capacity required to provide urban mobility. Congestion costs were estimated on an areawide, per eligible driver, and per capita basis. KW - Costs KW - Fuel consumption KW - Highway performance monitoring system KW - Mobility KW - Roadway congestion index KW - Texas KW - Traffic congestion KW - Traffic delays KW - Trend (Statistics) KW - Urban areas UR - https://trid.trb.org/view/471453 ER - TY - RPRT AN - 00734599 AU - Schrank, D L AU - Lomax, T J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - URBAN ROADWAY CONGESTION - 1982 TO 1993. VOLUME 2: METHODOLOGY AND URBANIZED AREA DATA PY - 1996/08 SP - 252 p. AB - This research report represents the ninth year of a ten-year research effort focused on quantifying urban mobility. This study contains the facility information for 50 urban areas throughout the country. The database used for this research contains information on vehicle travel, system length, and urban area characteristics from 1982 to 1993. Various federal, state, and local agencies provided the information used to update and verify the primary database. The primary database and original source of most of the information is the Federal Highway Administration's Highway Performance Monitoring System (HPMS). Researchers combined vehicle travel and system length data to develop Roadway Congestion Index (RCI) values for 50 urban areas including the seven largest in Texas. The RCI values provide an indicator of the relative mobility level within an urban area. This report includes an analysis of the cost of congestion using travel delay and increased fuel consumption as estimated quantities. The impact of congestion was also estimated by the amount of additional facility capacity required to provide urban mobility. Congestion costs were estimated on an areawide, per eligible driver, and per capita basis. KW - Costs KW - Fuel consumption KW - Highway performance monitoring system KW - Mobility KW - Roadway congestion index KW - Texas KW - Traffic congestion KW - Traffic delays KW - Trend (Statistics) KW - Urban areas UR - https://trid.trb.org/view/471454 ER - TY - RPRT AN - 00734594 AU - Turnbull, K F AU - Hall, K M AU - Weatherby, C A AU - Lewis, C AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TELECOMMUTING PROGRAMS IN TEXAS: CASE STUDIES PY - 1996/08 SP - 80 p. AB - This study examines telecommuting programs at six agencies and businesses within Texas. The characteristics of the programs are summarized and the experiences with telecommuting are presented. Available reports, interviews with management personnel and telecommuters, and surveys of telecommuters are used to assess the telecommuting programs at the eight case study sites. Additional information is also summarized on other activities at the state and national levels. The study summarizes the sketch planning tools for assessing the potential for telecommuting in major Texas cities and for analyzing the impacts on the transportation system developed in an early phase of the project. Key elements of successful telecommuting programs are identified and policies the state and other groups can use to support telecommuting are outlined. Recommendations for implementing the results of the research are also identified. KW - Case studies KW - Data collection KW - Impacts KW - Implementation KW - Interviewing KW - Policy KW - Recommendations KW - Sketch planning KW - Sketch planning techniques KW - Surveys KW - Telecommuting KW - Texas KW - Travel demand management UR - https://trid.trb.org/view/471449 ER - TY - RPRT AN - 00727375 AU - Transportation Research Board AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Civil Engineering Research Foundation TI - HIGHWAY TECHNOLOGY RESEARCH & DEVELOPMENT AND TEST & EVALUATION PROGRAMS: AN OVERVIEW PY - 1996/08 SP - 35 p. AB - This publication will assist interested parties in learning more about the various programs related to highway technology research & development and test & evaluation activities. As such, it is designed as a general reference document on national programs administered by the following: American Association of State Highway and Transportation Officials (AASHTO); Civil Engineering Research Foundation (CERF); Federal Highway Administration (FHWA); and Transportation Research Board (TRB). This publication contains a brief summary on each of the major highway research & development and test & evaluation programs, along with a cross reference index by organization and program activity. The programs described in this report fulfill a unique niche and are designed to be complementary. Every effort is made to coordinate fully among the four organizations in order to maximize the collective utility of the various programs to the highway community. KW - American Association of State Highway and Transportation Officials KW - Civil engineering research foundation KW - Coordination KW - Development KW - Highways KW - Programs KW - Research KW - Research and development KW - Technology KW - Test and evaluation KW - Tests KW - Transportation Research Board KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/465278 ER - TY - RPRT AN - 00727348 AU - Albritton, G E AU - Gatlin, G R AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTION AND TESTING OF CRUMB RUBBER MODIFIED HOT MIX ASPHALT PAVEMENT PY - 1996/08 SP - 85 p. AB - This study was structured towards addressing that portion of the Intermodal Surface Transportation Efficiency Act (ISTEA) which directs the individual states to conduct studies on the recyclability of crumb rubber modified hot mix asphalt (CRMHMA), and the technical performance of CRMHMA pavement by monitoring the construction and evaluating the performance of highway test sections in which CRMHMA is removed by cold milling and recycled into new HMA through an HMA plant. This project is to be constructed in two phases; the CRMHMA will be built in the first phase and approximately one year later it will be recycled. This report deals with the first phase in which the objective was to further document the construction, engineering characteristics, and performance of CRMHMA. Three test sections were constructed with CRM percentages of 8, 10, and 12% by weight of the asphalt cement binder. A fourth section designated as the control section was built without any CRM and used for comparison purposes. Each section was approximately 0.8 km in length and involved a 38 mm binder course and a 38 mm surface for binder course. These sections were constructed in the westbound lanes of US 72 in Alcorn County. This project involved the paving of two new lanes that carried the westbound traffic of this route. The new lanes were paved and then placed under two-way traffic while old bridges were being replaced on the old lanes. The CRMHMA was successfully produced in a normal production facility with only the addition of a blending unit for the rubber and asphalt cement. Temperatures of the loose mix in the trucks ranged from 182 to 193 deg C. Placement of the CRMHMA on the roadway appeared to be in a normal fashion as it would be for regular HMA, except for increased smoke. Performance testing of the new CRMHMA pavement indicated excellent condition of the pavement except for some high deflection readings in the control section and 12% CRMHMA section. KW - Asphalt pavements KW - Crumb rubber KW - Deflection KW - Hot mix asphalt KW - Milling KW - Pavement deflection KW - Pavement performance KW - Pavements KW - Paving KW - Recycling KW - Scrap tires KW - Solid wastes KW - Test sections KW - Tires UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20115%20-%20Construction%20and%20Testing%20of%20Crumb%20Rubber%20Modified%20Hot%20Mix%20Asphalt.pdf UR - https://trid.trb.org/view/465251 ER - TY - RPRT AN - 00727219 AU - Brown, W W AU - Jacobson, E L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - HOV EVALUATION AND MONITORING - PHASE III PY - 1996/08 SP - 365 p. AB - This report presents and summarizes the data collected in fulfillment of the requirements for the Washington State Department of Transportation grant "HOV Lane Evaluation and Monitoring". This report provides the information necessary to analyze HOV lane performance and development. Data collection results and analysis are presented, followed by conclusions and recommendations. The data contained herein were collected during Phase I, Phase II, and Phase III of the HOV lane monitoring project (July 1992-June 1996). The data collection methodology is described in the final report, "HOV Monitoring and Evaluation Tool". Included in this report are the following primary and secondary measures of HOV lane performance: (1) average vehicle occupancy data, (2) travel time data, (3) public opinion survey results, and (4) enforcement, compliance, and adjudication data. Data collection issues and their implications for data availability are discussed. It is important to note that this report does not evaluate the HOV lane system in the Puget Sound region. Rather, it is a compilation of the data necessary to conduct a meaningful evaluation. Although analysis of public opinion data and enforcement data is provided, the report's primary purpose is to simply present the data and discuss issues associated with its use, not to provide an extensive analysis. KW - Adjudication KW - Compliance KW - Crash data KW - Data KW - Data collection KW - Enforcement KW - Evaluation KW - High occupancy vehicle lanes KW - Monitoring KW - Performance KW - Public opinion KW - Public transit KW - Ridership KW - Travel time KW - Vehicle occupancy UR - http://www.wsdot.wa.gov/research/reports/fullreports/414.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/414.2.pdf UR - https://trid.trb.org/view/461452 ER - TY - RPRT AN - 00725497 AU - SMITH, J L AU - Virmani, Y P AU - Federal Highway Administration TI - PERFORMANCE OF EPOXY COATED REBARS IN BRIDGE DECKS PY - 1996/08 SP - 104 p. AB - Epoxy coated rebar (ECR) was introduced in the mid 1970s as a means to minimize concrete deterioration caused by corrosion of the reinforcing steel and to extend the useful life of highway structures. This report summarizes the results of investigations performed by highway agencies in the United States and Canada, academia, and the Canadian Strategic Highway Research Program to evaluate the performance of ECR. A total of 92 bridge decks, two bridge barrier rails, and one noise barrier rail was evaluated in the States of California, Indiana, Kansas, Michigan, Minnesota, New York, Ohio, Pennsylvania, Virginia, West Virginia, and Wisconsin, and the provinces of Alberta, Nova Scotia, and Ontario. The overall condition of the bridge decks was considered to be good. Deck cracking did not appear to be corrosion related. Very few of the decks had any delaminations or spalls associated with the ECR. Any delaminations or spalls that were associated with corrosion of ECR were small and generally in isolated locations. No evidence of corrosion was found on 81% of the ECR segments extracted from the structures. The chloride concentrations at the rebar level were generally at or above the threshold to initiate corrosion in black steel. The ECR did not appear to perform as well when the concrete was cracked as when the concrete was not cracked. Corrosion was more severe on ECR segments extracted from locations of heavy cracking, shallow concrete cover, high concrete permeability, and high chloride concentrations. Coating disbondment and softening occurred as a result of prolonged exposure to a moist environment. The number of defects in the epoxy coating and the amount of disbondment appear to influence the performance of ECR. ECR has provided effective corrosion protection for up to 20 years of service. Little or no maintenance or repair work has been performed on the decks. There was no evidence of any significant premature concrete deterioration that could be attributed to corrosion of the ECR. The use of adequate good quality concrete cover, adequate inspection, finishing, and curing of the concrete, and the proper manufacturing and handling of ECR complements the use of ECR in providing effective corrosion protection for concrete bridge decks. KW - Bridge decks KW - Chlorides KW - Concrete KW - Concrete cracking KW - Corrosion KW - Corrosion protection KW - Cover depth KW - Cracking KW - Defects KW - Disbondment KW - Epoxy coatings KW - Performance evaluations KW - Permeability KW - Rebars KW - Reinforcing bars KW - Softening point UR - http://ntl.bts.gov/lib/20000/20300/20339/PB98122856.pdf UR - https://trid.trb.org/view/460822 ER - TY - RPRT AN - 00725496 AU - Landers, M N AU - Mueller, D S AU - U.S. Geological Survey AU - Federal Highway Administration TI - CHANNEL SCOUR AT BRIDGES IN THE UNITED STATES PY - 1996/08 SP - 140 p. AB - Scour of the channel bed around bridge foundations is the leading cause of failure among more than 487,000 bridges over water in the United States. Field measurements of scour at bridges are needed to improve the understanding of scour processes and the ability to predict scour depths accurately. This report documents methods to measure and interpret bridge scour data, presents an extensive pier scour measurement data base, evaluates scour processes in an analysis of these data, and compares observed and predicted scour depths for several scour prediction equations. More than 380 measurements of local scour around bridge piers have been compiled from 56 bridges in 14 States in a cooperative investigation of the U.S. Geological Survey and the Federal Highway Administration. The data are stored in an interactive bridge scour data base management system developed in this study. Improved planning for scour measurements during floods and advances in scour measurement instrumentation and techniques have improved the quantity and quality of measured scour data. Consistent and representative methods are used to interpret scour measurement data that were compiled from several investigations. The relation of scour depth to several explanatory variables, including effective pier width, flow depth, flow intensity, and sediment parameters, is investigated. The data distributions of individual scour variables are typically right skewed. The effective pier width generally has the greatest influence on scour depth. Flow depth has a positive relation with scour depth over the range of measured data; but the influence of flow depth decreases with increasing scour. The positive relation of flow intensity to scour depth is apparent when bed-load transport is negligible, but appears insignificant for active bed-load transport conditions. The influence of sediment size and gradation on local scour depth is inconclusive on the basis of this analysis. Selected local scour prediction equations are evaluated and compared based on the field data. None of the selected equations accurately predict the depth of scour for all the measured conditions. Several equations did better than others when evaluated as design equations. The information in this report is provided to contribute to the improved design and evaluation of bridges, and to the safety of the traveling public. KW - Aggregate gradation KW - Bridge foundations KW - Bridges KW - Data analysis KW - Databases KW - Depth KW - Equations KW - Failure KW - Field data KW - Field studies KW - Flow depth KW - Flow intensity KW - Flow measurement KW - Forecasting KW - Gradation KW - Mathematical analysis KW - Measurement KW - Piers (Supports) KW - Piers (Wharves) KW - Scour KW - Sediments KW - Width UR - https://trid.trb.org/view/460821 ER - TY - RPRT AN - 00745695 AU - Combs, D L AU - Cook, S B AU - Ensor, G K AU - Perry, H S AU - Roberts, T H AU - Tennessee Technological University, Cookeville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - FOLLOW-UP EVALUATION OF MITIGATION MEASURES FOR HIGHWAY CONSTRUCTION, STATE ROUTE 29, HAMILTON COUNTY, TENNESSEE PY - 1996/07/31 SP - 201 p. AB - A 105-ha section of the floodplain of North Chickamauga Creek in Hamilton County, Tennessee was purchased by the Tennessee Department of Transportation in the late 1970s to mitigate for habitat loss associated with the construction of Tennessee State Route 29. Additional mitigation measures included planting herbaceous and woody vegetation throughout the area and construction of riffle areas and an artificial meander in the creek, three borrow pits of different sizes and designs, and earthen mounds to enhance survival of small animals during flood events. Studies were conducted during the early 1980s to evaluate the effectiveness of mitigation measures and to determine what plants and animals were present on the area. This study was conducted between 1994 and 1996 to determine what changes have occurred since the previous study and to further evaluate mitigation measures. North Chickamauga Creek was impacted by sediment during construction of the highway. This sediment still covered riffles and other potential substrate for benthic organisms during this study, although this did not affect water quality. Consequently, diversity and abundance of benthic macroinvertebrates and fish were lower than in similar streams without sedimentation problems. Sport fish were moderately abundant in lower stretches of the creek, probably because of low angling pressure and abundant habitat in the form of fallen logs and overhanging banks. Effects on water quality were probably stabilized by 1982-83 and only normal, seasonal fluctuations were observed in this study. Terrestrial portions of the mitigation site supported a high diversity of plants and animals, primarily because of diverse shrubs or saplings. Two forested areas were present on the site, but both had been selectively harvested before purchase, and the trees were mostly small and of a composition that provided few resources to wildlife. Although mammals and birds were common and diverse throughout the area, several expected species were absent or rare, perhaps a reflection of the successional stage age of the site, its relatively small size, or its close proximity to the highway. Primary differences between this study and the previous study reflected successional changes in plant communities and associated animals that use them. Specific recommendations concerning mitigation measures are presented. KW - Birds KW - Borrow pits KW - Earth KW - Earth mounds KW - Effectiveness KW - Environmental impacts KW - Fishes KW - Flood plains KW - General surface features of the earth KW - Habitat (Ecology) KW - Hamilton County (Tennessee) KW - Mammals KW - Measures of effectiveness KW - Pits KW - Recommendations KW - Road construction KW - Sedimentation KW - Streams KW - Traffic mitigation KW - Vegetation KW - Water quality KW - Wildlife UR - http://ntl.bts.gov/lib/20000/20100/20158/PB98113244.pdf UR - https://trid.trb.org/view/472693 ER - TY - RPRT AN - 01111372 AU - Khosla, N P AU - Sankaran, S AU - Kim, N AU - Kim, Y R AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Comparative Study of Performance of Different Designs for Flexible Pavements. NCFLEX(ver 1.0) Manual PY - 1996/07//Final Report SP - 26p AB - The objective of this research was to conduct a comparative study of performance of different designs for flexible pavements. This objective was approached through extensive field and laboratory testing of test pavements. Also, a comprehensive computer-based design procedures for flexible pavements was developed based on results from the fields and laboratory tests. KW - Computer aided design KW - Failure KW - Fatigue (Mechanics) KW - Field tests KW - Flexible pavements KW - Laboratory tests KW - Mechanical properties KW - Pavement performance KW - Subgrade (Pavements) KW - Traffic surveys UR - http://ntl.bts.gov/lib/20000/20700/20788/PB98149222.pdf UR - https://trid.trb.org/view/871194 ER - TY - RPRT AN - 01111365 AU - Khosla, N Paul AU - Sankaran, S AU - Kim, N AU - Kim, Y R AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Comparative Study of Performance of Different Designs for Flexible Pavements. Volume 1 of 2 PY - 1996/07//Final Report SP - 202p AB - The main thrust of this research is to develop a mechanistic design procedures, for the design of flexible pavement systems that is easy to use by the North Carolina Department of Transportation (NCDOT). No attempt has been made to relate this to available data from other fields studies to verify the veracity of the models developed. KW - Computer aided design KW - Failure KW - Fatigue (Mechanics) KW - Field tests KW - Flexible pavements KW - Laboratory tests KW - Mechanical properties KW - North Carolina KW - Pavement performance KW - Subgrade (Pavements) KW - Traffic surveys UR - http://ntl.bts.gov/lib/20000/20700/20789/PB98149230.pdf UR - https://trid.trb.org/view/871195 ER - TY - RPRT AN - 01111361 AU - Khosla, N P AU - Sankaran, S AU - Kim, N AU - Kim, Y R AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Comparative Study of Performance of Different Designs for Flexible Pavements. Volume 2 of 2 PY - 1996/07//Final Report SP - 260p AB - The objective of this research was to conduct a comparative study of performance of different designs for flexible pavements. The objective was approached through extensive field and laboratory testing of test pavements. KW - Computer aided design KW - Failure KW - Fatigue (Mechanics) KW - Field tests KW - Flexible pavements KW - Laboratory tests KW - Mechanical properties KW - North Carolina KW - Pavement performance KW - Subgrade (Pavements) KW - Traffic surveys UR - http://ntl.bts.gov/lib/20000/20700/20790/PB98149248.pdf UR - https://trid.trb.org/view/871196 ER - TY - RPRT AN - 00924158 AU - McNeal, A F AU - Illinois Department of Transportation AU - Federal Highway Administration TI - PLANNING, DESIGN AND CONSTRUCTION OF AN UNBONDED CONCRETE OVERLAY PY - 1996/07 SP - 38 p. AB - Prior to 1980, Illinois had constructed three unbonded concrete overlays. These overlays were constructed to incorporate portions of the existing alignment and pavement in construction of the interstate system. This report details the planning, design, and construction of a fourth Illinois unbonded concrete overlay. Three design approaches were used to determine the thickness of the overlay: the U.S. Army Corps of Engineers method published in NCHRP Synthesis 99, the AASHTO design method published in the AASHTO Guide for Design of Pavement Structures, and an arbitrary thickness reduction from a new pavement thickness calculation based on the Illinois Department of Transportation (IDOT) Design Manual. IDOT built a 23-cm (9-in.) continuously reinforced unbonded overlay utilizing the existing bituminous overlay as the separation layer or interlayer. The Falling Weight Deflectometer (FWD) data demonstrated an increase in the structural capacity of the pavement due to the addition of the unbonded overlay. Comparing FWD data from a new pavement to the unbonded concrete overlay indicated that a nominally designed 23-cm (9-in.) unbonded concrete overlay is structurally comparable to a nominally designed 25-cm (10-in.) new pavement. Initial costs indicate unbonded concrete overlays can provide a cost effective alternative to complete removal and replacement. KW - Bearing capacity KW - Concrete overlays KW - Construction KW - Continuously reinforced concrete pavements KW - Cost effectiveness KW - Design methods KW - Falling weight deflectometers KW - Illinois KW - Pavement design KW - Planning KW - Rehabilitation (Maintenance) KW - Thickness KW - Unbonded concrete overlays UR - https://trid.trb.org/view/707678 ER - TY - RPRT AN - 00798961 AU - Federal Highway Administration TI - TRAFFIC OPERATIONS CONTROL FOR OLDER DRIVERS AND PEDESTRIANS. SUMMARY REPORT PY - 1996/07 SP - 2 p. AB - The purpose of this investigation was to determine which intersection operational characteristics could be altered to accommodate age-related changes. Two key drivers issues were examined in order to identify the specific older driver problems and then to make recommendations for changes to current standards. The first study concerned how well older drivers understand the various configurations of "protected" (the driver has right of way to make the left turn) and "permitted" (the left-turn vehicle must yield to oncoming traffic) left-turn signals that are currently in use. Researchers found that older drivers do not understand the protected/permitted left-turn signalizations as well as younger drivers do, and that neither group had a full understanding of left-turn signalization. The second study was a controlled field study using an instrumented vehicle to investigate the decision-reaction times and decelerations of younger and older drivers. No significant differences between younger and older drivers were found in this study. KW - Aged drivers KW - Comprehension KW - Deceleration KW - Exclusive phasing KW - Highway traffic control KW - Left turns KW - Permissive phasing KW - Reaction time KW - Signalization KW - Yellow interval (Traffic signal cycle) UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/95169/95169.pdf UR - https://trid.trb.org/view/665933 ER - TY - RPRT AN - 00763204 AU - Strybos, J W AU - Mayer, J B AU - Bronstad, M E AU - Southwest Research Institute AU - Federal Highway Administration TI - GUARDRAIL TESTING PROGRAM III: FINAL REPORT PY - 1996/07 SP - 201 p. AB - This report summarizes seven full-scale crash tests that were conducted on three different longitudinal barriers. Five of these tests were conducted on a variable height stone masonry guardwall, one was conducted on a W-Beam Transition to a Texas Type 101 Bridge Rail, and one was conducted on a Thrie Beam on Wood Post Transition to a New Jersey Shaped Parapet. The tests were conducted according to test procedures in NCHRP Report 350. KW - Aesthetics KW - Barriers (Roads) KW - Compliance KW - Federal lands KW - Guardrail transition sections KW - Impact tests KW - NCHRP Report 350 KW - Parks KW - Parkways KW - Walls UR - https://trid.trb.org/view/497232 ER - TY - RPRT AN - 00762945 AU - Weissmann, J AU - Haas, C AU - McKeever, B AU - Greer, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - PRELIMINARY REPORT ON A REMOTE AUTOMATIC MONITORING AND PUBLIC INFORMATION SYSTEM FOR HAZARDOUS CONDITIONS PY - 1996/07 SP - 80 p. AB - This report identifies and evaluates existing remote automatic monitoring and public information systems for both ice detection on bridges and flood monitoring at low-water crossings. The report encompasses all aspects of these systems, including hardware, software, communications systems, data processing, and meteorological services. This study provides a survey of various state agencies and their experiences with these systems. In addition, this report discusses three alternatives for statewide implementation of these systems. The alternatives examined are those considered by the Texas Department of Transportation, which include (1) the use of two turnkey systems throughout the state (one for ice detection and one for high-water detection); (2) multiple proprietary systems statewide (vendors could vary from district to district); and (3) a combination of components of various proprietary systems. The most feasible and cost-effective option is to allow each district to purchase a system that meets its needs while still remaining within budget. In order for this to work, systems from different vendors must be able to exchange information. Therefore, it is imperative that the systems purchased provide an open systems environment and use a standard data exchange protocol. The report concludes with suggestions for developing a set of implementation guidelines for a remote automatic monitoring and public information system for use during hazardous conditions. KW - Automatic control KW - Communication systems KW - Floods KW - Ice KW - Ice detection KW - Implementation KW - Information processing KW - Meteorology KW - Monitoring KW - Remote sensing KW - Road conditions KW - Road weather information systems KW - Software KW - Water level detection UR - http://ntl.bts.gov/lib/21000/21400/21454/PB99118911.pdf UR - https://trid.trb.org/view/497025 ER - TY - RPRT AN - 00748241 AU - Luker, W AU - Cuellar, S AU - Memmott, J L AU - Danave, R C AU - Steffel, K J AU - Stolp, C AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - THE IMPACT OF A U.S.-MEXICO FREE TRADE AGREEMENT ON THE TEXAS HIGHWAY NETWORK PY - 1996/07 SP - 87 p. AB - The study examines the effect that increased trade with Mexico, as a result of the passage of the North American Free Trade Agreement (NAFTA), will have on the Texas highway network. A dominant portion of overland trade between the United States and Mexico travels through Texas. Exports to and imports from Mexico are expected to increase significantly over the next two decades. The study finds a strong positive relationship between dollar-valued trade flows and border truck crossings. Thus, increased trade will translate into a need for an improvement of highway infrastructure in Texas, particularly in the border areas. Through the adoption of NAFTA, and due to existing cost advantages, Mexican manufacturing will offer improved productivity at a lower cost, which will result in a significant increase in northbound trade, and hence truck traffic, which will pass through the Texas highway network. KW - Axle loads KW - Cost estimating KW - Estimates KW - Impact studies KW - International borders KW - International trade KW - Maintenance KW - Maintenance management KW - Needs assessment KW - North American Free Trade Agreement KW - Texas-Mexico Border region KW - Truck highway damage KW - Trucks UR - http://ntl.bts.gov/lib/20000/20600/20653/PB98137565.pdf UR - https://trid.trb.org/view/473866 ER - TY - RPRT AN - 00740742 AU - Saarenketo, T AU - Scullion, T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - USING ELECTRICAL PROPERTIES TO CLASSIFY THE STRENGTH PROPERTIES OF BASE COURSE AGGREGATES PY - 1996/07 SP - 87 p. AB - Eight different types of Texas aggregates and three Finnish aggregates were tested in order to relate their dielectric value and electrical conductivity, measured at different moisture contents and densities, to their strength and deformation properties. The dielectric value and electrical conductivity were measured in the laboratory using a surface probe and dielectric meter. The real and imaginary part of the dielectric value of aggregate fines were measured with a Surface Network Analyzer over a frequency range from 30 MHz to 3.0 GHz. Aggregate strength properties were obtained using a Dynamic Cone Penetrometer (DCP) and Resilient Modulus Tests. Aggregate suction properties and their behavior during the freeze/thaw cycles were monitored with a special Tube Suction Test and Freeze/Thaw Test developed by the authors. The purpose of this study was to evaluate what range of dielectric values and electrical conductivities can be expected when processing and interpreting Ground Penetrating Radar (GPR) survey results. Dielectric values affect the radar signal velocity and the time/thickness scale of radar profile. It was also hoped to determine if these dielectric properties of aggregates correlate with their strength and deformation properties. The result of the study showed that the dielectric value and electrical conductivity related to both the strength and deformation properties and frost susceptibility of base course aggregates. The dielectric value correlates well with the California Bearing Ratio (CBR) value of compacted base materials. Low dielectric values (5.5-6.5) in compacted samples indicate the presence of thin and well-arranged adsorption water and optimum strength properties. Higher values indicate that the material is sensitive to moisture, and dielectric values over 9-10 are "alarm values" because they can have unfrozen water in their structure when the material freezes. If the dielectric value is greater than 16 the base material will become plastic and deformation will occur in the structure. High electrical conductivity values indicate high amounts of ions dissociated to the free water, and this can cause positive pore pressure in base materials. Saturation hysteresis was also found to have a substantial effect on base strength. KW - Aggregates KW - Base course (Pavements) KW - California bearing ratio KW - Cone penetrometers KW - Deformation KW - Density KW - Dielectric properties KW - Dielectric values KW - Electrical conductivity KW - Freeze thaw tests KW - Frost susceptibility KW - Ground penetrating radar KW - Hysteresis KW - Laboratory tests KW - Modulus of resilience KW - Moisture content KW - Moisture susceptibility KW - Pore pressure KW - Soil suction KW - Strength of materials UR - https://trid.trb.org/view/573554 ER - TY - RPRT AN - 00739858 AU - Denison, D AU - Hackbart, M AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - THE MOTOR FUEL TAX EVASION ISSUE IN KENTUCKY PY - 1996/07 SP - 76 p. AB - Tax evasion is an elusive and burgeoning problem. Methods of tax evasion are continually changing and adapting to new methods of tax enforcement. However, there are strategies that can reduce the potential loss due to fuel tax evasion. This study of fuel tax evasion in Kentucky and the southeastern states provides additional information regarding the causes and nature of the road fund tax evasion problems, and identifies state and federal/state efforts to mitigate the tax evasion challenge. The concepts, issues, and recommendations in this report can aid in reducing evasion of the Kentucky motor fuels tax and increase the resources collected in the Kentucky Road Fund. KW - Costs KW - Diesel fuels KW - Law enforcement KW - Motor fuels KW - Road user costs KW - Tax evasion KW - Taxation KW - Travel budgets UR - https://trid.trb.org/view/573229 ER - TY - RPRT AN - 00737927 AU - Benson, J D AU - Borowiec, J D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - IMPROVING ASSIGNMENT RESULTS FOR AIR QUALITY ANALYSES PY - 1996/07 SP - 76 p. AB - The hypothesis to be tested under this study was that improved 24-hour assignment results could be achieved by implementing time-of-day assignment procedures. The objectives of the study were: (1) To quantify the improvements in the 24-hour assignment results which can be obtained from using time-of-day modeling techniques in the development of 24-hour volume estimates; and (2) To measure the impact of the time-of-day modeling approach on mobile source emission estimates versus those developed using 24-hour assignment results factored to represent time-of-day volume estimates. The Houston-Galveston regional travel models and base year data were selected as the data base for this study. Neither assignment technique emerged as clearly better in replicating the count-based volume estimates. These results suggest that the users could feel equally comfortable in estimating 24-hour volumes for the Houston-Galveston region from either the four time-of-day assignments or the traditional 24-hour assignment. Likewise, neither assignment technique emerged as the better approach for developing emission estimates. There were sufficient differences in the mobile source emission estimates to suggest that the same assignment methodology should be used to compare alternatives to assure that the differences in the emission estimates would be attributable to differences in the alternatives and not to differences in the assignment methodology. Finally, a proposed set of impedance adjustment functions was developed, which is expected to produce better speed results within the assignment process for time-of-day assignments. KW - Air quality KW - Estimates KW - Periods of the day KW - Pollutants KW - Traffic assignment KW - Traffic volume UR - https://trid.trb.org/view/572381 ER - TY - RPRT AN - 00737931 AU - Zwahlen, H T AU - Schnell, T AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF TEMPORARY PAVEMENT MARKING SYSTEMS FOR RESURFACING ZONES PY - 1996/07 SP - 217 p. AB - A survey of the state departments of transportation and the Ohio Department of Transportation (ODOT) District traffic engineers was conducted and has provided some insight into the temporary pavement marking practices applied by the highway agencies across the United States. A computerized, animated driver comprehensive study was conducted and the results have shown that the proposed Federal system and the fully restored center line system generally did a better job in conveying the correct passing/no-passing information than the current ODOT system. However, the study also suggested that the current ODOT system has the potential for improvement when coded temporary pavement markings are used. A subjective evaluation of selected temporary pavement marking systems in the field involving 12 evaluators has indicated that the use of the center line to convey passing information was more appreciated by the evaluators than the use of traffic signs. Vehicle speed and lateral position measurements in the field were conducted and have indicated that drivers seem to lower their vehicle speeds under poor pavement marking visibility conditions. Driver eye fixation data were collected and it was found that some of the newly designed experimental traffic signs (especially symbolic signs) are requiring an excessive number of eye fixations in order to process the information displayed on these new signs. The eye scanning records were also analyzed with regard to driver road eye fixations under nighttime driving conditions. It was found that darker pavement markings cause shorter preview distances and preview times. The Ohio University proprietary contrast based pavement marking visibility model CARVE was used to determine the maximum longitudinal distance of resurfaced roadway [maximum gap distance (MGD) under dry, non-glare, low-beam illumination conditions] for which no pavement markings are required. MGD was found to be 38 m. CARVE was also used to determine the maximum tolerable pavement marking obliteration for given pavement marking configurations. The allowable obliteration ranged from 10% to 30% of the retro-reflective area removed. Based upon the results it is recommended to use coded temporary center lines, implemented with removable, high quality retro-reflective pavement marking tape. KW - Automobile driving KW - Center lines KW - Computer models KW - Eye fixations KW - Field studies KW - Following distance KW - Lateral placement KW - Maximum gap distance KW - Measurement KW - Motor vehicles KW - Night KW - Night driving KW - Ohio KW - Resurfaced pavements KW - Resurfacing KW - Retroreflectivity KW - Road markings KW - Rural highways KW - Speed KW - State departments of transportation KW - Temporary KW - Traffic marking obliteration KW - Traffic signs KW - Traffic speed KW - Two lane highways KW - Visibility distance UR - https://trid.trb.org/view/572385 ER - TY - RPRT AN - 00736882 AU - Carvell, J D AU - Seymour, E J AU - Walters, C H AU - Starr, T R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DALLAS AREA-WIDE INTELLIGENT TRANSPORTATION SYSTEM PLAN PY - 1996/07 SP - 196 p. AB - This report documents the development of a comprehensive plan for implementation of Intelligent Transportation Systems (ITSs) in the Dallas area. Objectives, findings, and recommendations are summarized as follows: 1. Develop a Broadly Based Steering Committee - A committee was formed with representatives from various transportation-related agencies including ten cities, Texas Department of Transportation (TxDOT), Dallas County, Dallas Area Rapid Transit, North Central Texas Council of Governments, Federal Highway Administration (FHWA), universities, several consultants, and other private sector companies. 2. Assess Existing Traffic Management System (TMS) and Potential ITS Technology - An inventory of existing TMSs and transportation facilities was compiled. Thirty of the cities in the study area were surveyed to determine incident management procedures and to identify particular problems or needs. 3. Identify Institutional Issues and Legal Barriers - A workshop was held to examine any potential institutional issues which might be barriers to area-wide traffic management. It was generally agreed that a regional concept was essential, but not necessarily as a regional control center. The cities still wanted to have control of traffic management within their particular jurisdiction but were open to cooperative operation for incident conditions across city limit lines. Under incident conditions, predetermined, jointly developed signal timing plans would be called for from a Dallas Area Transportation Management Center (DATMC). 4. Develop an Implementable, Area-Wide Multi-Jurisdictional ITS Plan - Projects are defined for both freeway and surface street systems. Included are Advanced Traffic Management Systems (ATMS), Advanced Traffic Information Systems (ATIS), Advanced Public Transit Systems (APTS), Advanced Vehicle Safety Systems (AVSS) [formerly Advanced Vehicle Control Systems (AVCS)], and Commercial Vehicle Operations (CVO) elements and their interaction. The DATMC will be operated by TxDOT but with sharing of video images and traffic data among the various operating agencies over a wide-area network. Since a communications backbone network will not be in place for some time, much of the Closed Circuit Television (CCTV) system will initially be in compressed video format transmitted over leased Integrated Serviced Digital Network (ISDN) lines. The recommended plan reflects both State and National Architecture efforts. 5. Develop Costs, Benefits, and an Implementation Plan - Costs, benefits, and a staged implementation plan were developed and emphasize near-term improvements to incident management procedures, mobility assistance patrol upgrades, and other ITS elements. A medium- and long-term implementation plan is specified. A benefit-cost ratio of 17:1 was estimated for the recommended plan. KW - Administration KW - Advanced public transportation systems KW - Advanced traffic information systems KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Area traffic signal control KW - Benefit cost analysis KW - Commercial vehicle operations KW - Committees KW - Dallas (Texas) KW - Highway traffic control KW - Highway traffic control systems KW - Implementation KW - Incident management KW - Institutional issues KW - Intelligent transportation systems KW - Inventory KW - Legal barriers KW - Socioeconomic development KW - Steering committees KW - System architecture KW - System design KW - Technology assessment KW - Traffic control centers KW - Traffic control centers KW - Vehicle safety UR - https://trid.trb.org/view/479080 ER - TY - RPRT AN - 00735697 AU - Research and Special Programs Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE SAN FRANCISCO BAY METROPOLITAN AREA. FINAL REPORT PY - 1996/07 SP - 42 p. AB - FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving the metropolitan areas. The EPRs also are intended to determine the effects of planning on transportation investment processes. The EPR for the San Francisco Bay metropolitan area included a federal site visit from October 30 to November 3, 1995. At the conclusion of the visit the federal team presented preliminary observations and recommendations to the local agencies taking part in the review. This final report describes the EPR in detail and provides summary conclusions as well as a complete set of observations and recommendations. KW - City planning KW - Enhanced planning reviews KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Recommendations KW - Reviews UR - http://web.tongji.edu.cn/~yangdy/plnrpt/sfhtm.htm UR - https://trid.trb.org/view/478407 ER - TY - RPRT AN - 00735699 AU - Research and Special Programs Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE WASHINGTON, D.C. METROPOLITAN AREA PY - 1996/07 SP - 38 p. AB - FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs also are intended to determine the effects of planning on transportation investment processes. The EPR for the Washington, DC metropolitan area included federal site visits on December 12 and 13, 1994 and February 14 and 15, 1995. At the conclusion of the visit the federal team presented preliminary observations and recommendations to the local agencies taking part in the review. This final report describes the EPR in detail and provides summary conclusions as well as a complete set of observations and recommendations. KW - City planning KW - Enhanced planning reviews KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Recommendations KW - Reviews UR - http://web.tongji.edu.cn/~yangdy/plnrpt/washhtm.htm UR - https://trid.trb.org/view/478409 ER - TY - RPRT AN - 00735698 AU - Research and Special Programs Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE CHICAGO METROPOLITAN AREA. FINAL REPORT PY - 1996/07 SP - 46 p. AB - FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs also are intended to determine the effects of planning on transportation investment processes. The EPR for the Chicago metropolitan area included a federal site visit from December 11 through December 14, 1995. At the conclusion of the visit the federal team presented preliminary observations and recommendations to the local agencies taking part in the review. This final report describes the EPR in detail and provides summary conclusions as well as a complete set of observations and recommendations. KW - City planning KW - Enhanced planning reviews KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Recommendations KW - Reviews UR - http://ntl.bts.gov/lib/50000/50300/50356/007432.pdf UR - https://trid.trb.org/view/478408 ER - TY - RPRT AN - 00734600 AU - Nazarian, S AU - Pezo, R AU - Picornell, P AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN APPROACH TO RELATE LABORATORY AND FIELD MODULI OF BASE MATERIALS PY - 1996/07 SP - 172 p. AB - The main objective of this report is to combine the resilient moduli from laboratory testing of base materials with those obtained in the field using nondestructive testing devices. Laboratory tests were carried out in two stages. First, virgin materials from the quarry compacted to optimum moisture content were tested. In the second stage, similar base materials were retrieved from in-service roads. Specimens were prepared and tested at the corresponding field densities and moisture contents. Nondestructive tests were performed with the Falling Weight Deflectometer (FWD) and the Seismic Pavement Analyzer. It was found that it may be difficult to directly compare moduli from laboratory and field tests. A methodology was proposed that can be used to combine these parameters in pavement design. The proposed methodology should be validated and modified using field tests. Results from accelerated pavement tests should be particularly valuable. KW - Alternatives analysis KW - Base course (Pavements) KW - Falling weight deflectometers KW - Field tests KW - Laboratory tests KW - Modulus of resilience KW - Nondestructive tests KW - Pavement design KW - Seismic pavement analyzers KW - Test procedures UR - https://trid.trb.org/view/477964 ER - TY - RPRT AN - 00734592 AU - Storey, B B AU - McFalls, J A AU - Godfrey, S H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - THE USE OF COMPOST AND SHREDDED BRUSH ON RIGHTS-OF-WAY FOR EROSION CONTROL: FINAL REPORT PY - 1996/07 SP - 240 p. AB - Highway construction practices have historically been viewed as a major contributor of non-point source pollution. Damage control measures implemented for construction site erosion can include erosion control nets, open-weave geotextiles, geosynthetic mattings, erosion control blankets, loose mulches, hydro-mulches, and chemical soil binders. The Texas Department of Transportation is taking a proactive approach to erosion control research by investigating the use of shredded brush and composted organic waste from right-of-way clearing operations as erosion control measures. Testing was done at the TxDOT/TTI Hydraulics and Erosion Control Field Laboratory at the Texas A&M University Riverside Campus in a simulated highway environment. The testing consisted of six plots, three sand and three clay, on a 1:3 slope. Three materials were applied to the test plots: compost, consisting of mixed yard debris and municipal sewage sludge; shredded wood with a polyacrylide tackifier; and shredded wood with a hydrophilic colloid tackifier. Rain simulations for 1-year, 2-year, and 5-year storm events were tested for sediment loss on the plots. The percentage of vegetative cover was analyzed using the Vegetation Coverage Analysis Program. The results demonstrated that compost and shredded wood with tackifier are as effective as many of the standard erosion control materials and surpass others in cost effectiveness, vegetation establishment, and slope protection. KW - Brush control KW - Compost KW - Construction sites KW - Cost effectiveness KW - Drainage KW - Effectiveness KW - Erosion control KW - Measures of effectiveness KW - Mulches KW - Planting KW - Rain KW - Right-of-way clearing KW - Roadside KW - Shredded brush (Vegetation) KW - Shredding KW - Simulation KW - Slope protection KW - Slopes KW - Soil stabilization KW - Storm water management KW - Storms KW - Testing KW - Vegetation KW - Vegetation establishment KW - Water control UR - https://trid.trb.org/view/471447 ER - TY - RPRT AN - 00734591 AU - Button, J W AU - Williams, D AU - Scherocman, J A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ROOFING SHINGLES AND TONER IN ASPHALT PAVEMENTS PY - 1996/07 SP - 130 p. AB - Existing information on the use of roofing waste in hot mix asphalt (HMA) was obtained from reviews of published and unpublished literature and interviews of cognizant individuals. Ground waste roofing is available from at least 3 locations in Texas. Laboratory testing was performed on HMA containing roofing manufacturing waste (new roofing) and consumer (tear off) roofing waste. Two types of HMA were modified with ground roofing and tested in the laboratory: dense-graded and coarse matrix-high binder (CMHB) surface mixtures. Roofing waste was added to HMA at 5% and 10% and the engineering properties of the resulting HMA mixtures were compared to untreated mixtures. Laboratory tests consisted of Hveem stability, indirect tension, resilient modulus at several temperatures, moisture susceptibility, Texas Department of Transportation static creep, air void content, and voids in the mineral aggregate (VMA). The findings indicate that roofing waste is a viable waste stream that has utility in HMA. It should be possible to incorporate 5% or less roofing waste into typical HMA paving mixtures and have a product that will meet the standard quality control specifications. Because of the relatively higher VMA and asphalt film thickness, a CMHB mixture may be more capable of accommodating roofing waste than a dense graded mixture. Standard procedures for mixture design and quality control appear satisfactory for HMA containing roofing waste. Materials specifications and construction guidelines for using roofing waste in HMA paving mixtures were developed. The use of waste toner (dry ink) in asphalt is briefly mentioned on pages 11-12. KW - Air voids KW - Air voids content KW - Construction KW - Creep KW - Ground roofing waste KW - Guidelines KW - Guides to the literature KW - Hot mix asphalt KW - Hveem test KW - Indirect tensile test KW - Interviewing KW - Laboratory tests KW - Literature reviews KW - Materials KW - Materials specifications KW - Modulus of resilience KW - Moisture content KW - Moisture susceptibility KW - Roofing shingles KW - Specifications KW - Tension tests KW - Tile and shingles KW - Toner (Dry ink) KW - Voids (Mineral aggregate) UR - https://trid.trb.org/view/471446 ER - TY - RPRT AN - 00734595 AU - Ullman, G L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRAFFIC MANAGEMENT SYSTEM CONSIDERATIONS IN FREEWAY DESIGN AND REDESIGN PY - 1996/07 SP - 62 p. AB - This report describes some of the major issues relating to traffic management system components that should be addressed during preliminary and final freeway design or redesign/reconstruction. Items discussed include the location and design of the data communications trunk line, closed-circuit television camera placement, changeable message signs and lane control signal considerations, and freeway design features affecting ramp metering and incident response. Guidelines are presented to assist transportation agencies in coordinating the design of physical freeway elements with the design of various components of a freeway traffic management system. KW - Cameras KW - Closed circuit television KW - Coordination KW - Data communications KW - Design KW - Freeway design KW - Freeways KW - Highway design KW - Highway traffic control KW - Incident management KW - Incident response KW - Lane use control signals KW - Location KW - Placement KW - Ramp metering KW - Reconstruction KW - Redesign KW - Variable message signs UR - https://trid.trb.org/view/471450 ER - TY - RPRT AN - 00728502 AU - Tierney, K AU - Decker, S AU - Proussaloglou, K AU - Rossi, T AU - Ruiter, E AU - McGuckin, N AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - TRAVEL SURVEY MANUAL: APPENDICES PY - 1996/07 SP - v.p. AB - This Travel Survey Manual provides transportation planners with guidance for developing and implementing the most common types of travel surveys, including: household travel and activity surveys; vehicle intercept and external station surveys; transit onboard surveys; commercial vehicle surveys; workplace and establishment surveys; special generator, hotel, and visitor surveys; and parking surveys. The manual assumes that the user has recognized the need for newer or different disaggregate modeling data, that the need for survey research of some kind has been defined, and that the user has developed a detailed modeling plan and has a strong understanding of the data requirements for the anticipated models. This manual does not address transportation modeling explicitly. This volume contains the appendices to the manual. KW - Accuracy KW - Alternatives analysis KW - Coding systems KW - Geographic information systems KW - Guidelines KW - Implementation KW - Management KW - Manuals KW - Options KW - Precision KW - Quality control KW - Survey methods KW - Surveys KW - Travel surveys UR - http://ntl.bts.gov/lib/4000/4500/4530/1392a.pdf UR - https://trid.trb.org/view/467862 ER - TY - RPRT AN - 00728432 AU - Nazarian, S AU - Pezo, R AU - Picornell, M AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - TESTING METHODOLOGY FOR RESILIENT MODULUS OF BASE MATERIALS PY - 1996/07 SP - 180 p. AB - The main objective of this report is to describe a proposed resilient modulus testing procedure which has been developed for the Texas Department of Transportation. This procedure contains the main characteristics of the AASHTO T294-92 procedure with several exceptions. The loading sequence is modified to avoid subjecting the specimens to high deviatoric stresses at low confining pressures. The conditioning cycles are eliminated and replaced by grouting the specimen to the platens to minimize disturbance to the specimen during stage testing. The effects of end restraint on the measured deformations are minimized by using a gage length equal to the middle one-third of the specimen. To avoid well-known problems with mounting LVDTs on the specimen, non-contact probes are utilized to measure the deformations. To maximize the amount of information gained from testing, the lateral deformations are measured with non-contact probes to determine the Poisson's ratio. Based on tests on synthetic and base materials from different parts of Texas, the methodology proposed here seems to yield more accurate and repeatable results. In addition, compared to the AASHTO protocol, the preparation and setup of the specimen are more convenient and less time consuming. KW - Aashto t294-92 KW - Accuracy KW - Alternatives analysis KW - Base course (Pavements) KW - Laboratory tests KW - Modulus of resilience KW - Productivity KW - Repeatability KW - Test procedures KW - Testing equipment KW - Time savings UR - https://trid.trb.org/view/465325 ER - TY - RPRT AN - 00728645 AU - Nazarian, S AU - Pezo, R AU - Nori, SRG AU - Picornell, M AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - PREDICTING RHEOLOGICAL PARAMETERS OF RECLAIMED ASPHALT CEMENT WITH WAVE PROPAGATION TECHNIQUES PY - 1996/07 SP - 85 p. AB - A methodology to predict the rheological parameters of asphalt cement from elastic modulus or from the indirect tensile (IDT) strength of the mix is presented. Wave propagation techniques were used to determine the modulus of the mix. Numerous specimens, prepared from 4 different mixtures with different asphalt contents and voids in the total mixes (VTMs), were oven aged for different periods. The elastic modulus and IDT strength of each specimen were determined, and its asphalt cement was recovered to evaluate its rheological properties. The effects of different parameters, such as asphalt content and VTM, on relationships between elastic modulus or IDT strength with rheological properties were determined. Models were developed for determining the penetration and kinematic viscosity of the asphalt using the elastic modulus or IDT strength of the mix. Prediction charts were also generated to estimate the asphalt grade of the material using the elastic modulus of the mix. KW - Asphalt KW - Flexible pavements KW - Pendulum tests KW - Rheological properties KW - Viscosity KW - Wave motion UR - https://trid.trb.org/view/465411 ER - TY - RPRT AN - 00728400 AU - Tierney, K AU - Decker, S AU - Proussaloglou, K AU - Rossi, T AU - Ruiter, E AU - McGuckin, N AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - TRAVEL SURVEY MANUAL PY - 1996/07 SP - 594 p. AB - This Travel Survey Manual provides transportation planners with guidance for developing and implementing the most common types of travel surveys, including: household travel and activity surveys; vehicle intercept and external station surveys; transit onboard surveys; commercial vehicle surveys; workplace and establishment surveys; special generator, hotel, and visitor surveys; and parking surveys. The manual assumes that the user has recognized the need for newer or different disaggregate modeling data, that the need for survey research of some kind has been defined, and that the user has developed a detailed modeling plan and has a strong understanding of the data requirements for the anticipated models. This manual does not address transportation modeling explicitly. Chapter 1 provides an introduction. Chapter 2 discusses the generic travel survey process. Chapter 3 describes the types of surveys and selecting the proper types of travel surveys. Management and quality control are addressed in Chapter 4, and precision and accuracy in travel surveys in Chapter 5. Chapters 6 through 12 describe, respectively, each of the survey types listed above. The emerging use of new types of survey data is examined in Chapter 13. Chapter 14, the final chapter, discusses geocoding of survey data. Appendices A through K are listed in the Table of Contents, but are not included in this publication. KW - Accuracy KW - Alternatives analysis KW - Coding systems KW - Geographic information systems KW - Guidelines KW - Implementation KW - Management KW - Manuals KW - Options KW - Precision KW - Quality control KW - Survey methods KW - Surveys KW - Travel surveys UR - http://ntl.bts.gov/lib/4000/4500/4529/1392.pdf UR - https://trid.trb.org/view/465304 ER - TY - RPRT AN - 00728353 AU - Burati, J L AU - Connell, J AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - STUDY OF ALTERNATIVE PROCEDURES FOR CONTROLLING AND ACCEPTING ASPHALT MIXTURES PY - 1996/07 SP - 63 p. AB - There is much concern over chlorinated solvents currently used for asphalt content extraction testing. This research was undertaken to investigate alternative methods that do not use chlorinated solvents for asphalt cement (AC) content determination. Methods considered include nuclear asphalt content gauges, extraction with biodegradable solvents, ignition oven, and recordation. Information was gathered from the literature, from a survey of all state highway agencies, and from interviews with selected agencies. The advantages and disadvantages of each of the alternative methods were identified and are presented in the report. The report recommends that the South Carolina Department of Transportation (SCDOT) further investigate the adoption of the ignition oven method. The ignition method has exhibited promising preliminary results. However, there are still issues with the oven, particularly over calibration procedures and the effect of hydrated lime on its results, that need to be resolved with further investigation. It was also recommended that SCDOT consider the use of biodegradable solvent extraction as an interim or back up to the use of the ignition oven. If necessary, biodegradable solvents could be used with existing equipment as an interim measure while the ignition oven is studied further. Since SCDOT is in the process of switching from AC content and aggregate gradation to voids and VMA (voids in the mineral aggregate) as acceptance properties, it was suggested that it may wish to consider automatic recordation as a possible option for contractor quality control in the future. This may be a less attractive option for mixes that contain recycled asphalt pavement (RAP). KW - Acceptance tests KW - Asphalt content KW - Asphalt mixtures KW - Biodegradability KW - Chemical analysis KW - Chlorinated solvents KW - Chlorination KW - Chlorine compounds KW - Data collection KW - Extraction (Chemistry) KW - Guides to the literature KW - Ignition oven KW - Interviewing KW - Literature reviews KW - Nuclear gages KW - Quality control KW - Recommendations KW - Recordation KW - Resource extraction KW - Solvents KW - State highway departments KW - Surveys UR - https://trid.trb.org/view/465282 ER - TY - RPRT AN - 00727257 AU - Reyes, R AU - MacKean, C AU - Aschenbrener, T AU - Colorado Department of Transportation AU - Federal Highway Administration TI - DETERMINING THE ASPHALT CEMENT CONTENT OF BITUMINOUS MIXTURES USING THE NCAT ASPHALT CONTENT OVEN PY - 1996/07 SP - 110 p. AB - The purpose of this study was to develop a procedure for accurately and efficiently measuring the asphalt cement (AC) content of bituminous mixtures using the National Center for Asphalt Technology (NCAT) Asphalt Content Oven. The results were documented and a test procedure was written which incorporated the study findings. The results of this study demonstrate that the NCAT Asphalt Content Oven can be used to measure AC contents accurately. In addition to evaluating the NCAT asphalt content measurement method, an external scale method using the NCAT Asphalt Content Oven was developed. Using the external scale method the standard deviation for the differences between the actual and measured AC contents was 0.073 when applying a two-specimen mixture correction factor. The study set included 41 bituminous specimens. A mixture correction factor is required when measuring the AC contents of field produced samples. KW - Accuracy KW - Asphalt content KW - Bituminous mixtures KW - Measuring methods KW - Ncat asphalt content oven KW - Ovens UR - https://trid.trb.org/view/461469 ER - TY - RPRT AN - 00726025 AU - Abendroth, R E AU - Sanders, W W AU - Mahadevan, V AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - A CONTINUOUS SPAN ALUMINUM GIRDER CONCRETE DECK BRIDGE - FINAL REPORT. PART 1 OF 2: FIELD TEST PERFORMANCE AND EVALUATION PY - 1996/07 SP - 120 p. AB - This report addresses the field testing and analysis of those results to establish the behavior of the original Clive Road Bridge that carried highway traffic over Interstate 80 (I-80) in the northwest region of Des Moines, Iowa. The bridge was load tested in 1959, shortly after its construction and in 1993, just prior to its demolition. This report presents some of the results from both field tests, finite element predictions of the behavior of aluminum bridge girders, and load distribution studies. KW - Aluminum KW - Continuous girder bridges KW - Field tests KW - Finite element method KW - Finite elements KW - Forecasting KW - Girder bridges KW - Girders KW - Highway bridges KW - Load tests KW - Load transfer KW - Performance evaluations UR - https://trid.trb.org/view/461069 ER - TY - RPRT AN - 00725576 AU - Dana, M N AU - Kemery, R D AU - Boszor, B S AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - WILDFLOWERS FOR INDIANA HIGHWAYS PY - 1996/07 SP - 158 p. AB - Questions concerning wildflower usage on Indiana highway rights-of-way were investigated. Native prairie wildflower seed quality was found to be highly variable among supply companies, species, and years. Less variability was found among "garden" wildflower species and suppliers. Direct seeding was found to be successful with six species of native prairie forbs: Butterfly Milkweed (Asclepias tuberosa), Wild Bergamot (Monarda fistulosa), New England Aster (Aster novae-angliae), Pale-purple Coneflower (Echinacea pallida), Gray-headed Coneflower (Ratibida pinnata), and Ironweed (Vernonia fasciculata). Five species of "garden" wildflowers performed well: Common Cosmos (Cosmos bipinnatus), Yellow Cosmos (Cosmos sulphureus), Cornflower (Centaurea cyanus), Goldenwave (Coreopsis tinctoria), and Black-eyed Susan (Rudbeckia hirta). Significant variation was found for species establishment success with respect to soil type. Seedling transplanting was found to be a successful method for establishment of forb species, especially those that are difficult to establish by direct seeding. Eight-inch deep seedling tubes increased plant survival compared to plants produced in five-inch deep tubes. Use of water-holding polymers in the growing medium, or inoculation with vesicular-arbuscular mycorrhizal fungi did not improve forb transplant survival. VAM inoculation did result in larger plants after the first growing season. The costs of establishment and management of wildflowers varied with the type and management strategy. Wildflowers were found to be cost-effective when compared to the current grass monoculture vegetation strategy used by the Indiana Department of Transportation. "Garden" wildflowers were less costly to establish, but were more costly on an annual basis. Prairie plant community wildflowers were more costly initially, but became cost effective when low, long-term management costs were factored into the analysis. KW - Cost effectiveness KW - Costs KW - Native plants KW - Right of way (Land) KW - Seeding KW - Seedling transplant KW - Vegetation KW - Vegetation control KW - Wildflowers UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1698&context=jtrp UR - https://trid.trb.org/view/460904 ER - TY - RPRT AN - 00725526 AU - Miller, A B AU - McGeehan, D D AU - Clark, K M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A SURVEY OF NON-ARCHED HISTORIC CONCRETE BRIDGES IN VIRGINIA CONSTRUCTED PRIOR TO 1950 PY - 1996/07 SP - 118 p. AB - Bridges are among the cultural resources that must be considered for historic significance under the Historic Preservation Act of 1966. The Virginia Transportation Research Council conducted pioneering studies of Virginia's early metal truss bridges and concrete and masonry arch bridges during the 1970s and 1980s, but no comprehensive evaluation of non-arched concrete bridges in Virginia was undertaken. The lack of information on non-arched concrete bridges made the case-by-case evaluation of these bridges in construction or maintenance projects a standard practice. Most of these studies were done by outside consultants, a time-consuming and expensive method which yielded only information about particular bridges, not comparative or contextual data on non-arched bridges as a whole. This study rectifies this lack of information and analysis of non-arched concrete bridges built before 1950 (a cut-off date chosen because, in general, a structure must be 50 years of age or older to be considered historically significant under National Register criteria). Given the average monetary cost of $10,000 per consultants' study, and an average time frame of 90 to 120 days, it is estimated that this project has already saved the Virginia Department of Transportation more than $500,000 and eliminated a typical three to four month delay for each project. Projected savings arising from this project are estimated at approximately $2.5 million over the next ten years. As construction and maintenance projects are initiated on older non-arched concrete bridges, the benefits from this survey in costs and time saved will continue to accumulate. The project consisted of field survey, data tabulation, documentary research into historic non-arched concrete bridge types, and comparison of the resulting information on bridge chronology, technology, and usage during the first half of the 20th century. Criteria for the evaluation of historic significance were developed and applied, and a final review of the results was done with the Historic Structures Task group (an interdisciplinary historic transportation study committee) and the State Historic Preservation Officer. Of 1,420 non-arched concrete bridges built before 1950, fewer than a dozen were found individually eligible for the National Register of Historic Places. This project identified Virginia's few significant bridges of this type for appropriate management, and cleared over 1,400 bridges, the great majority of Virginia non-arched concrete bridges, for necessary maintenance and upgrade. KW - Bridge management KW - Bridge management systems KW - Concrete bridges KW - Field studies KW - Historic bridges KW - Historic preservation KW - Virginia UR - http://ntl.bts.gov/lib/36000/36900/36981/97-R1.pdf UR - https://trid.trb.org/view/460851 ER - TY - RPRT AN - 00725495 AU - Federal Highway Administration TI - FHWA STUDY TOUR OF NORTHUMBERLAND STRAIT CROSSING PROJECT (NSCP) PY - 1996/07 SP - 74 p. AB - The Northumberland Strait Crossing Project (NSCP) in Canada, between New Brunswick and Prince Edward Island, offered an opportunity to learn firsthand how a private developer is financing, designing, and constructing a major bridge and how the developer plans to operate and maintain it under a long-term agreement with the Government of Canada. Besides the unique contractual and financial arrangements, the NSCP has addressed significant engineering challenges involved in building a major bridge in a short time in a severe climate. In addition, the crossing is located in an environmentally sensitive area and was the focus of several major environmental investigations. Also, the social impact of erecting this bridge has been the subject of much discussion and public debate. To learn more about the project, a three-day scanning review team visited the site in September 1995, under sponsorship of the Federal Highway Administration's (FHWA's) Office of International Programs. The objectives were to observe, investigate, and document detailed program and technical information on the development, construction, and planned operation of the NSCP. The study focused on three areas: Program management and innovative financing; Engineering design, construction, and maintenance; and Environmental management. The scanning team members consisted of representatives of the Federal Government, of the departments of transportation of Florida, Maryland, and Wisconsin, and of the private sector. This report presents the scanning team's findings. It is organized as follows: (1) Executive Summary; (2) Background; (3) Administration, Financing, and Contracting; (4) Design, Construction, and Materials Technology; (5) Environmental Issues; (6) Findings and Recommendations; (7) Acknowledgments; (8) Sources of Information; (9) Acronyms; and (10) Photographs. KW - Bridge construction KW - Bridge design KW - Bridge maintenance KW - Bridges KW - Construction KW - Environmental policy KW - Financing KW - Innovation KW - Maintenance KW - Northumberland Strait (Canada) KW - Project management KW - Public private partnerships KW - Recommendations KW - Structural design KW - Study tours UR - http://international.fhwa.dot.gov/Pdfs/NorthumberlandStrait.pdf UR - https://trid.trb.org/view/460820 ER - TY - RPRT AN - 00725498 AU - Federal Highway Administration TI - SAXTON HIGHWAY ELECTRONICS LABORATORY PY - 1996/07 SP - 2 p. AB - This 2-page report describes the Saxton Highway Electronics Laboratory at the Turner-Fairbank Highway Research Center, McLean, Virginia. The laboratory is a modern design and fabrication facility with over 520 square meters of space, consisting of a large three-bay vehicle preparation laboratory, model shop, test and storage area, and the main electronics laboratory. It is named to honor Lyle G. Saxton, a retired electronics engineer who contributed a great deal to the fields of safety and traffic operations research. Examples of the products developed in the laboratory are the Lateral Acceleration Sensor System, the Sign Simulator Zoom Lens System, a people mover (modified electric vehicle) for studying sign visibility under various lighting conditions, a fault meter for measuring the difference in pavement joint levels, the Cone Data Acquisition System, a Hydraulics Laboratory platform mover, moisture probes, a resistivity probe switch box, and a road surface analyzer. Each of these products is briefly described. KW - Electronics laboratory KW - Test facilities KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/460823 ER - TY - RPRT AN - 00725002 AU - Federal Highway Administration TI - RESEARCH AND TECHNOLOGY PROGRAM 1996-2000: A SUMMARY OF FHWA'S RESEARCH AND TECHNOLOGY PROGRAM PY - 1996/07 SP - 42 p. AB - This report provides the outlook for the Federal Highway Administration's (FHWA's) Research and Technology (R&T) Program for 1996-2000. It identifies the transportation issues that the FHWA can help resolve; and the R&T products, practices, or services that the FHWA develops and delivers to do so. The R&T Program is funded through FHWA's annual appropriations and authorizations in the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), and will continue to develop and implement new technologies that can improve transportation performance at lower overall costs. The report includes the introduction, and an explanation of the R&T Program Management. The Research and Technology Executive Board provides policy direction and reviews FHWA's R&T Program priorities. The Research and Technology Coordinating Groups, composed of cross-organizational FHWA groups, develop and review the R&T Program budget and acquisition plans. The Research and Technology Coordinating Committee, convened by the Transportation Research Board at FHWA's request, assists FHWA in identifying research gaps and duplications, and plans ways to increase State, local, and private sector participation in highway research. The report also includes a list of abbreviations at the end. The report covers the following research areas: highway safety; motor carrier safety; intelligent transportation systems (includes advanced travel management, advanced commercial vehicle systems, rural applications of ITS, system architecture and standards, and automated highway system); infrastructure assessment and renewal (includes research and development: pavements and structures; materials to strengthen and enhance performance; construction repair, and rehabilitation of highway infrastructure; systems management to increase service life; infrastructure to meet the needs of commercial vehicles; long-term pavement performance program; and exploratory research); productivity, planning, and the environment (includes planning research, policy research, environmental research, and right-of-way research); and technology transfer (includes technology assessment and deployment, education and training, and international programs). KW - Environment KW - Environmental research KW - Highway safety KW - Highways KW - Infrastructure KW - Intelligent transportation systems KW - Motor carriers KW - Planning KW - Program management KW - Research KW - Research and technology program, fhwa KW - Technological innovations KW - Technology transfer KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/460665 ER - TY - RPRT AN - 00724998 AU - Mitta, D A AU - Kelly, M J AU - Folds, D J AU - University of Georgia, Experiment AU - Federal Highway Administration TI - DESIGN OF AN ITS-LEVEL ADVANCED TRAFFIC MANAGEMENT SYSTEM: A HUMAN FACTORS PERSPECTIVE PY - 1996/07 SP - 157 p. AB - This report documents an approach for designing an Advanced Traffic Management System (ATMS) from a human factors perspective. In designing the ATMS from a human factors perspective, a user-centered top-down system analysis was conducted. Methodologies employed in conducting this analysis, procedures for implementing such methodologies, and analysis results are reported. System objectives and performance requirements for the ATMS, as well as ATMS functionality, are derived. Human operator issues (assignment of operator roles to ATMS functions, specification of operator performance requirements, and identification of operator tasks) are also addressed. Results of the operator task analysis supported the preparation of a human factors specification for the ATMS. KW - Advanced traffic management systems KW - Design KW - Functional analysis KW - Human factors KW - Intelligent transportation systems KW - Operator performance KW - Performance KW - Personnel performance KW - Requirements KW - Specifications KW - Task analysis UR - http://www.fhwa.dot.gov/publications/research/safety/95181/95181.pdf UR - https://trid.trb.org/view/460661 ER - TY - RPRT AN - 00724961 AU - Tandon, Vivek AU - Vemuri, N AU - Nazarian, S AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - A COMPREHENSIVE EVALUATION OF ENVIRONMENTAL CONDITIONING SYSTEM PY - 1996/07 SP - 30 p. AB - Many highway agencies face the problem of premature failure of asphalt concrete pavements due to moisture damage. Various laboratory tests have been used to predict the moisture susceptibility of asphalt concrete mixtures. Unfortunately, none of the available laboratory tests are able to accurately discriminate between well and poor performing mixes; that is, the laboratory test results do not necessarily correlate well with the field performance. Recent studies performed under the Strategic Highway Research Program (SHRP) indicate that the environmental conditioning system (ECS) is a device that better simulates the field conditions. Based on the initial studies, the ECS seemed to be able to distinguish moisture susceptible mixes. A recent study conducted by the Colorado Department of Transportation suggested that the ECS device and testing procedure needed further evaluation before it could be incorporated in the routine use. A study was undertaken at the University of Texas at El Paso (UTEP) to evaluate the ECS. Based on the results from this study, the ECS needs improvements both in terms of conditioning of asphalt concrete mixture, as well as, resilient modulus test setup. Specifically, the resilient modulus test setup of the ECS needs improvement in the precision and accuracy of the measurements. KW - Accuracy KW - Asphalt concrete KW - Environmental and sanitary systems in buildings KW - Environmental conditioning system KW - Laboratory tests KW - Modulus of resilience KW - Moisture content KW - Moisture susceptibility KW - Performance evaluations KW - Precision KW - Strategic Highway Research Program KW - Test procedures KW - Testing equipment UR - https://trid.trb.org/view/460624 ER - TY - RPRT AN - 01453749 AU - Ramirez, J A AU - Pan, Austin D AU - Mwakasisi, Frank Thompson AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Seismic Evaluation of Highway Bridges - Phase 1 PY - 1996/06/30/Final Report SP - 20p AB - The primary objective of the study was to establish the guidelines for screening, assessing, and ranking Indiana bridges for seismic upgrade. The outcome of the study is a complete strategy for the detailed structural assessment of Indiana highway bridges subjected to seismic forces. The structural evaluation is conducted using a nonlinear time-history analysis of the bridge for simulated or actual records. The specific soil conditions at the site are accounted in terms of the ground motion. From the time history analysis the maximum structural response including displacements, bending moments, shear and axial forces are computed. A weighted evaluation of the ratio of expected demand to available capacity is conducted next. A seismic rating is established based on the weighted evaluation. The bridges are classified into three different categories: high, moderate and low seismic risk. In the case of bridges falling in the high and moderate categories, the weighted seismic rating can be used to establish strengthening needs. The same type of analysis could be used to evaluate different strengthening schemes. In the case where the bridge inventory is substantial, the proposed strategy in this study would be more effective helped by a preliminary first level screening of the bridge population. Several first level screening procedures available in the United States are evaluated in this study. First level screening procedures are used in the qualitative ranking of seismic bridges with respect to seismic risk. They are simplified methods for use in extensive highway networks and are the first steps in a comprehensive evaluation strategy. The Indiana Department of Transportation has conducted a preliminary first level screening of the bridge population in the southern part of the state. Several bridges have been identified as presenting a high level of seismic risk. The approach proposed in this study could be used to further refine the preliminary ranking, and to evaluate different strengthening schemes. It must be pointed out that the soil-structure interaction of bridge structures is a developing area. Many questions remain to be answered regarding the proper modeling of the foundation and the surrounding soil. The proposed evaluation strategy can be improved by means of a field evaluation of dynamic characteristics of a representative sample of bridge foundations and soil conditions in the critical southern part of the state. KW - Bending moments KW - Earthquake resistant design KW - Highway bridges KW - Seismicity KW - Strengthening (Maintenance) KW - Structural analysis UR - http://dx.doi.org/10.5703/1288284313312 UR - https://trid.trb.org/view/1218859 ER - TY - RPRT AN - 00731959 AU - Dowling, R G AU - Billheimer, J AU - Alexiadis, V AU - May, A D AU - Dowling Associates, Incorporated AU - Federal Highway Administration TI - PREDICTING THE DEMAND FOR HIGH OCCUPANCY VEHICLE LANES: FINAL REPORT PY - 1996/06/01 SP - 275 p. AB - This report presents the results of the FHWA Project #42-10-4172, "Predicting the Demand for High Occupancy Lanes". The report provides: A review of the available literature and experiences of public agencies with current methods for predicting the demand for HOV lanes; the recommended new methodology for predicting the demand for HOV lanes; and the data on existing HOV lane projects in the United States that was used to calibrate and validate the new HOV lane demand estimation technology. KW - Demand KW - Economic forecasting KW - Forecasting KW - High occupancy vehicle lanes KW - High occupancy vehicles KW - Priority treatment KW - Transportation system management UR - https://trid.trb.org/view/466702 ER - TY - RPRT AN - 01396142 AU - Mak, K K AU - Menges, W L AU - United States. Federal Highway Administration (FHWA). Office of Safety and Traffic Operations R&D TI - Testing of state roadside safety systems, volume IX appendix H: crash testing and evaluation of the NETC PL-2 bridge rail design PY - 1996/06 IS - FHWA-RD-98-044 SP - 77p KW - Automobiles KW - Bridge design KW - Bridge design KW - Car KW - Crash test KW - Crashworthiness KW - Crashworthiness KW - Evaluation KW - Evaluation KW - Guardrails KW - Impact tests KW - Safety fence KW - Truck KW - Trucks UR - http://www.uvm.edu/~transctr/pdf/netc/netcr10.pdf UR - https://trid.trb.org/view/1163915 ER - TY - RPRT AN - 01156911 AU - Chou, Y J AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Verification of the ODOT Overlay Design Procedure PY - 1996/06//Final Report SP - 126p AB - The current ODOT overlay design procedure sometimes indicates additional pavement thickness is needed right after the overlay construction. Evaluation of the current procedure reveals that using spreadabiity to back calculate existing pavement modulus for both flexible, rigid, and composite pavements could lead to substantial errors. Spreadability value may decrease instead of increase after asphalt overlay construction. Therefore, the calculated effective thickness of the pavement is not accurate, especially for composite pavements. A modified procedure for designing AC overlay on rigid or composite pavements has been developed, where effective modulus of the pavement and modulus of subgrade reaction are back calculated from Dynaflect deflection measurements based on slab on grade theory. The old composite pavement is then compared with a new composite pavement with identical thicknesses to determine the proportional relationship between the old and new pavements. The effective PCC thickness of the existing pavement is determined based on equal-rigidity concept and an empirical ratio between new AC and PCC thicknesses. The required overlay thickness is then calculated for each deflection data point based on the AASHTO design equations. The design AC overlay thickness is calculated based on the mean and standard deviation of required AC thickness at each point and the specified reliability level. A separate procedure for designing AC overlay on flexible pavements is also included. The verification study shows that the results of these new procedures are better than or as good as that of the existing ODOT procedures. KW - Asphalt KW - Backcalculation KW - Composite pavements KW - Concrete KW - Flexible pavements KW - Overlays (Pavements) KW - Pavement design KW - Rigid pavements KW - Thickness UR - http://spinternetdev.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/1999%20and%20Older/Pavements/14522-FR.pdf UR - https://trid.trb.org/view/917376 ER - TY - RPRT AN - 01124207 AU - Federal Highway Administration TI - Annual Vehicle Miles of Travel and Related Data: Procedures Used to Derive the Data Elements of the 1994 Table VM-1 PY - 1996/06//FHWA Technical Report SP - 25p AB - The purpose of this report is to document the preparation of the 1994 Table VM-1, including data sources, assumptions, and estimating procedures. Table VM-1 describes vehicle distance traveled in miles, by highway category and vehicle type. Since 1936, the VM-1 table has been published annually in "Highway Statistics." The "Highway Statistics" publication is produced by the Federal Highway Administration (FHWA), Office of Highway Information Management. VM-1 depicts national travel for the current year and revised travel estimates for the previous year. This information is segregated by passenger cars, motorcycles, buses, other two-axle four-tire vehicles, and trucks on the rural interstate system, other rural arterial, other rural roads, urban interstate system, and other urban streets. Table VM-1 also shows the number of vehicles registered and total fuel consumption by vehicle type. Also included, are the calculated average miles of travel, average miles traveled per gallon, and average fuel consumption for each vehicle type. In addition, VM-1 provides the FHWA estimate of person-miles of travel. KW - Automobiles KW - Buses KW - Fuel consumption KW - Motor vehicles KW - Motorcycles KW - Person miles of travel KW - Statistics KW - Trucks KW - Vehicle miles of travel UR - http://www.fhwa.dot.gov/ohim/vm194.pdf UR - https://trid.trb.org/view/885542 ER - TY - RPRT AN - 01115801 AU - Smiley, David L AU - Michigan Department of Transportation AU - Michigan Transportation Commission AU - Federal Highway Administration TI - Second Year Performance of the European Concrete Pavement on Northbound 1-75 - Detroit, Michigan PY - 1996/06 SP - 14p AB - This report describes the performance of the I-75 European concrete pavement reconstruction project approximately two years after construction. The design and construction attributes of the project are documented in Research Report No. 1335, which was published in September 1994 as part of Research Project No. 92 B-0105. The results of the first year of performance after construction were published in Research Report No. 1338 in January 1995. The experimental features of the pavement design were assimilated from designs used in Germany and Austria. The construction project is identified as federal project IM 75-1(420) and Michigan project IM 82251-30613A. The objective of this project is to determine whether innovative features of typical rigid pavement designs used in European countries can be applied cost effectively to conventional design and construction methods used for rigid pavements in the United States. Two concerns that currently prohibit their use in American designs are: (1) their relative high initial costs and (2) their unknown effect on life cycle costs over the pavement's service life. Their adoption with Michigan rigid pavement designs depends upon an analysis of point (2) as applied to Michigan's pavement selection process. This postulate will be examined in the final report after the completion of the five year evaluation period. KW - Austria KW - Concrete pavements KW - Germany KW - Innovation KW - Life cycle costing KW - Pavement design KW - Pavement performance KW - Reconstruction KW - Rigid pavements KW - Service life UR - http://www.michigan.gov/documents/MDOT_C&T_RR-1343_65171_7.pdf UR - https://trid.trb.org/view/875405 ER - TY - RPRT AN - 01103333 AU - Sacramento Area Council of Governments AU - Federal Highway Administration TI - Intelligent Transportation Systems Early Deployment Planning Study PY - 1996/06//Final Report SP - 134p AB - No summary provided. KW - Highway planning KW - Information systems KW - Information technology KW - Intelligent transportation systems KW - Traffic congestion KW - Traffic safety KW - Transportation planning KW - Travel demand UR - http://ntl.bts.gov/lib/16000/16600/16625/PB2000104430.pdf UR - https://trid.trb.org/view/860611 ER - TY - RPRT AN - 01103331 AU - Lockheed Martin Federal Systems AU - Federal Highway Administration TI - ITS Performance and Benefit Study PY - 1996/06 SP - 153p AB - The Final Performance and Benefits Summary describes our understanding of the connection between the National ITS Architecture, its technical performance characteristics, and its likely benefits for ITS users and suppliers. Ultimately, the goal of this analysis is to evaluate the National Systems Architecture in terms of its technical performance and its direct benefits for the ITS community. We have also included a discussion of transportation system benefits from ITS. The discussion of technical performance and benefits in this report describes both the characteristics of the architecture per se as well as the characteristics of ITS system designs that are based on the architecture. The purpose of this document, then, is to describe the Joint Team's assessment of the architecture performance and the level of benefits to system users and society as a whole. The first section discusses an assessment of the technical performance of the architecture, while the second section describes assessment of the benefits such an architecture might provide. KW - Architecture KW - Benefits KW - Information management KW - Information systems KW - Information technology KW - Intelligent transportation systems KW - Performance evaluations KW - Transportation planning UR - http://ntl.bts.gov/lib/17000/17000/17020/PB2000106869.pdf UR - https://trid.trb.org/view/862950 ER - TY - RPRT AN - 01103250 AU - Lockheed Martin Federal Systems AU - Federal Highway Administration TI - ITS Evaluatory Design PY - 1996/06 SP - 45p AB - The Evaluatory Design Document provides a unifying set of assumptions for other evaluations to utilize. Many of the evaluation activities require the definition of an actual implementation in order to be performed. For example, to cost the elements of a Traffic Management function we must define how many intersections, what type of controller, and what type of communications is used between the roadside and the TMC. In addition it is important that the same set of assumptions be used in all evaluations of an implementation so that true comparisons can be made (for example cost vs benefits). The Evaluatory Design captures the sets of common assumptions regarding the implementations evaluated. KW - Evaluation and assessment KW - Implementation KW - Intelligent transportation systems KW - Regional planning KW - Traffic control KW - Traffic simulation KW - Traffic surveillance KW - Transportation planning UR - http://ntl.bts.gov/lib/17000/17000/17018/PB2000106867.pdf UR - https://trid.trb.org/view/862946 ER - TY - RPRT AN - 01103239 AU - Lockheed Martin Federal Systems AU - Federal Highway Administration TI - ITS Evaluation Results PY - 1996/06 SP - 37p AB - Evaluation of the intelligent transportation system (ITS) Architecture was one of the key components of the ITS National Architecture program. Evaluation of the architecture served three purposes: (1) It lead to more informed decision on how best to design and develop the architecture. (2) It was key to developing an effective architecture that can be implemented. (3) It provided key results (performance, cost, benefit, risk, etc) to use for stakeholder interaction. The evaluations were one of the primary tools for consensus building not only on the National Architecture, but on ITS services in general. This executive summary presents the results of the evaluation efforts undertaken by the Lockheed Martin and Rockwell teams. It covers the major activities of evaluatory design; communications analysis, cost analysis/projections; performance and benefits; and risk analysis. KW - Benefit cost analysis KW - Evaluation and assessment KW - Intelligent transportation systems KW - Risk analysis KW - Risk management KW - Traffic control KW - Traffic flow KW - Transportation planning UR - http://ntl.bts.gov/lib/17000/17000/17022/PB2000106871.pdf UR - https://trid.trb.org/view/862923 ER - TY - RPRT AN - 01103132 AU - Pima Association of Governments AU - Federal Highway Administration TI - Intelligent Transportation Systems Strategic Deployment Plan for the Tucson Metropolitan Area PY - 1996/06 SP - 107p AB - In recent years, policy makers in major urban areas have more and more been coming to the conclusion that they can't build their way out of the ever-increasing congestion that results from the demand for auto travel within metropolitan areas. Limited federal, state and local funds, combined with escalating construction and right-of-way costs, are prompting officials at all levels of government to seek ways to make existing transportation networks operate more efficiently. Compounding the problem is that operating and maintenance costs are consuming up to 70% of available transportation dollars. The greater Tucson metropolitan area (eastern Pima County) is no exception. Intelligent Transportation Systems (ITS), formerly Intelligent Vehicle Highway Systems, offer public officials, in conjunction with the private sector, a unique and imaginative opportunity to respond to the growing mobility management problem by incorporating the most advanced (and emerging) technologies, many of which are an outgrowth of the nations defense industry. This Strategic Deployment Plan for implementing ITS in the greater Tucson metropolitan area is comprehensive in scope in that it recognizes that the effective deployment of these technologies must be an ongoing process. KW - Intelligent transportation systems KW - Intelligent vehicles KW - Metropolitan areas KW - Strategic planning KW - Traffic congestion KW - Transportation planning KW - Travel demand KW - Tucson (Arizona) KW - Urban areas UR - http://ntl.bts.gov/lib/16000/16500/16547/PB2000104182.pdf UR - https://trid.trb.org/view/860659 ER - TY - RPRT AN - 01100696 AU - Buth, C Eugene AU - Keppler, Stephen A AU - Quade, William A AU - Kohutek, Terry L AU - Federal Highway Administration TI - Guidelines for Structural Evaluation of Cargo Tanks PY - 1996/06 SP - 224p AB - This document has been prepared for use as a guideline for engineers performing reviews of structural designs of cargo tanks. These reviews are usually performed as part of the Compliance Reviews performed by Safety Investigators. These guidelines emphasize structural evaluation of DOT 400 series cargo tanks. Most of the cargo tanks on the roads today are MC 300 series cargo tanks, however, as of September 1, 1995, the 300 series tanks are no longer authorized for construction. Appendix G of this document provides a brief history of the MC 300 tanks and some insight as to the analysis methods used for evaluating the structural integrity of those designs. KW - Bulk cargo terminals KW - Cargo handling KW - Container handling KW - Containerization KW - Fuel tanks KW - Guidelines KW - Policy, legislation and regulation KW - Structural analysis KW - Tractor trailer combinations KW - Truck tractors UR - http://ntl.bts.gov/lib/20000/20200/20239/PB98117955.pdf UR - https://trid.trb.org/view/860156 ER - TY - RPRT AN - 00938429 AU - Stevens, J D AU - Hancher, D E AU - Hamdi, I M AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - DEVELOPMENT OF A CRITICAL PATH METHOD SPECIFICATION AND A TRAINING PROGRAM FOR USE OF CPM FOR KYTC PY - 1996/06 SP - 30 p. AB - The Critical Path Method (CPM) is a proven management technique used for determining the critical activities that would need additional care in any type of construction project. The Kentucky Transportation Cabinet requires that CPM schedules be used on selected highway projects. This research project offers a detailed idea on CPM scheduling application in highway construction projects, as well as current practices in other departments of transportation nationwide, together with specifications for proper application of CPM scheduling. KW - Applications KW - Critical path method KW - Kentucky KW - Project management KW - Road construction KW - Scheduling KW - Specifications KW - State departments of transportation KW - State of the practice KW - Training programs UR - https://trid.trb.org/view/730650 ER - TY - RPRT AN - 00725578 AU - Zia, P AU - Ahmad, S H AU - Leming, M L AU - Zia (Paul), Consulting Structural Engineer AU - Federal Highway Administration TI - HIGH PERFORMANCE CONCRETES: AN ANNOTATED BIBLIOGRAPHY (1989-1994) PY - 1996/06 SP - 337 p. AB - This document is a sequel to a previous bibliography which was compiled by the authors in 1989 as the first part of their research on high performance concrete sponsored by the Strategic Highway Research Program of the National Research Council. The previous bibliography was based on an extensive literature search to identify gaps in the existing knowledge on the subject and covered a period of 15 years beginning in 1974. Emphasis was placed on the strength development and durability of concrete with particular reference to highway applications. A total of 776 citations are included in this document covering the six-year period from 1989 to 1994. In selecting the entries for the present volume, the authors have been guided by the broad definition of high performance concrete as adopted by the American Concrete Institute. High performance concrete is defined as concrete which meets special performance and uniformity requirements that cannot always be achieved routinely by using only conventional materials and normal mixing, placing, and curing practices. The requirements may involve enhancements of characteristics such as placement and compaction without segregation, long-term mechanical properties, early-age strength, toughness, volume stability, or service life in severe environments. This bibliography is divided into two sections. Most entries in Section I relate to plain concrete with some citations on the use of high performance concrete in bridges, pavements, and other structural members. Section II contains entries on fiber reinforced concrete. An author index and a subject index for each section are provided at the end of this volume. TRIS and COMPENDEX are the principal bibliographical databases from which the citations were obtained by computer search except that, for the second half of 1994, the citations were extracted directly from a variety of publications including books, technical journals, conference proceedings, and research reports. KW - Bibliographies KW - Fiber reinforced concrete KW - High performance concrete UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/96112/ UR - https://trid.trb.org/view/460906 ER - TY - RPRT AN - 00800302 AU - Stevens, J D AU - Walton, J R AU - University of Kentucky, Lexington AU - Kentucky Department of Transportation AU - Federal Highway Administration TI - COST ESTIMATING AND FORECASTING FOR HIGHWAY WORK IN KENTUCKY PY - 1996/06 SP - 38 p. AB - There is a need for better cost estimating and forecasting for highway work in the Commonwealth of Kentucky. KRS45.245 grants the Interim Joint Committee on Transportation oversight of the biennial highway plan, including a review of all authorized highway project phases that exceed their estimates by 15%. In recent years, the Kentucky Transportation Cabinet has suffered the loss of many resources necessary to produce good cost estimates. Estimates developed using current methods are not sufficiently accurate to preclude cost overruns in excess of 15%. Over the 1992 and 1994 bienniums, 362 overruns totaling $162,487,511 have been submitted to the Committee. All have been approved for additional funding. KYEstimate, a cost-per-mile model, has been developed to improve estimates made in the district offices. This program uses preconstruction and construction data to calculate a unit cost for projects. New projects may then be estimated on past cost of similar projects. KW - Cost estimating KW - Cost overruns KW - Costs KW - Forecasting KW - Highways KW - Mathematical models KW - Overruns KW - Oversight KW - Road construction UR - http://ntl.bts.gov/lib/17000/17200/17220/PB2001100330.pdf UR - https://trid.trb.org/view/666462 ER - TY - RPRT AN - 00748302 AU - American Trucking Associations AU - Federal Highway Administration TI - ASSESSMENT OF INTELLIGENT TRANSPORTATION SYSTEMS/COMMERCIAL VEHICLE OPERATIONS USERS SERVICES: ITS/CVO QUALITATIVE BENEFIT/COST ANALYSIS. EXECUTIVE SUMMARY PY - 1996/06 SP - 28 p. AB - This executive summary presents the findings of a two-year effort that explored the impact of Intelligent Transportation Systems (ITS) technology on regulatory compliance costs for motor carriers. It describes the current level of technology used by U.S. motor carriers and provides assessments of the six proposed technology-based Federal Highway Administration (FHWA) ITS/CVO (Commercial Vehicle Operations) User Services. Issues surrounding implementation of the User Services are also presented. The executive summary is divided into two parts. Part I is designed to briefly present the study's analytical framework and the survey results from 700 motor carriers and 180 technology vendors. Part II includes a summary presentation of the benefit/cost assessments for each of the ITS/CVO User Services and recommendations for additional research. KW - Benefit cost analysis KW - Commercial vehicle operations KW - Consumers KW - Data collection KW - Future KW - Future research KW - Intelligent transportation systems KW - Level of service KW - Motor carriers KW - Research KW - Services KW - Surveys KW - Users UR - http://ntl.bts.gov/lib/jpodocs/edldocs1/3297/benefit.pdf UR - https://trid.trb.org/view/473909 ER - TY - RPRT AN - 00746712 AU - Kranc, S C AU - Romano, F AU - Cecil, K AU - Olin, D AU - Perez, A AU - Ethier, S AU - Droz, E AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - HYDRAULIC PERFORMANCE OF CONFLICT JUNCTION BOXES PY - 1996/06 SP - 33 p. AB - This report documents an experimental investigation of the hydraulic performance of typical conflict junctions, installed when utility conduits intersect a stormwater drainage line. The conflict pipe disrupts the jet flow across the box creating additional losses and resulting in decreased capacity. As would be expected, the loss depends directly on the size of the conflict pipe, but also the loss increases when the conflict pipe is large in relation to box size. The results of this investigation have been summarized as appropriate design information. Recommendations for application of this information to achieve efficient system performance are presented. KW - Capacity KW - Conflict junctions KW - Drainage structures KW - Flow disruption KW - Hydraulics KW - Performance KW - Utility conduits UR - https://trid.trb.org/view/473226 ER - TY - RPRT AN - 00746676 AU - Kwan, B W AU - Tung, L J AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - HANDBOOK AND SOFTWARE TOOLS FOR ELECTRONIC CIRCUIT PROTECTION PY - 1996/06 SP - 27 p. AB - A comprehensive handbook is developed for electronic circuit protection. This handbook offers a tool to aid engineers in the analysis and design of protection circuits for overstresses to electrical systems, which are caused by overvoltages. The important issues of overvoltage threats, nonlinear protection components, and applications of protective devices are detailed in the handbook. The research effort that produced this handbook was part of a concerted attempt by the Florida Department of Transportation to study and establish intelligent transportation systems (ITS) across Florida. An electronic version of the handbook has been developed for implementation on an IBM compatible computer with a 486 or Pentium CPU. KW - Circuits KW - Electric circuits KW - Electrical systems KW - Electronic devices KW - Electronic equipment KW - Handbooks KW - Intelligent transportation systems KW - Overvoltage KW - Protection KW - Protective devices KW - Safety equipment KW - Software UR - https://trid.trb.org/view/473189 ER - TY - RPRT AN - 00746663 AU - Federal Highway Administration TI - U.S. DEPARTMENT OF TRANSPORTATION'S INTELLIGENT TRANSPORTATION INFRASTRUCTURE DEPLOYMENT DATABASE: INTERIM REPORT PY - 1996/06 SP - 109 p. AB - This report summarizes the deployment of Intelligent Transportation Infrastructure (ITI) in the largest 75 metropolitan areas in the United States and answers the question: "What Intelligent Transportation Infrastructure is operational and in the field today?" This report showcases the deployment of 7 of the following 9 ITI components: Regional Multimodal Traveler Information Center; Traffic Signal Control System; Freeway Management System; Transit Management System; Incident Management Program; Electronic Fare Payment System; Electronic Toll Collection System; Railroad Grade Crossing Warning System; and Emergency Management System. The last two components are not represented; they will be reported in later versions of this report. A reader should be able to review the report and quickly identify what ITI technologies are deployed, and where they are deployed. The reader will also be able to obtain detailed information about any of the projects listed in this report by using the Intelligent Transportation Infrastructure Deployment Monitoring System being developed by Oak Ridge National Laboratory (ORNL). KW - Automated toll collection KW - Automatic fare collection KW - Databases KW - Deployment KW - Electronic toll collection systems KW - Fare collection KW - Freeway management systems KW - Incident management KW - Infrastructure KW - Intelligent transportation systems KW - Magnetic farecards KW - Management KW - Metropolitan areas KW - Public transit KW - Systems KW - Traffic signal control systems KW - Transit management systems KW - Traveler information and communication systems KW - United States UR - http://ntl.bts.gov/lib/9000/9100/9180/4zk01.pdf UR - https://trid.trb.org/view/473176 ER - TY - RPRT AN - 00740717 AU - Ashour, Mohamed AU - Pilling, P AU - Norris, G AU - Perez, H AU - University of Nevada, Reno AU - California Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A STRAIN WEDGE MODEL PROGRAM FOR PILE GROUP INTERFERENCE AND PILE CAP CONTRIBUTION EFFECTS PY - 1996/06 SP - v.p. AB - Strain wedge model formulation is used to evaluate the response of a single pile or a group of piles (including its pile cap) in layered soils to lateral loading. The formulation is appropriate over the entire strain or deflection range that may be encountered in practice. The method allows development of p-y curves for the single pile that are a function of both soil and pile properties (i.e., pile size, shape, bending stiffness, and pile head fixity condition). Such p-y curves can be used with other soil-structure interaction (SSI) programs. Note that such soil-pile reaction responses are non-unique and need to be evaluated for their specific conditions of use. This study has shown that the strain wedge model provides reasonable results when compared to full-scale and model-scale isolated pile and pile group lateral load tests. The distribution of the working load within the pile group, as estimated by the strain wedge model, corresponds to that measured during load tests. In addition, the strain wedge model program predicts the maximum moment for any pile in the group. The required input information is obtained from standard subsurface exploration work. KW - Forecasting KW - Layered soils KW - Loads KW - Mathematical models KW - Maximization KW - Maximum moments KW - Moments (Mechanics) KW - P-Y curves KW - Pile caps KW - Pile groups KW - Pile lateral loads KW - Piles (Supports) KW - Single piles KW - Soil structure interaction KW - Strain (Mechanics) KW - Strain wedge KW - Wedges UR - https://trid.trb.org/view/574238 ER - TY - RPRT AN - 00738800 AU - Brown, C B AU - Paige, K AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - WIND ON THE EVERGREEN POINT BRIDGE: JANUARY 27 TO MARCH 31, 1994 PY - 1996/06 SP - 58 p. AB - The data collected over the title period were used to establish the accuracy of the long term measurements at the site, the protocol for the use of the Weatherpak mobile anemometer, the fit of the data with a Gumbel Type I distribution, the optimum of the 15-minute averaging period, and the invariance of the gust: average wind speed ratio. KW - Anemometers KW - Bridges KW - Data collection KW - Floating structures KW - Gusts KW - Pontoon bridges KW - Wind UR - http://www.wsdot.wa.gov/research/reports/fullreports/367.1.pdf UR - https://trid.trb.org/view/572826 ER - TY - JOUR AN - 00736862 JO - Publication of: California University, Berkeley PB - University of California, Berkeley AU - Leiman, L AU - May, A D AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - UCBRURAL: A USER-FRIENDLY INTERFACE FOR RURAL HIGHWAY COMPUTER SIMULATION MODELS WITH EMPHASIS ON THE INCORPORATION OF THE TWOPAS MODEL PY - 1996/06 SP - 86 p. AB - Rural highways account for the majority of the highway mileage present in the United States and many other countries. As such an important element of the transportation infrastructure, there is an ongoing demand for tools with which to assess their operating and safety characteristics, improvement possibilities, and general effectiveness. Computerized simulation models developed specifically for two-lane two-way rural highways have been used as powerful tools in making such assessments. Two such models are TRARR, developed by the Australian Road Research Board, and TWOPAS, developed by the Federal Highway Administration. The University of California, Berkeley, developed a user-friendly interface for the TRARR model under previous projects. This report documents the incorporation of the TWOPAS model into the same interface which is called UCBRURAL. This report also contains a detailed description of how to use the UCBRURAL interface to make either a TRARR or a TWOPAS run. KW - Assessments KW - Highway operations KW - Rural highways KW - Simulation KW - Traffic KW - Traffic safety KW - Traffic simulation KW - Two lane highways KW - User interfaces (Computer science) UR - https://trid.trb.org/view/483003 ER - TY - RPRT AN - 00736832 AU - Young, G K AU - Stein, S AU - Cole, P AU - Kammer, T AU - Graziano, F AU - Bank, F AU - GKY & Associates, Incorporated AU - Federal Highway Administration TI - EVALUATION AND MANAGEMENT OF HIGHWAY RUNOFF WATER QUALITY PY - 1996/06 SP - 479 p. AB - The objective of this manual is to gather and to synthesize the results of past documentation and research on highway stormwater runoff into a single-volume user's manual on water quality impact assessment and mitigation. The manual will be useful to highway designers and environmental professionals by presenting the available and appropriate impact prediction and mitigation tools for use during highway project planning and development activities. The development of this document had three components: a literature search on existing research results and operational findings on highway stormwater runoff that identifies existing water quality impact assessment and mitigation techniques; interviews with highway practitioners concerning the use of research results including maintenance of mitigation measures; and synthesis of the accumulated information into this single-volume, practical guidance manual. This manual is intended to be a self-contained desk reference for highway practitioners. An extensive bibliography is included, and the mathematical nomenclature is unified among the sections. The manual has five major sections summarizing existing methods and knowledge: Introduction; Coordination with Environmental Agencies and the Public; Highway Runoff Water Quality; Water Quality Impact Assessment; and Best Management Practices. KW - Drainage KW - Environmental impact analysis KW - Guides to the literature KW - Interviewing KW - Literature reviews KW - Management KW - Manuals KW - Mitigation KW - Runoff KW - Traffic mitigation KW - Water quality UR - https://trid.trb.org/view/479031 ER - TY - RPRT AN - 00735939 AU - Pietrucha, M T AU - Hostetter, R S AU - Staplin, Loren AU - Obermeyer, M AU - Pennsylvania State University, University Park AU - Federal Highway Administration TI - PAVEMENT MARKINGS AND DELINEATION FOR OLDER DRIVERS. VOLUME I: FINAL REPORT PY - 1996/06 SP - 148 p. AB - The objectives of this project were: (1) to identify the needs of older drivers and to evaluate the situations in which older driver performance might be improved through enhanced pavement markings and delineation; (2) to identify the range of potentially useful enhanced treatments; (3) to determine the effectiveness of those treatments judged to be most useful for the older driver; and (4) to assess the costs and benefits of the treatment shown to be most effective. Following a literature review to identify older driver deficiencies, 25 delineation/pavement marking treatments (including several "control" treatments) were identified for testing. A laboratory simulator study was used as a means to determine the most effective among the group. The treatments shown to produce better recognition distance, along with several control treatments, were then subjected to field testing. The field tests were conducted on a closed test track facility, and recognition distance and visual occlusion time were used as dependent measures. Of the 66 subjects who participated in the field study, half were over 65 years of age and half were 45 years of age or less. All subjects were involved in both types of measures. Following the field test performance assessment, the treatments were subjected to a cost benefit analysis and recommendations were made regarding the treatments that could benefit older drivers. KW - Aged drivers KW - Benefit cost analysis KW - Deficiencies KW - Delineation KW - Driving simulators KW - Field tests KW - Guides to the literature KW - Highway delineators KW - Laboratory studies KW - Literature reviews KW - Recognition distance KW - Recommendations KW - Road markings KW - Visual occlusion time KW - Visual perception UR - https://trid.trb.org/view/478532 ER - TY - RPRT AN - 00735940 AU - Pietrucha, M T AU - Hostetter, R S AU - Staplin, Loren AU - Obermeyer, M AU - Pennsylvania State University, University Park AU - Federal Highway Administration TI - PAVEMENT MARKINGS AND DELINEATION FOR OLDER DRIVERS. VOLUME II: EXECUTIVE SUMMARY PY - 1996/06 SP - 30 p. AB - The objectives of this project were: (1) to identify the needs of older drivers and to evaluate the situations in which older driver performance might be improved through enhanced pavement markings and delineation; (2) to identify the range of potentially useful enhanced treatments; (3) to determine the effectiveness of those treatments judged to be most useful for the older driver; and (4) to assess the costs and benefits of the treatment shown to be most effective. Following a literature review to identify older driver deficiencies, 25 delineation/pavement marking treatments (including several "control" treatments) were identified for testing. A laboratory simulator study was used as a means to determine the most effective among the group. The treatments shown to produce better recognition distance, along with several control treatments, were then subjected to field testing. The field tests were conducted on a closed test track facility, and recognition distance and visual occlusion time were used as dependent measures. Of the 66 subjects who participated in the field study, half were over 65 years of age and half were 45 years of age or less. All subjects were involved in both types of measures. Following the field test performance assessment, the treatments were subjected to a cost benefit analysis and recommendations were made regarding the treatments that could benefit older drivers. KW - Aged drivers KW - Benefit cost analysis KW - Deficiencies KW - Delineation KW - Driving simulators KW - Field tests KW - Guides to the literature KW - Highway delineators KW - Laboratory studies KW - Literature reviews KW - Recognition distance KW - Recommendations KW - Road markings KW - Visual occlusion time KW - Visual perception UR - https://trid.trb.org/view/478533 ER - TY - RPRT AN - 00735944 AU - Pooran, F AU - Sumner, R AU - Farradyne Systems, Incorporated AU - Federal Highway Administration TI - COORDINATED OPERATION OF RAMP METERING AND ADJACENT TRAFFIC SIGNAL CONTROL SYSTEMS PY - 1996/06 SP - 223 p. AB - This report summarizes results of a study on development of system operating strategies for the coordinated operation of ramp metering and adjacent traffic signal systems. Under this study, a conceptual design of an integration system capable of coordinating the existing freeway ramp metering and arterial traffic control systems was proposed and four operating strategies were developed to be used as the integration system functions. Using real-world data from two study sites, the benefits of the developed strategies were investigated through computer simulation. The strategies/tactics combinations were modeled as various levels of coordination to be achieved by the freeway ramp metering, the arterial signal system, and the integration system functions. The results of the simulation showed that these levels of coordination would improve the traffic performance of the corridor. The implementation study of the developed operating strategies at a selected site also provided useful information regarding the hardware and software requirements for the integration system. The results could be applicable to most of the existing corridors within the United States. KW - Benefits KW - Coordination KW - Hardware KW - Highway operations KW - Improvements KW - Integrated systems KW - Integration KW - Operating strategies KW - Ramp metering KW - Requirements KW - Simulation KW - Software KW - Specifications KW - Traffic KW - Traffic signals UR - https://trid.trb.org/view/478537 ER - TY - RPRT AN - 00735924 AU - BURDETTE, E G AU - Deatherage, J H AU - Goodpasture, D W AU - Pezeshk, S AU - University of Tennessee, Knoxville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - MODELING OF BRIDGE PIERS FOR SEISMIC ANALYSIS, PHASE II PY - 1996/06 SP - 110 p. AB - This final report describes the work performed in Phase II of research relating to the modeling of bridge piers for seismic analysis. The objective of the research effort which began with Phase I was to determine appropriate values of spring stiffnesses to use in analytical modeling of bridge piers supported on piles in the loess of West Tennessee. Dynamic quick-release ("pluck") tests were identified in Phase I as being appropriate to satisfy the research objective. Such tests were performed in Phase II, and the results of these tests are reported and discussed in this final report. Also included in this final report are descriptions, results, and discussion of static lateral load tests performed on three piles driven in loess. These tests grew out of the original program of dynamic tests. Key conclusions drawn from the dynamic test program were (1) that the dynamic and static stiffness coefficients were essentially equal and (2) that the current modeling procedures used by the Tennessee Department of Transportation are reasonable and slightly conservative. Results of the static tests gave useful data on the lateral load-deflection response of prestressed concrete piles in loess and indicated that such piles are capable of sustaining the lateral deflections required of them when they are used in integral abutments of jointless bridges. KW - Bridge piers KW - Computer models KW - Deflection KW - Dynamic tests KW - Lateral loads KW - Loess KW - Loess soils KW - Piles (Supports) KW - Prestressed concrete KW - Prestressed concrete piles KW - Seismic analysis KW - Seismology KW - Static tests KW - Stiffness KW - Test results UR - https://trid.trb.org/view/478517 ER - TY - RPRT AN - 00734652 AU - Weed, R M AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - MANAGING QUALITY: TIME FOR A NATIONAL POLICY PY - 1996/06 SP - 169 p. AB - One of the nation's most valuable assets is the highway system; U.S. economic well-being is strongly dependent upon the condition of the country's roads and bridges. Any means by which the system can be more effectively constructed and maintained warrants thoughtful consideration. Statistical quality assurance -- currently in use or under development in approximately three-fourths of the states -- has proven to be a very effective tool to encourage high-quality construction. However, although statistical specification writing must now be recognized as a thoroughly scientific activity, there is great disparity from state to state in the manner in which it is applied, and many current practices and published standards are far from optimal. Section 1 of this report stresses the need for sweeping reforms and suggests that the time is overdue for the establishment of a uniform and thorough national policy on transportation quality assurance. Section 2 describes a variety of obstacles -- technical, managerial, political, and cultural -- that must be overcome if such a transformation is to be made. Section 3 outlines an extensive series of fundamental principles that must be understood in order to derive the maximum benefit from a quality assurance program. Section 4 presents a strategic plan of action that, if conscientiously followed, will significantly increase the effectiveness of transportation quality assurance practices nationwide. Section 5 provides a summary of the previous four sections. Because it succinctly and eloquently captures many of the principles advocated in this report, the National Policy on the Quality of Highways is reproduced in Section 6. Finally, an extensive set of tables for the estimation of both percent defective and percent within limits is included in the Appendix. KW - Bridge construction KW - Bridges KW - Construction KW - Implementation KW - Management KW - National transportation policies KW - Quality KW - Quality assurance KW - Quality control KW - Road construction KW - Statistical quality control KW - Transportation policy KW - United States UR - https://trid.trb.org/view/478016 ER - TY - RPRT AN - 00734642 AU - Rowden, L R AU - Illinois Department of Transportation AU - Federal Highway Administration TI - THIN BONDED CONCRETE OVERLAY AND BONDING AGENTS PY - 1996/06 SP - 83 p. AB - This report presents the construction procedures and initial performance evaluation of a four-inch (ten-cm) Bonded Concrete Overlay placed on Interstate 80 near Moline, Illinois. Preconstruction testing consisted of Falling Weight Deflectometer, permeability to chloride, and distress surveys. Surface preparation included: full-depth patching, partial-depth patching, bituminous material removal, shot blasting, and sand blasting. During construction of the overlay, concrete temperature, air temperature, wind speed, relative humidity, rate of evaporation, concrete slump, concrete air content, water-cement ratio, placement time, and overlay thickness were recorded. Testing conducted after construction of the overlay included: compressive strength, split tensile strength, distress surveys, location of delamination, Falling Weight Deflectometer, California Profilograph, International Roughness Index, friction, drying shrinkage of concrete, and bond strength. KW - Bond strength (Materials) KW - Bonded concrete overlays KW - Bonding KW - Compression tests KW - Compressive strength tests KW - Concrete KW - Concrete overlays KW - Concrete shrinkage KW - Condition surveys KW - Construction management KW - Delamination KW - Falling weight deflectometers KW - Friction KW - International Roughness Index KW - Patching KW - Pavement friction KW - Pavements KW - Performance evaluations KW - Profilographs KW - Sand blasting KW - Shrinkage KW - Silica fume KW - Splitting tensile test KW - Surface preparation KW - Tension tests UR - http://ntl.bts.gov/lib/6000/6400/6403/tbco.pdf UR - https://trid.trb.org/view/478006 ER - TY - RPRT AN - 00734601 AU - Wray, W K AU - Nicodemus, P AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - MONITORING PREVENTION OF SINGLE VEHICLE RUN-OFF-THE-ROAD ACCIDENTS PY - 1996/06 SP - 349 p. AB - The principal objective of this study was to monitor existing sections of rural, multi-lane, divided highway in Texas that have received shoulder treatments designed to mitigate single vehicle run-off-the-road (SVROR) accidents. The study evaluated SVROR accidents over an 8-year period, 1987-1994. Statistical analyses of the pre- and post-treatment accident data indicated that SVROR accidents do occur on certain highway control sections at a rate suggestive of a potential problem. Control sections can be evaluated for degree of SVROR problem potential by computing z scores for that particular highway control section and evaluating if the value exceeds 85% of the values of all other control sections over a period of several years. Highway control sections exhibiting a value above the 0.85 z score can be identified in the majority of those Texas control sections that received shoulder mitigation during the period 1989-1994; treated sections were not constructed prior to 1989. Two factors were found to influence the z score and evaluation of a control section: very short highway control sections with SVROR accidents tend to inflate the z score and highway control sections with very high ADT and SVROR accidents tend to deflate the z score. Discounting single years of unusually large numbers of SVROR accidents in a control section, comparative analyses of treated highway control sections and adjacent non-treated comparable highway control sections without treatments demonstrated a significant reduction in SVROR accidents as a result of some type of shoulder treatment. Analysis did not definitively identify particular types of shoulder treatments as being more effective than others. However, depressed grooves formed by milling are recommended as the best treatment in sections constructed in PCC and HMAC pavements, particularly in snow-removal regions. Rolled-in grooves, using bars welded to a steel wheel roller, are recommended as the alternative to milled-in grooves. One hundred-mm diameter non-reflectorized traffic buttons placed at 1.5 m intervals parallel to and offset 150 to 300 mm from the driving lane edge line are recommended for "chip-and-seal" type of shoulder paving or in other situations where milled or depressed grooves are not feasible. KW - Alternatives analysis KW - Comparative analysis KW - Crash data KW - Divided highways KW - Effectiveness KW - Grooves KW - Measures of effectiveness KW - Milling KW - Mitigation KW - Monitoring KW - Paved shoulders KW - Pavement grooving KW - Ran off road crashes KW - Road shoulders KW - Rural highways KW - Safety KW - Single vehicle crashes KW - Statistical analysis KW - Texas KW - Traffic buttons KW - Traffic mitigation KW - Traffic safety KW - Treatments UR - https://trid.trb.org/view/477965 ER - TY - RPRT AN - 00734593 AU - Nowlin, R L AU - Fitzpatrick, K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TWO-SIDED WEAVING ANALYSIS ON ONE-WAY FRONTAGE ROADS PY - 1996/06 SP - 94 p. AB - Over the past few years, there have been many studies concerning the effects of weaving on freeway operations; however, there have been few attempts to study the effects of weaving at "non-freeway" sites, such as freeway frontage roads. As part of a larger study that is developing a level of service evaluation procedure for freeway frontage roads, this report addresses the issues associated with two-sided weaving on one-way frontage roads (between an exit ramp and a downstream signalized intersection). The objectives of this study were to develop a technique for evaluating two-sided weaving operations, and to develop recommendations on minimum and desirable ramp-to-intersection spacing. To meet these objectives, both field data and computer simulation were used. As a result of this study, the following three levels of service were defined based upon frontage road density between the exit ramp and downstream intersection: unconstrained (density < 40 veh/km/ln), constrained (density from 40-100 veh/km/ln), and undesirable (density > 100 veh/km/ln). Recommended ramp-to-intersection spacings were developed based on frontage road volume, exit ramp volume, and percent exit ramp vehicles making a two-sided weaving maneuver. KW - Field data KW - Field studies KW - Frontage roads KW - Level of service KW - Ramp-to-intersection spacing KW - Recommendations KW - Simulation KW - Two sided weaving operations UR - https://trid.trb.org/view/471448 ER - TY - RPRT AN - 00734586 AU - Racin, J A AU - Hoover, T P AU - Crossett Avila, C M AU - California Department of Transportation AU - Federal Highway Administration TI - CALIFORNIA BANK AND SHORE ROCK SLOPE PROTECTION DESIGN: PRACTITIONER'S GUIDE AND FIELD EVALUATIONS OF RIPRAP METHODS PY - 1996/06 SP - 157 p. AB - The report clarifies the procedure of the California Bank and Shore (CABS) layered rock slope protection (RSP) design method. There are solved problems, figures, and tables for practitioners who design and build flexible rock revetments by the CABS method. There are field evaluations of sixty-five sites tabled by location and design method. The authors and local practicing engineers in design, construction, and maintenance critically evaluated sites along stream and river banks and ocean shores among five states: Washington, Oregon, California, Colorado, and Mississippi. Sites were designed and built by CABS (velocity basis) and other effective methods (velocity or shear stress basis): US Army Corps of Engineers, FHWA (HEC-11), Coastal Engineering Research Center Shore Protection, Colorado Department of Transportation, Oregon Keyed Riprap, and the Denver Urban Drainage and Flood Control District. Ninety photographs show significant design and construction features of riprap. Annotations are presented for fifty-eight references. KW - Bank protection KW - California KW - Design methods KW - Field performance KW - Performance KW - Revetments KW - Riprap KW - Rivers KW - Shore protection KW - Slope protection KW - Slopes KW - Soil stabilization KW - Streams UR - https://trid.trb.org/view/471441 ER - TY - RPRT AN - 00731999 AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration AU - Federal Transit Administration AU - Environmental Protection Agency TI - DATA COLLECTION IN THE PORTLAND, OREGON METROPOLITAN AREA CASE STUDY. TRAVEL MODE IMPROVEMENT PROGRAM PY - 1996/06 SP - 200 p. AB - The need to update Portland's current travel demand system, which is based on a 1985 household survey, generated this study. In this report, the Portland Metropolitan Service District (Metro) is showcased as an example of innovative and comprehensive data collection. Portland is one of the first urban areas in the country to undertake a region-wide home interview survey that is explicitly designed to support the development of a new generation of travel demand models. This case study report describes the data collection program and the associated travel demand modeling system improvements that these data support. It discusses the Household Activity and Travel Behavior Survey carried out in 1994-95, presents the overall data collection program that supports Metro's travel demand modeling activities, and discusses the use of past surveys in estimating and updating Metro's current model system. Metro is highlighted as a successful program using state-of-the-art techniques. The use of GIS in the travel demand modeling process is recommended to help coordinate land use and transportation planning. This case study concludes with an assessment of Metro's data collection program, recommendations to other agencies, and a discussion of the applicability of the Portland experience elsewhere. KW - Case studies KW - Data collection KW - Demand KW - Regional planning KW - State of the art studies KW - Surveys KW - Transportation planning KW - Travel demand UR - https://trid.trb.org/view/466715 ER - TY - RPRT AN - 00728687 AU - Research and Special Programs Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE NORTHERN NEW JERSEY METROPOLITAN AREA. FINAL REPORT PY - 1996/06 SP - 40 p. AB - FTA and FHWA have initiated a series of Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs are also intended to determine the effects of planning on transportation investment processes. A joint EPR for the New York/Northern New Jersey metropolitan area included a federal site visit on 12-19 September 1995. This Final Report focuses on issues that were addressed as part of the EPR regarding the transportation planning processes in the Northern New Jersey metropolitan area. The EPR is also described in detail; and the summary conclusion as well as a complete set of the observations and recommendations are included. KW - City planning KW - Enhanced planning reviews KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Recommendations KW - Reviews UR - http://web.tongji.edu.cn/~yangdy/plnrpt/Nnj-htm.htm UR - https://trid.trb.org/view/465433 ER - TY - RPRT AN - 00728688 AU - Research and Special Programs Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE ST. LOUIS METROPOLITAN AREA. FINAL REPORT PY - 1996/06 SP - 36 p. AB - FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs are also intended to determine the effects of planning on transportation investment processes. The EPR for St. Louis included a federal site visit on 11-15 September 1995. At the conclusion of the site visit, the federal review team presented preliminary observations and recommendations to the local agencies taking part in the review. This final report describes the EPR in detail, and it provides a summary conlusion as well as a complete set of observations and recommendations. KW - City planning KW - Enhanced planning reviews KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Recommendations KW - Reviews UR - https://trid.trb.org/view/465434 ER - TY - RPRT AN - 00728685 AU - Research and Special Programs Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE PHILADELPHIA METROPOLITAN AREA. FINAL REPORT PY - 1996/06 SP - 46 p. AB - FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs are also intended to determine the effects of planning on transportation investment processes. This EPR for the Philadelphia metropolitan area included a federal site visit on 17-19 January 1995. At the conclusion of the site visit the federal team presented preliminary observations and recommendations to the local agencies taking part in the review. This Final Report describes the EPR in detail and contains summary conclusions as well as observations and recommendations. KW - City planning KW - Enhanced planning reciews KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Recommendations UR - http://web.tongji.edu.cn/~yangdy/plnrpt/phihtm.htm UR - https://trid.trb.org/view/465431 ER - TY - RPRT AN - 00728686 AU - Research and Special Programs Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE NEW ORLEANS METROPOLITAN AREA. FINAL REPORT PY - 1996/06 SP - 34 p. AB - FTA and FHWA have initiated a series of joint Enhanced Planning Reviews to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs are also intended to determine the effects of planning on transportation investment processes. The EPR for New Orleans included a federal site visit on 6-9 November 1995. At the conclusion of the site visit, the federal review team presented preliminary observations and recommendations to the local agencies taking part in the review. This Final Report describes the EPR in detail and provides summary conclusions as well as a complete set of the observations and recommendations. KW - City planning KW - Enhanced planning reviews KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Recommendations KW - Reviews UR - http://web.tongji.edu.cn/~yangdy/plnrpt/No-htm.htm UR - https://trid.trb.org/view/465432 ER - TY - RPRT AN - 00728689 AU - Research and Special Programs Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE DALLAS-FORT WORTH METROPOLITAN AREA. FINAL REPORT PY - 1996/06 SP - 40 p. AB - FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs are also intended to determine the effects of planning on metropolitan investment processes. The EPR for the Dallas-Fort Worth metropolitan area included a federal site visit on 12-16 June 1995. At the conclusion of the visit, the federal team presented preliminary observations and recommendations to the local agencies taking part in the review. This Final Report describes the EPR in detail, and it provides the summary conclusions as well as a complete set of the observations and recommendations. KW - City planning KW - Enhanced planning reviews KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Recommendations KW - Reviews UR - https://trid.trb.org/view/465435 ER - TY - RPRT AN - 00728433 AU - Rufolo, A M AU - Bronfman, L M AU - Strathman, J G AU - Hillsman, E L AU - Elliot, S R AU - Portland State University AU - Oak Ridge National Laboratory AU - Oregon Department of Transportation AU - Federal Highway Administration TI - LEAST-COST TRANSPORTATION PLANNING IN ODOT. PHASE 2 - FINAL REPORT PY - 1996/06 SP - 97 p. AB - This project is intended to suggest ways in which least-cost planning principles could be incorporated into the transportation planning process. The Mt. Hood corridor was chosen for examination. The examination of the planning process highlighted several differences between a least-cost planning approach and the present process. First, the corridor chosen is designated as an Access Oregon Highway, and this designation sets certain level of service standards that do not appear to be consistent with a least-cost planning process. Second, the analysis of future outcomes was not as detailed as might be required for a least-cost planning process. Third, the process was more deterministic than would be expected with least-cost planning, since the latter emphasizes uncertainty in forecasts and the need for flexibility. Fourth, the range of alternatives considered appeared to be more narrowly defined than one would find with least-cost planning, and fifth, the analysis of travel patterns and possible diversion to other routes was not extensive as might be done for least-cost planning. Many of these constraints were due to specific requirements of the planning process or of the environmental process. Various approaches to evaluating alternatives for the Mt. Hood corridor are detailed and discussed. The types of data needed and the likely cost of the analysis are specified for different approaches. These include cost-benefit analysis, cost-effectiveness or problem-oriented analysis, and estimation of decision-maker preferences. It is concluded that the general concept of Least-Cost Planning is readily adaptable to transportation planning; however, the specific methodology is still not well defined and there are substantial knowledge gaps regarding the effect of various policies. In particular, there is little information on the effectiveness of various non-construction alternatives in responding to increases in demand for transportation services. It appears to be both feasible and desirable to move in the direction that has been identified as Least-Cost Planning, characterized as a planning process that seeks to improve the efficiency of the transportation system, primarily by considering alternatives to new construction as methods to provide transportation services. Demand management systems, pricing systems, and land use systems are among the options that should be evaluated along with road construction, transit construction, and other supply oriented management systems. KW - Case studies KW - Demand KW - Land use planning KW - Least cost planning KW - Least overall cost KW - Methodology KW - Non-construction alternatives KW - Oregon KW - Pricing KW - Transportation planning KW - Travel demand management UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/LeastCostTransPhase2.pdf UR - https://trid.trb.org/view/465326 ER - TY - RPRT AN - 00727371 AU - Larsen, D A AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - CONNECTICUT LONG-TERM PAVEMENT PERFORMANCE STUDY - FINAL REPORT PY - 1996/06 SP - 253 p. AB - Up to ten years of monitoring for pavement distress, roughness and skid resistance was performed at 87 in-service pavements in Connecticut between 1984 and 1993. This report analyzes and summarizes the effects of pavement type, age, pavement and base thickness, traffic volume, environment, and crack sealing on the service life of flexible pavements as measured strictly by cracking. Roughness data measured with response-type roughness vehicles although presented are not analyzed, due to excessive variations from year-to-year. A summarization of skid resistance is included. A stepwise regression analysis showed surface age to be the most significant variable affecting the development of cracking. Other variables having significance include surface drainage, pavement category or structure type and thickness. It was also found that due to the subjectivity of the pavement distress rating procedure, some of the raters proved to be a significant variable in the analysis of the crack development. KW - Connecticut KW - Defects KW - Flexible pavements KW - Long-Term Pavement Performance Program KW - Pavement cracking KW - Pavement distress KW - Pavement performance KW - Pavement thickness KW - Pavements KW - Regression analysis KW - Roughness KW - Service life KW - Skid resistance KW - Surface drainage KW - Thickness UR - https://trid.trb.org/view/465275 ER - TY - RPRT AN - 00725540 AU - Pezeshk, S AU - Chung, W Y AU - Chang, T S AU - Liu, L AU - Wei, B Z AU - University of Memphis AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - SEISMIC ACCELERATION COEFFICIENTS FOR MEMPHIS, SHELBY COUNTY, TENNESSEE PY - 1996/06 SP - 287 p. AB - The objectives of this research are to generate bedrock motions for the study area and to estimate surface ground motion parameters from the bedrock motions, using wave propagation concepts. This approach is appropriate because the geologic features of the area include a deep soil layer. The results of the project are a set of maps for the design of bridges giving the spatial variation of peak ground acceleration and acceleration response spectrum values at certain frequencies for earthquake events with return periods of 100, 500, 1000, and 2500 years. The newly developed maps are recommended to be used as the minimum acceleration coefficients for designing bridges and their foundations in the metropolitan area of Memphis in lieu of AASHTO (American Association of State Highway and Transportation Officials) acceleration maps. The work breaks naturally into two parts. The first part is devoted to the estimation of bedrock accelerations, and the second to the conversion of the bedrock accelerations to surface accelerations. A very thorough and comprehensive literature search was performed to obtain all the necessary information about the geology and seismology of the area to be used in this study. The phase spectra of the generated earthquakes were matched with those of actual earthquakes which have occurred in stable continental regions with seismological and tectonic settings similar to those of the New Madrid seismic zone. In summary, a hybrid approach, using Brune amplitude spectra and observed phase spectra from earthquakes which occurred in similar stable continental regions, was used. The second part of the work concerned propagating the bedrock motions to the surface through the layered soil deposits. The program SHAKE was used to generate these motions. The primary information required by this program is the shear wave velocity. The data available are blow counts from standard penetration tests. A detailed procedure and verification for converting blow counts to shear wave velocity are provided. KW - Acceleration (Mechanics) KW - Acceleration response spectra KW - Bedrock KW - Bridge design KW - Bridges KW - Earthquake resistant design KW - Earthquakes KW - Estimating KW - Geology KW - Guides to the literature KW - Literature reviews KW - Maps KW - S waves KW - Seismic acceleration coefficients KW - Seismicity KW - Seismology KW - Shear rate KW - Shear wave velocity KW - Soil penetration test KW - Structural design KW - Wave motion UR - https://trid.trb.org/view/460867 ER - TY - JOUR AN - 00725539 JO - Publication of: Illinois University, Urbana-Champaign PB - University of Illinois, Urbana-Champaign AU - Mukhtar, M T AU - Dempsey, B J AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - INTERLAYER STRESS ABSORBING COMPOSITE (ISAC) FOR MITIGATING REFLECTION CRACKING IN ASPHALT CONCRETE OVERLAYS PY - 1996/06 SP - 258 p. AB - To approach the reflection cracking problem in asphalt concrete (AC) overlays systematically the properties of the materials intended to be used in an interlayer stress absorbing composite (ISAC) system were first identified. Various thermal/structural models and laboratory equipment were used for this purpose. A number of woven and nonwoven geotextiles were selected and tested for their engineering properties such as tensile strength, initial modulus, modulus at failure, and percent shrinkage. Several samples of rubber asphalt were prepared by blending different ratios of crumb rubber with various types and ratios of asphalt cements at 400 deg F. These rubber asphalts were tested at different temperatures and the effects of temperature and rate of deformation on their stiffness were evaluated. An ISAC layer was fabricated in the laboratory using the materials considered appropriate. Testing equipment was developed to evaluate the interfacial shear strength and laboratory testing was performed to determine the shear strength of the fabricated ISAC layer under an AC overlay. The ISAC layer was evaluated for its effectiveness against reflection cracking. A laboratory pavement section with an AC overlay over a jointed portland cement concrete slab was constructed and placed in an environmental chamber. A mechanical device was used to simulate thermal strain in the slab and the joint was opened and closed at an extremely slow rate. The testing was conducted at 30 deg F and deterioration in the overlay was monitored using a sensitive LVDT device. The results from the laboratory evaluation testing program indicated that the ISAC layer was highly effective in preventing reflection cracking in a 2.5-in. AC overlay. When compared to a control test section and a section using a commercially available reflection cracking control material, the ISAC layer provided for superior performance. A field pavement test section utilizing the ISAC layer was constructed in the Summer of 1994 and field evaluation is ongoing. KW - Asphalt cement KW - Asphalt rubber KW - Bituminous overlays KW - Crumb rubber KW - Effectiveness KW - Geotextiles KW - Interlayer stress absorbing composite KW - Laboratory tests KW - Measures of effectiveness KW - Mitigation KW - Performance evaluations KW - Reflection cracking KW - Rigid pavements KW - Shear strength KW - Test results KW - Traffic mitigation UR - http://ntl.bts.gov/lib/6000/6300/6373/isac.pdf UR - https://trid.trb.org/view/464027 ER - TY - RPRT AN - 00725533 AU - Amirkhanian, S N AU - Burati, J L AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - UTILIZATION OF WASTE TIRES IN ASPHALTIC MATERIALS PY - 1996/06 SP - 173 p. AB - Scrap tire recycling mandates are written into both the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 and the Resource Conservation Recovery Act. South Carolina Department of Transportation (SC DOT) has been conducting several research projects utilizing crumb rubber in asphalt mixtures since 1991. This research project was divided into two sections: laboratory phase and field phase. In the laboratory phase the use of crumb rubber utilizing the "wet" method was investigated. A total of 360 laboratory-prepared Marshall specimens were made and tested. The materials used to prepare the specimens were typical of those used for Type 1A surface mixtures used by SC DOT. The experimental design consisted of using three aggregate sources, three antistrip additives, and four rubber percentages (i.e., 0%, 12%, 15%, and 18% by weight of asphalt cement). The indirect tensile strengths, tensile strength ratio, visual strip rating, percent air voids, and bulk specific gravities were determined and statistically analyzed. The results indicated that, in general, as the rubber percentage increased, the strength decreased. However, the specimens containing antistrip additives had a higher increase in strength compared to that of the virgin materials. In addition, the optimum asphalt content generally increased as the rubber percentage increased. In the field phase, several field test sections of asphalt mixtures containing crumb rubber were constructed and monitored for several months. In addition, one project which was constructed approximately 3 years ago with the "dry" process (i.e., PlusRide) was monitored. The specifications for some of these field test sections were prepared. Every three to six months, field cores were obtained from these field test sections and tested for several properties (e.g., BSG, dry and wet ITS, TSR, etc.). In addition, the skid resistance of these pavements was measured. KW - Aggregate sources KW - Aggregates by source KW - Air voids KW - Air voids content KW - Antistrip additives KW - Asphalt content KW - Asphalt mixtures KW - Core analysis KW - Cores (Specimens) KW - Crumb rubber KW - Dry process KW - Field tests KW - Indirect tensile test KW - Inspection KW - Laboratory tests KW - Rubber KW - Rubber content KW - Scrap tires KW - Skid resistance KW - Solid wastes KW - Specific gravity KW - Statistical analysis KW - Tensile strength KW - Tension tests KW - Test sections KW - Tires KW - Vision KW - Wet process UR - http://www.ces.clemson.edu/arts/WasteTires.pdf UR - https://trid.trb.org/view/460858 ER - TY - RPRT AN - 00725515 AU - Feldman, L R AU - Jirsa, James O AU - Fowler, D W AU - Carrasquillo, R L AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - CURRENT PRACTICE IN THE REPAIR OF PRESTRESSED BRIDGE GIRDERS. INTERIM REPORT PY - 1996/06 SP - 86 p. AB - This report includes a literature search of currently utilized repair techniques, the Texas Department of Transportation's survey of current practice in the repair of impact-damaged prestressed concrete girders, a survey of current practice in the U.S. and Canada, an approach to the repair of impact-damaged prestressed girders, and findings of the first phase of the field study. KW - Canada KW - Crashes KW - Girders KW - Guides to the literature KW - Impact damage KW - Literature reviews KW - Prestressed concrete KW - Prestressed concrete girders KW - Repairing KW - State of the art studies KW - United States UR - https://trid.trb.org/view/460840 ER - TY - RPRT AN - 00725000 AU - Ketcham, S A AU - Minsk, L D AU - Blackburn, R R AU - Fleege, E J AU - U.S. Army Cold Regions Research and Engineering Laboratory AU - Federal Highway Administration TI - MANUAL OF PRACTICE FOR AN EFFECTIVE ANTI-ICING PROGRAM: A GUIDE FOR HIGHWAY WINTER MAINTENANCE PERSONNEL PY - 1996/06 SP - 70 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. It provides a maintenance manager with two major capabilities: the capability for maintaining roads in the best conditions possible during a winter storm, and the capability to do so in an efficient manner. As a consequence, anti-icing has the potential to provide the benefit of increased traffic safety at the lowest cost. However, to achieve this benefit the maintenance manager must adopt a systematic approach to snow and ice control and must ensure that the performance of the operations is consistent with the objective of preventing the formation or development of bonded snow and ice. Such an approach requires use of considerable judgment in making decisions, requires the available information sources be utilized methodically, and requires that the operations be anticipatory or prompt in nature. This manual provides information for successful implementation of an effective highway anti-icing program. It is written to guide the maintenance manager in developing a systematic and efficient practice for maintaining roads in the best conditions possible during a winter storm. It describes the significant factors that should be understood and must be addressed in an anti-icing program, with the recognition that the development of the program must be based on the specific needs of the site or region within its reach. The manual includes recommendations for anti-icing practices and guidance for conducting anti-icing operations during specific precipitation and weather events. KW - Anti-icing KW - Deicing chemicals KW - Ice prevention KW - Manuals KW - Snow and ice control KW - Winter maintenance UR - http://www.fhwa.dot.gov/reports/mopeap/eapcov.htm UR - https://trid.trb.org/view/460663 ER - TY - RPRT AN - 00724996 AU - Hunter, W W AU - Stutts, J C AU - Pein, W E AU - Cox, C L AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - PEDESTRIAN AND BICYCLE CRASH TYPES OF THE EARLY 1990'S PY - 1996/06 SP - 200 p. AB - The purpose of this research was to apply the basic National Highway Traffic Safety Administration (NHTSA) pedestrian and bicyclist typologies to a sample of recent crashes and to refine and update the crash type distributions with particular attention to roadway and locational factors. Five thousand pedestrian-motor vehicle crashes and 3,000 bicycle-motor vehicle crashes were coded in a population-based sample drawn from the states of California, Florida, Maryland, Minnesota, North Carolina, and Utah. Nearly a third of the pedestrians were struck at or near [within 16 m (50 ft) of] an intersection. Midblock events were the second major pedestrian crash type grouping, representing over a fourth (26%) of all crashes. The bicycle-motor vehicle crash types distributed as: (1) parallel paths - 36%, (2) crossing paths - 57%, and (3) specific circumstances - 6%. Most frequent parallel path crashes were motorist turn/merge into bicyclist's path (34.4% of all parallel path crashes), motorist overtaking (24.2%), and bicyclist turn/merge into motorist's path (20.6%). Most frequent crossing path crashes were motorist failed to yield (37.7% of crossing path crashes), bicyclist failed to yield at an intersection (29.1%), and bicyclist failed to yield midblock (20.5%). Future safety considerations should be systemwide and include an examination of intersections and other junctions, well designed facilities, and increased awareness of pedestrians and bicyclists by motor vehicle drivers. KW - Accident typology KW - Bicycle crashes KW - Crash types KW - Crashes KW - Intersections KW - Midblock crossings KW - Pedestrian-vehicle crashes UR - https://trid.trb.org/view/460659 ER - TY - RPRT AN - 00723663 AU - Czerniak, R AU - Gaiser, S AU - Gerard, D AU - New Mexico State University, Las Cruces AU - Federal Highway Administration AU - New Mexico State Highway and Transportation Department TI - THE USE OF INTERMODAL PERFORMANCE MEASURES BY STATE DEPARTMENTS OF TRANSPORTATION PY - 1996/06 SP - 60 p. AB - This report identifies specific intermodal performance measures developed by 15 State departments of transportation. The performance measures are classified by goals and analyzed by frequency of use. The report discusses the role of performance measures in the transportation planning process and their relationship to intermodal management systems. The report also summarizes the major research reports related to the topic of performance measures. KW - Intermodal operations KW - Intermodal transportation KW - Performance evaluations KW - State departments of transportation UR - https://trid.trb.org/view/460113 ER - TY - RPRT AN - 01105080 AU - Kulicki, J AU - Prucz, Z AU - Modjeski and Masters, Incorporated AU - National Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Establish Representative Pier Types for Comprehensive Study: Eastern United States PY - 1996/05/28/Technical Report SP - 114p AB - This report describes bridge types and seismic design and detailing procedures typical of the eastern part of the United States. The report contains examples taken from state bridge plans and actual bridge designs. Some of the examples comply with current seismic provisions, while other represent older designs made before these requirements were introduced. Advantages and disadvantages of various bridge configurations and details with respect to seismic behavior are discussed. Historical accounts of changes in bridge design and detailing practices are also included. KW - Bridge design KW - Bridge piers KW - Earthquake engineering KW - Earthquake resistant design KW - Eastern States UR - http://ntl.bts.gov/lib/20000/20200/20260/PB98119217.pdf UR - https://trid.trb.org/view/864161 ER - TY - RPRT AN - 01105020 AU - Imbsen, R A AU - Schamber, R A AU - Osterkamp, T A AU - Imbsen and Associates, Incorporated AU - National Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Establish Representative Pier Types for Comprehensive Study: Western United States PY - 1996/05/28/Technical Report SP - 106p AB - This report describes bridge pier types and seismic design and detailing procedures for new construction typical of the western U.S. since the mid-1970s. The companion report, NCEER 96-0005, describes pier types and seismic design and detailing procedures representative of the eastern U.S. since about 1980. Representative bridge types and pier type details for nine western states are referenced in Section 2. The states contributing material include Alaska, Arizona, California, Idaho, Montana, Nevada, Oregon, Washington and Wyoming. KW - Bridge design KW - Bridge piers KW - Earthquake engineering KW - Earthquake resistant design KW - Western States UR - http://ntl.bts.gov/lib/20000/20200/20249/PB98118607.pdf UR - https://trid.trb.org/view/864164 ER - TY - RPRT AN - 00815797 AU - Federal Highway Administration TI - SAFETY MANAGEMENT SYSTEMS: GOOD PRACTICES FOR DEVELOPMENT AND IMPLEMENTATION PY - 1996/05/20 SP - 30 p. AB - This document provides general guidance to managers and safety specialists on the formulation of a Safety Management System (SMS). It is directed to the State level, but can be adapted to political subdivisions and others. This guidance is flexible because each State has its own unique institutional and organizational arrangements which must be considered. Further, the development and implementation of an SMS is an evolving process. Good practices will also evolve over time. The SMS is a systematic process that has the goal of reducing the number and severity of traffic crashes by ensuring that all opportunities to improve highway safety are identified, considered, implemented as appropriate, and evaluated in all phases of highway planning, design, construction, maintenance, and operation, and in the development of safety programs relating to vehicles and people. The SMS provides information for selecting and implementing effective highway safety strategies and projects. KW - Guidelines KW - Highway safety KW - Safety management KW - Safety programs KW - States KW - System safety UR - http://safety.fhwa.dot.gov/local_rural/training/fhwasa03025/ UR - https://trid.trb.org/view/690506 ER - TY - RPRT AN - 00723812 AU - Feeney, R AU - Bethel, J AU - van Gelder, B AU - Johnson, S AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - USE OF GPS TO ENHANCE MAPPING BY PHOTOGRAMMETRY. FINAL REPORT PY - 1996/05/14 SP - 91 p. AB - This research has sought to demonstrate the benefits of kinematic Global Positioning System (GPS) in conjunction with photogrammetric aerial triangulation for mapping purposes. The work was performed with the existing Indiana Department of Transportation (INDOT) aerial camera which is quite old, and while this affected the accuracy of the results, the demonstration of capability with a likely potential for excellent results was achieved. Ground point accuracies from the strip were in the sub-meter range with only a single control point. This is contrasted with full-model control requiring 50-80 control points for such a strip. In order to bring accuracies down to an acceptable level, i.e., sub decimeter, it will be necessary to retrofit the INDOT camera with a better shutter event signal (or obtain a new camera). A computer program for least squares adjustment of independent models has been developed. This would permit processing of data from INDOT Wild B8 stereoplotters. With a few implementation steps, INDOT would have an operational and production capability yielding significant productivity improvements. KW - Accuracy KW - Adjustment factors KW - Adjustments KW - Aerial triangulation KW - Computer programs KW - Demonstration KW - Demonstration projects KW - Global Positioning System KW - Information processing KW - Least squares method KW - Mapping KW - Photogrammetry KW - Stereoplotters KW - Triangulation UR - https://trid.trb.org/view/460179 ER - TY - RPRT AN - 01548151 AU - Ulrich, Richard AU - Krepps, Brett AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Detection of Antistrip Additives - Phase II PY - 1996/05/02/Final Report SP - 71p AB - The purpose of this project is to further develop quantitative tests for determining the concentration of antistrip additives in asphalt and to attempt to make these proposed tests applicable to intact pavement samples. After performing an extensive literature review of possible methods for this purpose, the authors chose two: organic phase titration for the determination of amine-based additives and atomic absorption spectroscopy for the determination of powdered lime additives. In the organic phase titration, the concentration of basic groups in the asphalt-additive mixture, or basicity, is determined and is assumed to be proportional to the concentration of additive in the sample. Also, an organic phase titration implies that the titration is carried out in a non-aqueous environment, therefore eliminating an aqueous extraction step, which could be a source of error and complication. This measured absorption is proportional to the concentration of the substance to be determined; calcium in this case, since this method will be used for lime-based additives and lime is by definition calcium hydroxide. KW - Amines KW - Antistrip additives KW - Asphalt KW - Calcium hydroxide KW - Quantitative analysis UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209408.pdf UR - https://trid.trb.org/view/1335503 ER - TY - RPRT AN - 00738023 AU - Jha, M AU - Sinha, K C AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EFFECTIVE SCHEDULING OF ROAD AND BRIDGE CLOSURES: PHASE II PY - 1996/05/01 SP - 98 p. AB - This research provides a study on work zone impact analysis. In case of multiple road closures, the network approach is used to find an effective scheduling such that the total user delay is reduced. A dynamic model for analyzing the work zone impact during the period when the network is in the transition state is also developed. A salient feature of the dynamic model is the drivers' perception updating model which incorporates availability and the quality of information as perceived by drivers. KW - Bridge closures KW - Bridge maintenance KW - Bridges KW - Construction sites KW - Driver perception KW - Drivers KW - Dynamic models KW - Highway maintenance KW - Impact studies KW - Maintenance KW - Perception KW - Reduction (Decrease) KW - Road closures KW - Scheduling KW - Traffic delays UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1545&context=jtrp UR - https://trid.trb.org/view/572458 ER - TY - RPRT AN - 00806044 AU - Marquart, Mike AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - HBP OVERLAY ON PCC REHABILITATE OVERLAID PCC JOINTS PY - 1996/05 SP - n.p. AB - Joint rehabilitation of asphalt overlaying PCC with 61.5 foot joint spacing. A large stone matrix was used in the joint rehabilitation topped with a Class 33 mix. This mix solved the rutting problem. Joint mix deteriorated rapidly during the second year. Yearly patching was needed to keep operational. Fair to good ride. Recycling the PCC may be a better option. KW - Asphalt pavements KW - Deterioration KW - Joint construction KW - Overlays (Pavements) KW - Patching KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Spacing UR - https://trid.trb.org/view/673755 ER - TY - RPRT AN - 00753811 AU - Mak, K K AU - Bullard, D L AU - Menges, W L AU - Texas Transportation Institute AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - TESTING AND EVALUATION OF THE WYOMING 740WYBRAIL BRIDGE RAILING SYSTEM PY - 1996/05 SP - 32 p. AB - The objective of this study is to crash test and evaluate the existing Wyoming bridge railing design in accordance with guidelines set forth in National Cooperative Highway Research Program (NCHRP) Report 350 for test level 3 (TL-3) conditions. One crash test with a 2000-kg pickup truck (test designation 3-11) at a nominal impact speed and angle of 100 km/h and 25 degrees was conducted. The other required test with an 820-kg passenger car (test designation 3-10) at a nominal impact speed and angle of 100 km/h and 20 degrees was deemed not necessary since an identical test was previously conducted with successful results when the bridge railing system was evaluated under NCHRP Report 230 guidelines. Results of the pickup truck redirection test are presented in this report. The bridge railing contained and smoothly redirected the impacting vehicle. The vehicle did not penetrate or go over the bridge railing. There were no detached elements or debris to show potential for penetrating the occupant compartment or to present undue hazard to others in the area. Damage sustained by the vehicle was considered moderate given the severe nature of the impact conditions. Maximum deformation of the occupant compartment was 92 mm in the firewall area and was judged not to cause serious injury. The vehicle remained upright during and after the collision. The exit angle at loss of contact with the bridge railing was 9.2 degrees which was less than 60% of the test impact angle. Minimal, if any, intrusion into the adjacent traffic lanes was caused by the vehicle exit trajectory. The occupant risk factors were well within the preferred limits specified in NCHRP Report 350. In summary, the existing Wyoming bridge railing system was judged to have met all the evaluation criteria set forth in NCHRP Report 350 for TL-3 conditions. KW - Bridge railings KW - Crashes KW - Damage severity KW - Deformation KW - Impact KW - Impact angle KW - Impact speed KW - Impact tests KW - Loss and damage KW - Pickup trucks KW - Redirection KW - Speed KW - Test results KW - Testing UR - https://trid.trb.org/view/536627 ER - TY - RPRT AN - 00748710 AU - Federal Highway Administration TI - NATIONAL HIGHWAY USER SURVEY PY - 1996/05 SP - 22 p. AB - The National Quality Initiative Steering Committee, composed of representatives of the Federal Highway Administration, the American Association of State Highway and Transportation Officials, the American Public Works Association and several industry groups, recently commissioned a survey, funded by the Federal Highway Administration, to determine the general public's satisfaction with the nation's highway system and to identify the public's priorities for highway improvement. This report provides the results of this survey. KW - Data collection KW - Highways KW - Improvements KW - Public opinion KW - Strategic planning KW - Surveys UR - http://ntl.bts.gov/lib/6000/6900/6952/nqinhus.pdf UR - https://trid.trb.org/view/483722 ER - TY - RPRT AN - 00746794 AU - Crouse, P E AU - Wu, JTH AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - LONG-TERM FIELD PERFORMANCE OF GEOSYNTHETIC-REINFORCED SOIL RETAINING WALLS PY - 1996/05 SP - 119 p. AB - A study was undertaken to synthesize field long-term performance data of full-scale geosynthetic-reinforced soil (GRS) retaining walls. Upon conducting an extensive literature review and survey, seven GRS retaining walls of which the performance had been monitored for extended periods of time were selected for this study. To assess the wall performance, a conservatism index (CI) was defined to quantify the relative degree of conservativeness of the walls. In addition, a simple analytical equation was developed for predicting creep deformation of a GRS wall beyond the measurement period. The analytical equation was derived based on the synthesized behavior of the GRS walls that the logarithmic creep rate decreased linearly with logarithmic time. This study conclusively indicated that all the GRS retaining walls with granular backfill deformed very little due to creep and were stabilizing with time. The current design methodology to account for creep is overly conservative when well-compacted granular backfill is employed. Using results of a soil-geosynthetic composite performance test in conjunction with the analytical equation, long-term creep deformation of a GRS wall under project specific conditions can be predicted in a rational manner throughout its design life. KW - Backfilling KW - Backfills KW - Creep KW - Equations KW - Field performance KW - Forecasting KW - Geosynthetics KW - Granular materials KW - Long term KW - Mechanically stabilized earth KW - Performance KW - Retaining walls KW - Time duration UR - http://ntl.bts.gov/lib/20000/20400/20482/PB98130818.pdf UR - https://trid.trb.org/view/473298 ER - TY - RPRT AN - 00745712 AU - Morgan, R L AU - Chen, H-J AU - McAuliffe, D E AU - New York State Department of Transportation AU - Federal Highway Administration TI - OVERLAYS ON FAULTED RIGID PAVEMENTS PY - 1996/05 SP - 61 p. AB - From 1960 to 1972, the New York State Department of Transportation (NYSDOT) used a two-component malleable-iron load-transfer device in concrete pavement joints. Its early corrosion and/or mechanical failure caused faulting distress at transverse joints. In 1984, the study reported here was initiated to examine performance of flexible overlays on faulted rigid pavements and to determine what other rehabilitation procedures were effective in extending pavement service life. Data were collected on 10 highways for 6 years to investigate return of faulting through overlays, and its relation to overlay thickness, slab length, traffic, asphalt density, slab movement, and other rehabilitation treatments (such as sawing-and-sealing, underdrains, and pressure-relief joints). Pavement temperatures were also collected at various depths within two test pavements to study effects of overlays on temperature gradient, seasonal temperature variation, and critical stress. During this project, a mathematical model and an accompanying computer program called NYTEMP were developed to predict temperature distribution within a pavement. NYTEMP was validated using this study's measured temperatures, and successfully predicted temperature gradients. Based on the study's findings, faulting recurrence in overlays was generally small. Overlay thickness was the dominant factor affecting fault return. Sawed-and-sealed joints in the overlay performed well except over expansion joints. The magnitude of initial concrete faulting appeared to affect the amount of reflective cracking, as well as performance of sawed-and-sealed joints in the overlay. Thicker overlays did reduce seasonal movement, temperature gradient, and critical stress of underlying slabs. KW - Bituminous overlays KW - Computer programs KW - Faulting KW - Forecasting KW - Load transfer KW - Load transfer device KW - Mathematical models KW - Mechanical failure KW - Overlays (Pavements) KW - Performance KW - Reflection cracking KW - Rigid pavements KW - Sawed joints KW - Seasonal variations KW - Seasons KW - Stresses KW - Temperature KW - Temperature distribution KW - Temperature gradients KW - Thickness KW - Transverse joints UR - https://trid.trb.org/view/472710 ER - TY - RPRT AN - 00739019 AU - Lee, CSY AU - Fleming, G G AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - MEASUREMENT OF HIGHWAY-RELATED NOISE PY - 1996/05 SP - 205 p. AB - The U.S. Department of Transportation, Research and Special Programs Administration, John A. Volpe National Transportation Systems Center, Acoustics Facility, in support of the Federal Highway Administration (FHWA), Office of Environment and Planning, has developed this document, which reflects significant improvements and changes in noise measurement technologies that have evolved since the 1981 FHWA publication, "Sound Procedures for Measuring Highway Noise". This report documents the recommended procedures for the measurement of (1) existing noise; (2) vehicle noise emissions; (3) barrier insertion loss; (4) construction equipment noise; (5) noise reduction due to buildings; and (6) occupational noise exposure. KW - Building KW - Construction KW - Construction equipment KW - Insertion loss KW - Jobs KW - Measurement KW - Motor vehicles KW - Noise KW - Noise barriers KW - Noise exposure KW - Noise measurement KW - Traffic noise KW - Vehicle noise UR - https://trid.trb.org/view/573005 ER - TY - RPRT AN - 00737972 AU - Gonzalez-Ayala, S AU - Euritt, M AU - Harrison, R AU - Koontz, C AU - McCullough, B F AU - Macias-Mohr, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - HISTORIC TRENDS AND FUTURE CONSEQUENCES OF PROJECTED TRAFFIC ALONG RURAL INTERSTATE 35 PY - 1996/05 SP - 88 p. AB - Vehicular traffic moving through rural sections of Interstate 35 in Texas is growing at a dramatic rate. For example, in the rural areas between San Antonio and Dallas, traffic grew between 4 and 8% annually between 1983 and 1992. Some rural sections exhibited traffic growth rates as high as 10% between 1970 and 1993. And as traffic grows, so does travel time--an inevitable consequence of congestion. Thus, a trip from San Antonio to Dallas, which took approximately 4.5 hours in 1972, will require 8 hours by the year 2006, given a modest 4% traffic growth annually. Other disturbing, congestion-related consequences include rising pollution levels and greater operating costs for passenger cars and trucks, not to mention more accidents. If the problems associated with increasing traffic demand in the state are not resolved, Texans can expect higher costs of living and greater losses in productivity. The primary objective of this report is to demonstrate the future loss of personal mobility by the highway user on rural sections of the Interstate. A second primary objective is to lay the groundwork for a comprehensive economic analysis of the problems associated with large traffic flows by using rural IH-35 as an example of a high-traffic corridor. Additionally, this report will provide a foundation for suggesting alternative solutions to the problem of traffic congestion on high-traffic corridors. By demonstrating the problems of growing traffic demand on rural high-traffic corridors in Texas, and by building on the findings of an earlier study, we suggest that a supercorridor--also known as a managed transportation system (MTS)--continues to be a feasible option for mitigating the growing traffic congestion problems on rural corridors. KW - Air pollution KW - Crash rates KW - Interstate highways KW - Managed transportation systems KW - Mitigation KW - Mobility KW - Motor vehicles KW - Operating costs KW - Rural highways KW - Supercorridors KW - Texas KW - Traffic congestion KW - Traffic mitigation KW - Travel time KW - Trend (Statistics) UR - http://www.utexas.edu/research/ctr/pdf_reports/1326_1.pdf UR - https://trid.trb.org/view/572409 ER - TY - RPRT AN - 00737973 AU - McCullough, B F AU - Harrison, R AU - Euritt, M A AU - Gonzalez-Ayala, S AU - Macias-Mohr, R AU - Koontz, C AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - PRELIMINARY ECONOMIC EVALUATION OF ALTERNATIVES FOR REDUCING CONGESTION PROBLEMS IN TEXAS PY - 1996/05 SP - 109 p. AB - This report investigates the economic feasibility of implementing the Managed Transportation System (MTS) concept in Texas. As indicated in Report 1326-1, this research project has determined that the Texas Interstate highway network faces an imminent congestion problem. This report, the second report of this study, discusses several possible alternatives for alleviating this congestion problem. For each alternative, a full-cost evaluation is performed and results are compared. Our analysis suggests that the MTS concept is the alternative that can potentially yield the greatest benefits. KW - Alternatives analysis KW - Economic conditions KW - Economic impacts KW - Interstate highways KW - Managed transportation systems KW - Mitigation KW - Rural highways KW - Supercorridors KW - Texas KW - Traffic congestion KW - Traffic mitigation UR - http://www.utexas.edu/research/ctr/pdf_reports/1326_2.pdf UR - https://trid.trb.org/view/572410 ER - TY - RPRT AN - 00737925 AU - Hibbs, B O AU - Larson, R M AU - Federal Highway Administration TI - TIRE PAVEMENT NOISE AND SAFETY PERFORMANCE, PCC SURFACE TEXTURE TECHNICAL WORKING GROUP PY - 1996/05 SP - 111 p. AB - The annoying noise frequencies produced from the tire/pavement interaction on some (usually transversely tined) Portland Cement Concrete (PCC) pavements have concerned both residents living nearby and motorists traveling over them. A Technical Working Group (TWG) was formed to investigate the problem by conducting a review of previous research and by evaluating the results of ongoing research in the United States. The goal of the TWG was to recommend PCC pavement surface textures that will reduce the annoying noise frequencies without compromising safety. Previous research determined that PCC surfaces constructed for speeds under 80 km/h need only a good microtexture for wet weather stopping. For speeds of 80 km/h or greater, a macrotexture is also needed to reduce the water film thickness and prevent hydroplaning. The exposed aggregate surfaced PCC pavements and the open-graded asphalt friction course pavements combine for the quietest and safest rides where premium textures are desired. Smoother pavements also result in a quieter ride. Wisconsin researchers, using narrow band frequency analysis techniques, have recently discovered how to objectively measure and analyze the annoying pure tones that create tire/pavement whining or lower frequency rumbling. Noise-reducing construction methods that work most effectively for new pavements are to randomly space (10 to 40 mm) the transverse tines/grooves, construct longitudinal tines/grooves (either according to AASHTO guidelines or to the Spanish plastic brushing method), or construct an exposed aggregate surface. Existing PCC pavements that produce an annoying noise should be retextured (diamond grooving, diamond or carbide grinding, or shotblasting) or resurfaced (PCC overlay or surface laminate, microsurfacing, or a dense- or open-graded asphalt concrete overlay). Further research needs to determine the relationship between friction numbers and wet weather accident rates and develop improved construction guidelines (specific random transverse tine spacing, repeat pattern, and depth of texturing) to optimize safety and noise considerations. KW - Aggregates KW - Concrete pavements KW - Construction management KW - Crash rates KW - Exposed aggregate surfacing KW - Friction KW - Guides to the literature KW - Highway safety KW - Literature reviews KW - Macrotexture KW - Microtexture KW - Noise control KW - Noise reduction KW - Pavement friction KW - Pavement grooving KW - Pavements KW - Portland cement concrete KW - Research KW - Resurfacing KW - Retexturing KW - Surface course (Pavements) KW - Texture KW - Traffic noise KW - Wet pavements KW - Wet weather UR - https://trid.trb.org/view/572379 ER - TY - RPRT AN - 00735966 AU - American Trucking Associations AU - Apogee Research, Incorporated AU - Smith (Wilbur) and Associates AU - Federal Highway Administration TI - COMMERCIAL DRIVER REST & PARKING REQUIREMENTS: MAKING SPACE FOR SAFETY. FINAL REPORT PY - 1996/05 SP - 159 p. AB - A study was conducted of the availability and need for truck parking at public rest areas and private truck stops along the Interstate highway system. The goal of the study was to assess the supply, utilization, parking statutes and practices, and demand related to rest area parking at the state and national levels and, based on the findings of that analysis, to identify policies and programs to meet commercial truck drivers' rest needs. An extensive database of truck parking activities at rest areas located along Interstates across the entire country was developed. This study relied on three general methods of data collection, resulting in five sources: an inventory of parking capacity and restrictions at public rest areas nationwide; direct observation of the actual usage of truck parking at rest areas along a medium-density trucking corridor; and three surveys - an in-person survey of truck drivers, a nationwide mail survey of motor carriers, and a mail survey of truck stop operators. The data were collected between October 1993 and January 1994. Two quantitative models were developed to analyze the data collected. The first was an econometrically-derived Capacity Utilization Model, designed to identify those factors affecting rest area utilization by trucks. The second, a Demand Model, was a mathematical model designed to estimate the total demand for truck parking spaces at public rest areas nationwide. The results of the quantitative analyses were then used to develop policy recommendations for the Federal Highway Administration and a guidebook designed to inform state DOT executives of this research process and how it can be applied at the state level. This volume contains the study's executive summary, final report, and Appendix A - Empirical Results. Appendices B and C are published in separate volumes. KW - Commercial drivers KW - Data collection KW - Field observation KW - Field studies KW - Guides KW - Guides to information KW - Inventory KW - Mathematical models KW - Parking KW - Parking demand KW - Parking regulations KW - Parking restrictions KW - Policy KW - Private property KW - Recommendations KW - Research KW - Research management KW - Roadside rest areas KW - Surveys KW - Truck drivers KW - Truck facilities KW - Truck stops UR - http://www.fhwa.dot.gov/publications/research/safety/commercial.pdf UR - https://trid.trb.org/view/478559 ER - TY - RPRT AN - 00734637 AU - Stockton, W R AU - Venglar, S P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TEXAS DEPARTMENT OF TRANSPORTATION INTELLIGENT TRANSPORTATION SYSTEMS DEPLOYMENT STRATEGY PY - 1996/05 SP - 120 p. AB - The purpose of this document is to present an initial Texas Department of Transportation (TxDOT) framework for the deployment of Intelligent Transportation Systems (ITS) technologies, techniques, and practices in support of the principal agency mission of moving people and goods efficiently and effectively. This deployment strategy is a guide for the efforts of TxDOT headquarters and district personnel in the development of programs and projects that fall under the ITS umbrella. By taking this broad, integrated approach, TxDOT can deploy ITS elements faster and more productively, while retaining the flexibility needed to meet local or situation-driven needs. This "strategy" is not intended to be a prescription for every community, or even one community. It attempts to identify the key ingredients for successful ITS deployment. The recipe for any community or agency should be based on identified needs and available resources. This strategy focuses on deployment in the "near-term", meaning the next five years. This document is organized in the following chapters: (One) Introduction; (Two) Guiding Principles -- representing the basic philosophical and policy position of TxDOT regarding the deployment of ITS applications; (Three) Deployment Priorities -- those ITS elements that will be the TxDOT focus over the near term, defined as the next five years; (Four) Role of TxDOT in ITS Deployment -- principally the role that TxDOT will play in deployment, planning, funding, and maintenance and operations; and (Five) Costs and Benefits of ITS -- "rules of thumb" for cost estimates and summaries of expected benefits. Appendices are: (A) Project Evaluation; (B) Draft Deployment Priorities for Each User Service; (C) Core Infrastructure Features for ITS Deployment in Metropolitan Areas; (D) ITS User Services Definitions; and (E) Assumptions for the Core Infrastructure Costs Estimate. KW - Benefits KW - Cost estimating KW - Deployment KW - Estimates KW - Guidelines KW - Intelligent transportation systems KW - State departments of transportation KW - Strategic planning KW - Texas UR - http://ntl.bts.gov/lib/16000/16500/16541/PB2000104173.pdf UR - https://trid.trb.org/view/478001 ER - TY - RPRT AN - 00734579 AU - Minnesota Department of Transportation AU - Strgar-Roscoe-Fausch, Incorporated AU - Federal Highway Administration TI - FIELD TEST OF MONITORING OF URBAN VEHICLE OPERATIONS USING NON-INTRUSIVE TECHNOLOGIES. VOLUME 4: TASK TWO REPORT - INITIAL FIELD TEST RESULTS PY - 1996/05 SP - 42 p. AB - Comprehensive information on the use of transportation facilities in urban areas provides the basis for many of the decisions made regarding the transportation infrastructure. The accuracy of the traffic data collected is extremely important because if affects funding priorities and the design of highway improvement projects. The overall goal of this project was to compare non-intrusive vehicle detection technologies to conventional roadway-based vehicle detection technologies. The focus was on evaluating the performance of each traffic data collection technology. This Volume 4 report describes the results from the initial field test. The test began with the calibration of the volume and speed baseline data from inductive loops located at the test site. Four distinct testing periods were then conducted between November 1995 and February 1996: one 48-hour period, one 24-hour period, and two multiple day continuous test periods. Two tests were used to calibrate the non-intrusive detection devices and allow vendors a chance to review the preliminary results. Detailed results from the other two test periods are presented. KW - Accuracy KW - Alternatives analysis KW - Calibration KW - Data collection KW - Detection and identification technologies KW - Field tests KW - Monitoring KW - Non-intrusive detection devices KW - Performance KW - Technology KW - Test results KW - Traffic data KW - Urban areas KW - Vehicle detectors KW - Vehicle operations UR - https://trid.trb.org/view/471433 ER - TY - RPRT AN - 00734561 AU - Trochalakis, P AU - Eberhard, M O AU - Stanton, J F AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - DESIGN OF SEISMIC RESTRAINERS FOR IN-SPAN HINGES PY - 1996/05 SP - 99 p. AB - Currently, two commonly used restrainer design methods are those mandated by the American Association of State and Highway Transportation Officials (AASHTO) and the California Department of Transportation (CALTRANS). To evaluate these methods and perhaps develop a new method, the Washington State Department of Transportation (WSDOT) sponsored this study. Using sample WSDOT designs and seismic retrofitting guidelines from WSDOT and CALTRANS, the researchers developed a model of a two-frame bridge with a single in-span hinge. The nonlinear response of the bridge was studied to determine the maximum opening experienced at the in-span hinge and the maximum relative displacements at the abutments. To identify the parameters most important in restrainer design and in predicting the unrestrained maximum relative abutment displacements, the researchers varied eleven parameters. The parametric study identified the parameters that significantly influenced the maximum relative hinge displacement (MRHD) and the maximum relative abutment displacements (MRAD). The AASHTO empirical seat width equation and the CALTRANS restrainer design method were compared with the results of nonlinear time history analysis. The empirical seat width equation produced conservative results while the CALTRANS method produced inconsistent results, a large amount of scatter and some significantly unconservative values. Using the results of the parametric study, the researchers developed a new restrainer design method that predicted the MRHD much more accurately than the CALTRANS method. The researchers also developed a method for estimating the unrestrained MRAD. KW - Accuracy KW - Bridge abutments KW - Bridge design KW - Bridges KW - Design methods KW - Dislocation (Geology) KW - Earthquake resistant design KW - Earthquake resistant structures KW - Evaluation KW - Forecasting KW - Hinges KW - Nonlinear response KW - Retrofitting KW - Seismic restrainers KW - Structural design UR - http://www.wsdot.wa.gov/research/reports/fullreports/387.1.pdf UR - https://trid.trb.org/view/471416 ER - TY - RPRT AN - 00734562 AU - Trochalakis, P AU - Eberhard, M O AU - Stanton, J F AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - UNSEATING OF SIMPLY SUPPORTED SPANS DURING EARTHQUAKES PY - 1996/05 SP - 53 p. AB - The Washington State Department of Transportation (WSDOT) is currently retrofitting many older bridges to prevent their superstructures from unseating during earthquakes. In bridges whose simply supported spans have inadequate bearing lengths, WSDOT most frequently connects adjacent spans with high-strength rod restrainers. The study described in this report was undertaken to determine whether restrainers installed in this manner are effective in preventing span unseating and to develop a method for identifying vulnerable simply supported spans. A companion report (WA-RD 387.1) considered the design of seismic restrainers for in-span hinges. The researchers developed a nonlinear analytical model of a four-span, simply supported, prestressed concrete bridge. Variations of this model were subjected to four ground motions to determine the maximum relative displacements between the simply supported spans and their supports. The maximum relative displacements at the piers depended most on the bearing friction resistance, the earthquake motion, and the size of the joints in the deck. The maximum relative displacements at the abutments depended most on the bearing resistance and the earthquake motion. Based on the results of the parametric study, the researchers developed a new method to estimate the susceptibility of bridges to unseating of simply supported spans. The researchers also found that restrainers connecting adjacent spans are ineffective in reducing the relative displacements between the superstructure spans and their supports. KW - Analytical models KW - Bridge abutments KW - Bridge design KW - Bridge piers KW - Bridge superstructures KW - Bridges KW - Dislocation (Geology) KW - Earthquake resistant design KW - Earthquake resistant structures KW - Effectiveness KW - Evaluation KW - Mathematical models KW - Measures of effectiveness KW - Nonlinear systems KW - Prestressed concrete bridges KW - Prevention KW - Retrofitting KW - Seismic restrainers KW - Structural design KW - Unseating UR - http://www.wsdot.wa.gov/research/reports/fullreports/387.2.pdf UR - https://trid.trb.org/view/471417 ER - TY - RPRT AN - 00734567 AU - McManus, J F AU - Phillip, N A AU - Stanton, J F AU - Turkiyyah, G M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A FRAMEWORK FOR THE CONSTRUCTABILITY REVIEW OF TRANSPORTATION PROJECTS PY - 1996/05 SP - 127 p. AB - The objective of this project was to recommend to the Washington State Department of Transportation (WSDOT) a new process for conducting constructability reviews. In Phase I of the project, the researchers sought to define the problem, identify critical issues, and develop the initial elements of a Constructability Review Process (CRP). To understand how WSDOT develops its projects, the researchers obtained documents and briefs on a current series of management studies; reviewed WSDOT's manuals, directives, and guides describing the project development process involved; and conducted an extensive round of interviews with WSDOT staff and management, as well as interviews with consultants and others involved with the process. They also reviewed projects on SR 18 in the Northwest Region. The CRP model was developed concurrently with other studies focusing on other aspects of improving the WSDOT Project Development Process. Although significant changes are being implemented that should result in improvements, the researchers found that issues germane to constructability remain. These include the need for WSDOT to consider constructability in a statewide Project Management Process; to form a multi-disciplinary CRP team at the project scoping phase; for closer communication, coordination, and team building between the Headquarters Structures Service Center and the Regional Design offices; for plans review coordination with the final constructability review; for structured project checklists for use throughout the project development process; and for an accessible record of design decisions made, as well as design and post-contract lessons learned. The researchers agree that the re-engineering being done to the project development process is making improvements that are consistent with the constructability enhancement provided by the CRP. The main aspects of this new process are as follows: At the draft Project Identification Report (PIR) stage, a project-level Value Engineering study should be considered for projects that are major, costly, or that include complex features to evaluate every possible alternative for the project. A set of up to four constructability reviews should be implemented, with the number depending on the project's type, size and complexity. The general purpose of the constructability review is to assure that constructability issues, including maintainability, are identified and resolved before completion of the PS&E. A system of checklists and a compendium of lessons learned should be developed for use throughout the project. KW - Checklists KW - Constructability reviews KW - Construction projects KW - Decision making KW - Decisions KW - Lessons learned KW - Maintenance management KW - Maintenance projects KW - Multidisciplinary teams KW - Project development KW - Project management KW - Records KW - Records management KW - Reviews KW - Value engineering UR - http://www.wsdot.wa.gov/research/reports/fullreports/409.1.pdf UR - https://trid.trb.org/view/471421 ER - TY - RPRT AN - 00734542 AU - Festin, S M AU - Federal Highway Administration TI - SUMMARY OF NATIONAL AND REGIONAL TRAVEL TRENDS: 1970-1995 PY - 1996/05 SP - 77 p. AB - This paper summarizes travel trends in the United States and five regional areas for the period 1970-1995. Travel is summarized at the annual, monthly, weekly, and daily time scales. Data sources for this study included the annual vehicle travel estimates included in the Table VM-2 from Highway Statistics and traffic count data from approximately 5,000 Automatic Traffic Recorder (ATR) sites nationwide. The nation was split into 5 regions, corresponding to the regional breakdown in Traffic Volume Trends. It was found that travel has grown at approximately 3% per year over the past 25 years. For recent years urban travel makes up more than 60% of the total travel in the United States. The urban travel growth rate is slowing while rural growth rate is increasing. This shift in growth rates is also occurring at the regional level. The daily distribution of travel shows that, since 1978, traffic distribution during the day has undergone significant changes. The early morning hours (12 midnight to 4:00 a.m.) have declined as a percentage of the total ADT. The peaks in the morning and in the afternoon are increasing as a percentage of the total and the shoulders are growing into the middle of the day. The share of travel occurring during daylight hours (between 5:00 a.m. and 6:00 p.m.) has been increasing since 1978, and accounts for over 80% of the travel during the day. KW - Highway statistics KW - Highways KW - Peak periods KW - Periods of the day KW - Regional analysis KW - Rural travel KW - Statistics KW - Traffic counts KW - Traffic distribution KW - Traffic volume KW - Travel KW - Trend (Statistics) KW - United States KW - Urban travel KW - Vehicle miles of travel UR - http://ntl.bts.gov/lib/6000/6900/6967/bluebook.pdf UR - https://trid.trb.org/view/471397 ER - TY - RPRT AN - 00734537 AU - Brich, S C AU - Fitch, G M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - CASE STUDIES IN COLLECTING HIGHWAY INVENTORY DATA WITH THE GLOBAL POSITIONING SYSTEM PY - 1996/05 SP - 78 p. AB - A number of state departments of transportation, including the Virginia Department of Transportation (VDOT), are developing a geographic information system (GIS) to integrate data and to conduct more elaborate analyses which will improve their decision-making capabilities. Research is currently being conducted at the Virginia Transportation Research Council to determine some of the problems associated with the implementation of this relatively new and evolving technology. The collection and development of the data sets required to drive the GIS have been identified as two of the largest expenses associated with GIS implementation. This research looked at the feasibility of using the Global Positioning System (GPS) to collect some of the locational and attribute data required to run VDOT's GIS. Data sets identified in VDOT's 10-Year GIS Strategic Plan were collected and transferred to ARC/INFO (trademark), a proprietary system, by way of hand-held, mapping-grade GPS receivers. Methods for the collection and transfer of the data sets were outlined. Point accuracies of approximately 2 m were obtained. Time requirements and data collection problems were also described. These findings should ultimately aid VDOT in its GIS implementation process. KW - Adopt-a-highway programs KW - Case studies KW - Data collection KW - Feasibility analysis KW - Geographic information systems KW - Global Positioning System KW - Highway inventory data KW - Implementation KW - Modems KW - Railroad grade crossings KW - Sets KW - State departments of transportation KW - Virginia KW - Wetlands UR - http://ntl.bts.gov/lib/36000/36900/36976/96-R34.pdf UR - https://trid.trb.org/view/471394 ER - TY - RPRT AN - 00728684 AU - Research and Special Programs Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE SEATTLE-TACOMA-EVERETT METROPOLITAN AREA. FINAL REPORT PY - 1996/05 SP - 36 p. AB - FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs also are intended to determine the effects of planning on transportation investment processes. The EPR for Seattle-Tacoma-Everett included a federal site visit on 8-11 May 1996. At the conclusion of the visit the federal team presented preliminary observations and recommendations to the local agencies taking part in the review. This Final Report describes the EPR in detail and provides summary conclusions as well as a complete set of observations and recommendations. KW - City planning KW - Enhanced planning reviews KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Recommendations KW - Reviews UR - http://web.tongji.edu.cn/~yangdy/plnrpt/Sea-htm.htm UR - https://trid.trb.org/view/465430 ER - TY - RPRT AN - 00727217 AU - Gonzalez-Ayala, S AU - Euritt, M A AU - Harrison, R AU - Koontz, C AU - McCullough, B F AU - Macias-Mohr, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A VISION FOR INCREASING PERSONAL INTERCITY MOBILITY. FINAL REPORT PY - 1996/05 SP - 46 p. AB - Vehicular traffic moving through rural sections of Interstate 35 in Texas is growing at a dramatic rate. For example, in the rural areas between San Antonio and Dallas, traffic grew between 4 and 8% annually between 1983 and 1992. Some rural sections exhibited traffic growth rates as high as 10% between 1970 and 1993. And as traffic grows, so does travel time--an inevitable consequence of congestion. Thus, a trip from San Antonio to Dallas, which took approximately 4.5 hours in 1972, will require 8 hours by the year 2006, given a modest 4% traffic growth annually. Other disturbing, congestion-related consequences include rising pollution levels and greater operating costs for passenger cars and trucks, not to mention more accidents. If the problems associated with increasing traffic demand in the state are not resolved, Texans can expect higher costs of living and greater losses in productivity. The primary objective of this report, the final for this project, was to demonstrate the future loss of personal mobility by the highway user on rural sections of the Interstate. A second primary objective was to lay the groundwork for a comprehensive economic analysis of the problems associated with large traffic flows by using rural IH-35 as an example of a high-traffic corridor. Additionally, this report will provide a foundation for suggesting alternative solutions to the problem of traffic congestion on high-traffic corridors. By demonstrating the problems of growing traffic demand on rural high-traffic corridors in Texas, and by building on the findings of an earlier study, we suggest that a supercorridor--also known as a managed transportation system (MTS)--continues to be a feasible option for mitigating the growing traffic congestion problems on rural corridors. KW - Air pollution effects KW - Environmental impacts KW - Intercity travel KW - Interstate highways KW - Level of service KW - Managed transportation systems KW - Mitigation KW - Mobility KW - Motor vehicles KW - Operating costs KW - Rural highways KW - Supercorridors KW - Texas KW - Traffic congestion KW - Traffic crashes KW - Traffic mitigation KW - Travel demand KW - Travel time UR - http://www.utexas.edu/research/ctr/pdf_reports/1326_3F.pdf UR - https://trid.trb.org/view/461450 ER - TY - RPRT AN - 00727224 AU - Haselkorn, M P AU - Spyridakis, J AU - Dailey, Donald J AU - Miller, C AU - Goble, B AU - Garner, M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A REAL-TIME FREEWAY TRAVELER INFORMATION SYSTEM: EXPANSION, IMPLEMENTATION, AND EVALUATION PY - 1996/05 SP - 94 p. AB - This report documents the third phase of efforts to develop Traffic Reporter, an advanced traveler information system for the Puget Sound Region. Traffic Reporter is a PC-based, graphical, interactive program that displays real-time traveler information. The goal of this project was to help commuters make more efficient use of Puget Sound area freeways by providing them with accurate information about traffic conditions. On-road surveys of Puget Sound commuters and other data provided the basis for the first Traffic Reporter design and prototype. Useability tests guided the development of a second prototype. In Phase 3, additional useability tests were conducted and a third version was developed. This report describes in detail the features of the second prototype, the results of the useability tests, and the program enhancements implemented in Phase 3. Also, tests were conducted on two methods of delivery: TV and radio traffic reporters and a touch-screen kiosk version. KW - Advanced traveler information systems KW - Driver information systems KW - Intelligent transportation systems KW - Prototypes KW - Puget Sound Region KW - Radio KW - Real time control KW - Real time data processing KW - Television KW - Touchscreen displays UR - http://www.wsdot.wa.gov/research/reports/fullreports/385.1.pdf UR - https://trid.trb.org/view/461457 ER - TY - RPRT AN - 00727222 AU - Newberry, G P AU - Yonge, D R AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THE RETARDATION OF HEAVY METALS IN STORMWATER RUNOFF BY HIGHWAY GRASS STRIPS PY - 1996/05 SP - 94 p. AB - Investigations regarding the introduction of contaminants to the aquatic environment through highway runoff began in the late 1970s. Interest in this area of study has continued to increase, particularly in the area of design, operation, and effectiveness of contaminant mitigation devices. Contaminants of concern in highway runoff include metals, organics, and suspended solids. To determine the effectiveness of these grass strips as a retention mechanism, a full-scale grass strip model was constructed that allowed control of slope and stormwater contaminant feed rate. The model was 1.2 m wide (perpendicular to flow path) and contained a 3 m grass section. A simulated highway stormwater was developed that contained sediment, lead, cadmium, copper, and zinc. The research approach was divided into three main areas: (i) determination of the hydraulic retention time for various slope and flow combinations, (ii) estimation of retention times for selected metals, (iii) analysis of the fate of the metal contaminants with regard to spatial location as well as plant uptake. Hydraulic detention time over a range of slope/flow combinations was estimated using a bromide tracer technique. The largest portion of metals were retained within the initial 1 m of the grass strip and 10 mm of depth. These analytical findings were supported by visual observations that indicated that the stormwater sediment was retained in the upper 1 m of the grass strip. Overall metal retention was estimated by mass balance and it was determined that 84% of zinc, 93% of lead, and >99% of cadmium and copper applied to the grass strip was retained. Over the duration of nine individual storm events, no significant metal breakthrough was observed at the test strip outlet or in the first set of monitoring wells placed 0.6 m from the stormwater inlet distribution device. KW - Cadmium KW - Contaminant retention KW - Contaminants KW - Copper KW - Drainage KW - Effectiveness KW - Grass strips KW - Highways KW - Lead (Metal) KW - Measures of effectiveness KW - Mitigation KW - Model tests KW - Runoff KW - Sediments KW - Traffic mitigation KW - Zinc UR - http://www.wsdot.wa.gov/research/reports/fullreports/404.1.pdf UR - https://trid.trb.org/view/461455 ER - TY - RPRT AN - 00727215 AU - McCallan, R M AU - Hotchkiss, R H AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - HYDRAULIC EFFICIENCY OF HIGHWAY STORMWATER INLETS PY - 1996/05 SP - 140 p. AB - This study evaluates the efficiency of stormwater inlets used by the Nebraska Department of Roads (NDOR) and includes a literature review of bicycle safety for inlets. The inlets studied include the "Nebraska Flume" inlet, the slotted vane inlet, and the NDOR standard 72-inch (183-cm) curb opening inlet. The tests on the "Nebraska Flume" inlet included modifications to the design. A full scale model, with the ability to change both the longitudinal and cross slopes, of an 8-foot (2.4-m) shoulder lane was used to conduct the tests. The longitudinal and cross slopes tested were 1%, 3%, and 5% and 2%, 4%, and 6%, respectively. The report describes the hydraulic performance of the "Nebraska Flume" inlet, the slotted vane inlet, and the NDOR standard 72-inch (183-cm) curb opening inlet. The grates tested with the "Nebraska Flume" inlet consisted of open hole, Deeter model 2064, and Nebraska 5-bar. The hydraulic performance of the inlets is presented in terms of inlet efficiency. A series of inlet efficiency curves document the performance of the different inlets at different slope configurations. The study resulted in these conclusions. First, the "Nebraska Flume" inlet performed best with the Nebraska 5-bar grate. Second, the "Nebraska Flume" inlet performed best when modified by moving the outer curb in to the edge of the inlet opening, except for slope combinations of 1% longitudinal slope with cross slopes of 4% or lower. Finally, the slotted vane inlet performed best at the lower cross slopes, while the "Nebraska Flume" and standard 72-inch (183-cm) curb opening inlet performed best at the higher cross slopes. Methods for design were developed to aid in inlet planning. For the "Nebraska Flume" inlet and the slotted vane inlet, the procedure involved the use of design charts. To help in the design of the standard 72-inch (183-cm) curb opening inlet, the procedure involves an efficiency equation. KW - Bicycle safety KW - Bicycling KW - Culvert inlets KW - Design KW - Grates KW - Guides to the literature KW - Hydraulic efficiency KW - Inlets KW - Literature reviews KW - Model tests KW - Performance evaluations KW - Slope configurations KW - Storm sewers KW - Traffic safety UR - https://trid.trb.org/view/461448 ER - TY - RPRT AN - 00726703 AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE MIAMI METROPOLITAN AREA PY - 1996/05 SP - 52 p. AB - The FHWA and FTA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs are also intended to determine the effects of planning on transportation investment processes. The information collected in the EPRs is intended to be of assistance to individual metropolitan areas in their continuing efforts to improve transportation planning practice, and to federal agencies in formulating policy and identifying technical assistance needs among agencies engaged in metropolitan planning. KW - City planning KW - Finance KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Technical assistance KW - Transportation UR - http://web.tongji.edu.cn/~yangdy/plnrpt/Mia-htm.htm UR - https://trid.trb.org/view/461276 ER - TY - RPRT AN - 00725536 AU - Bhat, S T AU - Lovell, C W AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - USE OF COAL COMBUSTION RESIDUES AND WASTE FOUNDRY SANDS IN FLOWABLE FILL PY - 1996/05 SP - 238 p. AB - This study is directed towards remedying some of the deficiencies in the present state-of-the-art concerning the behavior and design of flowable fill. The focus is on the utilization of waste foundry sand (WFS) and class F fly ash. However, the study addresses a much broader perspective so that a unified and rational approach becomes available to understand and predict the behavior of flowable fill in general. The objective is also to answer some of the questions which need to be answered before flowable fill can be used in many geotechnical applications. The report is organized in ten chapters. Chapter 1 outlines the objectives. Chapter 2 reviews the developments, applications, and advantages of flowable fill in general. Statistical data on the production and consumption of coal combustion by-products both in the United States and the state of Indiana are provided. A broad picture of the foundry industry in the United States, and in the state of Indiana is provided. The process of WFS generation is described. The environmental concern with regard to the use of WFS is briefly discussed. Lastly, the economics are addressed. Chapter 3 presents the basic physical and chemical properties of the materials, namely, cement, sand, and fly ash, used in this research. Chapter 4 deals with flow behavior of dry sand and fresh flowable fill mix. Flow curves are developed which help understand the mechanics of flow. Chapter 5 discusses penetration resistance test results using mortar penetrometer. A soil pocket penetrometer is also used to estimate the unconfined compressive strength as the fresh flowable fill hardens. The effect of drainage is studied by introducing geotextile drainage layers. Penetration resistance is correlated with the unconfined compressive strength. Penetration resistance necessary for walkability is defined. Chapter 6 presents 28-day and 90-day unconfined compressive strength test results. The 28-day compressive strength is correlated with the water/cement ratio. A step by step mix design procedure is described. Chapter 7 discusses mercury intrusion porosimetry and permeability test results, and bioassay toxicity test results on expressed pore solutions from hardened flowable fill. Chapter 8 discusses results of consolidated drained and undrained triaxial tests at different confining pressures, and also the Brazilian Tensile Strength test results. Chapter 9 presents the results of accelerated strength testing using hot water bath. Chapter 10 summarizes and presents conclusions for the present work. KW - Compressive strength KW - Drainage KW - Economics KW - Environmental impacts KW - Fills KW - Flow curves KW - Flowable fill KW - Fly ash KW - Foundry sand KW - Geotextiles KW - Mix design KW - Penetration resistance KW - Permeability KW - Pore size distribution KW - Properties of materials KW - Toxicity KW - Triaxial shear tests KW - Triaxial tests KW - Unconfined compressive strength KW - Waste foundry sand KW - Waste products KW - Water cement ratio UR - http://dx.doi.org/10.5703/1288284313339 UR - https://trid.trb.org/view/460861 ER - TY - RPRT AN - 00725528 AU - Sicking, D L AU - Wolford, D F AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEVELOPMENT OF GUARDRAIL RUNOUT LENGTH CALCULATION PROCEDURES PY - 1996/05 SP - 60 p. AB - Guardrail runout length recommendations contained in AASHTO's Roadside Design Guide were re-evaluated in order to determine optimal guardrail length of need. Encroachment data collected along Canadian highways was evaluated in a manner similar to that used with Hutchinson and Kennedy encroachment data to reproduce procedures contained in AASHTO's Roadside Design Guide. A benefit cost analysis of extending guardrails was also conducted as an alternative procedure for defining appropriate guardrail runout lengths. Both analysis procedures indicate that guardrail runout lengths recommended by the Roadside Design Guide are excessive. Highway agencies are recommended to select one of the two new procedures for identifying appropriate guardrail runout lengths. KW - Benefit cost analysis KW - Data analysis KW - Encroachments KW - Guardrails KW - Mathematical analysis KW - Recommendations KW - Right of way (Land) KW - Runout length UR - https://trid.trb.org/view/460853 ER - TY - RPRT AN - 00725535 AU - Petrou, M F AU - Joiner, W S AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - CONTINUING INVESTIGATION OF STRAND SLIPPAGE IN 24 INCH OCTAGONAL PRESTRESSED CONCRETE PILES PY - 1996/05 SP - 152 p. AB - The objective of the current research is to investigate the problem of excessive slippage in prestressed piles. From the measurements taken in the field, it is apparent that the problem of excessive initial strand slip is not limited to the 24 inch octagonal piles. The problem is independent of pile shape and size. The slippage is evident in piles of different manufacturers in different states in the Southeast. Excessive slippage was found in both the top and bottom of the cross-section of the piles, although the top portion of the cross-section generally exhibited higher initial slip. This leads to the conclusion that the problem is considerably more widespread and systematic than what was originally reported. Several preventive measures can be adopted to reduce the excessive strand slippage observed. These preventive measures include: a) use of higher strength concrete, b) gradual release of prestress, with an optimal release sequence, c) assess the condition of the strands prior to installation to insure lack of contamination by oils, d) proper concrete mix design to reduce the "Top Bar Effects", e) use of minimum vibration to insure consolidation. The strand slippage measured at the three prestressed plants in the Southeast is considerably higher than the allowable slippage and is expected to have deleterious effects on the pile performance. If the strand slip theory is adopted, the strand development length increases substantially due to the excessive strand slippage. The ultimate strength of the pile is reduced in the development length region making the safety of the pile questionable. Protection against cracking is very important for the installation and durability of prestressed piles. However, for piles that exhibit excessive and eccentric slippage, cracking is possible during lifting, transportation, and installation. Such results suggest that the strand slippage measurements must be made mandatory for all pile manufacturers. Piles that exhibit strand slippage more that the allowable should be rejected. KW - Fracture mechanics KW - Industries KW - Piles (Supports) KW - Prestressed concrete KW - Prestressed concrete piles KW - Prevention KW - Slippage UR - https://trid.trb.org/view/460860 ER - TY - RPRT AN - 00725520 AU - Clemena, G G AU - Jackson, D R AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - PILOT APPLICATIONS OF ELECTROCHEMICAL CHLORIDE EXTRACTION ON CONCRETE PIERS IN VIRGINIA PY - 1996/05 SP - 32 p. AB - Applying a temporary electric field between the concrete surface and the rebars can expel or remove chloride ions from salt-contaminated reinforced concrete, which will mitigate rebar corrosion. A new method for the permanent rehabilitation of concrete bridges, based on the technique of electrochemical chloride extraction (ECE), was applied to three concrete piers as part of pilot trials in Virginia, to demonstrate the practicality of the method on full-sized bridge elements and refine implementation techniques. The ECE treatment involved placing a simple wet mesh-and-fiber anode system on the surface of the piers. A total electrical charge of 249 to 382 A-hr/sq m (23.1 to 35.5 A-hr/sq ft) was applied between the anode and the rebars underneath a total of 488 sq m (5,253 sq ft) of concrete for 72 to 77 days (a shorter treatment time would likely suffice). Approximately 27.2 to 59.9% and 12.9 to 52.7% of the initial chloride ions were removed from concrete at the depths of 0.6 to 1.9 cm (0.25 to 0.75 in.) and 2.5 to 3.8 cm (1.0 to 1.5 in.), respectively. Some problems with the system were encountered during the treatment. All the problems were correctable. No discernible adverse effect on the concrete due to the treatment was observed. The project demonstrated that ECE treatment of full-sized concrete bridge piers can be conducted with reasonable success. KW - Bridge piers KW - Chloride extraction KW - Chlorides KW - Corrosion KW - Demonstration projects KW - Desalination KW - Driver rehabilitation KW - Effectiveness KW - Electrochemical processes KW - Measures of effectiveness KW - Mitigation KW - Rehabilitation KW - Traffic mitigation UR - http://ntl.bts.gov/lib/36000/36900/36973/96-IR4.pdf UR - https://trid.trb.org/view/460845 ER - TY - RPRT AN - 00725525 AU - Cottrell, B H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PAVEMENT MARKINGS FOR IMPROVED VISIBILITY DURING WET NIGHT CONDITIONS PY - 1996/05 SP - 18 p. AB - This study evaluated the night visibility of waffle tape and paint with large beads, particularly during wet night conditions. Data were collected at two sites along a primary arterial. The evaluation included an examination of (1) the application of the markings, (2) the visibility of the markings using retroreflectometer measurements and subjective assessments, and (3) the cost effectiveness of the markings. The study revealed: (1) compared to paint with standard beads, the waffle tape and paint with large beads were slightly more retroreflective during light rain at night and recovered quicker after flooding out; (2) the marginal improvement in visibility during periods of light rain do not offset the operational problems of applying paint with large beads; and (3) the benefits of waffle tape during light rain do not appear to justify its use solely for wet night visibility. Because of the above findings, snowplowable raised pavement markers, which are very visible in wet night conditions, appear to be more cost effective. The study recommends that (1)the Virginia Department of Transportation (VDOT) continue to use and maintain snowplowable raised pavement markers for visibility during wet night conditions, (2) VDOT continue to monitor FHWA's study on all weather pavement markings, and (3) the Suffolk District consider testing nonsnowplowable raised pavement markers to assess their use as a low-cost alternative to improve visibility during wet night conditions where snowplowing occurs infrequently. KW - Cost effectiveness KW - Field measurements KW - Field tests KW - Glass beads KW - Moisture content KW - Night KW - Performance evaluations KW - Raised road markings KW - Raised traffic markings KW - Retroreflectivity KW - Road marking tapes KW - Subjective analysis KW - Traffic marking tapes KW - Traffic paint KW - Visibility KW - Wet conditions UR - http://ntl.bts.gov/lib/36000/36900/36975/96-R33.pdf UR - https://trid.trb.org/view/460850 ER - TY - RPRT AN - 00725519 AU - Clemena, G G AU - Jackson, D R AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - PILOT APPLICATIONS OF ELECTROCHEMICAL CHLORIDE EXTRACTION ON CONCRETE BRIDGE DECKS IN VIRGINIA PY - 1996/05 SP - 34 p. AB - A recent SHRP study confirmed that applying an electrical field between the surface of a concrete structure and the rebars (like cathodic protection, except with 50 to 500 times more current) can expel the chloride ions from salt-contaminated reinforced concrete and mitigate rebar corrosion. This new rehabilitation method was tried on two whole deck spans, as part of pilot trials in Virginia to demonstrate the practicality of this electrochemical chloride extraction (ECE) process on full-sized bridge elements and to help refine the technique. The total concrete area treated was approximately 720 sq m (7,750 sq ft). To avoid traffic interruption, half of the deck was treated at a time (for 8 weeks, though a shorter time would likely suffice). The treatment used a very simple installation and procedure, involving placement of a temporary electrolyte-soaked anode system (of inert catalyzed titanium mesh sandwiched between two layers of felt) on the surface of the deck, and the application of total charges that varied between 741 to 1,077 A-hr/sq m (68.8 to 100.1 A-hr/sq ft) in 57 to 58 days between the anode and the rebars. Approximately 72.2 to 82.1% of the initial chloride ions were removed from the concrete in various depths. These magnitudes surpassed the removal rate of 40 to 50% that was suggested for very heavy treatment by one SHRP report. A minor rectifiable difficulty was encountered in neutralizing the acidity generated in the electrolyte, especially during the first several days of each treatment phase. Lithium was used in the electrolyte for two portions of the deck and was observed to migrate readily into the concrete. However, a similar attempt to simultaneously inject a cationic corrosion inhibitor (tetraphenylphosphonium) into the concrete, which represented a first attempt ever on a concrete deck, yielded uncertain results. It is uncertain whether the corrosion inhibitor had migrated into the concrete; if it had, it was in quantities less than the minimum detection level of 25 ppm, by the capillary electrophoresis method used. Overall, the pilot treatment of the deck was judged to be very simple to perform and more than reasonably successful. KW - Bridge decks KW - Chloride extraction KW - Chlorides KW - Concrete KW - Corrosion KW - Corrosion resistant materials KW - Demonstration projects KW - Desalination KW - Driver rehabilitation KW - Effectiveness KW - Electrochemical processes KW - Injection KW - Measures of effectiveness KW - Mitigation KW - Rehabilitation KW - Traffic mitigation UR - http://ntl.bts.gov/lib/36000/36900/36974/96-IR3.pdf UR - https://trid.trb.org/view/460844 ER - TY - RPRT AN - 00724370 AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE CLEVELAND, OH METROPOLITAN AREA PY - 1996/05 SP - 40 p. AB - The FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs are also intended to determine the effects of planning on transportation investment processes. The EPR for Greater Cleveland Metropolitan Area included a federal site visit from August 7 through August 11, 1995. At the conclusion of the visit, the federal review team presented preliminary observations and recommendations for the local agencies taking part in the review. The team then formulated several additional observations as a result of the further review of documents and notes. This report is the summary conclusion and a complete set of the observations and recommendations. KW - Improvements KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investments KW - Metropolitan planning organizations KW - Technical assistance KW - Transportation planning UR - https://trid.trb.org/view/460336 ER - TY - RPRT AN - 00725001 AU - McDonald, D B AU - Sherman, M R AU - Pfeifer, D W AU - Wiss, Janney, Elstner Associates, Incorporated AU - Federal Highway Administration TI - THE PERFORMANCE OF BENDABLE AND NONBENDABLE ORGANIC COATINGS FOR REINFORCING BARS IN SOLUTION AND CATHODIC DEBONDING TESTS: PHASE II SCREENING TESTS PY - 1996/05 SP - 121 p. AB - This report is a continuation of the work reported in the January 1995 report FHWA-RD-94-103. That report presented coating adhesion performance data following cathodic debonding and solution immersion tests on 22 bendable and 11 nonbendable organic coatings applied to straight and 4D bent shape reinforcing steel bars. This Phase II report describes tests on 5 bendable and 5 nonbendable organic coatings, 7 of which were selected from the previous study on 33 coatings. These 10 coatings, 9 epoxies and 1 vinyl, also included the 3M 213 epoxy coating that was commonly used for many years in bridge construction. The 10 coatings were tested for adhesion performance on straight and 4D, 6D, and 8D bent bar shapes after cathodic disbondment tests and solution immersion tests. With straight bars subjected to solution immersion tests, deionized water is less discriminating than the OH ion solution as related to adhesion reduction. The best adhesion was generally achieved with the four nonbendable epoxy coatings; however, one bendable coating with a steel surface pretreatment also provided very good adhesion on straight bars. With bent or prebent bars subjected to immersion tests, the deionized water was also less discriminating than the high-pH solution. The best performance was also obtained using nonbendable coatings. Poor adhesion after testing was found with bendable coatings bent to 4D, 6D, and 8D. The use of steel surface pretreatments on bendable coatings did not solve these adhesion reduction problems. Prebent bars with nonbendable coatings did not generally maintain as good adhesion as coated straight bars with the same nonbendable coatings. When straight bars with bendable and nonbendable coatings were subjected to cathodic disbondment tests, all eight newer epoxy coatings maintained excellent wet or dry coating adhesion when tested away from the intentional drill holes. The same eight epoxies, when tested at the drill hole, generally provided much poorer wet or dry adhesion. With 8D bent or prebent bars subjected to cathodic debonding tests in the OH ion solution, the four nonbendable epoxies provided excellent adhesion at away-from-the-hole locations, either wet or dry. The five bendable epoxies provide much poorer adhesion at away-from-the-hole locations. With at-the-hole locations, all five bendable epoxies provided extremely poor adhesion. The four nonbendable epoxies generally provided poorer adhesion at the hole under wet or dry conditions when compared to the excellent adhesion at the away-from-the-hole location. KW - Adhesion KW - Bendability KW - Bending KW - Cracking KW - Debonding KW - Epoxy coatings KW - Laboratory tests KW - Organic coatings KW - Performance evaluations KW - pH value KW - Reinforcing bars KW - Surface treating UR - https://trid.trb.org/view/460664 ER - TY - JOUR AN - 00724906 JO - Research & technology transporter PB - Federal Highway Administration AU - DIGGES, K AU - Meczkowski, L AU - Federal Highway Administration TI - FHWA CRASH TESTS FIND NEW APPLICATION PY - 1996/05 SP - p. 3 AB - Since 1970, the Federal Highway Administration (FHWA) has crashed more than 2,000 vehicles in testing guardrails, median barriers, and breakaway luminaire supports. These tests have included many different kinds of impacts with both the front and side of a vehicle. After a crash, complex spinning motion and rollovers sometimes occur. The National Crash Analysis Center (NCAC) is using these crash film resources in a new way for a National Highway Traffic Safety Administration (NHTSA) sponsored program. The objective is to find out how air bag-protected occupants are being injured in frontal crashes. Frontal crash tests conducted by NHTSA are useful in evaluating how air bags work under a standard crash. In these tests, the crash test dummy moves straight forward into the air bag. However, research is showing that many injuries occur because people miss the air bag. The FHWA crash tests are used to study occupant motion in complex real-world crashes. Using the resources of the FHWA/NHTSA Crash Film Library, NCAC has developed a new methodology for reconstructing real-world crashes. NCAC maintains a library of all the crash test films and data conducted by FHWA and NHTSA since 1970. More than 15,000 test films of almost every model of vehicle are in the library. Each crash in the study is initially documented by an experienced crash investigator. Photographs and descriptions of the crash scene, vehicle, occupant, and injuries are available. The NHTSA crash films of a similar vehicle are reviewed to determine the characteristics of the vehicle and air bag in a standard frontal crash. Next, the FHWA crash tests provide a vehicle that produced motion similar to that observed in the real-world crash. Using a combination of the NHTSA and FHWA crash test films as a basis, the occupant motion is reconstructed by computer simulation. This determines the actual motion of the occupant and the probable reason for the injury. This research approach has discovered injury mechanisms not apparent in standard air bag testing. (Entire Article) KW - Air bags KW - Crash injury research KW - Crash reconstruction KW - Crashes KW - Frontal crashes KW - Impact tests KW - Injury causes KW - Occupant kinematics KW - Occupant kinetics KW - Testing UR - https://trid.trb.org/view/463770 ER - TY - RPRT AN - 00723821 AU - Kwapy, P AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - THE STATUS AND APPLICABILITY OF INTELLIGENT TRANSPORTATION SYSTEMS IN MONTANA. FINAL REPORT PY - 1996/05 SP - 75 p. AB - The principal objective of this study was to accumulate information pertinent to Intelligent Transportation Systems (ITS) in Montana which will aid in consolidating and focusing the Montana Department of Transportation's position on ITS. The following tasks were performed as part of this study: Inform and identify concerns of Montana's transportation stakeholders; Identify needs and potential benefits of ITS in Montana; Identify existing systems and related activities in Montana and the Nation; Identify potential systems for Montana; Identify potential funding sources; and Develop a Scope of Work for Phase II. Based on this work, it is recommended that Montana develop an ITS strategic plan, organize and staff an ITS office, promote ITS through education, and stay abreast on national ITS issues. KW - Benefits KW - Finance KW - Financial sources KW - Intelligent transportation systems KW - Montana KW - Needs assessment KW - Promotion KW - Strategic planning UR - http://ntl.bts.gov/lib/24000/24700/24777/Status_Applicability_Final_Report.pdf UR - https://trid.trb.org/view/460188 ER - TY - RPRT AN - 00722664 AU - Federal Highway Administration TI - COMMERCIAL DRIVER REST & PARKING REQUIREMENTS: MAKING SPACE FOR SAFETY. FINAL REPORT - EXECUTIVE SUMMARY PY - 1996/05 SP - 38 p. AB - This publication is an executive summary of a research study on public rest areas and private truck stops for commercial drivers. The research team first assessed the current status of public rest area parking for trucks nationwide and developed analytical models to estimate the demand for truck parking spaces. This comprehensive assessment of public rest areas projected a current shortfall of 28,400 truck parking spaces in public rest areas nationwide. An important component of the assessment was the information obtained from the driver survey. More than 90% of commercial drivers sampled perceived that there is a shortage of truck parking facilities, particularly for long-term or overnight parking. For short-term parking, a majority of the sampled drivers expressed a preference for public rest areas. Two-thirds of them indicated a preference for private truck stops for overnight or long-term rest needs. The assessment of supply and demand for long-term truck parking at private truck stops followed a process similar to that for the public rest area study. This assessment determined that about one-third of truck stop operators, based on a weighted sample, plan to expand their parking facilities over the next 3 years. This would increase total projected capacity from 185,000 truck parking spaces to more than 213,000. This suggests that some of the current shortfall at public rest areas might be satisfied in the future by private expansion efforts. However, this additional analysis found no conclusive evidence that private truck stops and public rest areas are direct substitutes for each other. Rather, they are complementary. Projected costs to meet future truck parking demands total between $489 and $629 million. The problem of inadequate truck parking can only be met by creative strategies to help facilitate future rest area spending decisions over the next 10 years. Failure to solve the truck parking shortage could pose significant risks to the traveling public by forcing tired drivers to continue driving, or park on inherently dangerous locations such as ramps and shoulders. KW - Commercial drivers KW - Costs KW - Dangerous parking locations KW - Data collection KW - Demand KW - Drivers KW - Fatigue (Physiological condition) KW - Highway safety KW - Long term parking KW - Mathematical models KW - Overnight parking KW - Parking KW - Parking demand KW - Parking duration KW - Private property KW - Roadside rest areas KW - Short term parking KW - Shortages KW - Supply KW - Supply and demand KW - Surveys KW - Time duration KW - Truck drivers KW - Truck facilities KW - Truck stops UR - https://trid.trb.org/view/459828 ER - TY - ABST AN - 01459675 TI - Wet Detention Pond Design for Highway Runoff Pollution Control AB - The objective of this research project is to develop a methodology for designing efficient wet detention ponds in the highway environment. This methodology shall include performance characteristics, design guidelines, conditions, limitations, and applications for use. A comparison will be made between wet detention ponds and dry detention ponds in order to show the advantages and disadvantages of each system. KW - National Cooperative Highway Research Program KW - Pollutants KW - Ponding KW - Research projects KW - Runoff KW - Wetting and drying tests UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=744 UR - https://trid.trb.org/view/1227890 ER - TY - RPRT AN - 00735994 AU - Jakubiak, S AU - Relin, A AU - Apogee Research, Incorporated AU - Federal Highway Administration TI - SHARED RESOURCES: SHARING RIGHT-OF-WAY FOR TELECOMMUNICATIONS PY - 1996/04/15 SP - 92 p. AB - This report presents the results of research on the institutional and non-technical issues related to shared resource projects. Shared resource projects are a particular form of public-private partnering that may help public agencies underwrite their telecommunications infrastructure for Intelligent Transportation Systems (ITS). The partnership involves sharing the public resource of roadway right-of-way and the private resource of telecommunications expertise and capacity to the advantage of both parties. Most commonly, private telecommunications providers are granted access to roadway rights-of-way for their own telecommunications infrastructure (principally fiber optics conduits and cable) in exchange for providing telecommunications infrastructure to the public sector. In some cases, the arrangement provides private telecommunications firms with access to roadway right-of-way in exchange for cash compensation to the public sector, which can then be directed to public sector transportation, ITS, or other needs. This report identifies and explores 20 issues associated with implementation of shared resource projects and describes various options for dealing with these issues. The report also presents five case studies to illustrate the types of arrangements that have been implemented to date. KW - Case studies KW - Infrastructure KW - Institutional issues KW - Intelligent transportation systems KW - Public private partnerships KW - Resource utilization KW - Right of way (Land) KW - Shared resources KW - Socioeconomic development KW - Telecommunications UR - http://www.fhwa.dot.gov/publications/research/operations/its/jpo960015/sharedres_finalrept.pdf UR - http://ntl.bts.gov/lib/11000/11500/11532/sharedres-finalrept.pdf UR - https://trid.trb.org/view/478584 ER - TY - RPRT AN - 01103292 AU - ADA Planning Association AU - Booz-Allen and Hamilton, Incorporated AU - Idaho Transportation Department AU - Federal Highway Administration TI - Individual Evaluation Test Plan Report No. 2: Emissions Monitoring of All Vehicles in Ada County PY - 1996/04//Final Report SP - 89p AB - Ada County was chosen to be a part of the national Operational Test for Intelligent Transportation Systems (ITS). ITS applies new technologies and concepts to improve transportation systems, efficiency, mobility, energy and environmental impacts, and create a viable industry. During the month of May 1995, the last of a three-phase Operational Test was conducted in Ada County. This phase is discussed in this document. This test was designed to determine if Remote Sensing Devices (RSD) can be used to enhance the existing idle emissions testing program in Ada County. Both the technological and economical feasibility of using this new technology were evaluated. RSD used infrared sensors to measure pollutant levels in an auto's exhaust while the auto was moving at normal speed on roadways. This technology also used a video camera to take a picture of the auto's license plate. With this data, an auto and its emissions could be identified. This executive summary identifies key results and conclusions of the chapters in this Individual Evaluation Test Plan Report: (1) emissions monitoring of all vehicles in Ada County; and (2) institutional, legal, and public acceptance issues. KW - Ada County (Idaho) KW - Air pollution KW - Air pollution sources KW - Emissions testing KW - Exhaust gases KW - Infrared detectors KW - Intelligent transportation systems KW - Pollutants KW - Remote sensing UR - http://ntl.bts.gov/lib/16000/16600/16697/PB2000104527.pdf UR - https://trid.trb.org/view/860523 ER - TY - RPRT AN - 01103276 AU - ADA Planning Association AU - Booz-Allen and Hamilton, Incorporated AU - Federal Highway Administration TI - Individual Evaluation Test Plan Report No. 1: Origin and Destination Survey and Emissions Monitoring at External Stations PY - 1996/04//Final Report SP - 152p AB - No summary provided. KW - Ada County (Idaho) KW - Air pollution KW - Exhaust gases KW - Intelligent transportation systems KW - Monitoring KW - Origin and destination KW - Pollutants KW - Public transit KW - Travel surveys UR - http://ntl.bts.gov/lib/18000/18200/18227/PB2001107526.pdf UR - https://trid.trb.org/view/860522 ER - TY - RPRT AN - 00725517 AU - Ozyildirim, C AU - Gomez, J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - DESIGN OF HIGH-PERFORMANCE CONCRETE MIXTURES AND TEST BEAMS FOR A BRIDGE IN VIRGINIA PY - 1996/04 SP - 44 p. AB - The main objective of this study was to develop concretes with a compressive strength of 69 to 83 MPa (10,000 to 12,000 psi) at 28 days and a high early release strength (within 20 hr) exceeding 70% of the 28-day strength. The properties of the high-performance concretes (HPC) tested included compressive strength, flexural strength, splitting tensile strength, and permeability. Four prestressed concrete AASHTO Type II beams were fabricated with HPC at a prestressing plant and load tested to failure. This test program was undertaken to support the field application of HPC in Virginia. Results showed that high-strength and low-permeability air-entrained mixtures could be designed. Concretes with a 28-day strength exceeding 69 MPa (10,000 psi), a minimum release strength of 70% of the 28-day strength, and coulomb values below 1,500 at 28 days can be produced with a water-cementitious material ratio (W/CM) of about 0.30 or below. Achieving such a low W/CM requires large amounts of cementitious material, proper selection of aggregates, and high dosages of high-range water-reducing admixtures. Thorough mixing is necessary, and good construction practices must be followed during placement, consolidation, and curing. To achieve high early strengths, proper temperature management is also needed. KW - Beams KW - Compressive strength KW - Concrete KW - Construction management KW - Flexural strength KW - High performance KW - High performance concrete KW - Load tests KW - Performance KW - Permeability KW - Prestressed concrete KW - Prestressing KW - Temperature control KW - Tensile strength KW - Water cement ratio KW - Water reducing agents UR - http://ntl.bts.gov/lib/36000/36900/36971/96-R27.pdf UR - https://trid.trb.org/view/460842 ER - TY - RPRT AN - 00808913 AU - Federal Highway Administration TI - SHARED RESOURCES: SHARING RIGHT-OR-WAY FOR TELECOMMUNICATIONS: IDENTIFICAITON, REVIEW AND ANALYSIS OF LEGAL AND INSTITUTIONAL ISSUES. FINAL REPORT PY - 1996/04 SP - 90 p. AB - The advent of fiber-optic communications technology coupled with continued rapid growth in demand for communications capacity have led private communications companies to seek to build new, and extend existing, fiber-optics networks. There is increased incentive and opportunity for sharing the public resource of highway right-of-way in exchange for private telecommunications expertise and capacity to further both public sector and private corporate objectives. The Federal Highway Administration (FHWA) authorized this study to explore nontechnical issues related to such projects, generally referred to as "shared resource" projects, and to develop present guidance for those considering this approach in highway rights-of-way. Traditionally, longitudinal access to the right-of-way for non-transportation networks has been carefully controlled, especially in freeways and limited access highways. This shared resource project has four specific features: public-private partnering; private longitudinal access to public roadway right-of-way; installation of telecommunications hardware (principally fiber-optic lines, but also cellular towers/antennae); and compensation granted to the right-of-way owner over and above administrative costs. KW - Access control (Communications) KW - Antennas KW - Cellular structures KW - Communications KW - Compensation KW - Costs KW - Fiber optics KW - Freeways KW - Highways KW - Installation KW - Legal factors KW - Organizations KW - Private enterprise KW - Public participation KW - Public private partnerships KW - Revenues KW - Right of way (Land) KW - Shared resources KW - Technology KW - Telecommunications KW - Towers KW - Transmission lines UR - http://ntl.bts.gov/lib/16000/16400/16450/PB2000103990.pdf UR - https://trid.trb.org/view/673533 ER - TY - RPRT AN - 00806043 AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - 3M STAMARK PLIANT POLYMER MARKING TAPE, A380, APPLIED ON EDGE AND SKIP LANES PY - 1996/04 SP - n.p. AB - When inlaid, material lasted longer and had less damage. Good reflectance but expensive. KW - Marking materials KW - Pavement maintenance KW - Pavements KW - Polymers UR - https://trid.trb.org/view/673754 ER - TY - RPRT AN - 00798956 AU - Allen, D L AU - Pigman, J G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - A PROPOSED METHOD OF CALIBRATION AND CORRELATION OF WEIGH-IN-MOTION SYSTEMS PY - 1996/04 SP - 63 p. AB - There are various types of weigh-in-motion (WIM) systems currently in use by agencies that collect weight data. These include load cells, bending plate, capacitance pads, piezoelectric cables, and bridge WIM systems. The response and behavior of these systems differs from one type to another. Most states calibrate these systems by one of two methods. The first is to calibrate by running a truck or trucks of known weights across the scales a number of times. The second is to use a sample of trucks from the traffic stream. This report details a field calibration and correlation test site between a slow-speed WIM at a permanent weigh station and five other WIM systems. These other systems were a capacitance pad, a piezoelectric cable installed in a rigid slab, a piezoelectric cable installed in a flexible pavement, a bridge WIM installed on a simple span, and a bridge WIM installed on a continuous span. From this test site, a method of calibrating WIM systems was developed that uses the accumulative distribution functions of the vehicle gross weights from the traffic stream. By developing a distribution function for a standard scale (in this case, the permanent weigh station) and also for the WIM system being calibrated, a continuous calibration function can be developed between the two systems. Any weights obtained by the calibrated scale in the future can then be corrected to the standard scale by application of the continuous calibration function. This report details a recommended calibration procedure for correlating all scales in the state by use of calibration distribution functions. A computer program ("WIMBOTH") was developed to calculate the distribution functions and the calibration functions. KW - Bridges KW - Calibration KW - Capacitance pads KW - Computer programs KW - Correlation analysis KW - Distribution functions KW - Piezoelectric cables KW - Weigh in motion scales KW - Weigh stations UR - https://trid.trb.org/view/665929 ER - TY - RPRT AN - 00757877 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - SECRETARY OF TRANSPORTATION'S INITIATIVE FOR PEDESTRIAN AND BICYCLE SAFETY: KIDS, BIKES AND SAFETY PY - 1996/04 SP - 6 p. AB - This pamphlet discusses safety tips and riding practices for bicycle riding. It reminds riders to always inspect their bicycles to make sure all parts are secure and working properly. Included in the safety tips are: wear a bicycle helmet; see and be seen; avoid riding at night; check tires and brakes before riding. Riders are also reminded to follow the rules of the road when riding. The pamphlet discusses, too, the DOT Secretarial Initiative for Pedestrian and Bicycle Safety, which promotes walking and bicycling as safe, efficient, and healthy ways to travel. KW - Bicycle safety KW - Bicycling KW - Children KW - Cyclists KW - Helmets KW - Pedestrian safety KW - Rule of the road KW - Traffic regulations KW - Traffic safety KW - Visibility KW - Walking UR - https://trid.trb.org/view/538407 ER - TY - RPRT AN - 00740747 AU - Federal Highway Administration TI - THE 1996 ANNUAL REPORT ON HIGHWAY SAFETY IMPROVEMENT PROGRAMS PY - 1996/04 SP - 43 p. AB - This is the 22nd in a series of annual reports on the Federal Highway Administration's (FHWA's) highway safety improvement programs. The report presents the progress made by the states and territories in implementing the Rail-Highway Crossings and Hazard Elimination Programs. The report also examines the effectiveness of highway safety improvements made under these programs. The report is based on information submitted by the states and territories, information obtained from within FHWA, and other sources as noted. The safety improvement evaluations presented in the report include data through June 30, 1995. The fiscal information is current as of September 30, 1995. The accident data and other information are current as of December 31, 1994, unless otherwise noted. The report is organized as follows: Executive Summary; (I) Introduction; (II) The Highway Safety Problem; (III) The Highway Safety Improvement Program; (IV) Implementation and Effectiveness of the Categorical Safety Programs; (V) Safety Highlights; Appendix A - Glossary; Appendix B - Description of Safety Improvements and Service Life; Appendix C - Status of Funds Provided for the Rail-Highway Crossings Program; and Appendix D - Status of Funds Provided for the Hazard Elimination Program. KW - Annual reports KW - Crash analysis KW - Crash data KW - Crash severity KW - Crashes KW - Effectiveness KW - Fund allocations KW - Hazards KW - Highway safety KW - Highways KW - Implementation KW - Improvements KW - Measures of effectiveness KW - Motor vehicle accidents KW - Railroad grade crossings KW - Safety KW - Safety programs KW - States KW - Statistics KW - Traffic crashes KW - Traffic safety KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/573559 ER - TY - RPRT AN - 00738727 AU - Colorado Department of Transportation AU - De Leuw, Cather and Company AU - Federal Highway Administration TI - I-70 RURAL IVHS: CORRIDOR PLANNING AND FEASIBILITY ANALYSIS. EARLY ANALYSIS. EARLY ACTION PROJECTS. EXECUTIVE SUMMARY (REVISED OCTOBER 1995) PY - 1996/04 SP - 53 p. AB - This Early Action Projects Executive Summary serves as a guidance document for initiating and deploying 15 top priority Intelligent Transportation System (ITS) Early Action Projects identified as integral to resolving a critical problem and/or addressing a high-priority transportation need within the I-70 West Corridor from Denver to Glenwood Springs. This report provides a review of the types of ITS actions that will be considered and recommended for short (5 to 10 years), medium (10-25 years) and long term (beyond 25 years) implementation in the Corridor Master Plan. KW - Advanced systems KW - Future growth KW - Future policies KW - Intelligent transportation systems KW - Policy KW - Technological innovations KW - Transportation planning UR - https://trid.trb.org/view/572796 ER - TY - RPRT AN - 00738726 AU - Colorado Department of Transportation AU - De Leuw, Cather and Company AU - Federal Highway Administration TI - I-70 RURAL IVHS: CORRIDOR PLANNING A FEASIBILITY ANALYSIS. EARLY ACTION PROJECTS. APPENDIX (REVISED OCTOBER 1995) PY - 1996/04 SP - 130 p. AB - Implementation goals were developed based on the goal and objectives established for the study. Early Action Projects have been evaluated for the ability to meet the goals and objectives through the following criteria: enhance traveler mobility, increase safety, improve environmental quality, augment communications/user interface, high public/political acceptance, promote/improve transit service, encourage public/private investment, and reinforce economic benefits. Measures of effectiveness have been established to guage the ability of each potential Early Action Project to satisfy the identified implementation goals. KW - Advance systems KW - Economic benefits KW - Environmental quality KW - Implementation goals KW - Intelligent transportation systems KW - Mobility KW - Public private partnerships KW - Safety KW - Technological innovations KW - Transit usage KW - Travelers UR - https://trid.trb.org/view/572795 ER - TY - RPRT AN - 00738725 AU - Colorado Department of Transportation AU - De Leuw, Cather and Company AU - Federal Highway Administration TI - I-70 RURAL IVHS: CORRIDOR PLANNING AND FEASIBILITY ANALYSIS. CORRIDOR MASTER PLAN PY - 1996/04 SP - 305 p. AB - This report is an Early Deployment Plan which defines 15 Early Action Projects for initiating and deploying Intelligent Transportation Systems (ITS) within the I-70 West Corridor form Denver to Glenwood Springs. These projects were selected based on 9 goals, including increased safety, enhanced traveler mobility, improved transit service and acceptance of ITS. Some of these projects include courtesy patrols, automated port of entry, automated reversible lanes, emergency response information system, advanced ice detection warning system and gusty wind sensing. The report serves a s guidance document for initiating and deploying those ITS projects within the region. KW - Advanced systems KW - Courtesy patrols KW - Detectors KW - Disasters and emergency operations KW - Emergency response systems KW - Ice KW - Ice detection KW - Intelligent transportation systems KW - Mobility KW - Police patrol KW - Public transit KW - Reversible lanes KW - Reversible traffic lanes KW - Safety KW - Technological innovations KW - Transit service KW - Travelers UR - https://trid.trb.org/view/572794 ER - TY - RPRT AN - 00736812 AU - Weed, R M AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - QUALITY ASSURANCE SOFTWARE FOR THE PERSONAL COMPUTER: FHWA DEMONSTRATION PROJECT 89, QUALITY MANAGEMENT PY - 1996/04 SP - 195 p. AB - Demonstration Project 89 on Quality Management was created to provide guidance on the use of practical and effective quality assurance procedures for highway construction projects. The intent is to assure that the level of quality designed into the plans and specifications is actually achieved in the finished product. One part of this effort is the distribution of a software package consisting of several interactive programs developed for use on the personal computer. These extremely user-friendly programs enable the user to analyze both pass/fail and pay adjustment acceptance procedures, construct operating characteristic curves, plot control charts, experiment with computer simulation, perform statistical comparisons of data sets, demonstrate the unreliability of decisions based on a single test result, and explore the effectiveness of stratified random sampling. This comprehensive software package provides highway engineers with the necessary tools to learn why some statistical procedures are inherently superior to others and how to incorporate this knowledge into fair and effective construction specifications. KW - Acceptance procedures KW - Construction KW - Construction specifications KW - Demonstration projects KW - Pay KW - Pay adjustments KW - Personal computers KW - Quality assurance KW - Road construction KW - Simulation KW - Software KW - Specifications KW - Statistical analysis UR - http://ntl.bts.gov/lib/30000/30800/30883/FHWA-SA-96-026.pdf UR - https://trid.trb.org/view/479012 ER - TY - RPRT AN - 00735990 AU - Federal Highway Administration TI - BUILDING THE ITI: PUTTING THE NATIONAL ARCHITECTURE INTO ACTION PY - 1996/04 SP - 52 p. AB - The intended audiences for this handbook are transportation managers, project managers, and their staff. Its purpose is to provide focused information about the National Intelligent Transportation Systems (ITS) Architecture to those implementing the Intelligent Transportation Infrastructure (ITI) in a metropolitan area. The handbook provides an introduction to what the architecture says about the ITI, and why a planner or implementor should be aware of the architecture. The discussion covers major architecture systems and information flows to provide a basic understanding of what information the architecture provides to implementors. Also included is information on what the ITI components are, what the architecture is, and the benefits of having and using the architecture to guide deployment. The contents are presented in the following chapters: (1) Introduction - How This Document Will Help You; (2) What Is the Intelligent Transportation Infrastructure (ITI)?; (3) The National ITS Architecture and Why It Is Important to You; (4) How the Architecture Addresses the ITI; and (5) Common Questions Raised by Implementors (with answers). An appendix explains how to find information in the architecture documentation. KW - Deployment KW - Handbooks KW - Implementation KW - Infrastructure KW - Intelligent transportation systems KW - System architecture KW - System design UR - http://ntl.bts.gov/lib/16000/16300/16396/PB2000103640.pdf UR - https://trid.trb.org/view/478580 ER - TY - RPRT AN - 00734604 AU - Smith, K M AU - Qin, J AU - Weissmann, J AU - Euritt, M A AU - Martello, M T AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - THE HOUSTON-HARTE OF SAN ANGELO: A CASE STUDY APPLICATION OF A FULL-COST MODEL FOR EVALUATING URBAN PASSENGER TRANSPORTATION PY - 1996/04 SP - 93 p. AB - This report evaluates the full costs of transportation alternatives on the Houston-Harte Corridor in San Angelo, Texas. The alternatives examined include those considered by the San Angelo District of the Texas Department of Transportation, which are: (1) the continuation of the existing frontage lanes-only configuration and (2) the construction of the mainlanes for completion of the facility. In addition, this study considers each of the above alternatives with transit service along the corridor, resulting in the third and fourth scenarios. The results of MODECOST--a computer model developed by a Center for Transportation Research (CTR) team--indicate that the addition of mainlanes to the Houston-Harte Corridor is both feasible and cost effective. The case studies conducted as part of this project show that, in many cases, the costs borne by users are equally or more significant than the facility cost in determining the cost implications of various transportation alternatives. The external costs, depending on the volumes of traffic expected along the corridor, may also be substantial. Demonstrating this complex relationship, this case study showed that the capital-intensive Houston-Harte project was, over time, more cost effective than no facility. This study also shows that full-cost analysis is an effective tool for comparing transportation alternatives. Full-cost analysis provides a value for each alternative that may be used as an assessment indicator to policy-makers and transportation professionals. KW - Alternatives analysis KW - Analysis KW - Case studies KW - Computer models KW - Cost analysis KW - Cost effectiveness KW - Costs KW - External costs KW - Externalities KW - Improvements KW - Public transit KW - San Angelo (Texas) KW - Transit services KW - Transportation corridors KW - Urban corridors KW - Urban growth KW - User costs UR - https://trid.trb.org/view/477968 ER - TY - RPRT AN - 00727223 AU - Pierce, L M AU - Washington State Department of Transportation AU - Federal Highway Administration TI - HOT IN-PLACE RECYCLING, SR-97 WEST WAPATO ROAD TO LATERAL A ROAD (SB) PY - 1996/04 SP - 70 p. AB - The construction of the Washington State Department of Transportation's first hot in-place recycling project is documented. The project is located in the eastern portion of the state southwest of Yakima on SR-97. The two southbound lanes for approximately 5.5 miles (8.85 km) were recycled using the Pyrotech brand of equipment. The report also includes a description of the hot in-place recycling process, equipment specifications, a discussion of the limitations and benefits of the process, and a survey of other state transportation departments' experience with the process. KW - Benefits KW - Data collection KW - Equipment KW - Equipment specifications KW - Field tests KW - Hot in-place recycling KW - Insitu methods KW - Limitations KW - Recycling KW - Specifications KW - State departments of transportation KW - Surveys UR - http://www.wsdot.wa.gov/research/reports/fullreports/408.1.pdf UR - https://trid.trb.org/view/461456 ER - TY - RPRT AN - 00727213 AU - Schiebel, W R AU - Ruckman, A C AU - BARRETT, R K AU - Rodencal, J AU - Colorado Department of Transportation AU - Federal Highway Administration TI - EROSION CONTROL AND REVEGETATION TECHNIQUES USING MECHANICALLY STABILIZED EARTH SLOPES PY - 1996/04 SP - 26 p. AB - Revegetation and erosion control techniques on reinforced one-to-one slopes were monitored and reported. Two 15 foot (4.6 m) high embankments were constructed with reinforced one-to-one slopes. These four slopes were each finished with six revegetation test sections. The test section characteristics provided a broad range of aesthetic and economic examples. The test sections were monitored for vegetation success and eroded material. The study was conducted in a semiarid climate. It is concluded that: 1) Irrigation commensurate with evapotranspiration rates and precipitation will be necessary in semiarid climates; 2) Slope orientation will have an impact on revegetation success; 3) Any of the studied revegetation test sections offer excellent erosion control; and 4) Vegetated one-to-one slopes can offer the designer an aesthetic and economic alternative to vertical retaining walls. KW - Aesthetics KW - Arid land KW - Economics KW - Embankments KW - Erosion control KW - Irrigation KW - Mechanically stabilized earth KW - Revegetation KW - Semiarid land KW - Slope orientation KW - Slopes KW - Test sections UR - https://trid.trb.org/view/461446 ER - TY - RPRT AN - 00725513 AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - TRAINING TOOL-KIT FOR VEHICLE CONFLICT OBSERVATIONS AT INTERSECTIONS PY - 1996/04 SP - 73 p. AB - The new crash reporting requirement in Florida has significantly reduced the number of crash reports available for roadway safety studies. Therefore, the demand for accurate crash surrogate data has increased. Additionally, the current method of estimating crash surrogate data is based on a National Highway Institute study conducted in 1982 in Kansas City, Missouri, for 48 intersections. A comprehensive traffic conflict study was conducted by the Center for Urban Transportation Research (CUTR) to observe traffic conflicts, collect crash data and develop tables for Florida-based intersections. This document is a training "tool-kit" for instructors of traffic conflict observers. This tool-kit includes important information on observer training. The classroom training materials and the handouts provided in this report can be extracted at the instructor's discretion for observer training. KW - Crash data KW - Crashes KW - Estimating KW - Expected value KW - Expected value conflict tables KW - Florida KW - Instructors KW - Intersections KW - Tables (Data) KW - Traffic conflicts KW - Training KW - Training devices UR - https://trid.trb.org/view/460838 ER - TY - RPRT AN - 00725512 AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - EXPECTED VALUE CONFLICT TABLES FOR FLORIDA-BASED TRAFFIC CRASHES PY - 1996/04 SP - 24 p. AB - The new crash reporting requirement in Florida has significantly reduced the number of crash reports available for roadway safety studies. Therefore, the demand for accurate crash surrogate data has increased. Additionally, the current method of estimating crash surrogate data is based on a National Highway Institute study conducted in 1982 in Kansas City, Missouri, for 48 intersections. A comprehensive traffic conflict study was conducted by the Center for Urban Transportation Research (CUTR) to observe traffic conflicts, collect crash data and develop tables for Florida-based intersections. This report includes the new, easy to use expected value tables developed for Florida conditions. KW - Crash data KW - Crashes KW - Estimating KW - Expected value KW - Expected value conflict tables KW - Florida KW - Intersections KW - Tables (Data) KW - Traffic conflicts UR - https://trid.trb.org/view/460837 ER - TY - RPRT AN - 00725516 AU - Taylor, S R AU - Mason, S E AU - Cella, P A AU - Clemena, G G AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - AN INVESTIGATION OF NEW INHIBITORS TO MITIGATE REBAR CORROSION IN CONCRETE PY - 1996/04 SP - 34 p. AB - Rebar corrosion in concrete is the most costly and performance-limiting problem facing the nation's infrastructure. One of the most practical and economical approaches to this problem is to use corrosion inhibitors in a quality concrete mix for new construction. This investigation examined the corrosion inhibition characteristics of a series of compounds in a simulated pore solution (SPS), saturated calcium hydroxide, using rebar samples. The compounds were selected based on qualities of either low water solubility, good performance in alkaline environments, or promising results in the literature. The compounds were compared to strontium chromate and three commercial inhibitors in SPS. After approximately 1 week of rebar exposure, sodium chloride was added periodically over 2 weeks to simulate the gradual accumulation of chloride in concrete. Inhibitor performance was assessed using the open circuit potential, the polarization resistance, and a semiquantitative analysis of visible corrosion. Disodium beta-glycerophosphate and barium metaborate showed excellent inhibitor performance that was comparable to that of the chromate-based compound and surpassed the commercial inhibitors at comparable concentrations. Based on this screening, the authors recommend that the effect of these compounds on the curing and strength properties of concrete, as well as their corrosion inhibition characteristics in concrete, be examined. KW - Barium metaborate KW - Chromates KW - Corrosion KW - Corrosion resistant materials KW - Disodium beta-glycerophosphate KW - Performance evaluations KW - Rebars KW - Reinforcing bars KW - Strontium chromate UR - http://ntl.bts.gov/lib/36000/36900/36970/96-R24.pdf UR - https://trid.trb.org/view/460841 ER - TY - RPRT AN - 00725509 AU - Aschenbrener, T AU - Harmelink, D AU - Colorado Department of Transportation AU - Federal Highway Administration TI - SMA (STONE MATRIX ASPHALT) COLFAX AVENUE VIADUCT PY - 1996/04 SP - 60 p. AB - The Colfax viaduct project was Colorado's second SMA (stone matrix asphalt) project but their first attempt to use it on a bridge deck. The first project was located on SH 119, west of Longmont and successfully demonstrated design, production and placement of the European SMA. The Colfax viaduct project was unique from the project placed on SH 119 in that it was constructed on a bridge deck requiring a different paving technique. This project successfully demonstrated the placement of the European SMA on a bridge deck. This report documents the construction of the Colfax viaduct project. KW - Bridge decks KW - Construction KW - Stone matrix asphalt KW - Viaducts UR - https://trid.trb.org/view/460834 ER - TY - RPRT AN - 00725511 AU - Pietrzyk, M C AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF EXPECTED VALUE CONFLICT TABLES FOR FLORIDA-BASED TRAFFIC CRASHES PY - 1996/04 SP - 97 p. AB - The new crash reporting requirement in Florida has significantly reduced the number of crash reports available for roadway safety studies. Therefore, the demand for accurate crash surrogate data has increased. Additionally, the current method of estimating crash surrogate data (Traffic Conflict Techniques for Safety and Operations - Engineers Guide, FHWA-IP-88-026, Jan. 1989) is based on a National Highway Institute study conducted in 1982 in Kansas City, Missouri, for 48 intersections. This report documents a comprehensive traffic conflict study conducted by the Center for Urban Transportation Research (CUTR) to observe conflicts, collect crash data and develop new, simplified, expected value tables for Florida-based intersections and conditions. Thirteen traffic conflict types were surveyed from 178 intersections sampled from a five-county area in west-central Florida. These tables can be used to estimate the expected annual number of crashes at different intersection types, and provide 90th and 95th percentile conflict rates per day to evaluate relative safety problems at intersections. KW - Crash data KW - Crashes KW - Estimating KW - Expected value KW - Expected value conflict tables KW - Florida KW - Intersections KW - Tables (Data) KW - Traffic conflicts UR - https://trid.trb.org/view/460836 ER - TY - RPRT AN - 00724372 AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE SALT LAKE AND OGDEN METROPOLITAN AREA PY - 1996/04 SP - 40 p. AB - The FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The EPRs are also intended to determine the effects of planning on transportation investment processes. The information collected in the EPRs is intended to be of assistance to individual metropolitan areas in their continuing efforts to improve transportation planning practice, and to federal agencies engaged in metropolitan planning. The EPR for Salt Lake and Ogden included a federal site visit from February 27 through March 3, 1995. At the conclusion of the site visit, the federal review team presented preliminary observations and recommendations to the local agencies taking part in the review. These observations were incorporated into a draft Overview Report which was distributed for review and comment to the Metropolitan Planning Organization and other local participants in the EPR. The Overview Report formed the basis for this Final Report, which describes the EPR in greater depth and is intended for public distribution. KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investments KW - Metropolitan planning organizations KW - Mobility KW - Technical assistance UR - http://web.tongji.edu.cn/~yangdy/plnrpt/SLC3-HTM.HTM UR - https://trid.trb.org/view/460338 ER - TY - RPRT AN - 00724371 AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE HONOLULU, HI METROPOLITAN AREA PY - 1996/04 SP - 40 p. AB - The FTA and FHWA have initiated a series of joint Enhanced Planning Reviews (EPRs) to assess the impact of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) on the planning processes conducted by the transportation agencies serving metropolitan areas. The ERPs are also intended to determine the effects of planning on transportation investment processes. The ERP for Honolulu included a federal site visit from January 9 through January 12, 1995. At the conclusion of the site visit, the team presented preliminary observations and recommendations to the local agencies taking part of the review. The team formulated several additional observations as a result of the further review of documents and notes. This report presents the summary conclusion and a complete set of the observations and recommendations. KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Metropolitan planning organizations KW - Transportation planning UR - http://web.tongji.edu.cn/~yangdy/plnrpt/hon3-htm.htm UR - https://trid.trb.org/view/460337 ER - TY - RPRT AN - 00724993 AU - Garvey, P M AU - Mace, D J AU - Last Resource, Incorporated AU - Federal Highway Administration TI - CHANGEABLE MESSAGE SIGN VISIBILITY PY - 1996/04 SP - 137 p. AB - The object of this contract was to identify problems with the visibility of changeable message signs (CMSs), particularly for older drivers, and to develop design guidelines and operational recommendations to ensure adequate conspicuity and legibility of in-service CMSs. This project was divided into three main sections: a field survey of in-use CMSs, a series of laboratory experiments and static field studies, and a partially controlled dynamic field study. The research was designed to optimize CMS components, including the character variables (font, width-to-height ratio, color, and contrast orientation) and the message variables (inter-letter, inter-word, and inter-line spacing). KW - Color KW - Contrast KW - Design KW - Field studies KW - Guidelines KW - Laboratory tests KW - Legibility KW - Spacing KW - Traffic sign design KW - Traffic signs KW - Variable message signs KW - Visibility UR - https://trid.trb.org/view/460656 ER - TY - RPRT AN - 00724995 AU - Bloomfield, J R AU - Christensen, J M AU - Carrol, S A AU - WATSON, G S AU - Honeywell AU - Federal Highway Administration TI - THE DRIVER'S RESPONSE TO DECREASING VEHICLE SEPARATIONS DURING TRANSITIONS INTO THE AUTOMATED LANE PY - 1996/04 SP - 70 p. AB - This experiment is one in a series exploring human factors issues related to the Automated Highway System (AHS). The comfort level of the driver of the lead vehicle of a string of automated vehicles was determined (a) under normal AHS operating conditions, and (b) while a second vehicle was joining the string as the new lead vehicle. The experiment was conducted in the Iowa Driving Simulator. A generic AHS configuration was used--the left lane was reserved for automated vehicles, the center and right lanes contained unautomated vehicles, the center lane was not a dedicated transition lane, there were no barriers between the automated and unautomated lanes. Sixty drivers participated in the experiment--half male, half female; half between the ages of 25 and 34 years, half 65 or older. The experiment began with the simulator vehicle leading a string of vehicles in the automated lane--it was controlled by the AHS and traveling at the design velocity. A second vehicle entered the automated lane ahead of the simulator vehicle, traveling at 88.6 km/h (55 mi/h). It began to accelerate and the gap between it and the simulator vehicle decreased. It accelerated until its velocity matched the design velocity--then, it became the new leader of the string of vehicles. While the gap between the entering vehicle and the simulator vehicle was decreasing, the comfort level of the driver was monitored. The experiment determined the effect on the driver's comfort level of varying: the design velocity, the inter-string gap, the time at which the second vehicle entered the automated lane, and the age and gender of the driver. Results were as follows: (1) When the simulator vehicle led a string of automated vehicles operating normally, with a fixed inter-string distance between it and the string ahead, positive comfort levels were recorded on 89.9% of the trials; (2) When the simulator vehicle lead a string of vehicles operating normally, the comfort level varied with the gender of the driver--the mean comfort level was higher for male drivers than for female drivers; (3) When a second vehicle entered the automated lane ahead of the simulator vehicle, in 86.2% of the trials the comfort level of the drivers decreased, and in 71.6% of the trials it decreased to a negative comfort level; (4) When a second vehicle entered the automated lane, the comfort level varied with both gender and age--the mean comfort levels were -0.37 for younger males, -0.45 for younger females, -0.54 for older males, and -0.71 for older females; and (5) There were indications that the sharp decrease in comfort may have been triggered by time to collision estimates, although it does not provide a complete explanation. KW - Age KW - Automated highway systems KW - Comfort KW - Design speed KW - Design velocity KW - Driver age KW - Drivers KW - Driving simulators KW - Gender KW - Human factors KW - Intelligent vehicles KW - Spacing UR - https://trid.trb.org/view/460658 ER - TY - RPRT AN - 00724293 AU - Federal Highway Administration AU - Federal Transit Administration TI - INNOVATIONS IN TRANSPORTATION AND AIR QUALITY: CONGESTION MITIGATION AND AIR QUALITY IMPROVEMENT PROGRAM PY - 1996/04 SP - 34 p. AB - The Congestion Mitigation and Air Quality Improvement (CMAQ) program has been a hallmark of innovation and flexibility under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). By targeting transportation funding to air quality improvement, it is also unique. The 12 projects highlighted in this brochure illustrate the creative opportunities to build new partnership in the public and private sectors, and CMAQ's flexible funding opportunities to develop transit and intermodal improvement projects that focus on the customer, as well as on vehicles and fuels. Inspection and maintenance programs, estimated to reduce emissions by as much as 28%, and the conversion of public fleets to cleaner fuels are examples of newly eligible program activities. Currently underway and showcased in this brochure are CMAQ projects that otherwise would not be possible under past funding programs. Included are projects ranging from Phoenix Clean Air Campaign, public education and outreach program, to San Francisco's Freeway Service Patrol, an incident management program, from New York's Red Hook Barge, an intermodal freight operation, to Glendale's award winning Parking Management Program. The projects mentioned in this brochure show that the CMAQ program has been in the forefront of ISTEA's effort to revamp the transportation planning process toward an intermodal focus. KW - Air quality KW - Air quality management KW - Congestion Mitigation and Air Quality Improvement Program KW - Finance KW - Financing KW - Flexibility KW - Innovation KW - Intermodal operations KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Intermodal transportation KW - Public private partnerships UR - https://trid.trb.org/view/460330 ER - TY - RPRT AN - 00723820 AU - Crawley, A B AU - Albritton, G E AU - Gatlin, G R AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE URETEK METHOD FOR PAVEMENT UNDERSEALING AND FAULTING CORRECTION. INTERIM REPORT PY - 1996/04 SP - 129 p. AB - This study was conducted to monitor the effectiveness of work to rehabilitate faulted concrete pavement by pressure injecting a polyurethane chemical to raise and stabilize slabs and fill voids under slabs. This process is known as the Uretek method. The primary objective of this research was to evaluate the effectiveness of the Uretek method in lifting and stabilizing faulted slabs in jointed concrete pavement. A secondary objective was to evaluate the effectiveness of the Uretek method in filling voids to improve load transfer on a pavement where faulting is not yet a problem. The sites selected for this work were on Interstate 55 in Tate and Panola Counties and on US 78 in Marshall County. All sites were on four-lane divided highways and consisted of jointed concrete pavement over a cement treated base. Deflection, faulting, roughness, profile survey, and visual distress surveys were conducted for all of the areas treated on I-55. The same performance tests were conducted on US 78 except for faulting and roughness. The results from this project have shown that the Uretek method reduces the maximum deflections, increases the joint load transfer efficiency, and moderately reduces faulting. This procedure did cause a void under the mid-slabs; however, going back and injecting at mid-slab reduced the deflections by approximately 50%. The Uretek process appeared to work better in cooler weather and early morning hours. It is recommended that the Uretek method be used again to reduce faulting on jointed concrete pavement. KW - Concrete pavements KW - Defects KW - Deflection KW - Driver rehabilitation KW - Effectiveness KW - Faulting KW - Improvements KW - Load transfer KW - Measures of effectiveness KW - Pavement deflection KW - Pavement distress KW - Pavement joints KW - Pavements KW - Performance tests KW - Polyurethane resins KW - Pressure injection KW - Rehabilitation KW - Roughness KW - Sealing (Technology) KW - Undersealing KW - Void ratios KW - Voids UR - https://trid.trb.org/view/460187 ER - TY - RPRT AN - 00723819 AU - Albritton, G AU - Gatlin, G R AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - THE USE OF STOCKPILED AGGREGATES PRETREATED WITH LIME SLURRY IN HOT MIX ASPHALT. INTERIM REPORT PY - 1996/04 SP - 37 p. AB - The Mississippi Department of Transportation (MDOT) requires 1% hydrated lime, by weight of the total mix, to be incorporated into hot mix asphalt (HMA). This requirement was instituted because of the effects of moisture on the pavement mixture, primarily stripping. Another method proposed by MDOT for getting the lime into the HMA is by pretreating the aggregates with a lime slurry at the point of production of the aggregates. The primary objective of this research was to accumulate necessary data to determine the suitability of pretreating aggregates with a lime slurry as a means of incorporating lime into HMA. A secondary objective was to monitor the performance of the HMA with and without lime for a three year period to document performance with time and traffic. This research study was conducted in Jefferson County on State Route 28 from Fayette eastward for 19 km. The work involved milling and placement of a 38 mm-thick overlay for the two-lane road. The project had three research sections each 0.8 km long for two traffic lanes. The research sections were designated as (a) lime slurry pretreated aggregates section, (2) lime slurry on the aggregate cold feed belt at the HMA production plant, and (3) untreated control section. Field samples of all three mixes were procured for laboratory tensile strength retained (TSR) and other moisture susceptibility testing. Field performance testing was conducted approximately one year after construction. Field performance and mixture tests made at the time of construction revealed little difference in original properties. Evaluation of the pavement will continue for another two years. KW - Aggregates KW - Calcium hydroxide KW - Calcium oxide KW - Field performance KW - Hot mix asphalt KW - Laboratory tests KW - Lime slurry KW - Moisture content KW - Moisture susceptibility KW - Overlays (Pavements) KW - Pavement performance KW - Performance KW - Prevention KW - Samples KW - Slurry KW - Stripping (Pavements) KW - Surface treating KW - Tensile strength KW - Test sections UR - https://trid.trb.org/view/460186 ER - TY - RPRT AN - 00723634 AU - Loral Federal Systems AU - Rockwell International AU - Federal Highway Administration TI - ITS ARCHITECTURE PY - 1996/04 SP - v.p. AB - The National ITS Architecture provides the framework for designing intelligent transportation systems. It defines the functions that must be performed, the physical entities where these functions reside, the interfaces/information flows between the physical entities, and the requirements for actual physical communication channels over which the information flows travel. In addition, it identifies and specifies the requirements for the standards required to support national and regional interoperability, as well as product standards required to support economy of scale considerations in deployment. The architecture, its goals, objectives, definition, evaluation, and deployment are documented in extensive volumes. The Vision contains a magazine style description of what users can expect to see in the transportation world of the future. The Mission Definition ties the architecture program to the national program plan. The Architecture Definition is contained in a set of 4 volumes. The Logical Architecture presents a functional view of the ITS user services. The Physical Architecture collects related functions together into subsystems. This document contains a collection of Architecture Flow Diagrams that show all of the data that passes between subsystems. The Theory of Operations provides a simple walk through of how the architecture supports ITS implementations. This document contains easy-to-read text and diagrams that explain the operational concepts the architecture uses to implement the user services. Advantages and disadvantages of alternative operational concepts are also presented. The Communications Document presents a thorough analysis of the communications aspects of the architecture. The Risk Analysis document assesses the risks threatening architecture deployment and suggests mitigation strategies. These strategies have been included in the overall implementation strategy for the architecture. The Performance and Benefits Study documents the results of a set of evaluation criteria as applied to the architecture. The results indicate that the architecture is flexible and adaptable. The evaluations are summarized in an Evaluation Summary document that focuses on results of the various analyses. Support for implementors is provided in 3 documents. A Standards Development Plan presents the steps that need to be taken to produce a collection of interface standards. The document leads a standards development organization through the architecture documents. The Standards Requirements document contains detailed information for each standards package. An example package is communication from the Traffic Management subsystem to the Roadside. The culmination of the architecture effort is its ultimate implementation. This is described in the Implementation Strategy document. The document includes sample ways in which current deployment activities can use the architecture to identify interfaces that need to be standardized. It also presents a process for rolling out ITS services. KW - Architecture KW - Intelligent transportation systems KW - System architecture KW - System design UR - https://trid.trb.org/view/461566 ER - TY - RPRT AN - 00736879 AU - Deatherage, J H AU - Goodpasture, D W AU - Clarke, S N AU - BURDETTE, E G AU - Southeastern Transportation Center AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - FATIGUE EVALUATION OF THE HOLSTON RIVER BRIDGE, KNOX COUNTY, TENNESSEE PY - 1996/03/14 SP - 250 p. AB - This final report describes the work performed during the research project evaluating fatigue problems on the Holston River Bridge. The objectives of the research were as follows: (A) To determine the effectiveness of the retrofit repairs which had been implemented after the girder failure; (B) To estimate the portion of the fatigue life of critical details of the bridge which had been expended at the time of failure; (C) To estimate the remaining fatigue life of critical details on the bridge; (D) To evaluate the effects of removing lateral bracing on critical sections of the bridge; and (E) To evaluate the effects of impact on critical fatigue details. Included in this report are descriptions of the 150 instrumented locations, and results of the long term traffic data's effect on the fatigue behavior of the bridge. The data were evaluated using the rainflow reduction technique to determine the root mean cubed (RMC) stresses for the instrumented locations. Key conclusions drawn from the research program are as follows: (A) The retrofit significantly reduced stress ranges in the web gap which was the source of the original girder failure. Additional repairs are being made in 1996 to increase the redundancy so that if additional cracks develop the failure will not be catastrophic. (B) The presence of lateral bracing does increase the deflections of the bridge during normal traffic conditions and enhances the ability of the bridge to laterally distribute the loads to adjacent girders. KW - Bracing KW - Bridges KW - Effectiveness KW - Failure KW - Fatigue (Mechanics) KW - Fatigue life KW - Instrumented locations KW - Lateral bracing KW - Measures of effectiveness KW - Removal KW - Repairing KW - Repairs KW - Retrofitting KW - Stresses UR - https://trid.trb.org/view/479077 ER - TY - RPRT AN - 00737985 AU - Liang, R AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - PRESSUREMETER TO PREDICT LATERAL LOAD CAPACITY OF DRILLED SHAFTS ON SLOPES PY - 1996/03/12 SP - 598 p. AB - A research project has been carried out to achieve three major objectives related to the laterally loaded drilled shafts: (a) development of a methodology for accounting for the influence of the slope on the p-y curves, (b) re-evaluation and updating existing Ohio Department of Transportation (ODOT) design guidelines for the drilled shafts as foundations for the noise barrier walls, and (c) development of an analysis and design method for the drilled shafts in stabilizing the embankment and slopes. A total of nine lateral load tests on fully instrumented drilled shafts have been conducted at four project sites. At each site, extensive soil boring, along with both the Standard Penetration Test (SPT) and the pressuremeter test were carried out. The data base was used in evaluating the accuracy of the existing p-y curve criteria and the pressuremeter method. Research findings that were recommended for implementation include: (i) SPT N correlations for the p-y curves, (ii) the technique for using the deflection data from the lateral load test to derive the p-y curves, (iii) the methodology for using the drilled shafts to stabilize slopes, and (iv) design charts for drilled shaft foundations for noise barrier walls. KW - Accuracy KW - Bearing capacity KW - Drilled shafts KW - Lateral loads KW - Load tests KW - Noise barriers KW - Pressure gages KW - Slope stability KW - Slopes KW - Soil penetration test KW - Soil stabilization UR - https://trid.trb.org/view/572422 ER - TY - ABST AN - 01399676 AU - United States. Federal Highway Administration (FHWA) TI - 1996 product preview: the Long-Term Pavement Performance Program PY - 1996/03 IS - FHWA-RD-96-117 SP - 16p KW - Calibration KW - Calibration KW - Design guide KW - Design guide KW - Maintenance management KW - Maintenance management KW - Material testing KW - Materials tests KW - Measuring equipment KW - Measuring instruments KW - Pavement design KW - Pavement design KW - Pavement evaluation KW - Pavement performance KW - Pavement performance KW - Pavements KW - Tests for suitability, service and quality UR - https://trid.trb.org/view/1167460 ER - TY - RPRT AN - 01399596 AU - Shirkey, K AU - Mayhew, G AU - Casella, B AU - United States. Federal Highway Administration (FHWA). Office of Safety and Traffic Operations R&D TI - Invehicle Safety Advisory and Warning System (IVSAWS), Volume III: Appendixes A through H (reference materials) PY - 1996/03 IS - FHWA-RD-94-191 SP - 1 vol (various pagings) AB - The Invehicle Safety Advisory and Warning System (IVSAWS) is a Federal Highway Administration effort to develop a nationwide vehicular information system that provides drivers with advance, supplemental notification of dangerous road conditions using electronic warning zones with precise areas of coverage. The research study investigated techniques to provide drivers with advance notice of safety advisories and hazard warnings so drivers can take appropriate actions. The technical portion of the study identified applicable hazard scenarios, investigated possible system benefits, derived functional requirements, defined a communication architecture, and made recommendations to implement the system. KW - Advanced driver information systems KW - Advanced driver information systems KW - Advanced driver information systems (ADIS) KW - Design KW - Design KW - Driver performance KW - Driver performance KW - Incident detection KW - Incident detection KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Public participation KW - Public participation KW - Rail transport KW - Railroad transportation KW - Risk KW - Risk management KW - Symbol KW - Symbols KW - System architecture KW - System architecture KW - Warning KW - Warning signals UR - https://trid.trb.org/view/1167380 ER - TY - RPRT AN - 01399541 AU - Inman, V W AU - Peters, J I AU - United States. Federal Highway Administration (FHWA). Office of Safety and Traffic Operations R&D TI - TravTek global evaluation and executive summary PY - 1996/03 IS - FHWA-RD-96-031 SP - 92p AB - TravTek was an operational field test of advanced traveler information systems (ATIS) and advanced traffic management systems (ATMS) technologies. This paper summarizes the findings from the series of studies that constituted the TravTek evaluation. Two field studies, three field experiments, and four analytical studies are summarized. The Rental User Study and Local User Study were naturalistic field studies of the use of the TravTek system by rental drivers and high-mileage local area residents respectively. The Yoked Driver Study, Orlando Test Network Study, and Camera Car Study were field experiments that empirically assessed the in-vehicle TravTek subsystem with respect to measures of performance that included trip planning time, travel time, subjective workload, wrong turns, glance location, and glance duration. The Modeling Study extrapolated expected system performance from field studies and experiments for various levels of market penetration, traffic conditions not observed in the field, and measures of performance not directly measured in the field. The Modeling Study projected effects on fuel consumption, vehicle emissions, accident risk, and other measures for market penetration levels of 1 to 100 percent. The Safety Study reviewed and integrated safety-related statistics across all TravTek studies and expanded on Modeling Study methods to project safety benefits. The Architecture Study thoroughly documented the TravTek system and evaluated system components that included: communications, data bases, hardware, software, and system staffing. Study results showed that the TravTek system was reliable. The distributed information processing system was found to be viable. The system helped drivers save substantial trip planning and travel time. It also was effective in helping drivers avoid congestion. Both visitors and local users used the system frequently, and provided a median estimate of the value of the system in a new car of about $1000. The turn-by-turn Guidance Display and Voice Guide were very well received. Visitors and local users used these features for the majority of their trips, and results of field experiments suggest that the Guidance Display and Voice Guide yielded improved driving and navigation performance over navigating to unfamiliar destinations by conventional means. The Safety Study showed that the system was safe, and suggested a small safety benefit for a fully deployed system. The Modeling Study findings suggest that a TravTek system would benefit not only system users, but also non-equipped vehicles that share the road with system users. The TravTek operational test was a success. The TravTek evaluation demonstrated that users found the system useful easy to use, and safe. Field experiments showed that the system reduced trip planning and travel time, and improved driving and navigation performance. System users indicated that they were willing to pay for a system such as the one they drove during the operational test. KW - Advanced traffic management systems KW - Advanced traffic management systems KW - Advanced traffic management systems (ATMS) KW - Advanced traveler information systems KW - Advanced traveler information systems KW - Advanced traveler information systems (ATIS) KW - Attitude KW - Attitudes KW - Evaluation KW - Evaluation KW - Exhaust gases KW - Field test KW - Field tests KW - Fuel consumption KW - Fuel consumption KW - Highway safety KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Mathematical models KW - Modelling KW - Road safety KW - Vehicle emissions UR - https://trid.trb.org/view/1167325 ER - TY - RPRT AN - 01399480 AU - Bertoldi, D A AU - Jones, J S AU - Stein, S M AU - Kilgore, R T AU - Atayee, A T AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - An experimental study of scour protection alternatives at bridge piers PY - 1996/03 IS - FHWA-RD-95-187 SP - 77p AB - Construction of structures within the floodplain of a river or stream has significant effects on the hydraulic performance of the waterway. These encroachments have an even more pronounced effect during flood events. During floods, the flow of water is redirected and accelerated through the constricted opening, precipitating local scour. Bridge substructures, such as piers and embankments, are often susceptible to being undermined by the local scour. This local scour is the leading cause of bridge failure over streams and rivers. As a countermeasure against the undermining of the bridge piers, riprap has been the most common and best documented material. However, there may be a need for an alternative to riprap for several reasons. These include availability, cost performance, and design guidance. Riprap has been researched considerably; however, alternatives have received very little attention. This study conceives and explores alternatives ranging from constructed armor units to flexible single-units. The alternatives that are evaluated in this study are: grout mats, grout bags, extended footings, tetrapods, cable-tied blocks, tile mats, and high-density particles, and anchors. KW - Bridge foundation KW - Bridge foundations KW - Bridge pier KW - Bridge piers KW - Erosion KW - Erosion KW - Prevention UR - https://trid.trb.org/view/1167264 ER - TY - RPRT AN - 01399448 AU - Shirkey, K AU - Mayhew, G AU - Casella, B AU - United States. Federal Highway Administration (FHWA). Office of Safety and Traffic Operations R&D TI - Invehicle safety advisory and warning system (IVSAWS), volume IV: appendices I through K (reference materials) PY - 1996/03 IS - FHWA-RD-94-192 SP - 1 vol (various pagings) AB - The Invehicle Safety Advisory and Warning System (IVSAWS) is a Federal Highway Administration effort to develop a nationwide vehicular information system that provides drivers with advance, supplemental notification of dangerous road conditions using electronic warning zones with precise areas of coverage. The research study investigated techniques to provide drivers with advance notice of safety advisories and hazard warnings so drivers can take appropriate action. The technical portion of the study identified applicable hazard scenarios, investigated possible system benefits, derived functional requirements, defined a communication architecture, and made recommendations to implement the system. KW - Advanced driver information systems KW - Advanced driver information systems KW - Advanced driver information systems (ADIS) KW - Design KW - Design KW - Driver performance KW - Driver performance KW - Incident detection KW - Incident detection KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Public participation KW - Public participation KW - Rail transport KW - Railroad transportation KW - Risk KW - Risk management KW - Symbol KW - Symbols KW - System architecture KW - System architecture KW - Warning KW - Warning signals UR - https://trid.trb.org/view/1167232 ER - TY - RPRT AN - 00808912 AU - Apogee Research, Incorporated AU - Federal Highway Administration TI - SHARED RESOURCES: SHARING RIGHT-OF-WAY FOR TELECOMMUNICATIONS. GUIDANCE ON LEGAL AND INSTITUTIONAL ISSUES PY - 1996/03 SP - 28 p. AB - Fiber-optic communications technology offers benefits for government agencies that want to set up communications networks for intelligent transportation systems (ITS). One way to do this efficiently is to offer the public resource of highway right-of-way (ROW) in exchange for private telecommunications expertise and capacity. Public agencies may also benefit from arrangements in which private telecommunications providers access public ROW in exchange for cash compensation, which can then be directed to public sector transportation, ITS, or other needs. The Federal Highway Administration authorized a study to explore nontechnical issues related to such "shared resource" projects, and to develop and present guidance for those considering this approach. This guidance is intended to support those agencies that have determined that shared resource arrangements do indeed offer the best solution. This guidance focuses only on the issues and options associated with fiber-optic infrastructure in roadway ROW. The research team identified 20 issues that figure prominently in shared resource arrangements. This document groups them into three sections, corresponding to the three stages of development - determine applicability, determine compensation options, and refine partnership structure. This document describes each issue and outlines the options available, summarizes advantages and disadvantages of some of the most salient, and describes the stages in development of a shared resource project. KW - Cash compensation KW - Communications KW - Expertise KW - Fiber optics KW - Highways KW - Intelligent transportation systems KW - Legal factors KW - Organizations KW - Partnerships KW - Revenues KW - Right of way (Land) KW - Shared resources KW - Telecommunications UR - http://www.fhwa.dot.gov/publications/research/operations/its/jpo960014/sharedres.pdf UR - http://ntl.bts.gov/lib/11000/11500/11531/sharedres.pdf UR - http://ntl.bts.gov/lib/16000/16400/16451/PB2000103991.pdf UR - https://trid.trb.org/view/673532 ER - TY - RPRT AN - 00795350 AU - Federal Highway Administration TI - UNIFORM TRAFFIC CONTROL AND WARNING MESSAGES FOR PORTABLE CHANGEABLE MESSAGE SIGNS PY - 1996/03 SP - 2 p. AB - The purpose of this study was to develop and test word and symbol traffic control and hazard warning messages for use on portable changeable message signs (PCMSs). The literature was reviewed, State highway engineers were interviewed, PCMS manufacturers were surveyed, and motorists were questioned to develop an extensive list of candidate PCMS messages for subsequent evaluation during the laboratory and field testing. More than 800 messages were identified for 30 situations. The laboratory studies were conducted to identify those key words or phrases that the motorist felt were most effective. Field tests, both daytime and nighttime, were conducted for candidate messages that lacked a clear winner during the laboratory studies. Also six symbol messages were shown during the field tests to evaluate motorist comprehension of these messages. This summary report presents some of the research results. The full report, which has the same title as this summary report, is FHWA-RD-95-171 (TRIS 00720253). KW - Comprehension KW - Consumer preferences KW - Field tests KW - Interviewing KW - Laboratory tests KW - Literature reviews KW - Messages (Communications) KW - Portable equipment KW - Symbols KW - Variable message signs UR - http://www.fhwa.dot.gov/publications/research/safety/95173/95173.pdf UR - http://ntl.bts.gov/lib/8000/8300/8372/95173.pdf UR - https://trid.trb.org/view/654154 ER - TY - RPRT AN - 00765307 AU - Pugh, T AU - Lavallee, P AU - Cima, B AU - Benson, J AU - David Evans and Associates, Incorporated AU - Federal Highway Administration AU - Washington State Department of Transportation TI - STATE-WIDE COMMUNICATIONS STRATEGIC PLAN PY - 1996/03 SP - 117 p. AB - This report presents the results of the State-Wide Communications Strategic Plan. The report provides general recommendations for a statewide communications network. It includes current WSDOT network systems as well as applicable future WSDOT plans and goals. Additionally, it considers the provision of a communications infrastructure for the support of WSDOT's intra-departmental communications plus adding other state agency communications as may be appropriate. The report summarizes the findings of the statewide analysis and provides recommended strategies for a communications network. This report addresses the major state highway corridors throughout the state. Other corridors of interest are identified and discussed. These corridors represent the major state routes for commercial trucking, tourism and recreational travel, and inter-city passenger travel between the major cities. The long term requirements for WSDOT's ITS and administrative communications are identified. KW - Commercial vehicles KW - Communication systems KW - Corridors KW - Fiber optics KW - Intelligent transportation systems KW - Needs assessment KW - Technology assessment KW - Telecommunications KW - Tourists KW - Trucking KW - Washington (State) UR - https://trid.trb.org/view/502038 ER - TY - RPRT AN - 00765306 AU - Cima, B AU - Benson, J AU - Lavallee, P AU - Pugh, T AU - David Evans and Associates, Incorporated AU - Federal Highway Administration AU - Washington State Department of Transportation TI - SEATTLE TO PORTLAND INTER-CITY ITS CORRIDOR STUDY AND COMMUNICATIONS PLAN PY - 1996/03 SP - 423 p. AB - This study presents the results of the Seattle to Portland Inter-City ITS Corridor Study and Communications Plan. The focus of the study was on the portion of the Interstate 5 (I-5) within Washington State from the Washington/Oregon border at the Columbia River to the King/Snohomish County boundary north of Seattle. The main purpose of the project was to develop recommendations for the implementation of appropriate Intelligent Transportation Systems (ITS) technology to address corridor transportation needs over the next 20 years. A secondary purpose of the project was to prepare communications recommendations and system architecture. Many ITS field devices already exist along parts of the corridor, including variable message signs, automated weigh stations, and weather observataion sites. Enhancement and interconnection of these facilities with additional system elements can provide a comprehensive intelligent transportation system to improve safety and operation along the corridor. Coordination with state and regional agencies was initiated during the study process. KW - Advanced public transportation systems KW - Advanced rural transportation systems KW - Advanced traffic management systems KW - Commercial vehicle operations KW - Communication systems KW - Corridors KW - Intelligent transportation systems KW - Washington (State) UR - http://ntl.bts.gov/lib/16000/16700/16720/PB2000104558.pdf UR - https://trid.trb.org/view/502037 ER - TY - RPRT AN - 00746717 AU - Courage, K G AU - Doctor, M AU - Maddula, S AU - Surapaneni, R AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - VIDEO IMAGE DETECTION FOR TRAFFIC SURVEILLANCE AND CONTROL PY - 1996/03 SP - 120 p. AB - The University of Florida Transportation Research Center has completed a research project dealing with video image detection (VID) for traffic surveillance and control. The objectives were to assess the state of the art and to pursue promising applications for this new technology. This report summarizes the activities and accomplishments of the project under four categories: Development and/or acquisition of a system for collecting and analyzing videotaped data from the field; Investigation of applications for VID to traffic surveillance and control on freeways and surface streets; Presentation of technology transfer workshops on VID; and, Compilation of a library of videotapes for future use in demonstrating and evaluating VID concepts. KW - Applications KW - Development KW - Research KW - Research and development KW - State of the art studies KW - Technology transfer KW - Traffic control KW - Traffic surveillance KW - Video imaging detectors KW - Videotapes KW - Workshops UR - https://trid.trb.org/view/473231 ER - TY - RPRT AN - 00746825 AU - Stuart, K D AU - Federal Highway Administration TI - EVALUATION OF THE U.S. CORPS OF ENGINEERS GYRATORY TESTING MACHINE MODEL 8A-6B-4C PY - 1996/03 SP - 38 p. AB - The U.S. Corps of Engineers Gyratory Testing Machine (GTM) is a combination compaction and shear-testing machine for hot-mix asphalt. The GTM can apply a vertical stress equal to the maximum anticipated tire pressure that a pavement will experience. The machine provides several parameters that indicate whether a mixture will be susceptible to shear and, therefore, will rut if used in pavement. The objectives of this study, were to compare the optimum binder contents and associated air-void levels provided by the GTM to those provided by the Marshall design, and to determine if an how the parameters given by the GTM vary with specimen height, specimen diameter, binder content, and type of mixture. Specimen diameters that can be produced by the GTM are 101.6, 152.6, and 203.2 mm. The GTM oil-filled roller was used (an air-filled roller is also available) and the vertical pressure was 0.827 MPa. Four mixtures consisting of two asphalts and two types of aggregate were compacted and tested. Problems related to the compliance of the machine were experienced when compacting both 152.4 - and 203.2-mm diameter specimens. It was concluded that the data from 152.4-mm specimens may contain some unknown amount of error. The GTM could not adequately produce specimens at a diameter of 203.2 mm. The air voids provided by the GTM at binder contents equal to the Marshall optimum binder contents were generally below the Marshall design air-void level of 4 percent. The GTM specimens averaged 1.5-percent lower air voids. None of the GTM parameters provided useful data. The GTM gyratory elasto-plastic index (GEP) and the gyratory classification index (GSCI) did not significantly vary with the type of mixture or binder content. The GTM aggregate density when plotted vs. binder content produced either no discernable peak, or, the peak was equal to or above the Marshall optimum binder content. The binder contents at the peak shear strength (Sg) or at a gyratory stability index (GSI) of 1.00 were generally variable compared to the Marshall optimum binder contents. These parameters tended to vary very little with binder content at binder contents close to the Marshall optimums. The GSI may provide an excessively high or low binder content. Changing the diameter from 101.6 to 152.6 mm did not consistently affect any of the GTM parameters. KW - Aggregate analysis KW - Aggregates KW - Binder content KW - Compaction KW - Compactors KW - Elastoplasticity KW - Gyratory compactors KW - Gyratory testing machines KW - Gyratory tests KW - Hot mix asphalt KW - Pavements KW - Rolling contact KW - Rutting KW - Shear tests UR - https://trid.trb.org/view/473320 ER - TY - RPRT AN - 00743241 AU - Federal Highway Administration TI - FHWA-SHRP SNOW AND ICE CONTROL SHOWCASING AND IMPLEMENTATION. WINTER WORKSHOPS. PARTICIPANT'S WORKBOOK PY - 1996/03 SP - v.p. AB - This Participant's Workbook is for use in presenting the Strategic Highway Research Program (SHRP) Snow and Ice Control Showcasing and Implementation workshops. It was developed as part of Federal Highway Administration Contract DTFH61-94-C-00177. The workbook is based on research reports of the SHRP dealing with winter maintenance, and reports and surveys prepared under this Showcasing contract updating the status of such research. The basic series of workshops will be hosted by, and involve participants from Federal, state, and local highway agencies. The Workbook is organized into ten sections, including an introductory section, and corresponds to the sessions of a two-day workshop. The first day is dominated by road weather information systems and anti-icing because of their interrelatedness. The second day emphasizes equipment and other operational considerations. The format of the Workbook provides the text, or basic content to be communicated, on the left side; and space for note-taking on the right side of the page. All visual aids are labeled Figures or Tables, but consist of both 35mm slides and overheads. KW - Anti-icing KW - Information systems KW - Snow and ice control KW - Snow removal KW - Snowplows KW - Strategic Highway Research Program KW - Weather KW - Winter maintenance KW - Workshops UR - https://trid.trb.org/view/473989 ER - TY - RPRT AN - 00738957 AU - Hopwood, T AU - Oberst, C M AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - ENVIRONMENTALLY SAFE PROTECTIVE COATINGS FOR STEEL STRUCTURES - NEW CONSTRUCTION AND MAINTENANCE PAINTING PY - 1996/03 AB - The purpose of this study was to: 1) assist the Kentucky Transportation Center (KyTC) in identifying protective coatings for structural steel that would meet current and pending environmental regulations, and 2) evaluate overcoating procedures that would be cost-effective and provide regulatory (OSHA and EPA) compliance. A coatings research program was conducted that included: 1) laboratory accelerated corrosion/weathering tests, 2) field exposure tests, and 3) experimental maintenance painting of entire bridges by overcoating. Each of those tasks was intended to address different issues. Regulations concerning volatile organic compound limits for coating systems used in new construction were studied and recommendations provided to KyTC on new systems that would provide potential advantages in application and performance. The laboratory testing was used to evaluate seven candidate overcoating systems and three new construction coatings systems. Field exposure tests consisted of coatings patches applied to bridges and scrap steel. Those tests provided useful information concerning the durability of candidate maintenance coatings and the practicality of experimental application procedures. Eighteen complete bridge maintenance painting projects were conducted for the KyTC experimental overcoating program that employed experimental specifications and coatings systems. Those projects were inspected prior to, during and subsequent to completion. Long-term performance of most projects has been very good. KW - Bridges KW - Coating performance KW - Coatings KW - Compliance KW - Cost effectiveness KW - Environmental protection KW - Field tests KW - Laboratory tests KW - Long term KW - Maintenance KW - Maintenance painting KW - Occupational safety KW - Organic compounds KW - Painting KW - Protective coatings KW - Regulations KW - Specifications KW - Structural steel KW - Time duration KW - Volatile organic compounds KW - Volatility UR - https://trid.trb.org/view/574222 ER - TY - RPRT AN - 00738956 AU - Street, R AU - Wang, Z AU - Harik, I E AU - Allen, D L AU - Griffin, J J AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - SOURCE ZONES, RECURRENCE RATES, AND TIME HISTORIES FOR EARTHQUAKES AFFECTING KENTUCKY PY - 1996/03 SP - 194 p. AB - Time histories of hypothetical earthquakes, along with their peak-particle accelerations, and 0 and 5 percent damped response spectra are developed as guidelines for the seismic design of highway structures and bridges within Kentucky. The time histories are derived through the use of random vibration analyses, and take into consideration the probability of earthquakes from nearby seismic zones, the attenuation of ground motions with distance in the Central United States, and the possibility of a random event occurring outside of the generally recognized zones of seismicity in the area. Suggested peak-particle accelerations, time histories, and response spectra are intended for use at sites where the structure is assumed to be situated at the top of a bedrock foundation. For sites underlain by soils, and in particular for those sites underlain by poorly consolidated soils, it is recommended that site specific investigations be conducted by qualified professionals in order to determine the possibilities of frequency-dependent amplification (including resonance), damping, and soil failure when subjected to the suggested time histories. It should be noted that the seismic data is generated at the county seat and not at the county centroid. KW - Bedrock KW - Bridge design KW - Bridges KW - Earthquake resistant design KW - Earthquakes KW - Highway design KW - Kentucky KW - Peak particle accelerations KW - Response spectra KW - Structural design KW - Time history KW - Time periods UR - https://trid.trb.org/view/572951 ER - TY - RPRT AN - 00738847 AU - Qin, J AU - Weissmann, J AU - Martello, M T AU - Euritt, M A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A MULTIMODAL FULL-COST MODEL -- MODECOST PY - 1996/03 SP - 86 p. AB - This report summarizes the development of MODECOST, a software program useful in comparing multimodal investment alternatives. First, various cost categories for three modes of a passenger transportation system -- auto, bus, and light rail -- are identified. This is followed by a discussion of procedures used for annualizing the life-cycle costs of each component of a transportation system. The report also summarizes the unit cost data found in the literature and data received from officials at the Texas Department of Transportation, as well as from staff of other public agencies around the country. The unit cost data presented include the price of an automobile or transit vehicle, the cost per mile to construct a highway or rail line, and the damage value of air pollutants, among others. In addition, this report describes various algorithms and assumptions utilized to estimate various components of the full cost of transportation systems, including travel time, air emissions, pavement thickness requirements, and the cost of accidents not covered by insurance. In general, the model allows users to input whatever unit cost values they determine to be appropriate for each mode, while the model's built-in algorithms and assumptions are used to estimate various system parameters. The unit costs are then multiplied by the system parameters in order to obtain an estimate of the full cost of a transportation system alternative. KW - Algorithms KW - Alternatives analysis KW - Automobiles KW - Bus transit KW - Cost data KW - Cost models KW - Costs KW - Full costs KW - Investments KW - Life cycle costing KW - Light rail transit KW - Multimodal transportation KW - Software KW - Unit costs UR - https://trid.trb.org/view/572872 ER - TY - RPRT AN - 00737997 AU - Schiebel, W R AU - Ruckman, A C AU - BARRETT, R K AU - Wu, JTH AU - Colorado Department of Transportation AU - Federal Highway Administration TI - THE ROLES OF FACING CONNECTION STRENGTH, TRUNCATED BASE, AND EMBEDMENT IN MECHANICALLY STABILIZED BACKFILL WALLS PY - 1996/03 SP - 29 p. AB - The roles of connection strength between facing elements and geosynthetic reinforcements, embedment, and truncated bases in Mechanically Stabilized Backfill (MSB) walls are reported. Two 15 ft (4.6 m) high MSB walls were constructed, one with concrete modular block facing elements and the other with blocks made of compressed rubber tire chips. Neither was embedded and both had truncated reinforcements at the bottom. Each was surcharged. In each, the geosynthetic reinforcements were severed at the facing element interface following construction and surcharging. It is concluded that: (1) Facing elements experience highest horizontal thrust during construction (compaction), where they act as forms to facilitate achieving a vertical face; (2) Embedment does not improve internal stability; and (3) MSB features with truncated bases are internally stable. KW - Anchoring KW - Backfilling KW - Concrete blocks KW - Connections KW - Crumb rubber KW - Embankments and retaining walls KW - Embedment KW - Facings KW - Geosynthetics KW - Reinforcement (Engineering) KW - Stabilized materials KW - Surcharge KW - Tire chips KW - Trench backfill KW - Truncated bases UR - https://trid.trb.org/view/572437 ER - TY - RPRT AN - 00735948 AU - Sullivan, J AU - Federal Highway Administration TI - PAVEMENT RECYCLING: EXECUTIVE SUMMARY AND FINAL REPORT PY - 1996/03 SP - 119 p. AB - There is a considerable emphasis on waste management at national, State, and local levels. Government at various levels has passed or is considering legislation or ordinances that mandate the recycling of waste materials or by-products. Reusing or recycling old, deteriorated pavement structure in the rehabilitation or reconstruction of a new structural section is nothing new. Forms of asphalt pavement recycling date back as far as 1915. However, asphalt pavement recycling in its present form first took place in the mid-1970s, when interest in asphalt pavement recycling was sparked by inflation of construction prices and by the oil embargo. In response to these economic pressures, the Federal Highway Administration (FHWA) initiated Demonstration Project 39, Recycling Asphalt Pavements, in June 1976. The project showed that asphalt pavement recycling was a technically viable rehabilitation technique, and it was estimated that the use of reclaimed asphalt pavement would amount to approximately 15% of the total hot mix asphalt production by the mid-1980s. It was expected that most of the asphalt pavement removed would be reused in new pavement construction or overlays. This publication reports on a project initiated in mid-1992 to assess the state-of-the-practice of recycled hot mix asphalt production. The scope of this project included site visits to 17 State highway agencies, with at least two state highway agencies in each FHWA region. Field contacts included discussions with design, research, and construction individuals from States, contractors, and industry. This report summarizes the state-of-the-practice for the use, materials mix design, structural design, construction, and performance of recycled hot mix asphalts. KW - Asphalt pavements KW - Construction management KW - Field investigations KW - Field studies KW - History KW - Hot mix asphalt KW - Mix design KW - Pavement recycling KW - Pavements KW - Performance evaluations KW - Recycling KW - State of the art studies KW - Structural design KW - Surveying KW - Surveying UR - https://trid.trb.org/view/478541 ER - TY - RPRT AN - 00735949 AU - Magura, D D AU - Construction Technology Laboratories, Incorporated AU - Federal Highway Administration TI - AIR VOID ANALYZER EVALUATION PY - 1996/03 SP - 131 p. AB - The Air Void Analyzer (AVA) is a device that permits testing of a sample of fresh concrete and that obtains data regarding air void parameters of air content, specific surface, and spacing factor. Duration of the test is a maximum of 25 minutes. A computer records measured data and calculates the air void parameters. Results are available immediately after the test. The evaluation was conducted to obtain first-hand experience in the use of the device, to use the equipment with a variety of concrete mixes, and to obtain data for comparison of results obtained by the ASTM C457 modified point-count method on hardened concrete from the same batch. A total of 26 AVA tests were conducted on concrete at two laboratories and on concrete used in construction at two locations. Concrete from the same batches was also subjected to measurement of the air void system according to ASTM C457. From the tests the following observations can be made: the AVA did not indicate the same air content as an air pressure meter or as determined by ASTM C457 and the AVA air content was always on the order of 2% less than the air content by the pressure meter and by ASTM C457; the spacing factor was about the same by either the AVA or ASTM C457; and the specific surface calculated by the AVA was greater than that from the ASTM C457 test, i.e., the AVA indicated smaller air voids than indicated by the ASTM C457 procedure. The AVA has demonstrated that it can provide information that characterizes the air void system. Use of the AVA system may require some calibration to durable concrete. Nonetheless, if the AVA is used to measure air void parameters in trial batches or in production mixes and correlated to freeze-thaw tests or to known durable concrete mixes, the system can be applicable in quality control and assessment of concrete mixes. KW - Admixtures KW - Air void analyzer KW - Air voids KW - Air voids content KW - Air voids size KW - Air voids spacing KW - Alternatives analysis KW - Astm c457 KW - Fresh concrete KW - Performance evaluations KW - Quality control KW - Test results UR - https://trid.trb.org/view/478542 ER - TY - RPRT AN - 00734603 AU - Qin, J AU - Martello, M T AU - Weissmann, J AU - Euritt, M A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - FULL-COST ANALYSIS OF THE KATY FREEWAY CORRIDOR PY - 1996/03 SP - 86 p. AB - Using a full-cost perspective, this report evaluated the different transportation improvement alternatives available for the IH-10 Katy Freeway corridor in Houston, Texas. Through MODECOST--a computer model based on the full-cost analysis concept--we found that the current facility cannot meet future traffic demands. As a result, travelers on this facility will continue to bear substantial external costs, including congestion and air pollution costs. The results clearly show that in order to satisfy the predicted travel demand on the section running from downtown Houston to Katy, the current facility and/or the current traveler's behavior characteristics (i.e., mode splits) will need to improve. As our investigation revealed, the savings that will accrue from the reduction of external costs and user/agency costs exceed the cost of initial investment. The case study conducted in this report shows that, in many cases, external costs and user/agency costs are more relevant than the initial investment in the facility. Expanding the current facility to add HOV lanes to accommodate ridesharing and special transit service reduces the external costs and user/agency costs, which, in turn, reduces the full cost of the facility. The study also shows that full-cost analysis is a very effective tool for valuing transportation investment alternative comparisons. It is capable of enhancing qualitative assessments and planning/engineering judgment. The actual value calculated by the full-cost analysis sometimes can be used as an assessment indicator to policy-makers and transportation professionals. KW - Alternatives analysis KW - Analysis KW - Case studies KW - Computer models KW - Cost analysis KW - Costs KW - External costs KW - Externalities KW - Freeways KW - High occupancy vehicle lanes KW - Houston (Texas) KW - Improvements KW - Investments KW - Modal split KW - Public transit KW - Ridesharing KW - Transit services KW - Transportation corridors KW - Travel demand KW - Urban corridors KW - Urban growth KW - User costs KW - Valuation UR - https://trid.trb.org/view/477967 ER - TY - RPRT AN - 00728401 AU - Scientex Corporation AU - Federal Highway Administration TI - INSPECTIONS OF INTERSTATE COMMERCIAL VEHICLES 1994 PY - 1996/03 SP - 93 p. AB - This document presents aggregate statistics derived from the 1994 Interstate Motor Carrier Inspection Database. The database was compiled from the records of driver-vehicle inspections conducted during Calendar Year 1994 by State and Federal officials responsible for commercial motor vehicle safety. The database is maintained by the Office of Motor Carriers (OMC), Federal Highway Administration (FHWA). This publication is intended to be used by individuals and organizations desiring general information on the safety fitness of interstate commercial carriers, as measured by driver-vehicle inspections conducted under the auspices of the Motor Carrier Safety Assistance Program (49 U.S.C. 350 and 355). In 1994, State and Federal officials conducted 1,976,973 inspections of commercial vehicles engaged in interstate or intrastate commerce. This report covers the 1,385,131 inspections of vehicles engaged in interstate commerce (70%). Of these inspections, nearly all were conducted by State personnel; only 0.18% were conducted by Federal personnel. This report moves from a general discussion of inspection activities and outcomes, to a more detailed assessment of the internal (carrier and vehicle) factors which influence inspection outcomes, and concludes with an examination of the external (environmental) factors which affect these outcomes. The topics are explored in three chapters, as follows: (1) 1994 Overview; (2) The Impact of Carrier and Vehicle Attributes; and (3) The Impact of the Inspection Environment. Within each chapter, data are organized under specific topics. A glossary of terms and a depiction of common vehicle configurations are presented in the Appendix. KW - Automobiles KW - Commercial vehicles KW - Driver-vehicle inspections KW - Drivers KW - Inspection KW - Inspection environment KW - Interstate motor carrier inspection database KW - Motor carrier safety assistance program KW - Motor carriers KW - Safety UR - http://ntl.bts.gov/lib/6000/6100/6140/816.pdf UR - https://trid.trb.org/view/465305 ER - TY - RPRT AN - 00727350 AU - Williams, J C AU - Ardekani, S A AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - IMPACTS OF TRAFFIC SIGNAL INSTALLATION AT MARGINALLY WARRANTED INTERSECTIONS PY - 1996/03 SP - 182 p. AB - This report documents the development of guidelines for the decision whether to install a traffic signal at a marginally warranted intersection. The recommendations are based on field and simulation studies of a number of intersections across Texas which were identified as marginally warranted by various Texas Department of Transportation (TxDOT) districts. The research included both delay and accident studies. The TEXAS simulation model was used for the delay studies. Eight different intersection geometries and twelve generic 24-hour volume patterns representing marginally warranted conditions were simulated. Each combination of intersection geometry and volume pattern was simulated as a two-way stop, an all-way stop, and an actuated traffic signal. Safety studies considered the frequency of accidents by severity and accident type. Five years of accident data were analyzed at each of the seventy-two marginally warranted intersections across the state. The intersections were classified into six groups, namely, low-speed rural, low-speed urban, high-speed rural, high-speed urban, rural by population, or rural by MUTCD definition. The simulation results showed that in all cases studied, actuated traffic signals yielded significantly greater delays than two-way stops, and all-way stop control generated significantly greater delays than actuated traffic signals. However, in one out of the six intersection categories, namely low-speed rural conditions, signalization showed the potential to significantly reduce certain types of accidents. KW - Crash severity KW - Crash types KW - Field studies KW - Four way stop signs KW - Geometric design KW - High speed ground transportation KW - High speed vehicles KW - Intersections KW - Low speed KW - Low volume roads KW - Multiway stop signs KW - Rural areas KW - Rural intersections KW - Simulation KW - Speed KW - Stop signs KW - Traffic actuated controllers KW - Traffic crashes KW - Traffic delays KW - Traffic safety KW - Traffic speed KW - Two way stop signs KW - Urban areas KW - Urban intersections KW - Warrants (Traffic control devices) UR - https://trid.trb.org/view/465253 ER - TY - RPRT AN - 00727221 AU - KANTAMANENI, R AU - CLAIBORN, C AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THE MEASUREMENT OF ROADWAY PM10 EMISSION RATES USING TRACER TECHNIQUES PY - 1996/03 SP - 71 p. AB - The U.S. Environmental Protection Agency (EPA) has designated Spokane, Washington a non-attainment area for particulate matter with a diameter equal to or less than 10 micrometers (PM sub 10). Observed 24-hr PM sub 10 standard exceedances, neglecting windblown dust contributions from surrounding agricultural areas, stem primarily from residential wood combustion and unpaved and paved roads. Particulate matter emission rates from roadway related activities, that are used to develop emission inventories, are currently based on highly uncertain EPA approved empirical correlations. In this work, stationary and mobile point source tracer release techniques were used to determine PM sub 10 emission rates from 4-lane commercial/residential paved roads under sanded and unsanded conditions, and from unpaved roads relative to site specific vehicular and ambient parameters. Measured street (4+ lanes; >/=10,000 vehicles/day) emission factors for unsanded and sanded roads were respectively 40% and 10% lower than the EPA approved reference value. Notably the sanded condition was not four times greater than the unsanded case, as current EPA guidance suggests. Preliminary results indicate a consistent relationship between PM sub 10 and relative humidity under unsanded conditions. Evidence suggests that street sweeping has a negligible effect on PM sub 10 emission reduction. Considerable uncertainties were observed with the empirical emission factor equation. In fact, experimental observations were on average 90% lower than the empirical predictions. Within the constraints imposed by the variable experimental conditions, the deduced emission factors for unpaved roads agreed reasonably well with the unpaved road empirical formula. Limited correlations were observed with ambient meteorological parameters. The capability of the "upwind-downwind" concentration method to provide accurate emission factor predictions is also presented. Within a factor of two uncertainty limit, the SIMFLUX Gaussian dispersion model predictions agreed well with the experimentally determined emission factors. Lateral and vertical dispersion were seen to dominate roadway diffusion characteristics during periods of high and low wind speed, respectively. KW - Air pollution KW - Alternatives analysis KW - Emission rates KW - Empirical equations KW - Equations KW - Field measurements KW - Field tests KW - Forecasting KW - Four lane highways KW - Gaussian dispersion models KW - Humidity KW - Meteorological parameters KW - Nonattainment areas KW - Particulates KW - Pollutants KW - Spokane (Washington) KW - Streets KW - Sweepers KW - Unpaved roads KW - Wastes KW - Weather UR - http://www.wsdot.wa.gov/research/reports/fullreports/397.1.pdf UR - https://trid.trb.org/view/461454 ER - TY - RPRT AN - 00726707 AU - Comsis Corporation AU - Federal Highway Administration TI - INCORPORATING FEEDBACK IN TRAVEL FORECASTING: METHODS, PITFALLS AND COMMON CONCERNS. FINAL REPORT PY - 1996/03 SP - v.p. AB - The most common method for producing regional or metropolitan area travel forecasts in the United States is to apply the following four modeling steps sequentially: trip generation; trip distribution; mode choice; and, route assignment. This traditional 4-step process passes output from one step to the next as input. While the process has produced forecast results sufficiently accurate for many types of long range transportation planning, it is commonly found that some of the outputs of the process are not consistent with inputs to earlier steps. The research undertaken in this project focused on methods to ensure that link speeds used in each step of the travel forecasting process are consistent with the final speeds estimated in the final step of the process. As a product of this research, a final report was prepared to provide guidance in the application of feedback. KW - Feedback KW - Feedback control KW - Forecasting KW - Mode choice KW - Route assignment KW - Route choice KW - Traffic assignment KW - Travel Model Improvement Program KW - Trip distribution KW - Trip generation UR - https://trid.trb.org/view/461640 ER - TY - RPRT AN - 00725545 AU - Pant, P D AU - Xie, Y AU - Huang, X H AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF DETECTION AND SIGNING SYSTEMS FOR HIGH SPEED SIGNALIZED INTERSECTIONS PY - 1996/03 SP - 236 p. AB - The effects of two dynamic signs that begin to flash a few seconds before the onset of the yellow interval and a static sign that flashes all the time were examined at tangent and curved approaches to rural, high speed signalized intersections. The dynamic signs included (a) a PTSWF (prepare to stop when flashing) sign, and (b) a FSSA (flashing symbolic signal ahead) sign with green, yellow, and red circles. The static sign was a CFSSA (continuously flashing symbolic signal ahead) sign with the three circles. The effects of these signs on vehicular speeds at different segments of the intersection approach including the dilemma zone were analyzed as were the vehicle conflict rates and the responses from the drivers' surveys. The study revealed that the PTSWF and FSSA signs generally have similar effects on driver behavior. The use of a PTSWF sign at a tangent approach to a high speed signalized intersection is discouraged. It is advantageous to consider the CFSSA sign before using the PTSWF sign because the PTSWF and FSSA signs have a few undesirable effects on vehicular speeds, unlike the CFSSA sign. The FSSA sign should not be used as a replacement for the PTSWF sign in Ohio. KW - Approach lanes KW - Behavior KW - Data collection KW - Dilemma zone KW - Drivers KW - Flashing signs KW - High speed ground transportation KW - High speed vehicles KW - Intersection approach KW - Intersections KW - Recommendations KW - Rural areas KW - Rural intersections KW - Signalized intersections KW - Speed KW - Surveys KW - Traffic signs UR - https://trid.trb.org/view/460872 ER - TY - RPRT AN - 00725524 AU - Hoppe, E J AU - Wyant, D C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF UNDERDRAIN ON I-295 PY - 1996/03 SP - 20 p. AB - The effectiveness of shoulder edge drains on I-295 south of Richmond was evaluated. Three adjacent outlets were monitored for outflow over a period of several months. Rainfall and outflow intensity and duration were continuously recorded using tipping bucket gages interfaced with a datalogger. The results indicate "excellent" to "good" quality of drainage, according to AASHTO criteria. KW - Drainage KW - Economic efficiency KW - Edge drains KW - Effectiveness KW - Efficiency KW - Field measurements KW - Field tests KW - Measures of effectiveness KW - Performance evaluations KW - Quality KW - Quality control UR - http://ntl.bts.gov/lib/36000/36900/36968/96-R32.pdf UR - https://trid.trb.org/view/460849 ER - TY - RPRT AN - 00725499 AU - Federal Highway Administration TI - 1996 PRODUCT PREVIEW: THE LONG-TERM PAVEMENT PERFORMANCE (LTPP) PROGRAM PY - 1996/03 SP - 21 p. AB - The long-term pavement performance (LTPP) program is a 20-year study of inservice pavements across North America. Its goal is to develop improved pavement technologies for designing, building, and maintaining roads that will be more durable, longer lasting, and less costly. The program was established by the Strategic Highway Research Program and is now managed by the Federal Highway Administration (FHWA). The LTPP products are "things"--information, computer software, analysis procedures, testing procedures, design procedures, guidelines, and so forth--derived from the LTPP database or resulting from the research effort and delivered in a form that can be used by the States and Provinces to build better pavements. This booklet lists products of the LTPP program, which are grouped in four categories: Pavement Design Guides and Maintenance Strategies; Pavement Monitoring Procedures; Materials Testing; and Equipment Standards and Calibration Procedures. Each product listing includes the following information: Description of the product and its intended use; Target audience for the product; Applicability; and Source, if product is currently available, or expected date of availability, if product is still under development. Some products are already being used by certain States. These States are identified in the product listings as initial users. Within each product category are the name, telephone and fax numbers, and email address of the office to contact for more information on any of the products. KW - Availability KW - Calibration KW - Equipment KW - Guides KW - Guides to information KW - Long-Term Pavement Performance Program KW - Materials tests KW - Monitoring KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Products KW - Standards KW - Strategic Highway Research Program KW - Strategic planning KW - Supply UR - https://trid.trb.org/view/460824 ER - TY - RPRT AN - 00725505 AU - GUNN, J AU - ABERNETHY, B AU - Kimley-Horn and Associates, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - STRATEGIC PLAN FOR ITS COMMUNICATION PY - 1996/03 SP - 121 p. AB - This report presents the results of a study to develop strategies for the State of Arizona to evolve/develop state-of-the-art communication infrastructure(s) to support Intelligent Transportation System (ITS) deployments to improve the overall level of safety and efficiency of Arizona's highway network. The report reviews the ITS National Plan (3/95) and Arizona's ITS priorities as defined by the study Technical Advisory Committee. The report reviews existing and planned ITS-related systems within Arizona. The Freeway Management System (FMS) in the Phoenix area is a state-of-the art system that includes video surveillance, incident detection, ramp metering, and many other functions. Future major systems being considered include an FMS in Tucson and a rural FMS in Flagstaff for the I-40 corridor. The report recommends an evolution to open standards based communication infrastructure. The report discusses wireline modem technologies, the U.S. digital hierarchy, SONET fiber hierarchy, and multiplexing and EIA-232. A discussion of system level digital communication system design is presented and includes information on ITS data sources. The report concludes with recommendations for statewide, metropolitan area, and rural area communication infrastructure(s) plus other considerations. The report concludes that open standards facilitate modular, expandable, and scaleable communication infrastructures to accommodate the evolutionary nature of ITS service definition(s), benefit validation(s), and deployment(s). KW - Arizona KW - Communications KW - Fiber optics KW - Freeways KW - Highway traffic control KW - Infrastructure KW - Intelligent transportation systems KW - Recommendations KW - Strategic planning UR - https://trid.trb.org/view/460830 ER - TY - RPRT AN - 00724988 AU - Shirkey, K AU - Mayhew, G AU - Casella, B AU - Hughes Aircraft Company AU - Federal Highway Administration TI - INVEHICLE SAFETY ADVISORY AND WARNING SYSTEM (IVSAWS). VOLUME I: EXECUTIVE SUMMARY PY - 1996/03 SP - 37 p. AB - The Invehicle Safety Advisory and Warning System (IVSAWS) is a Federal Highway Administration effort to develop a nationwide vehicular information system that provides drivers with advance, supplemental notification of dangerous road conditions using electronic warning zones with precise areas of coverage. The research study investigated techniques to provide drivers with advance notice of safety advisories and hazard warnings so drivers can take appropriate actions. The technical portion of the study identified applicable hazard scenarios, investigated possible system benefits, derived functional requirements, defined a communication architecture, and made recommendations to implement the system. KW - Advanced driver information systems KW - Alternatives analysis KW - Benefits KW - Communications KW - Forecasting KW - Functional requirements KW - Hazards KW - Intelligent transportation systems KW - Recommendations KW - Warning devices UR - https://trid.trb.org/view/460651 ER - TY - RPRT AN - 00724989 AU - Shirkey, K AU - Mayhew, G AU - Casella, B AU - Hughes Aircraft Company AU - Federal Highway Administration TI - INVEHICLE SAFETY ADVISORY AND WARNIGN SYSTEM (IVSAWS). VOLUME III: APPENDIXES A THROUGH H (REFERENCE MATERIALS) PY - 1996/03 SP - 295 p. AB - The Invehicle Safety Advisory and Warning System (IVSAWS) is a Federal Highway Administration effort to develop a nationwide vehicular information system that provides drivers with advance, supplemental notification of dangerous road conditions using electronic warning zones with precise areas of coverage. The research study investigated techniques to provide drivers with advance notice of safety advisories and hazard warnings so drivers can take appropriate actions. The technical portion of the study identified applicable hazard scenarios, investigated possible system benefits, derived functional requirements, defined a communication architecture, and made recommendations to implement the system. KW - Advanced driver information systems KW - Alternatives analysis KW - Benefits KW - Communications KW - Forecasting KW - Functional requirements KW - Hazards KW - Intelligent transportation systems KW - Recommendations KW - Warning devices UR - https://trid.trb.org/view/460652 ER - TY - RPRT AN - 00724990 AU - Shirkey, K AU - Mayhew, G AU - Casella, B AU - Hughes Aircraft Company AU - Federal Highway Administration TI - INVEHICLE SAFETY ADVISORY AND WARNING SYSTEM (IVSAWS). VOLUME IV: APPENDIXES I THROUGH K (REFERENCE MATERIALS) PY - 1996/03 SP - 399 p. AB - The Invehicle Safety Advisory and Warning System (IVSAWS) is a Federal Highway Administration effort to develop a nationwide vehicular information system that provides drivers with advance, supplemental notification of dangerous road conditions using electronic warning zones with precise areas of coverage. The research study investigated techniques to provide drivers with advance notice of safety advisories and hazard warnings so drivers can take appropriate actions. The technical portion of the study identified applicable hazard scenarios, investigated possible system benefits, derived functional requirements, defined a communication architecture, and made recommendations to implement the system. KW - Advanced driver information systems KW - Alternatives analysis KW - Benefits KW - Communications KW - Forecasting KW - Functional requirements KW - Hazards KW - Intelligent transportation systems KW - Recommendations KW - Warning devices UR - https://trid.trb.org/view/460653 ER - TY - RPRT AN - 00724991 AU - Shirkey, K AU - Mayhew, G AU - Casella, B AU - Hughes Aircraft Company AU - Federal Highway Administration TI - INVEHICLE SAFETY ADVISORY AND WARNING SYSTEM (IVSAWS). VOLUME V: APPENDIXES L THROUGH V (REFERENCE MATERIALS) PY - 1996/03 SP - 390 p. AB - The Invehicle Safety Advisory and Warning System (IVSAWS) is a Federal Highway Administration effort to develop a nationwide vehicular information system that provides drivers with advance, supplemental notification of dangerous road conditions using electronic warning zones with precise areas of coverage. The research study investigated techniques to provide drivers with advance notice of safety advisories and hazard warnings so drivers can take appropriate actions. The technical portion of the study identified applicable hazard scenarios, investigated possible system benefits, derived functional requirements, defined a communication architecture, and made recommendations to implement the system. KW - Advanced driver information systems KW - Alternatives analysis KW - Benefits KW - Communications KW - Forecasting KW - Functional requirements KW - Hazards KW - Intelligent transportation systems KW - Recommendations KW - Warning devices UR - https://trid.trb.org/view/460654 ER - TY - JOUR AN - 00724844 JO - Research & technology transporter PB - Federal Highway Administration AU - Tignor, S C AU - Alicandri, E AU - Federal Highway Administration TI - HOW DOES IVIS AFFECT DRIVER PERFORMANCE? PY - 1996/03 SP - p. 1 AB - The Federal Highway Administration's (FHWA's) In-Vehicle Information Systems (IVIS) program addresses the in-vehicle aspects of Advanced Traveler Information Systems and will use computer and communications technology to provide real-time information to drivers. IVIS have the potential to improve highway safety and reduce traffic congestion by presenting drivers with accurate and timely information about roadway conditions so they can make informed decisions. Research has been completed on preliminary human factors design guidelines and cost benefit analyses. IVIS could significantly benefit older drivers by presenting standardized visual and auditory information within vehicles, thereby reducing the need for drivers to scan the environment to detect and read roadway signs. Recent research on drivers' detection of and compliance with signs presented on standard highway signs and through IVIS indicates that IVIS will likely lead to more timely information and better sign detection and compliance for all drivers, regardless of the visibility condition. KW - Advanced driver information systems KW - Advanced traveler information systems KW - Aged drivers KW - Benefit cost analysis KW - Development KW - Driver information systems KW - Highway safety KW - Human factors KW - Real time control KW - Real time data processing KW - Research KW - Research and development KW - Traffic congestion UR - https://trid.trb.org/view/463738 ER - TY - RPRT AN - 00723881 AU - Krammes, R A AU - Fitzpatrick, K AU - Blaschke, J D AU - Fambro, D B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - SPEED: UNDERSTANDING DESIGN, OPERATING, AND POSTED SPEED PY - 1996/03 SP - 16 p. AB - This document was prepared to aid transportation engineers in explaining speed-related concepts. It compiles and reviews the current definitions for key speed-related terms. It also discusses appropriate relationships and practice pertaining to these key speed measures. KW - 85th percentile speed KW - Design speed KW - Operating speed KW - Speed limits UR - https://trid.trb.org/view/460214 ER - TY - RPRT AN - 00723823 AU - Milton, J C AU - MANNERING, F L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THE RELATIONSHIP BETWEEN HIGHWAY GEOMETRICS, TRAFFIC RELATED ELEMENTS, AND MOTOR VEHICLE ACCIDENTS. FINAL REPORT PY - 1996/03 SP - 84 p. AB - Poisson and negative binomial regression techniques were used as a means to predict accidents on the basis of highway geometrics and traffic related factors. For a particular highway section the overall number of accidents was predicted using both Poisson and negative binomial distributions. The predictions were then compared with actual accident statistics. Both methods use a log-linear function to ensure that accident prediction is always non-negative. The primary data sources were the Washington State Department of Transportation's Transportation Information and Planning Support database for geometric and traffic information and the Washington State Patrol's accident database for accident information. The maximum likelihood method was used to estimate the model coefficients. The results suggested that horizontal curvature, daily traffic, speed, number of lanes, and tangent length between curves are significantly correlated with accident occurrence. The results indicated that if accident data are dispersed relative to the mean, negative binomial regression is the most appropriate method of analysis. KW - Alternatives analysis KW - Annual average daily traffic KW - Crash data KW - Crashes KW - Curvature KW - Forecasting KW - Geometric design KW - Horizontal curvature KW - Motor vehicle accidents KW - Regression analysis KW - Statistics KW - Traffic crashes KW - Traffic data KW - Traffic lanes KW - Traffic speed UR - http://www.wsdot.wa.gov/research/reports/fullreports/403.1.pdf UR - https://trid.trb.org/view/460190 ER - TY - RPRT AN - 00722666 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 2: DIGITAL MAP DATA EXCHANGE AND LOCATION REFERENCING PY - 1996/03 SP - 56 p. AB - This is the Standards Requirements Package for Digital Map Data Exchange and Location Referencing. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. The exchange of spatial information is critical to many aspects of ITS, and, as this standards package makes clear, both mobile and stationary subsystems need to use spatial data. Currently there is a rapid proliferation of both digital map suppliers and devices that provide location (primarily GPS based). While these providers may gain market advantage through proprietary technologies within their products, creating open interfaces and exchange formats will benefit all, by creating larger markets and increasing consumer confidence. KW - Data communications KW - Digital mapping KW - Electronic data interchange KW - Intelligent transportation systems KW - Interfaces KW - Location KW - Location referencing KW - National ITS Architecture KW - Referencing KW - Requirements KW - Specifications KW - Standardization KW - Standards KW - Subsystems KW - System design KW - United States UR - https://trid.trb.org/view/459830 ER - TY - RPRT AN - 00722673 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 9: EMERGENCY MANAGEMENT TO OTHER CENTERS PY - 1996/03 SP - 59 p. AB - This is the Standards Requirements Package for the Emergency Management Subsystem to Other Centers. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. Emergency response and emergency management are recognized as key factors in both traveler safety and in congestion reduction. As MPOs design strategies for integrated incident management, an important component is invariably interagency coordination and data exchange. The National ITS Architecture envisions a high degree of cooperation between traffic management, transit, media/information providers, and emergency management. Through coordinated responses to emergencies, safety and service can be enhanced. This package collects the requirements from the architecture to support the data exchange necessary for this type of coordination. KW - Coordination KW - Data communications KW - Disasters and emergency operations KW - Electronic data interchange KW - Emergency management KW - Emergency response KW - Hazards and emergency operations KW - Incident management KW - Intelligent transportation systems KW - National ITS Architecture KW - Requirements KW - Specifications KW - Standardization KW - Standards KW - System design KW - United States UR - https://trid.trb.org/view/459837 ER - TY - RPRT AN - 00722669 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 5: PERSONAL, TRANSIT, AND HAZMAT MAYDAYS PY - 1996/03 SP - 45 p. AB - This is the Standards Requirements Package for Personal, Transit, and HAZMAT Maydays. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. The package covers the interfaces between the Emergency Management Subsystem and the rest of the architecture for the purpose of sending Mayday messages. The subsystems which originate and send Mayday messages directly to the Emergency Management (EM) are the Vehicle Subsystem, the Personal Information Access Subsystem (PIAS), and the Remote Traveler Subsystem (RTS). The case of HAZMAT related Mayday is covered as a special case of the Vehicle Subsystem Mayday. Two additional interfaces are covered by this package -- the Transit Management Subsystem (TRMS) to EM interface and the Fleet Management Subsystem to EM interface. KW - Emergency management KW - Fleet management KW - Hazardous materials KW - Hazards and emergency operations KW - Intelligent transportation systems KW - Interfaces KW - Management KW - Mayday messages KW - National ITS Architecture KW - Public transit KW - Requirements KW - Specifications KW - Standardization KW - Standards KW - Subsystems KW - System design KW - Transit management KW - United States UR - https://trid.trb.org/view/459833 ER - TY - RPRT AN - 00722670 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 6: TRAFFIC MANAGEMENT SUBSYSTEM TO OTHER CENTERS PY - 1996/03 SP - 213 p. AB - This is the Standards Requirements Package for the Traffic Management Subsystem to Other Centers. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. Many of the key services and efficiencies associated with ITS accrue through the actions of the Traffic Management Subsystem (TMS). Part of this comes from coordination of the TMS with other TMSs and other centers. This package is intended to capture the interfaces and interactions necessary to achieve the level of coordination and integration envisioned by the national architecture. These are anticipated to typically be wireline interfaces (probably WAN or MAN-based). KW - Coordination KW - Highway traffic control KW - Integrated systems KW - Integration KW - Intelligent transportation systems KW - Interfaces KW - National ITS Architecture KW - Requirements KW - Specifications KW - Standardization KW - Standards KW - Subsystems KW - System design KW - United States KW - Wired communication systems UR - https://trid.trb.org/view/459834 ER - TY - RPRT AN - 00722675 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 11: TRANSIT MANAGEMENT TO TRANSIT VEHICLE AND REMOTE TRAVELER SERVICES INTERFACES PY - 1996/03 SP - 84 p. AB - This is the Standards Requirements Package for Transit Management Subsystem to Transit Vehicle and Remote Traveler Services Interfaces. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. It covers the interface between the Transit Management Subsystem (TRMS) and the Transit Vehicle Subsystem (TRVS), and also the interface between the TRMS and the Remote Traveler Support Subsystem (RTS). This is a somewhat unusual combination, in that the TRMS-TRVS interface will invariably be wireless and the TRMS-RTS interface will typically be wireline. However, the functionality that these two interfaces provide is very similar, and hence the grouping. The TRMS-RTS interaction is intended to cover the communications between kiosk-type devices located at roadside transit stops and the transit management center. The TRMS-TRVS interface supports a number of transit vehicle management functions, such as reporting vehicle status, providing instructions to the driver, and allowing emergency assistance requests. In addition, this interface also supports functionality for the travelers, such as ticket purchasing. KW - Intelligent transportation systems KW - Interfaces KW - Management KW - Motorist aid systems KW - National ITS Architecture KW - Public passenger vehicles KW - Public transit KW - Requirements KW - Specifications KW - Standardization KW - Standards KW - Subsystems KW - System design KW - Transit management KW - Transit vehicles KW - Traveler services KW - United States KW - Wired communication systems KW - Wireless communication systems UR - https://trid.trb.org/view/459839 ER - TY - RPRT AN - 00722667 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 3: INFORMATION SERVICE PROVIDER WIRELESS INTERFACES PY - 1996/03 SP - 141 p. AB - This is the Standards Requirements Package for Information Service Provider Wireless Interfaces. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. The Information Service Provider (ISP) wireless links are the wide area wireless links from ISPs to Vehicles (or Personal Information Access devices) and for 2-way channels from Vehicles (or Personal Information Access devices) to ISPs. These messages contribute to the Travel and Traffic Management user services, including pre-trip travel information, driver advisory, route guidance, and traveler information services. KW - Driver information systems KW - In-vehicle advisory KW - Information services KW - Intelligent transportation systems KW - Interfaces KW - National ITS Architecture KW - Passenger information systems KW - Requirements KW - Route guidance KW - Specifications KW - Standardization KW - Standards KW - System design KW - Traveler information and communication systems KW - United States KW - Wireless communication systems UR - https://trid.trb.org/view/459831 ER - TY - RPRT AN - 00722668 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 4: INTER-CENTER DATA EXCHANGES FOR COMMERCIAL VEHICLE OPERATIONS PY - 1996/03 SP - 90 p. AB - This is the Standards Requirements Package for Inter-Center Data Exchange for Commercial Vehicle Operations. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. This package is primarily concerned with the interfaces that support government-to-government and carrier-to-government interaction for processing commercial vehicle, driver, and cargo information. It deals with the center-to-center data exchange required for electronic forms and data processing. This package is critical for standardization of the government regulatory interface to the commercial carriers. KW - Commercial vehicle operations KW - Data communications KW - Electronic data interchange KW - Government agencies KW - Information processing KW - Intelligent transportation systems KW - Interfaces KW - Motor carriers KW - National ITS Architecture KW - Requirements KW - Specifications KW - Standardization KW - Standards KW - System design KW - United States UR - https://trid.trb.org/view/459832 ER - TY - RPRT AN - 00722671 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 7: TRAFFIC MANAGEMENT SUBSYSTEM TO ROADSIDE DEVICES AND EMISSIONS MONITORING PY - 1996/03 SP - 69 p. AB - This is the Standards Requirements Package for the Traffic Management Subsystem to Roadside Devices and Emissions Monitoring. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. One of the key interfaces in ITS is between the Traffic Management Subsystem and the Roadway Subsystem. The functionality directly enabled by this interface includes traffic control, incident management, and demand management. The information gathered at the Roadway by sensors provides network surveillance and is the starting point for the development of real time traffic information. One category of information collected at the Roadway is emissions data. Because the management of emissions monitoring and reporting is often performed by a different agency than that which performs traffic management, the National ITS Architecture has defined a separate subsystem for Emissions Management (EMMS). The interfaces from the Roadway to this subsystem are included in this Standards Package, as well as the possible interface between the EMMS and the Traffic Management Subsystem (TMS). The interfaces described in this package will primarily be implemented as wireline interfaces (probably WAN or MAN-based). KW - Emissions monitoring KW - Highway traffic control KW - Intelligent transportation systems KW - Interfaces KW - Monitoring KW - National ITS Architecture KW - Pollutants KW - Requirements KW - Roadside structures KW - Specifications KW - Standardization KW - Standards KW - Subsystems KW - System design KW - United States KW - Wired communication systems UR - https://trid.trb.org/view/459835 ER - TY - RPRT AN - 00722665 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 1: DEDICATED SHORT RANGE COMMUNICATIONS PY - 1996/03 SP - 75 p. AB - This is the Standards Requirements Package for Dedicated Short Range Communications (DSRC). It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. DSRC is the set of wireless interfaces between roadside devices and the vehicle subsystems. These interfaces are dedicated short range links that most commonly utilize radio frequency or infrared communications technology. The DSRC links support electronic tolling and commercial vehicle electronic clearance in current deployments, and the National ITS Architecture envisions that parking management, AHS, and in-vehicle signing could also utilize DSRC in the future. The critical need for standardization for DSRC is to create the possibility of the various applications using the same hardware. This will require the coordination of message set and protocol development, and, of course, common hardware and lower level protocols. KW - Dedicated short range communications KW - Intelligent transportation systems KW - National ITS Architecture KW - Requirements KW - Specifications KW - Standardization KW - Standards KW - System design KW - United States UR - https://trid.trb.org/view/459829 ER - TY - RPRT AN - 00722672 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 8: SIGNAL PRIORITY FOR TRANSIT AND EMERGENCY VEHICLES PY - 1996/03 SP - 27 p. AB - This is the Standards Requirements Package for Signal Priority for Transit and Emergency Vehicles. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. For the future high functioning Traffic Management Center (TMC), this could be handled via communication with the TMC, which would then handle the signal control, as opposed to the more traditional local Vehicle Roadside Communications (VRC) based cycle modification. The advantage to the TMC controlled approach is that better strategies can be pursued that limit risks to other drivers and general disruption to traffic flow. This package includes the dataflows in the EVS-RS and TRVS-RS interfaces to address the local VRC based approach. To complete this part of the definition of the package, the RS-TMC interface is included to show the reporting of the receipt of the priority/preemption requests to the TMC. Part of the definition of this package includes some of the dataflows in the TMC-EM and TMC-TRMS interfaces, specifically those associated with requesting and granting signal priority. KW - Bus priority KW - Emergency vehicles KW - Intelligent transportation systems KW - Interfaces KW - National ITS Architecture KW - Public passenger vehicles KW - Requirements KW - Specifications KW - Standardization KW - Standards KW - System design KW - Traffic control centers KW - Traffic control centers KW - Traffic signal preemption KW - Traffic signals KW - Transit vehicles KW - United States UR - https://trid.trb.org/view/459836 ER - TY - RPRT AN - 00722674 AU - Rockwell International Science Center AU - Federal Highway Administration TI - STANDARDS REQUIREMENTS PACKAGE 10: INFORMATION SERVICE PROVIDER SUBSYSTEM TO OTHER CENTERS PY - 1996/03 SP - 186 p. AB - This is the Standards Requirements Package for the Information Service Provider Subsystem to Other Centers. It includes the following main components: General introduction to the scope and intent of this package; Message transaction sets; Decomposition of the interfaces; Communications layer description; Constraints; and Data dictionary element definitions and sizes. The Information Service Provider (ISP) is either a private or public sector entity providing travel information and other services. In order to create useful information products, it is necessary for the ISP to have connections to the various information sources. As ISPs gain subscribers for their services, they may also build their own information repositories, which could be usefully provided to other centers. The ISP Wireless package defines the ISP to vehicle interface. This package focuses on the wireline interfaces that allow the ISP to coordinate with other centers. KW - Information services KW - Intelligent transportation systems KW - Interfaces KW - National ITS Architecture KW - Passenger information systems KW - Requirements KW - Specifications KW - Standardization KW - Standards KW - Subsystems KW - System design KW - Traveler information and communication systems KW - United States KW - Wired communication systems UR - https://trid.trb.org/view/459838 ER - TY - RPRT AN - 00720262 AU - Inman, V W AU - Peters, J I AU - Science Applications International Corporation AU - Federal Highway Administration TI - TRAVTEK GLOBAL EVALUATION AND EXECUTIVE SUMMARY. FINAL REPORT PY - 1996/03 SP - 100 p. AB - TravTek was an operational field test of advanced traveler information system (ATIS) and advanced traffic management system (ATMS) technologies. This paper summarizes the findings from the series of studies that constituted the TravTek evaluation. Two field studies, three field experiments, and four analytical studies are summarized. The Rental User Study and Local User Study were naturalistic field studies of the use of the TravTek system by rental drivers and high-mileage local area residents, respectively. The Yoked Driver Study, Orlando Test Network Study, and Camera Car Study were field experiments that empirically assessed the in-vehicle TravTek subsystem with respect to measures of performance that included trip planning time, travel time, subjective workload, wrong turns, glance location, and glance duration. The Modeling Study extrapolated expected system performance from field studies and experiments for various levels of market penetration, traffic conditions not observed in the field, and measures of performance not directly measured in the field. The Modeling Study projected effects on fuel consumption, vehicle emissions, accident risk, and other measures for market penetration levels of 1 to 100%. The Safety Study reviewed and integrated safety-related statistics across all TravTek studies and expanded on Modeling Study methods to project safety benefits. The Architecture Study thoroughly documented the TravTek system and evaluated system components that included: communications, data bases, hardware, software, and system staffing. The Global Study integrated results from the other studies. Study results showed that the TravTek system was reliable. The distributed information processing system was found to be viable. The system helped drivers save substantial trip planning and travel time. It also was effective in helping drivers avoid congestion. Both visitors and local users used the system frequently, and provided a median estimate of the value of the system in a new car of about $1000. The turn-by-turn Guidance Display and Voice Guide were very well received. Visitors and local users used these features for the majority of their trips, and results of field experiments suggest that the Guidance Display and Voice Guide yielded improved driving and navigation performance over navigating to unfamiliar destinations by conventional means. The Safety Study showed that the system was safe, and suggested a small safety benefit for a fully deployed system. The Modeling Study findings suggest that a TravTek system would benefit not only system users, but also non-equipped vehicles that share the road with system users. The TravTEk operational test was a success. The TravTek evaluation demonstrated that users found the system useful, easy to use, and safe. Field experiments showed that the system reduced trip planning and travel time, and improved driving and navigation performance. System users indicated that they were willing to pay for a system such as the one they drove during the operational test. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Analytical studies KW - Benefits KW - Costs KW - Displays KW - Ease of use KW - Field studies KW - Field tests KW - Hardware KW - Information display systems KW - Intelligent transportation systems KW - Navigational aids KW - Performance KW - Reliability KW - Route guidance KW - Safety KW - Simulation KW - Software KW - Speech KW - Travtek (Program) KW - Voice communication UR - http://ntl.bts.gov/lib/22000/22200/22237/PB99169807.pdf UR - https://trid.trb.org/view/454649 ER - TY - RPRT AN - 00720258 AU - Federal Highway Administration TI - HIGH PRIORITY AREA: IMPROVING BICYCLE AND PEDESTRIAN SAFETY PY - 1996/03 SP - 4 p. AB - The Improving Bicycle and Pedestrian Safety program is being sponsored by the Federal Highway Administration in cooperation with the National Highway Traffic Safety Administration. The program goal, scope and objectives are outlined in this leaflet. In addition, background information is presented, followed by descriptions of recently completed studies, current activities, and future activities in this area. KW - Bicycle safety KW - Bicycling KW - Development KW - Documents KW - Future KW - Future research KW - Improvements KW - Pedestrian safety KW - Publications KW - Research KW - Research and development KW - Research programs KW - Research projects KW - Strategic planning KW - Traffic safety UR - https://trid.trb.org/view/454645 ER - TY - RPRT AN - 00720261 AU - Inman, V W AU - Fleischman, R N AU - Sanchez, R R AU - Porter, C L AU - Thelen, L A AU - Golembiewski, G AU - Science Applications International Corporation AU - Federal Highway Administration TI - TRAVTEK EVALUATION RENTAL AND LOCAL USER STUDY. FINAL REPORT PY - 1996/03 SP - 108 p. AB - The Rental User Study and Local User Study were conducted as part of the TravTek Operational Test Evaluation. TravTek was an operational field test of an advanced traveler information and traffic management system (ATIS/ATMS). As part of the test, 75 TravTek equipped vehicles were rented to Orlando visitors. Other TravTek equipped vehicles were supplied to Orlando residents who were selected in part because they compile above average mileage in their daily driving. There were 2,896 TravTek rentals that averaged 4 to 6 days. Fifty-one local users were each given use of a TravTek vehicle for approximately 2 months. The focus of these evaluation studies was to obtain user perception and performance data related to use of system components in the TravTek vehicles. The vehicles were equipped to provide route planning, route guidance, and a data base of local services and attractions. The in-vehicle system included moving map and simplified turn-by-turn guidance displays supplemented by a synthesized voice guidance and traffic report feature. Questionnaires, debriefings, and automated in-vehicle data logs were used to gather evaluation data. Measures described in this report include: perceptions of utility, ease of use, safety, driver workload, frequency of use of system functions and features, and estimates of willingness-to-pay for the TravTek system as a whole, as well as for selected features. Both rental and local users reported the route planning and route guidance features of the TravTek system to be useful and easy to use. Users reported that they felt more attentive and less distracted when driving with the TravTek system compared to driving in similar situations without the system. TravTek was used on more than half of all trips. Renters with route planning and route guidance capabilities used those capabilities on more than half their trips. Local users also made extensive use of the route planning and route guidance capabilities. In route guidance, rental users drove most of the time with the simplified Turn-by-Turn Guidance Display with the synthesized voice supplement turned on. Although local users expressed a slight preference for the moving map Route Map display without the supplemental voice, they also used the Guidance Display with voice supplement on more than other display options. Users estimated that they would be willing to pay about $1000 for a system such as the one they drove. Users also indicated that they were willing to pay the most for navigation, route planning and route guidance features, and somewhat less for real-time traffic information and local information data bases. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Displays KW - Driver information systems KW - Driver perception KW - Drivers KW - Ease of use KW - Field studies KW - In-vehicle route planning KW - Information display systems KW - Information systems KW - Intelligent transportation systems KW - Navigational aids KW - Perception KW - Real time control KW - Real time data processing KW - Route guidance KW - Safety KW - Speech KW - Travtek (Program) KW - Utilization KW - Voice communication KW - Workload UR - https://trid.trb.org/view/454648 ER - TY - RPRT AN - 00720254 AU - Bertoldi, D A AU - Jones, J S AU - Stein, S M AU - Kilgore, R T AU - Atayee, A T AU - GKY & Associates, Incorporated AU - Federal Highway Administration TI - AN EXPERIMENTAL STUDY OF SCOUR PROTECTION ALTERNATIVES AT BRIDGE PIERS. DRAFT REPORT PY - 1996/03 SP - 87 p. AB - Construction of structures within the floodplain of a river or stream has significant effects on the hydraulic performance of the waterway. These encroachments have an even more pronounced effect during flood events. During floods, the flow of water is redirected and accelerated through the constricted opening precipitating local scour. Bridge substructures, such as piers and embankments, are often susceptible to being undermined by the local scour. This local scour is the leading cause of bridge failure over streams and rivers. As a countermeasure against the undermining of the bridge piers, riprap has been the most common and best documented material. However, there may be a need for an alternative to riprap for several reasons. These include availability, cost, performance, and design guidance. Riprap has been researched considerably, however, alternatives have received very little attention. This study conceives and explores alternatives ranging from constructed armor units to flexible single-units. The alternatives that are evaluated in this study are: grout mats, grout bags, extended footings, tetrapods, cable-tied blocks, tile mats, high-density particles, and anchors. KW - Alternatives analysis KW - Anchors KW - Blocks KW - Cable-tied blocks KW - Cables KW - Countermeasures KW - Extended footings KW - Footings KW - Grout bags KW - Grout mats KW - High density KW - High density particles KW - Particles KW - Protection KW - Riprap KW - Scour KW - Tetrapods KW - Tile mats UR - https://trid.trb.org/view/454641 ER - TY - RPRT AN - 00720247 AU - Shirkey, K AU - Mayhew, G AU - Casella, B AU - Hughes Aircraft Company AU - Federal Highway Administration TI - INVEHICLE SAFETY ADVISORY AND WARNING SYSTEM (IVSAWS). VOLUME II: FINAL REPORT PY - 1996/03 SP - 247 p. AB - The Invehicle Safety Advisory and Warning System (IVSAWS) is a Federal Highway Administration effort to develop a nationwide vehicular information system that provides drivers with advance, supplemental notification of dangerous road conditions using electronic warning zones with precise areas of coverage. The research study investigated techniques to provide drivers with advance notice of safety advisories and hazard warnings so drivers can take appropriate actions. The technical portion of the study identified applicable hazard scenarios, investigated possible system benefits, derived functional requirements, defined a communication architecture, and made recommendations to implement the system. KW - Advanced driver information systems KW - Alternatives analysis KW - Benefits KW - Communications KW - Forecasting KW - Functional requirements KW - Hazards KW - Intelligent transportation systems KW - Recommendations KW - Warning devices UR - https://trid.trb.org/view/454634 ER - TY - RPRT AN - 00720250 AU - Van Aerde, M AU - Rakha, H AU - Queen's University, Ontario AU - Federal Highway Administration TI - TRAVTEK EVALUATION MODELING STUDY. FINAL REPORT PY - 1996/03 SP - 184 p. AB - The following report describes a modeling study that was performed to extrapolate, from the TravTek operational test data, a set of systemwide benefits and performance values for a wider-scale deployment of a TravTek-like system. In the first part of the modeling study, the INTEGRATION simulation model was enhanced and calibrated to produce a model whose driver and in-vehicle system parameters were representative of the behavior that was quantified by various TravTek field tests in Orlando, Florida. In the second part of the study, a coded traffic network was created with properties that were representative of the traffic conditions observed in Orlando during the course of the TravTek operational field test. Nine Measures of Performance (MOPs) of the TravTek system were then estimated using the model: the total trip travel time; the total distance traveled; the number of stops incurred; the number of missed turns experienced; the average estimated fuel consumption; vehicle emissions of hydrocarbon (HC), carbon monoxide (CO) and oxides of nitrogen (NOx) per vehicle; and the expected accident risk. The simulated Orlando TravTek network consisted of 2,670 uni-directional links, 87 zones, 49 traffic signals and 783 lane-km. During a typical modeling run, of the PM peak, 62,899 individual vehicles were traced through a total of 679,111 veh-km or 11,882 veh-h. The Level of Market Penetration (LMP) was found to improve most of the nine MOPs by up to 12, 5, 32, 37, 13, 16, and 7% for the average trip duration, average trip length, number of vehicle stops, number of wrong turn maneuvers, level of fuel consumption, HC and CO emissions, respectively. The total travel time, the travel distance, the number of vehicle stops, the number of wrong turn maneuvers, the level of fuel consumption and the HC emissions were observed to improve monotonically for all LMPs. Emissions of CO were found to increase by no more than 3% for an LMP of 10% and decreased by up to 7% for LMPs beyond 10%. Emissions of NOx were found to increase by no more than 5% for all LMPs below 90% and were found to decrease by 1% for an LMP of 100%. For LMPs up to 100%, the traffic fleet as a whole, during the PM peak, experienced changes in accident risk that were less than +-1%. However, at virtually all LMPs, during the PM peak, the equipped vehicles experienced an accident risk that was greater than that of background traffic, that benefited from the diversion of the equipped vehicles. However, this was not the case during off-peak traffic conditions. The majority of the benefits increased at a decreasing rate for higher LMPs, but benefits accrued at lower LMPs were never subsequently reversed or negated. KW - Advanced traveler information systems KW - Intelligent transportation systems KW - Level of market penetration KW - Network analysis (Planning) KW - Performance KW - Performance indicators KW - Route guidance KW - Simulation KW - Traffic simulation KW - Travtek (Program) UR - https://trid.trb.org/view/454637 ER - TY - RPRT AN - 00720190 AU - Pribanic, J A AU - Smith, J A AU - Jennings, P W AU - Bell, C A AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - A STUDY OF RECYCLING FEASIBILITY. FINAL REPORT PY - 1996/03 SP - 96 p. AB - This report describes a feasibility study of recycling asphalt pavements using two major analytical techniques: High Performance Gel Permeation Chromatography (HP-GPC) and Dynamic Mechanical Analysis (DMA). HP-GPC probes the chemistry of the asphalt cement. DMA measures certain physical characteristics of the asphalt cement and of the mix. Four projects that had been recycled, three by hot methods, the other by a cold, in-place process (CIPR), were studied. Specifically, the HP-GPC characteristics of the asphalts before and after recycling and the resilient moduli of some recycled mixtures were obtained. In addition, three sources of recovered asphalt pavement were subjected to modeling of hot and cold recycling strategies and tested by DMA on mixes as well as by HP-GPC. Finally, an additional five pavements that are candidates for recycling were sampled and the asphalt cements extracted for HP-GPC and DMA testing using both hot and cold recycling simulations. This report details the study procedures and discusses the data and their interpretations. Included in this report are data on the HP-GPC characteristics of the asphalt cements available in the state of Montana in 1993. Also, testing of asphalt cements from an experimental project and a distressed pavement is addressed briefly. KW - Asphalt cement KW - Asphalt pavements KW - Chemistry KW - Cold in-place recycling KW - Cold weather KW - Feasibility analysis KW - Gel permeation chromatography KW - High performance KW - Hot in-place recycling KW - Mechanical analysis KW - Modulus of resilience KW - Performance KW - Physical properties KW - Recycling KW - Test results UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/recycled_asph/recycle_feasibility.pdf UR - http://ntl.bts.gov/lib/45000/45800/45841/recycle_feasibility63.pdf UR - https://trid.trb.org/view/454579 ER - TY - RPRT AN - 00720193 AU - Lane, T AU - Thomas/Lane and Associates AU - Montana Department of Transportation AU - Federal Highway Administration TI - MONTANA AIRPORT MULTIMODAL STUDY. PART II: ANALYSIS AND RECOMMENDATIONS. FINAL REPORT PY - 1996/03 SP - 41 p. AB - The report uses information from a household survey and an airport manager's survey conducted by the University of Montana's Bureau of Business and Economic Research to: (a) conduct a multimodal activity analysis that identifies and defines airport multimodal activity in Montana, (b) conduct a multimodal methods and strategies analysis, including the presentation of recommendations on methods and strategies to enhance airport multimodal activity, and (c) conduct a multimodal efficiency analysis that evaluates the potential benefits resulting from increased multimodalism at Montana's airports. KW - Airports KW - Economic efficiency KW - Montana KW - Multimodal transportation UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/modal/airport2.pdf UR - http://www.mdt.mt.gov/research/projects/aer/modal_study.shtml UR - https://trid.trb.org/view/454582 ER - TY - RPRT AN - 00720110 AU - Seshadri, M AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF BITUMINOUS PAVEMENT WITH POLYPROPYLENE FIBER. FINAL REPORT PY - 1996/03 SP - 28 p. AB - This study was conducted to evaluate the performance of a hot mix asphalt overlay modified with polypropylene fiber. In 1986, a continuously reinforced concrete pavement on Interstate 59 in Meridian, Mississippi, was overlaid with hot mix asphalt binder and surface course. The surface course contained the additive fiber. The condition of this pavement was compared with a control section without fibers for six years. Tests were conducted using the U.S. Army Corps of Engineers' Gyratory Testing Machine at the time of paving as well as on remolded cores. Based on the results of this study, it appears that the test and control sections performed at the same level. To study further, the Mississippi Department of Transportation has initiated a comprehensive evaluation of modified hot mix asphalt mixtures using several different modifiers that are currently available. KW - Continuously reinforced concrete pavements KW - Fibers KW - Gyratory testing machines KW - Gyratory tests KW - Hot mix asphalt KW - Modifiers KW - Overlays (Pavements) KW - Performance evaluations KW - Polypropylene UR - https://trid.trb.org/view/454499 ER - TY - RPRT AN - 00723814 AU - Zeng, Y AU - Lovell, C W AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - USING PYROLYZED CARBON BLACK (PCB) FROM WASTE TIRES IN ASPHALT PAVEMENTS (PART II: ASPHALT BINDER AND TEST ROAD). FINAL REPORT PY - 1996/02/20 SP - 158 p. AB - Scrap tires derived from automobiles have become a large environmental problem in the United States. In this study, research is carried out to investigate the potential use of tire-derived pyrolyzed carbon black (PCB) from scrap tires as an asphalt cement modifier. The asphalt cements used in this research were AC10 and AC20. Penetration and softening point tests were performed to obtain the consistency of the asphalt cements. The PCB, as provided by Wolf Industries, was combined with the asphalt cement in the following percentages: 5%, 10%, 15%, and 20%. Penetration, softening point and ductility tests were performed to determine the temperature susceptibility of the modified binder as altered by the PCB. In order that the results are comparable to previous testing, commercial carbon black purchased from CABOT Industry was also used as a modifier in the tests. The same test procedures were applied to the asphalt cements modified by commercial carbon black. The test results contained in this report illustrate the viability of the PCB as an asphalt modifier. Recommendations are provided to facilitate further research on this particular project. A preliminary assessment of a test road using the PCB is appended. KW - Alternatives analysis KW - Asphalt cement KW - Commercial carbon black KW - Ductility tests KW - Ductility tests (Asphalts) KW - Experimental roads KW - Frost susceptibility KW - Modifiers KW - Pyrolyzed carbon black KW - Scrap tires KW - Softening point KW - Soil penetration test KW - Solid wastes KW - Temperature KW - Temperature susceptibility KW - Test results KW - Tires UR - https://trid.trb.org/view/460181 ER - TY - RPRT AN - 00723813 AU - PARK, T AU - Lovell, C W AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - USING PYROLIZED CARBON BLACK (PCB) FROM WASTE TIRES IN ASPHALT PAVEMENTS (PART I: LIMESTONE AGGREGATE). FINAL REPORT PY - 1996/02/20 SP - 338 p. AB - This study presents the viability of using pyrolized carbon black (PCB) as an additive in hot mix asphalt concrete. Different ratios of PCB (5%, 10%, 15%, 20% by weight of asphalt) were blended with two grades of asphalt (AC-10 and AC-20). The complete behaviors of the PCB modified asphalt concrete were investigated by comprehensive laboratory testing and evaluation. The Marshall method was used to determine the optimum binder content, and the mechanical properties and void relationships were investigated by this method. The Gyratory Testing Machine was used to define the stress-strain relationships of the PCB mixtures. The rutting potential of PCB mixtures was investigated using the Dynamic Creep Testing. The performance of the PCB mixtures at low temperature (5 deg C) was determined by the Indirect Tensile Testing. The strength performance of the PCB mixtures at intermediate temperatures (5 deg C and 25 deg C) was examined by the Resilient Modulus Test. The Hamburg Wheel Tracking Device was employed to ascertain the stripping potential of the PCB mixtures. The findings of this study show beneficial effects of added PCB for asphalt mixture. Specifically, test results show that PCB contents of 10% to 15% by weight of asphalt produce a number of significant improvements. The rutting potential, the temperature susceptibility and the stripping potential can be reduced by the inclusion of PCB in the asphalt mixture. Added material costs of about 6% may well be justified by expected improvements in performance. KW - Binder content KW - Carbon black KW - Creep tests KW - Deformation curve KW - Frost susceptibility KW - Gyratory testing machines KW - Gyratory tests KW - Hot mix asphalt KW - Indirect tensile test KW - Laboratory tests KW - Low temperature KW - Marshall mix design KW - Mechanical properties KW - Mix design KW - Modulus of resilience KW - Pyrolyzed carbon black KW - Rutting KW - Scrap tires KW - Solid wastes KW - Strength of materials KW - Stripping (Pavements) KW - Temperature KW - Temperature susceptibility KW - Tension tests KW - Test results KW - Tires KW - Void ratios KW - Voids KW - Wheel tracking devices UR - https://trid.trb.org/view/460180 ER - TY - RPRT AN - 00725588 AU - Prine, D AU - Oleksy, J E AU - Malin, V AU - Northwestern University, Evanston AU - Federal Highway Administration TI - SIMULATION OF ELECTROSLAG WELD DEFECTS: AN INTERMEDIATE REPORT ON ACOUSTIC EMISSION MONITORING OF ELECTROSLAG WELDING PY - 1996/02/16 SP - 47 p. AB - This intermediate report describes efforts to adapt acoustic emission (AE) monitoring technology to the in-process nondestructive evaluation (NDE) of electroslag welding (ESW). Methods were developed to introduce controlled artificial flaws in ESW welds. AE monitoring equipment was assembled and techniques were developed to address the specific problems associated with AE monitoring of ESW. A total of seven welds were monitored. These welds had solidification cracks and lack of fusion (LOF) flaws both artificially induced and naturally formed. The recorded AE data were analyzed and the results were correlated with radiography. Preliminary accept/reject criteria were formulated. A draft technical operational guide for applying AE monitoring to ESW was developed based on a modified version of ASTM Standard Practice E 749, "Standard Practice for Acoustic Emission Monitoring during Continuous Welding". The necessary ASTM modification procedure will be pursued when appropriate. KW - Acceptance tests KW - Acoustic emission tests KW - Bridge construction KW - Bridges KW - Construction KW - Cracking KW - Defects KW - Electroslag welding KW - Flaw detection KW - Metal bridges KW - Monitoring KW - Nondestructive tests KW - Simulation KW - Steel bridges KW - Welding KW - Welding techniques UR - https://trid.trb.org/view/460916 ER - TY - RPRT AN - 00735936 AU - Pant, P D AU - Sharma, H P AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - AN EXPERT SYSTEM FOR HIGHWAY SAFETY ANALYSIS ADVISING PY - 1996/02/12 SP - 70 p. AB - This report describes the development of an expert system called Rural HIghway SafeTy Advisor (RITA) which is expected to expedite and standardize the conduct of highway safety analysis in the central and district offices of the Ohio Department of Transportation (ODOT). RITA is an advisory knowledge-based expert system which codified within its knowledge base the procedures, techniques, and rules of thumb (heuristic) involved in the process of conducting highway safety analysis for rural (a) signalized intersections, (b) unsignalized intersections, and (c) non-intersections (highway segments). A panel of safety experts from ODOT with a cumulative experience of more than 100 years worked with the developers of the system to assure that the knowledge base was of the highest quality. RITA consists of the following four modules: (1) Preliminary Investigation, (2) Accident Analysis, (3) Suggest Engineering Studies, and (4) Suggest Feasible Countermeasures. The user can generate an individual report for each module or a combined report for all modules. A tutorial and a User's Guide are available for reference. KW - Countermeasures KW - Crash analysis KW - Engineering KW - Engineering studies KW - Expert systems KW - Highway safety KW - Rural highways KW - Signalized intersections KW - Unsignalized intersections UR - https://trid.trb.org/view/478529 ER - TY - RPRT AN - 00735937 AU - Pant, P D AU - Sharma, H P AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - RURAL HIGHWAY SAFETY ADVISOR (RITA): USER'S GUIDE PY - 1996/02/12 SP - 79 p. AB - This is the User's Guide for an expert system called Rural HIghway SafeTy Advisor (RITA) which is expected to expedite and standardize the conduct of highway safety analysis in the central and district offices of the Ohio Department of Transportation. It consists of the following eight chapters: (1) Getting Started; (2) RITA: An Introduction; (3) RITA Program Operation; (4) Tutorial; (5) Preliminary Investigation; (6) Accident Analysis; (7) Suggest Engineering Studies; and (8) Suggest Feasible Countermeasures. KW - Computer program documentation KW - Countermeasures KW - Crash analysis KW - Engineering KW - Engineering studies KW - Expert systems KW - Highway safety KW - Manuals KW - Rural highways KW - Signalized intersections KW - Unsignalized intersections UR - https://trid.trb.org/view/478530 ER - TY - RPRT AN - 00725575 AU - Siddiqui, S I AU - Drnevich, V P AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - USE OF TIME DOMAIN REFLECTOMETRY FOR DETERMINATION OF WATER CONTENT AND DENSITY OF SOIL PY - 1996/02/12 SP - 271 p. AB - A new method is developed for measuring in-place density and moisture content of soil using the technique of Time Domain Reflectometry (TDR). The method is applicable for construction control of earthworks. The method is extended for measuring moisture content of soil in the laboratory and in the field for various other geotechnical purposes. Laboratory uses include measuring moisture content of soil in compaction molds; field uses include measuring moisture content of soil in Shelby tubes and soil retrieved during drilling and sampling operations. In the course of achieving these goals, this study develops the principles of TDR probe design, test methodology, and relationships of TDR measured dielectric constant with density and moisture content of soil. TDR was originally developed to locate faults in cables and transmission lines. For the last 20 years, it has also been used (mostly in soil science) to measure the volumetric moisture content of soil by using its capability of measuring the dielectric constant of soil. Some use has been made for measuring moisture content for engineering applications but soil density had to be known before volumetric moisture content could be converted to gravimetric moisture content which is used in geotechnical engineering. This study proposes a method of using TDR technique for measuring density of soil and extends the use of TDR for measuring moisture content of soil for various geotechnical purposes. In order to achieve these goals, this work develops various transmission lines/probes and devices. It develops coaxial transmission line (CTL) probes, composed of coaxial apparatus (CA) and cylindrical cells (CC). It develops multiple rod probes (MRP) which extend the capabilities of existing MRP. Analytical and experimental investigations are made to design different parameters of the probes. Investigations are carried out to study the effect of probe rod installation on measurements and experimental methods. Experiments are conducted to develop calibration equations to relate dielectric constant with moisture content and density of soil. The work describes how the TDR method can be used to measure in-situ density and moisture content of soil. The procedure makes use of the designed probes and devices. Significant testing of the procedures on a variety of soil types, along with comparisons with other measures of density and oven dry moisture content indicates that this new method is quick, safe and sufficiently accurate for measuring in-place density and moisture content of soil. KW - Construction control KW - Construction management KW - Density KW - Density measurement KW - Dielectric properties KW - Earthwork KW - Field tests KW - Insitu methods KW - Measurement KW - Moisture content KW - Probes KW - Probes (Measuring devices) KW - Soils KW - Time domain reflectometers UR - https://trid.trb.org/view/460903 ER - TY - RPRT AN - 00725587 AU - Malin, V AU - Northwestern University, Evanston AU - Federal Highway Administration TI - PROCESS OPERATIONAL GUIDE FOR NARROW-GAP IMPROVED ELECTROSLAG WELDING PY - 1996/02/01 SP - 113 p. AB - The Federal Highway Administration (FHWA) sponsored a number of research and development (R&D) programs to improve electroslag welding (ESW) technology in the 1980s. As a result of this research, a new Narrow-Gap Improved Electroslag Welding (NGI ESW) process was developed by the Oregon Graduate Institute of Science and Technology (OGI) in Beaverton, Oregon. The results of the OGI research are described in FHWA Report No. FHWA-RD-87-026, "Improved Fracture Toughness and Fatigue Characteristics of Electroslag Welds", published in October 1987. This process operational guide is prepared for welders, operators, inspectors, and supervisors involved in fabrication of bridge components using NGI ESW. The document contains technical information needed for understanding and using the NGI ESW procedure and is based on FHWA Report No. FHWA-RD-87-026, other FHWA and OGI reports, and best industrial ESW practice. The document provides descriptions of standard and NGI ESW processes, and discusses the role of welding variables, the main factors affecting cost of ESW, residual stresses and distortion, imperfections and their causes, inspection and nondestructive test methods, repair, and safety in NGI ESW. The document is designed to benefit not only state departments of transportation and steel bridge fabricators, but also inspection agencies, manufacturers of welding consumables and equipment, steel mills, and other heavy fabricators. KW - Bridge construction KW - Bridges KW - Construction KW - Costs KW - Defects KW - Distortion KW - Distortion (Structures) KW - Electroslag welding KW - Inspection KW - Metal bridges KW - Nondestructive tests KW - Repairing KW - Repairs KW - Residual stress KW - Residual stresses KW - Safety KW - Steel bridges KW - Welding KW - Welding techniques UR - https://trid.trb.org/view/460915 ER - TY - RPRT AN - 00725544 AU - Wu, T H AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE OF A REINFORCED-SOIL EMBANKMENT PY - 1996/02/01 SP - 107 p. AB - A test embankment reinforced with geotextile layers was built over a sludge deposit as part of the design for Project FRA-670/315-1.25/0.00. An extensive program of in-situ measurements was carried out by STS Consultants and the Ohio Department of Transportation (ODOT) to obtain information needed for design. These measurements provided performance data that include strains in the reinforcement at various stages of construction and at safety factors (F) between 1.4 and 1.8. The maximum measured strain in the geotextile is approximately 3% after stage 1 construction. The finite element method (FEM) was used to predict the performance and the results were compared with the results of measurements. The FEM was used to study the influence of embankment size and different types of foundation and embankment soils on the strain in the reinforcement. For reinforced-soil embankments on compressible soils, we found that, at impending failure in the foundation soil under initial loading, the reinforcement strain is between 3 and 5%, depending on the stiffness of the embankment soil. The strains are attained at a degree of consolidation of 60%. The reinforcements should be placed between 0-1 m above the base of the embankment. For reinforced-soil embankments on firm soils, the failure surface lies within the embankment. Published experimental data show that for flexible reinforcements, the failure strain may be taken as 3-5%, as for embankments on compressible soils. For reinforcements with bending stiffness, the soil and reinforcement fail as a system. Equations are provided to calculate the tension and shear in the reinforcement at failure of the soil-reinforcement system. The shear in the reinforcement may contribute a substantial amount to the resistance and may be up to 20% of the tension for polypropylene geogrids and greater for wire-mesh grids. KW - Alternatives analysis KW - Compressible soils KW - Design standards KW - Embankment size KW - Embankments KW - Equations KW - Failure KW - Field measurements KW - Field tests KW - Finite element method KW - Forecasting KW - Geogrids KW - Geotextiles KW - Mechanically stabilized earth KW - Performance evaluations KW - Polypropylene KW - Rigid soils KW - Shear strength KW - Sludge (Deposit) KW - Strain (Mechanics) KW - Strains KW - Tension KW - Wire mesh UR - https://trid.trb.org/view/460871 ER - TY - RPRT AN - 00753971 AU - Farrington, E W AU - Burns, N H AU - Carrasquillo, R L AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - CREEP AND SHRINKAGE OF HIGH PERFORMANCE CONCRETE PY - 1996/02 SP - 90 p. AB - This study examines the creep and shrinkage of a high performance concrete having an ultimate compressive strength of 90 MPa. The effects of curing temperature, age at loading, and stress level were examined. The testing process involved two sets of 100-mm-by-600-mm cylindrical specimens cured at different temperatures. For each set of specimens, loads of 6.9, 20.7, and 34.5 MPa were applied at 1, 2, and 28 days. Companion shrinkage specimens were placed in the same environment as were the creep specimens. Strain measurements were taken up to 120 days after casting using a mechanical strain gauge. The recorded data were compared with predictions of creep and shrinkage values made using ACI (American Concrete Institute) Committee 209 procedures. These procedures were found to overestimate the values of creep and shrinkage for the high performance concrete used in this study. KW - Age KW - Alternatives analysis KW - Compressive strength KW - Concrete KW - Concrete creep KW - Concrete curing KW - Concrete shrinkage KW - Creep KW - Forecasting KW - High performance concrete KW - Load tests KW - Shrinkage KW - Specimens KW - Strain measurement KW - Stresses KW - Temperature UR - https://trid.trb.org/view/536735 ER - TY - RPRT AN - 00806427 AU - Lane, D Stephen AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - USE OF THE RAPID IMMERSION TEST TO EVALUATE THE EFFICACY OF ADMIXTURES TO MITIGATE ALKALI-SILICA REACTIVITY PY - 1996/02 SP - 22 p. AB - The Federal Highway Administration (FHWA) is conducting an interlaboratory study to validate certain findings in the Strategic Highway Research Program (SHRP) C-343 report on alkali-silica reactivity. This paper reports the Virginia Transportation Research Council findings relative to the rapid immersion test (AASHTO TP 14). Tests were conducted examining the use of AASHTO TP 14 for evaluating the effectiveness of fly ash and to determine the necessary dosage of lithium hydroxide monohydrate to prevent excessive expansion resulting from alkali-silica reactivity. The results obtained are encouraging with respect to the use of the AASHTO TP 14 test to evaluate the effectiveness of a particular fly ash with a particular aggregate; however, it does not appear to be suitable for determining lithium hydroxide monohydrate dosage rates. A summary report incorporating the results of all participating laboratories will be issued by the FHWA. KW - Admixtures KW - Alkali silica reactions KW - Concrete KW - Expansion KW - Fly ash KW - Immersion tests KW - Lithium hydroxide KW - Rapid immersion test UR - http://ntl.bts.gov/lib/36000/36900/36960/96-R22.pdf UR - https://trid.trb.org/view/672685 ER - TY - RPRT AN - 00762442 AU - Federal Highway Administration AU - Battelle Company TI - ANALYSIS OF THE TRUCK INVENTORY AND USE SURVEY (TIUS) FROM THE TRUCK SIZE AND WEIGHT PERSPECTIVE FOR TRUCKS WITH FIVE-AXLES OR MORE. U.S. DEPARTMENT OF TRANSPORTATION COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY REPORT NUMBER 2, ACTIVITY I: TASK B IDENTIFY MARKET SEGMENTS - COMPETITIVE AND NONCOMPETITIVE TIUS DATA COMPONENT PY - 1996/02 SP - v.p. AB - This report, as part of the U.S. Department of Transportation (DOT) Comprehensive Truck Size and Weight (TS&W) Study, provides factual information about and analysis of the U.S. freight hauling truck fleet, and is based on the Truck Inventory and Use Survey (TIUS) data bases from 1992 and 1987. The Bureau of the Census collects truck data every five years with 1992 being the latest data available. The TIUS can be used to help understand the U.S. truck fleet make-up, size, uses, location, and type of commodities hauled at the national and regional levels. This information will be used to present a picture of the U.S. truck fleet and its uses as well as to evaluate the potential national/regional TS&W policy options. The TIUS provides data on the physical and operational characteristics of the U.S. truck fleet. The survey contains a sample of privately- and commercially-owned trucks. The survey also covers trucks used for personal transportation and freight hauling. The survey sample is drawn from each state's registration records. In 1992 the sample size was over 150,000 trucks which reflected a population of over 60 million commercially- and privately-owned trucks in the U.S. Since this report supports the U.S. DOT TS&W Study, larger trucks hauling freight are the focus of the analysis. Specifically, trucks with 5-axles or more that contain three types of truck-trailer combinations were analyzed: straight truck with one trailer, truck tractor with semitrailer, and truck tractor with two or more trailing units. KW - Commercial vehicles KW - Commodities KW - Databases KW - Fleets KW - Freight transportation KW - Inventory KW - Location KW - Market segmented groups KW - Private enterprise KW - Registrations KW - Size KW - Surveys KW - Tractor trailer combinations KW - Trailers KW - Truck tractors KW - Trucks KW - Trucks by number of axles KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWrpt2.pdf UR - http://ntl.bts.gov/lib/9000/9300/9324/TSWrpt2.pdf UR - https://trid.trb.org/view/497834 ER - TY - RPRT AN - 00758020 AU - Calspan Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS: PERFORMANCE MEASURES ANALYSIS - TASK Q PY - 1996/02 SP - 35 p. AB - This report summarizes an analysis to identify performance measures to be used in comparing alternative Automated Highway Systems (AHS) concepts. KW - Alternatives analysis KW - Automated highway systems KW - Measurement KW - Performance KW - Precursor systems UR - https://trid.trb.org/view/538481 ER - TY - RPRT AN - 00746826 AU - Stevens, W B AU - HARDING, J A AU - LAY, R AU - McHale, G M AU - MITRE Corporation AU - Federal Highway Administration TI - SUMMARY AND ASSESSMENT OF FINDINGS FROM THE PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS PY - 1996/02 SP - 296 p. AB - In 1993, the Federal Highway Administration awarded a series of contracts under their Automated Highway Systems program. The contracts, which totaled 14.1 million, were awarded to 15 separate teams of researchers and were completed in late 1994. These contracts addressed the major issues and risks associated with automated vehicle control on our Nation's highways. The results of these studies indicated that although there are a number of major challenges to be faced, there are no major "show stoppers" to the implementation of Automated Highway Systems. This report is a summary and assessment of the major findings of the Precursos Systems Analyses studies. KW - Advanced vehicle control systems KW - Advanced vehicle control systems KW - Automated highway systems KW - Automated vehicle control KW - Intelligent transportation systems KW - Systems analysis KW - Transportation planning UR - https://users.ece.cmu.edu/~koopman/ahs/ahs_precursor_cd/MIT_S.PDF UR - https://trid.trb.org/view/473321 ER - TY - RPRT AN - 00745819 AU - Zaniewski, John P AU - Mamlouk, M S AU - Arizona State University, Tempe AU - Federal Highway Administration TI - PAVEMENT MAINTENANCE EFFECTIVENESS - PREVENTIVE MAINTENANCE TREATMENTS. PARTICIPANT'S HANDBOOK PY - 1996/02 SP - 204 p. AB - Pavement preventive maintenance is an important tool for extending the service life of pavements in a cost effective manner. Many of the available treatments are currently used by state highway agencies for pavement preservation. However, to be effective as a preventive maintenance practice, these treatments must be placed on the pavement much earlier in the pavement service life than is currently the practice. The purpose of this document is to describe the need for and benefits of preventive maintenance, discuss the engineering applications of these treatments, review the materials used for preventive maintenance, and describe the application process for these treatments. The treatments described in this document include: fog seals, slurry seals, micro-surfacing, chip seals, thin hot-mix overlays, and crack sealing of flexible pavements; crack and joint sealing, subsealing, and retrofit of dowel bars of rigid pavements. This Participant's Handbook was developed to support a one day workshop on Pavement Maintenance Effectiveness - Preventive Maintenance Treatments. KW - Benefits KW - Chip seals KW - Dowels KW - Dowels (Fasteners) KW - Effectiveness KW - Flexible pavements KW - Fog seals KW - Handbooks KW - Joint sealing KW - Measures of effectiveness KW - Microsurfacing KW - Needs assessment KW - Overlays (Pavements) KW - Pavement maintenance KW - Preventive maintenance KW - Retrofitting KW - Rigid pavements KW - Sealing KW - Sealing (Technology) KW - Slurry seals KW - Subsealing KW - Workshops UR - https://trid.trb.org/view/472777 ER - TY - RPRT AN - 00745713 AU - Bajorski, P AU - Dhar, S AU - Sandhu, D AU - New York State Department of Transportation AU - Federal Highway Administration TI - FORWARD LIGHTING CONFIGURATIONS FOR SNOWPLOWS: A PILOT STUDY PY - 1996/02 SP - 23 p. AB - Snow-and-ice control is a critical maintenance operation for New York State -- each winter, up to 68,500 km (42,500 lane-miles) of state-owned highways must be cleared. Visibility during plowing operations is often poor, and is further diminished by backscatter glare from the snowplow and truck's own headlights as well as glare from approaching traffic. This report summarizes results of a pilot study to identify forward (front-end) lighting configurations that might improve visibility for plow operators during these operations. During the 1993-94 winter, eight lighting configurations were tested, two of which were identified as potential improvements over the existing pattern. Simple procedures and forms were developed for collection of reliable data. Methodological issues in performing such experiments are discussed. Statistical methodology is presented, suitable for comparison of lighting configurations, but also applicable in other, broader contexts where a number of items are compared by several evaluators. KW - Alternatives analysis KW - Configurations KW - Data collection KW - Field tests KW - Glare KW - Headlamps KW - Shape KW - Snowplows KW - Statistical analysis KW - Vehicle lighting KW - Visibility UR - https://trid.trb.org/view/472711 ER - TY - RPRT AN - 00738724 AU - Colorado Department of Transportation AU - De Leuw, Cather and Company AU - Federal Highway Administration TI - I-70 RURAL IVHS: CORRIDOR PLANNING AND FEASIBILITY ANALYSIS. BUSINESS PLAN AND MARKETING STRATEGY PY - 1996/02 SP - 95 p. AB - The Business Plan is a guidance document for implementing the I-70 West Corridor ITS program. A business plan is necessary to establish and prioritizing the ITS vision for the I-70 West Corridor. Since ITS technology is relatively new in the eyes of most stakeholders, it is appropriate to provide direction to those stakeholders on how the vision can be carried out. It is proving difficult to foster change within the organizations that have responsibility for implementing new planning paradigms. The integration of advanced technology concepts into traditional transportation planning and improvement programs has required and will continue to require a distinct and consistent effort from within. KW - Advanced systems KW - Businesses KW - Economic conditions KW - Intelligent transportation systems KW - Technological innovations KW - Transportation corridors KW - Transportation planning UR - https://trid.trb.org/view/572793 ER - TY - RPRT AN - 00738603 AU - Alsop, S C AU - Federal Highway Administration TI - TRANSPORTATION MANAGEMENT CENTERS: TRAVELER INFORMATION DISSEMINATION STRATEGIES. FINAL REPORT PY - 1996/02 SP - 55 p. AB - The Office of Traffic Management and Intelligent Transportation Systems Applications surveyed transportation management centers (TMCs) across the USA to form an inventory of the strategies currently being used for traveler information dissemination. The objective of this document is to quantify these strategies, and then make the information available to the public. 33 written surveys were sent to TMCs across the country. As of February 1996, 31 surveys were completed and returned. 20 follow-up telephone interviews were completed. The results of the written surveys and telephone interviews for the responding TMCs are included in this report. KW - Highway traffic control KW - Information dissemination KW - Intelligent transportation systems KW - Passenger information systems KW - Real time control KW - Real-time systems KW - Traffic control centers KW - Traffic control centers KW - Traveler information and communication systems UR - https://trid.trb.org/view/572704 ER - TY - RPRT AN - 00735968 AU - American Trucking Associations AU - Apogee Research, Incorporated AU - Smith (Wilbur) and Associates AU - Federal Highway Administration TI - COMMERCIAL DRIVER REST & PARKING REQUIREMENTS: MAKING SPACE FOR SAFETY. APPENDIX C - HOW TO DETERMINE COMMERCIAL DRIVERS' REQUIREMENTS FOR PARKING AT REST AREAS PY - 1996/02 SP - 31 p. AB - The purpose of this guide is to help state and Federal Highway Administration transportation officials develop a successful "safe rest area" program that meets the needs of commercial drivers and the traveling public. The process requires that a need or demand be identified, that the extent of that need be determined and that solutions be developed through an orderly planning process. This guide will answer most, if not all, of the questions likely to arise, including: What is the manual for and how can I use it? What steps need to be completed for each task in the process? How do I implement the steps described? What do I do with the results? A good "safe rest area" program requires sound approaches to planning, location and design, and is fully integrated with the state's transportation program. This guide's introduction describes why this issue arose, how to implement such a program and how to use this guide. Subsequent sections provide instructions on how to implement the process, from inventorying resting facilities to administering the survey, applying the model and analyzing and reporting the results. A rest-area survey form is appended. KW - Commercial drivers KW - Data analysis KW - Data collection KW - Forms (Documents) KW - Guides KW - Guides to information KW - Inventory KW - Mathematical analysis KW - Mathematical models KW - Parking KW - Parking demand KW - Private property KW - Reporting KW - Reports KW - Research KW - Research management KW - Roadside rest areas KW - Surveys KW - Truck drivers KW - Truck facilities KW - Truck stops UR - http://www.fhwa.dot.gov/reports/append3.htm UR - https://trid.trb.org/view/478560 ER - TY - RPRT AN - 00735967 AU - American Trucking Associations AU - Apogee Research, Incorporated AU - Smith (Wilbur) and Associates AU - Federal Highway Administration TI - COMMERCIAL DRIVER REST & PARKING REQUIREMENTS: MAKING SPACE FOR SAFETY. APPENDIX B - NATIONAL DATABASE ON INTERSTATE REST AREA FACILITIES AND USE PY - 1996/02 SP - v.p. AB - A critical first step in this study on public rest areas and private truck stops for commercial truck drivers was to collect information on rest areas on the Interstate highways in the contiguous United States. This information forms the first national database on public rest areas on Interstate highways that serve both passenger and commercial vehicles. The database was used for a variety of purposes, including: the location and identification of public rest areas across the country; development of a capacity utilization model to examine the utilization of public rest area truck parking spaces; and development of a nationwide demand model to determine truck driver parking requirements at public rest areas. The results of the completed database are contained in this appendix. KW - Commercial drivers KW - Data collection KW - Databases KW - Inventory KW - Parking KW - Parking demand KW - Parking regulations KW - Parking restrictions KW - Private property KW - Roadside rest areas KW - Truck drivers KW - Truck facilities KW - Truck stops UR - https://trid.trb.org/view/481084 ER - TY - RPRT AN - 00735947 AU - Gordon, R L AU - Reiss, R A AU - Haenel, H AU - Case, E R AU - FRENCH, R L AU - Mohaddes, A AU - Wolcott, R AU - Dunn Engineering Associates AU - Federal Highway Administration TI - TRAFFIC CONTROL SYSTEMS HANDBOOK - REVISED EDITION 1996 PY - 1996/02 SP - 671 p. AB - This "Traffic Control Systems Handbook" updates the 1985 edition (FHWA-IP-85-11; TRIS 00475445) and broadens the scope to include Intelligent Transportation Systems (ITS) technology and concepts. The Handbook recommends decision-making processes in selection, implementation and operations of a traffic control system and describes ITS plans and programs. The "Traffic Control Systems Handbook": serves as a basic reference in planning, designing and implementing effective traffic control systems; provides an updated compendium of existing traffic control technology for the advanced designer and user; describes existing and evolving traffic control system technology; and aids understanding and facilitates training in the traffic control system field. The Handbook targets: administrators; traffic engineers; transportation planners; and students. In addition to summarizing the state-of-the-practice, chapters include "A Look to the Future" section where appropriate. In this way, the material separates proven technology from systems and elements currently under development. KW - Handbooks KW - Highway traffic control KW - Intelligent transportation systems KW - State of the art reports KW - Technological innovations KW - Technology KW - Traffic control KW - Traffic control systems UR - https://trid.trb.org/view/478540 ER - TY - RPRT AN - 00727256 AU - Klingner, R E AU - Busch-Vishniac, I AU - McNerney, M T AU - Ho, S AU - Peron, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EFFECTIVE NOISE BARRIER SOLUTIONS FOR TXDOT: A FIRST-YEAR PROGRESS REPORT PY - 1996/02 SP - 113 p. AB - Studies have shown that motor vehicle noise is a significant national problem in many communities. Construction of traffic noise barriers (sound walls) has been the most often used mechanism to mitigate vehicle noise for residents living next to high density roadways or proposed high density roadways. The purpose of this three-phase research project is to develop guidelines and a design guide for analysis, design, and construction of effective noise barrier systems in Texas. This report provides the progress accomplished in Phase I, which was a literature review and review of current noise barrier design and construction practices in Texas. The report provides an excellent acoustical background on how noise barriers work, and summarizes the current noise analysis software. In Texas, each Texas Department of Transportation (TxDOT) district office is responsible for the design of its noise barriers; consequently, many different designs have been successfully used. Designs include small precast concrete panels on precast "Jersey barriers", large precast panels, reinforced masonry, cast-in-place concrete, and barriers with safety-shaped bases. Details are provided from interviews with district design engineers. Additional research is in progress on the possible use of a random jagged top to noise barriers that laboratory experiments show to have a 3-8 dB improvement in insertion loss. Additional research is in progress on finite-element analysis of barriers that might receive vehicle impact. This research will continue with Phase II to study the noise barrier systems in use by other states, the acoustical effectiveness of absorptive noise barriers, and software for noise analysis and aesthetic evaluation. Phase III will study parallel noise barrier systems and will develop a design guide for use by TxDOT district offices. KW - Acoustics KW - Aesthetics KW - Design KW - Guides to the literature KW - Insertion loss KW - Literature reviews KW - Mitigation KW - Noise barriers KW - Noise control KW - Noise reduction KW - Parallel noise barriers KW - Performance KW - Traffic mitigation KW - Traffic noise UR - https://trid.trb.org/view/461468 ER - TY - RPRT AN - 00723822 AU - Dailey, Donald J AU - Haselkorn, M P AU - Guiberson, K AU - Lin, P-J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - AUTOMATIC TRANSIT LOCATION SYSTEM. FINAL REPORT PY - 1996/02 SP - 57 p. AB - This project provides a state-of-the-art review of Automatic Vehicle Location (AVL) technologies which highlights King County METRO Transit's AVL System. This project further demonstrated the use of real-time transit information derived from the Metro AVL system to produce a prototypical display of real-time transit coach locations suitable for wide area Advanced Traveler Information System (ATIS) use. This project demonstrated the viability of combining multi-agency data with different technology roots in a single development environment that encourages interagency collaboration in the creation of ITS applications and services. This was accomplished in a rich and flexible development environment, created at the University of Washington and used to leverage a proprietary AVL system to a public ATIS prototype. KW - Advanced traveler information systems KW - Automatic vehicle location KW - Intelligent transportation systems KW - Public transit KW - State of the art studies UR - http://www.wsdot.wa.gov/research/reports/fullreports/394.1.pdf UR - https://trid.trb.org/view/460189 ER - TY - RPRT AN - 00723828 AU - Lohrey, E C AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - USE OF HYDRODEMOLITION TO REMOVE DETERIORATED CONCRETE FROM BRIDGE DECKS. FINAL REPORT PY - 1996/02 SP - 25 p. AB - Hydrodemolition is a relatively new method of removing select portions of a hardened concrete structure. By utilizing the erosive power of high-velocity water streams, hydrodemolition equipment breaks up concrete by disintegrating the cement matrix between aggregates. The demolishing effect can be tightly controlled to a desired level of removal, ranging from light scarification of the surface to deep penetration of the structural element. The use of the hydrodemolition process has several advantages over conventional concrete removal methods, such as jackhammering. These advantages include: a reduction in new damage caused by the removal process; automation, which produces a very consistent level of removal energy over large areas; the ability to seek out and remove weak or deteriorated locations at various depths; and, a rough, high-quality bonding surface for repair materials. These characteristics are favorable for construction projects that involve rehabilitation of corrosion-damaged, reinforced concrete structures, particularly bridge decks. Details of the hydrodemolition process, equipment operating parameters, and incidental requirements are provided in this report. In addition, it describes appropriate structural conditions that favor the use of hydrodemolition, and various methods of specifying work items related to bridge deck rehabilitation. The need for comprehensive field evaluations of concrete structures, before rehabilitation strategies are developed, was found during the course of this work. KW - Automation KW - Bridge decks KW - Concrete KW - Demolition KW - Deteriorated concrete KW - Deterioration KW - Driver rehabilitation KW - Equipment KW - Hydrodemolition KW - Rehabilitation KW - Reinforced concrete KW - Removal KW - Scarifying UR - https://trid.trb.org/view/460195 ER - TY - RPRT AN - 00723825 AU - BRADSHAW, C AU - Wong, Jianhui AU - MORTON, B AU - Wade, R AU - King County Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration AU - Federal Transit Administration TI - RIDERLINK DEMONSTRATION PROJECT EVALUATION REPORT. FINAL REPORT PY - 1996/02 SP - 77 p. AB - The purpose of the Riderlink Project was to demonstrate the effectiveness of providing electronic access to multi-modal transportation information including bus schedules and route maps, vanpool and carpool information, ridematch applications, biking tips, ferry schedules, real-time freeway congestion and road construction updates. The project was a joint effort by King County Metro and the Overlake Transportation Management Association. Riderlink was developed as a World Wide Web site on the Internet. Electronic touch-screen kiosks with access to Riderlink were set up at three employer sites and all Overlake TMA Employee Transportation Coordinators had a connection to Riderlink throughout the demonstration period. Riderlink proved to be an effective way to present easy-to-use, and easy-to-update, transportation information on desktop machines in homes and offices. Delivering Riderlink through touch-screen kiosks at employment sites was not as successful. KW - Advanced traveler information systems KW - Demonstration projects KW - Intelligent transportation systems KW - Internet KW - Kiosks KW - Passenger information systems KW - Traveler information and communication systems KW - Websites (Information retrieval) UR - https://trid.trb.org/view/460192 ER - TY - CONF AN - 00721432 JO - Transportation Research Circular PB - Transportation Research Board AU - TAYLOR, H W AU - Transportation Research Board TI - STATUS OF ACCREDITATION OF ROADSIDE SAFETY EQUIPMENT CRASH TEST LABORATORIES IN THE UNITED STATES PY - 1996/02 IS - 453 SP - p. 83-84 AB - The traffic barriers and crash cushions that are installed in the medians and alongside the road to alleviate the harm to occupants in impacting vehicles must meet certain standards. The method by which the traffic barriers meet standards is by being crash tested at an outdoor laboratory with a speeding vehicle under controlled conditions. The formal name for this process is "conformity assessment". Conformity assessment includes three processes. The first is the development of standards and procedures which define what a purchaser wants and what the supplier agrees to provide, the second is a quality system, and the third is laboratory accreditation. This paper addresses the laboratory accreditation issue. It explains what a laboratory accreditation process is, then discusses the status of roadside safety equipment crash test laboratory accreditation in the United States. It appears that the United States is moving slowly toward a formal roadside safety hardware laboratory accreditation process. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Accreditation KW - Barriers KW - Barriers (Roads) KW - Conformity KW - Crash cushions KW - Crashes KW - Impact tests KW - Laboratories KW - Roadside KW - Safety equipment KW - Testing KW - United States UR - https://trid.trb.org/view/461858 ER - TY - CONF AN - 00721434 JO - Transportation Research Circular PB - Transportation Research Board AU - Stoughton, R AU - Transportation Research Board TI - AN OLDTIMER SUGGESTS SOME ACTIVITIES FOR IMPROVING ROADSIDE SAFETY PY - 1996/02 IS - 453 SP - p. 90-103 AB - This paper is the author's personal assessment of where we in the United States are with regard to roadside safety and where we are going. He begins with some accident data, summarizes some trends that are under way with emphasis on ones we should promote, describes at least a partial vision of the future, and proposes some activities needed to get there. Section headings are as follows: The Yearning for a Safe Life; Data on Death by Roadside Hazard: Report on a Guerilla War; State DOT Programs: The Band-Aid/Better Mousetrap Approach; Middle-aged Unsafety Hardware; Trends Observed/Activities Suggested to Improve Roadside Safety; The Multifaceted Approach/Strategic Plan; State DOTs: Can They Grapple with Highway Safety Management Systems?; The Roadside Safety Community: Should It Turn Some Corners?; The Auto Industry: Is a Perfectly Safe Vehicle Its Holy Grail?; The Public: Is It Possible to Develop a Highway Safety Constituency?; The Futurists: Is the Automated Highway System Pie in the Sky?; The Oldtimer Sticks His Neck out with the Flume Concept (barriers for channeling traffic on freeways); and Summary: Second Chance for Those Who Dozed in the Middle (a list of 11 future trends that are either under way or should be soon). U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Automated highway systems KW - Automobile industry KW - Barriers KW - Barriers (Roads) KW - Crash data KW - Forecasting KW - Freeway design KW - Freeways KW - Highway design KW - Highway safety KW - Public relations KW - Public support KW - Roadside KW - Safety KW - Safety equipment KW - Safety management KW - Safety programs KW - State departments of transportation KW - Strategic planning KW - System safety KW - Trend (Statistics) UR - https://trid.trb.org/view/461860 ER - TY - CONF AN - 00721433 JO - Transportation Research Circular PB - Transportation Research Board AU - Saxton, L AU - Transportation Research Board TI - ASSESSMENT OF ITS SAFETY BENEFITS PY - 1996/02 IS - 453 SP - p. 85-89 AB - Intelligent Transportation Systems (ITSs) provide for two levels of improved user safety: (1) a general enhancement of user safety by reducing driver stress and indecision, achieving smoother vehicle flow, and generally, providing for a driving environment which yields improved safety as one of its byproducts; and (2) a more specific enhancement of user safety by providing critical advisory, warning and control information and action based on actual roadway, traffic, and environmental conditions. This paper provides an overview of the ITS safety focus, then gives a safety assessment of advanced vehicle control systems. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Advanced vehicle control systems KW - Assessments KW - Intelligent transportation systems KW - Safety KW - User benefits UR - https://trid.trb.org/view/461859 ER - TY - CONF AN - 00721435 JO - Transportation Research Circular PB - Transportation Research Board AU - Ray, M H AU - Carney, J F AU - Opiela, K S AU - Transportation Research Board TI - SUMMARY OF ROADSIDE SAFETY ISSUES PY - 1996/02 IS - 453 SP - p. 116-121 AB - This paper summarizes the findings of the 1995 Transportation Research Board (TRB) Committee A2A04 Workshop, which brought together transportation professionals to discuss the current status of roadside safety research and explore new approaches and methods that could produce safety benefits in the coming decade. Following introductory comments on the need for and purpose of the meeting, each of the five discussion and work groups (which were formed following invited presentations) is summarized. The work groups were as follows: (A) Development of a Strategic Plan for Roadside Safety; (B) Severity Indices Development; (C) Vehicle Fleet Characteristics, ITS Research Needs, Driver Behavior, Accident Data Collection and Analysis Research Needs; (D) Crash Testing and Simulation Research Needs; and (E) In-Service Evaluation and Barrier Performance Research Needs. The fifteen research needs statements identified by the discussion groups and their rankings by attendees are presented in a table. Another table lists, in priority order, the nine Research Problem Statements formulated following the Workshop. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Barriers KW - Barriers (Roads) KW - Behavior KW - Characteristics KW - Crash data KW - Crashes KW - Data analysis KW - Data collection KW - Drivers KW - Fleet management KW - Fleets KW - Impact tests KW - Injury severity KW - Intelligent transportation systems KW - Mathematical analysis KW - Performance evaluations KW - Problem identification KW - Proposals KW - Ratings KW - Research KW - Research problem statements KW - Roadside KW - Safety KW - Severity indexes KW - Simulation KW - Strategic planning KW - Testing KW - Workshops UR - https://trid.trb.org/view/461861 ER - TY - CONF AN - 00721424 JO - Transportation Research Circular PB - Transportation Research Board AU - Stephens, B D AU - Transportation Research Board TI - SAFETY APPURTENANCE DESIGN AND VEHICLE CHARACTERISTICS PY - 1996/02 IS - 453 SP - p. 16-25 AB - This article discusses vehicle characteristics that can directly influence crash test results, especially as they relate to the recent adoption of National Cooperative Highway Research Program (NCHRP) Report 350 testing guidelines versus the previous NCHRP Report 230 guidelines. This information comes from research conducted at Energy Absorption Systems, Inc., where numerous crash tests using 3/4-ton pickups impacting various types of highway safety hardware at Test Level 3 conditions (100 km/h) have been conducted. Specific areas that are reviewed include: (1) Front bumper reinforcement differences between various types of 3/4-ton pickups; (2) Front suspension differences between various types of 3/4-ton pickups; (3) Center-of-gravity location differences between various types of 3/4-ton pickups; (4) Frontal crush differences between 4500S and 2000P vehicles; (5) Bumper height differences between various vehicles; and (6) Hood retention characteristics of lightweight vehicles. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Appurtenances KW - Bumper design KW - Bumper height KW - Bumpers KW - Center of gravity KW - Crashes KW - Crush distance KW - Crushing KW - Front bumpers KW - Front suspension systems KW - Guidelines KW - Hood retention KW - Impact tests KW - Light trucks KW - National Cooperative Highway Research Program KW - NCHRP Report 230 KW - NCHRP Report 350 KW - Pickup trucks KW - Reinforcement (Engineering) KW - Testing KW - Vehicle characteristics KW - Vehicle design UR - https://trid.trb.org/view/461850 ER - TY - CONF AN - 00721428 JO - Transportation Research Circular PB - Transportation Research Board AU - Paniati, J F AU - True, J AU - Transportation Research Board TI - INTERACTIVE HIGHWAY SAFETY DESIGN MODEL (IHSDM): DESIGNING HIGHWAYS WITH SAFETY IN MIND PY - 1996/02 IS - 453 SP - p. 55-60 AB - The Federal Highway Administration (FHWA) has designated Highway Safety Design Practices and Criteria as a high-priority research and development area. The objective of this program is to develop an integrated design process that systematically considers safety in developing and evaluating cost-effective highway design alternatives. Conceptually, the idea behind this research program is to develop a system that can be used to evaluate the safety of alternative highway designs in a Computer-Aided Design (CAD) environment. This evaluation would include an examination of the entire roadway design including both the roadway alignment and cross-section and the roadside design (side slopes, ditches, guardrails, utility poles, etc.). Work in this area has been under way for several years and this initial objective has grown from a rough concept into a well-defined research program that is aimed at developing a fully functional system called the Interactive Highway Safety Design Model (IHSDM). This paper provides a status report on the IHSDM research program and presents the current vision of how a fully-functional IHSDM can improve the consideration of safety in the design process. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Alignment KW - Computer aided design KW - Computer models KW - Cross sections KW - Ditches KW - Guardrails KW - Highway design KW - Interactive models KW - Roadside KW - Safety KW - Side slopes KW - Slopes KW - Utility poles UR - https://trid.trb.org/view/461854 ER - TY - CONF AN - 00721431 JO - Transportation Research Circular PB - Transportation Research Board AU - Reagan, J A AU - Transportation Research Board TI - ROADSIDE SAFETY HARDWARE--TIME FOR A NEW PARADIGM? PY - 1996/02 IS - 453 SP - p. 76-82 AB - This paper first discusses the current procedure for approving roadside safety hardware as found in National Cooperative Highway Research Program (NCHRP) Report 350. In summary, this procedure is based upon crash tests conducted in accordance with NCHRP Report 350 guidelines and the comparison of crash test results with the evaluation criteria contained in NCHRP Report 350. NCHRP Report 350 is based upon a "practical" worst case scenario. Two vehicles are used to try and bracket the light duty fleet as a whole and the impact conditions chosen are for extreme conditions. The paper then considers future procedures. Here many questions are raised, all of which indicate that there is a serious need to rethink the current procedures for designing roadside safety hardware. Finite element analysis (FEA) is pointed out as one of the most promising techniques for evaluating (and designing) roadside safety hardware. Again questions are raised, such as: Is FEA a better technique? Is it affordable? Does it provide consistent and accurate data? It is also pointed out that, in the development of a new evaluation procedure, collaboration must be sought from all of those involved in the motor vehicle/roadside safety hardware design problem. This would include vehicle manufacturers, roadside safety hardware manufacturers, the National Highway Traffic Safety Administration (NHTSA), the Federal Highway Administration (FHWA), and the States. The next section of this paper discusses current FHWA research activities related to roadside safety hardware. This is followed by a section that addresses the question: Who is involved in roadside safety hardware? The last section of the paper lists the reasons why it is believed that FEA will be the dominant technology in developing future roadside safety hardware. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Barriers KW - Barriers (Roads) KW - Bridge railings KW - Crash cushions KW - Design methods KW - Finite element method KW - Future methods KW - Guardrails KW - National Cooperative Highway Research Program KW - NCHRP Report 350 KW - Research KW - Roadside KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/461857 ER - TY - CONF AN - 00721422 JO - Transportation Research Circular PB - Transportation Research Board AU - Transportation Research Board TI - ROADSIDE SAFETY ISSUES REVISITED PY - 1996/02 IS - 453 SP - 130 p. AB - This Circular summarizes the activities of a Transportation Research Board (TRB) Committee on Roadside Safety Features (A2A04) Workshop, held in Irvine, California, July 31-August 2, 1995. The workshop, supported by the National Cooperative Highway Research Program (NCHRP), the American Association of State Highway and Transportation Officials (AASHTO), and the Federal Highway Administration (FHWA), brought together transportation professionals to discuss the current status of roadside safety research and explore new approaches and methods that could produce safety benefits in the coming decade. This Circular contains 12 invited papers, summarizes the findings of five breakout groups, and presents edited and combined versions of the research problem statements generated in those breakout group meetings. The rankings of these research problem statements by the workshop participants are provided. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Appurtenances KW - Problem identification KW - Proposals KW - Ratings KW - Research KW - Research problem statements KW - Roadside KW - Safety KW - Safety equipment KW - Safety research KW - Strategic planning KW - Workshops UR - https://trid.trb.org/view/461848 ER - TY - CONF AN - 00721426 JO - Transportation Research Circular PB - Transportation Research Board AU - Michie, J D AU - Transportation Research Board TI - ROADSIDE SAFETY: AREAS OF FUTURE FOCUS PY - 1996/02 IS - 453 SP - p. 30-37 AB - In this article, the author shares his views and suggestions on future roadside safety research. He suggests that in the future Transportation Research Board (TRB) Committee A2A04 should concentrate on four primary areas. First, there should be a focus on major problems. Overturns, trees and utility poles have been identified as the top three most harmful events or roadside features involved in ran-off-the-road fatalities. Suggestions for research on these events are offered. Second, there should be a focus on urban highways and streets. Third, further development and refinement of benefit-cost models should be pursued, including the use of innovative techniques for this refinement. And finally, the proper installation and maintenance of roadside appurtenances is a serious problem that needs to be addressed. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Appurtenances KW - Benefit cost analysis KW - Building KW - Facilities KW - Installation KW - Maintenance KW - Overturning KW - Research KW - Roadside KW - Safety KW - Safety research KW - Trees KW - Urban highways KW - Utility poles UR - https://trid.trb.org/view/461852 ER - TY - CONF AN - 00721429 JO - Transportation Research Circular PB - Transportation Research Board AU - Ray, M H AU - Transportation Research Board TI - USE OF FINITE ELEMENT ANALYSIS IN ROADSIDE HARDWARE DESIGN PY - 1996/02 IS - 453 SP - p. 61-71 AB - Roadside safety research has progressed through several phases during the past 40 years. The first phase, accomplished in the years around 1960, was to recognize that there was a problem and that it was possible to improve the safety of roadways using engineering design. Common sense and basic engineering judgement brought significant improvements in roadside safety. The next stage took place in the 1970s and 1980s. More difficult problems were attacked like developing guardrail terminals, transitions, and crash cushions. Crash testing became the primary method for exploring the collision performance of barriers. The roadside safety community is now entering a new phase of research where the effort and resources required to produce a successful roadside hardware design have increased as have the expectations of the public. Further improvements in roadside safety will require the use of the best analytical tools available in addition to crash testing and intuition. This paper discusses one particular analytical method: non-linear dynamic finite element analysis. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Barriers KW - Barriers (Roads) KW - Bridge railings KW - Crash cushions KW - Finite element method KW - Guardrails KW - Research KW - Roadside KW - Safety KW - Safety research KW - Sign supports KW - Structural design UR - http://onlinepubs.trb.org/Onlinepubs/trcircular/453/453-008.pdf UR - https://trid.trb.org/view/461855 ER - TY - CONF AN - 00721430 JO - Transportation Research Circular PB - Transportation Research Board AU - Tokarz, F J AU - Transportation Research Board TI - CRASH SIMULATION FOR IMPROVING HIGHWAY SAFETY HARDWARE: STATUS AND RECOMMENDATIONS PY - 1996/02 IS - 453 SP - p. 72-75 AB - The Lawrence Livermore National Laboratory (LLNL) has been under contract to the Department of Transportation/Federal Highway Administration's (DOT/FHWA's) Turner-Fairbank Highway Research Center (TFHRC) since early 1992. LLNL's work has focused on assisting TFHRC implement state-of-the-art vehicle crash simulation methodology for use in improving the design and evaluation of highway roadside safety hardware. LLNL's initial work was to assist TFHRC develop a comprehensive planning document that incorporated LLNL's DYNA3D and NIKE3D finite element methodology as the basis for a multi-year program to develop the next generation computational tools for highway roadside design engineers and researchers. Subsequent to the publication of the planning document (1993), LLNL has continued to provide support and guidance as TFHRC progresses toward developing and establishing state-of-the-art finite element technology, using DYNA software, as a crash simulation tool for highway roadside hardware design engineers and researchers. This paper identifies major areas of progress made by TFHRC and areas where progress has been slow, and suggests how, with more focused management, progress could be accelerated even faster and in a more effective manner. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Appurtenances KW - Barriers KW - Barriers (Roads) KW - Bridge railings KW - Collision models KW - Crash cushions KW - Crashes KW - Finite element method KW - Guardrails KW - Lawrence Livermore National Laboratory KW - Mathematical models KW - Recommendations KW - Roadside KW - Safety engineering KW - Simulation UR - https://trid.trb.org/view/461856 ER - TY - CONF AN - 00721425 JO - Transportation Research Circular PB - Transportation Research Board AU - HOLLOWELL, W T AU - Transportation Research Board TI - PARTNERSHIP FOR A NEW GENERATION OF VEHICLES PY - 1996/02 IS - 453 SP - p. 26-29 AB - On September 29, 1993, President Clinton, Vice President Gore, and the Chief Executive Officers of Chrysler, Ford, and General Motors announced the formation of an historic, new partnership aimed at strengthening U.S. competitiveness while protecting the environment by developing technologies for a new generation of vehicles. Tabbed the "Partnership for a New Generation of Vehicles" (PNGV), the program's long-term objectives include developing a range of technologies to yield automobiles with a threefold improvement in fuel efficiency and reduced emissions. This is to be achieved without compromising other features such as performance, safety, and utility. This also requires developing and introducing manufacturing technologies and practices that will reduce the time and cost associated with designing and mass producing this new vehicle. Within the Department of Transportation, the National Highway Traffic Safety Administration (NHTSA) is the focal point for the PNGV program support. Toward this support, the agency's role is to ensure that the PNGV developed vehicles will meet existing and anticipated safety standards and that the overall crash and other safety attributes are not compromised by their light weight and the new advanced materials used in production of the vehicles. This paper is written to provide a general overview of the PNGV program and to outline the activities that NHTSA has planned in support of its role in the program. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Air quality management KW - Compliance KW - Crash injury research KW - Crashes KW - Economic conditions KW - Economic impacts KW - Federal government KW - Federal Motor Vehicle Safety Standards KW - Fuel conservation KW - Lightweight materials KW - Manufacturing KW - Motor vehicle industry KW - Partnerships KW - Research KW - Simulation KW - Technological innovations KW - U.S. National Highway Traffic Safety Administration KW - Vehicle design KW - Vehicle performance KW - Vehicle safety KW - Vehicular safety UR - https://trid.trb.org/view/461851 ER - TY - CONF AN - 00721427 JO - Transportation Research Circular PB - Transportation Research Board AU - Hunter, W W AU - Council, F M AU - Transportation Research Board TI - FUTURE OF REAL WORLD ROADSIDE SAFETY DATA PY - 1996/02 IS - 453 SP - p. 38-54 AB - Research goals related to roadside safety hardware include the following: Determine whether a new design can pass a "practical worst case" scenario; Determine which roadside features to treat; and Determine whether what has been designed using crash tests and simulation works in the real world. This paper examines the questions of whether we have adequate data to meet these goals, and if not, what can be done to produce better data. Crash data and related files are utilized to scope the overall roadside safety problem. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Crash data KW - Data collection KW - Data needs KW - Information organization KW - Innovation KW - Research KW - Roadside KW - Safety KW - Safety equipment KW - Safety research KW - Strategic planning UR - https://trid.trb.org/view/461853 ER - TY - CONF AN - 00721423 JO - Transportation Research Circular PB - Transportation Research Board AU - Ross, H E AU - Transportation Research Board TI - IMPLICATIONS OF INCREASED LIGHT TRUCK USAGE ON ROADSIDE SAFETY PY - 1996/02 IS - 453 SP - p. 4-15 AB - National Cooperative Highway Research Program (NCHRP) Project 22-11, being conducted by the Texas Transportation Institute, has the following objectives: (1) evaluation of current information on the safety performance of roadside features for each subclass of light trucks; (2) assessment of the significance of gaps in safety performance information; and (3) recommendation of priorities for future research, testing, and development needed to ensure that roadside features accommodate light trucks. The project began in June 1994 and is scheduled for completion in June 1996. This paper presents preliminary findings from Project 22-11. Specifically, information is presented on a) projected trends in light truck sales and design, b) light truck properties thought to have an influence on the impact performance of safety features, c) crash test experience with light trucks impacting roadside safety features, and d) field performance of safety features as determined from accident studies. Possible implications of increased light truck usage on roadside safety are offered. It is noted that various accident data bases will also be examined in Project 22-11 for information relative to safety feature performance for light trucks. U1 - Roadside Safety Issues RevisitedNational Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration.Irvine, California StartDate:19950731 EndDate:19950802 Sponsors:National Cooperative Highway Research Program; American Association of State Highway and Transportation Officials; and Federal Highway Administration. KW - Accident studies KW - Crashes KW - Field performance KW - Future KW - Future research KW - Impact tests KW - Light trucks KW - National Cooperative Highway Research Program KW - NCHRP Project 22-11 KW - Performance KW - Research KW - Roadside KW - Safety KW - Safety equipment KW - Safety features KW - Sales KW - Studies KW - Testing KW - Trend (Statistics) KW - Trucks KW - Vehicle design UR - https://trid.trb.org/view/461849 ER - TY - RPRT AN - 00720260 AU - Perez, W A AU - VanAerde, M AU - Rakha, H AU - Robinson, M AU - Science Applications International Corporation AU - Federal Highway Administration TI - TRAVTEK EVALUATION SAFETY STUDY. FINAL REPORT PY - 1996/02 SP - 124 p. AB - One of the major evaluation goals of the TravTek operational test was to assess the safety impact of the TravTek system as implemented in Orlando, Florida during the 1-year deployment phase. Also, the results of the TravTek operational test, with respect to safety, were to be used to estimate the potential safety impact of a TravTek-like system under levels of high market penetration. The TravTek study entailed the collection of multiple safety-related measures across five different empirical studies. The empirical studies included two field studies with renters and local drivers that used the vehicles under normal driving conditions. In addition, three experimental field studies were conducted that included a camera car vehicle which was used to collect detailed driver performance and behavior data. Converging evidence from these empirical studies showed that the TravTek in-vehicle system did not degrade driver safety. The simplified Turn-by-Turn display was shown to lead to safest performance. Also, the Voice display of route guidance information was shown to enhance the safety of the complex Route Map display. As part of conducting a tradeoff analysis between safety benefits and safety costs, safety related data from the five empirical studies were fused and used as input to the INTEGRATION model. The INTEGRATION model was used to project the potential safety benefits and costs associated with a TravTek system under high levels of market penetration. KW - Advanced traveler information systems KW - Behavior KW - Benefit cost analysis KW - Camera car KW - Displays KW - Driver performance KW - Drivers KW - Field studies KW - Information display systems KW - Intelligent transportation systems KW - Navigational aids KW - Personnel performance KW - Route guidance KW - Safety KW - Simulation KW - Speech KW - Travtek (Program) KW - Voice communication UR - https://trid.trb.org/view/454647 ER - TY - RPRT AN - 00720225 AU - Jernigan, J D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - OPTIONS FOR ENHANCING THE EFFECTIVENESS OF VIRGINIA'S SAFETY MANAGEMENT SYSTEM. FINAL REPORT PY - 1996/02 SP - 20 p. AB - In 1993, Virginia began to formalize the relationships and organizational structure for its Safety Management System (SMS). Although the SMS is no longer a federal requirement, Virginia decided to continue its implementation. The Focal Point for the SMS is within the Virginia Department of Transportation (VDOT). The SMS Steering Committee in Virginia is composed of representatives of VDOT, the Department of Motor Vehicles, the Virginia State Police, the Office of Emergency Medical Services of the Virginia Department of Health, and the Commission on the Virginia Alcohol Safety Action Program. This report outlines some options that have the potential to enhance the ability of Virginia's SMS to facilitate traffic safety in the Commonwealth. The report recommends that Virginia's SMS Steering Committee consider the following options: (1) establish an SMS coordinator position, (2) formalize a strategic planning process, (3) use the SMS to vitalize local traffic safety commissions, (4) encourage the use of the holistic corridor approach by community traffic safety programs, (5) provide for more integral involvement of the public health community in Virginia's SMS, (6) determine whether electronic communication would further Virginia's transportation safety goals, and (7) provide for the implementation of improved traffic records. KW - Coordination KW - Improvements KW - Public health KW - Records management KW - Safety management KW - Safety programs KW - Strategic planning KW - Traffic commissions KW - Traffic engineering KW - Traffic records KW - Traffic safety KW - Transportation safety KW - Virginia UR - http://ntl.bts.gov/lib/30000/30700/30736/96-R31.pdf UR - https://trid.trb.org/view/454613 ER - TY - RPRT AN - 00720224 AU - Lozev, M G AU - Lane, S AU - Clemena, G G AU - Nakhleh, N J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - INITIAL LABORATORY STUDIES OF THE NONDESTRUCTIVE EVALUATION OF CONCRETE CONSOLIDATION USING A PULSED ULTRASONIC INTERFEROMETER. FINAL REPORT PY - 1996/02 SP - 34 p. AB - The objectives of this study were (1) to study the feasibility of using a pulsed, swept-frequency ultrasonic interferometer in the nondestructive evaluation of the degree of concrete consolidation and (2) to find a correlation between the degree of consolidation and the ultrasonic velocity calculated from the phase slope. The system developed incorporated a pulsed ultrasonic interferometer, an oscilloscope, and a PC for automatic data logging and processing. Typical results from the ultrasonic monitoring of consolidation in fresh concrete at an early age are presented, and a correlation between the degree of consolidation and the ultrasonic velocity calculated from the phase slope is shown. The system developed was able to make ultrasonic velocity, amplitude, waveform, and frequency measurements on plastic and hardened concrete. The results suggest that void size may affect ultrasonic travel in a manner that can be differentiated by the equipment. Variations in paste development that affect the measurement of velocity abate about 12 hr after mixing. Thereafter, the system can be an accurate approach for the nondestructive evaluation of the degree of concrete consolidation. The authors recommend additional study to further refine the capabilities of the system. KW - Concrete KW - Concrete consolidation KW - Concrete hardening KW - Hardened concrete KW - Interferometers KW - Laboratory studies KW - Nondestructive tests KW - Polymer concrete KW - Ultrasonic tests UR - http://ntl.bts.gov/lib/36000/36900/36963/96-R18.pdf UR - https://trid.trb.org/view/454612 ER - TY - RPRT AN - 00720191 AU - Tillinger, T N AU - Stein, O R AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - FISH PASSAGE THROUGH CULVERTS IN MONTANA: A PRELIMINARY INVESTIGATION PY - 1996/02 SP - 54 p. AB - The objective of this report is to combine, in one document, previously reported information on factors influencing fish passage through culverts, especially as it pertains to conditions indicative of Montana. First, the need for considering fish passage is discussed, followed by an investigation of biological, hydrologic and hydraulic criteria influencing fish passage. An integration of biological and hydraulic criteria is presented, as is a review of previous studies conducted in Montana. Recommendations for future research are also presented. The major biological criteria influencing fish passage are species and size of fish, jumping ability, and seasonal feeding and spawning migrations as related to the hydrologic regime of the stream requiring a culvert crossing. In general, salmonid species and healthy adult fish are the strongest swimmers and spawning is the major reason fish migrate. The main culvert features preventing fish passage include: a perched outlet, too great a velocity, too shallow a depth, or too long a distance between resting pools. The major hydraulic criteria influencing fish passage are: flow rates during fish migration periods; and type, roughness, length and slope of the culvert. In general, the optimum design for peak flow conveyance, a smooth pipe flowing full, will not meet fish passage criteria at any discharge. Fish size appears to have little influence on ability to negotiate a culvert despite its effect on swimming performance. One theory is that smaller fish utilize regions of low velocity near the culvert wall. Multiple possibilities for future research to better characterize fish passage are listed. Examples include better characterization of velocity gradients within culverts and evaluation of fish swimming performance for poorly characterized Montana species. KW - Biological factors KW - Culvert hydraulics KW - Culverts KW - Design KW - Design features KW - Environmental impacts KW - Fish ladders KW - Fish passage KW - Future KW - Future research KW - Hydraulics KW - Hydrology KW - Living things KW - Research UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/final_report_fishculverts.pdf UR - https://trid.trb.org/view/454580 ER - TY - RPRT AN - 00720127 AU - Henderson, M P AU - Kalevela, S A AU - JHK & Associates AU - Arizona Department of Transportation AU - Federal Highway Administration TI - A COMPARISON OF TRAFFIC NOISE FROM ASPHALT RUBBER ASPHALT CONCRETE FRICTION COURSES (ARACFC) AND PORTLAND CEMENT CONCRETE PAVEMENTS (PCCP). FINAL REPORT PY - 1996/02 SP - 176 p. AB - A study was conducted by the Arizona Department of Transportation to evaluate the potential noise reduction benefits of using Asphalt Rubber Asphalt Concrete Friction Course (ARACFC) as an overlay for Portland Cement Concrete Pavements (PCCP). Comparative noise measurements were performed on several ARACFC and PCCP freeway segments. Third-octave frequency measurements were also performed to compare the frequency content of the noise generated by the two pavement types. Two separate measurement techniques were used to collect noise data. First, roadside traffic noise measurements were performed on adjoining freeway segments that consisted of different pavement types. For these measurements, two noise meters were positioned at equal distances from the adjoining freeway segments, and roadside traffic noise levels were measured simultaneously. The second measurement technique consisted of on-road tire-pavement noise measurements. For these measurements, a specially made bracket was clamped to the frame of a test vehicle, and a noise meter microphone was secured near the tire-pavement contact area. Noise readings were recorded as the test vehicle traveled at highway speeds over various pavement surfaces. Noise frequency data were collected using both measurement techniques. The noise data collected for the study demonstrated that the ARACFC freeway segments produced lower noise levels than the PCCP freeway segments. The extent of the noise differences observed between the two surface types depended on the specific freeway segments being compared. In some cases, the noise level differences would be distinguishable by human perception (differences of 3 decibels or greater). In other cases, the differences would not be noticeable. The frequency data collected for the study also indicated that the ARACFC surfaces generated less high frequency noise than the PCCP surfaces. KW - Alternatives analysis KW - Asphalt concrete KW - Asphalt pavements KW - Asphalt rubber KW - Concrete pavements KW - Friction course KW - Friction materials KW - High frequency KW - Measurement KW - Noise KW - Noise measurement KW - Portland cement concrete KW - Roadside KW - Rolling contact KW - Sound level KW - Sound level meters KW - Traffic noise UR - https://trid.trb.org/view/454516 ER - TY - RPRT AN - 00725586 AU - Malin, V AU - Northwestern University, Evanston AU - Federal Highway Administration TI - TECHNICAL INFORMATION GUIDE FOR NARROW-GAP IMPROVED ELECTROSLAG WELDING PY - 1996/01/31 SP - 85 p. AB - The Federal Highway Administration (FHWA) sponsored a number of research and development (R&D) programs to improve electroslag welding (ESW) technology in the 1980s. As a result of this research, a new Narrow-Gap Improved Electroslag Welding (NGI ESW) process was developed by the Oregon Graduate Institute of Science and Technology (OGI), Beaverton, Oregon. The results of the OGI research are described in FHWA Report No. FHWA-RD-87-026, "Improved Fracture Toughness and Fatigue Characteristics of Electroslag Welds", published in October 1987. In the OGI research, quantitative correlations between welding variables, alloy content, grain structure and microstructure, and toughness were systematically studied. The NGI ESW process eliminated the drawbacks of the former ESW process, increased productivity, reduced cost, and improved Charpy V-notch toughness of welded joints, which was low in standard ESW. As a result, the NGI ESW process and procedure are recommended by FHWA for bridge fabrication. This technical information guide is intended for welding and metallurgical engineers involved in fabrication of bridge components using the NGI ESW process. The technical information provided in this document is based on FHWA Report No. FHWA-RD-87-026. This document contains scientific and technical information on the role of welding variables in the NGI ESW process, and relationships between grain structure, microstructure, and properties of the weld and the heat-affected zone, including Charpy V-notch and fracture toughness, and fatigue. This document provides a metallurgical background for modifications to standard ESW practice that improve toughness and fatigue performance of electroslag welded joints. KW - Bridge construction KW - Bridges KW - Charpy v-notch toughness KW - Construction KW - Ductility tests KW - Electroslag welding KW - Fatigue (Mechanics) KW - Fracture properties KW - Heat affected zone (Metals) KW - Metal bridges KW - Metallography KW - Microstructure KW - Steel bridges KW - Welding KW - Welding techniques UR - https://trid.trb.org/view/460914 ER - TY - RPRT AN - 00720106 AU - Cohn, L F AU - Harris, R A AU - University of Louisville AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SPECIAL NOISE BARRIER APPLICATIONS: PHASE III. FINAL REPORT PY - 1996/01/31 SP - 26 p. AB - This report presents the results of an acoustical scale modeling research effort in which the performance of special noise barrier shapes is compared to the performance of conventional noise barriers. This effort is a follow-up to previous work (Phases I and II) in which various barrier shapes were examined for increased performance and cost-saving potential. The results of this study provide generally good agreement with the results predicted by the Phase II project. While not exactly reproducing the theoretical performance of the special barrier shapes, this scale modeling effort has demonstrated that an increase in performance can be expected by implementation of these special barrier shapes. The report concludes that while these special barrier shapes did not provide the magnitude of insertion loss expected, the results do indicate an increased barrier performance using them. A recommendation for implementation of the special noise barrier shapes on specific actual projects is then made. KW - Alternatives analysis KW - Applications KW - Insertion loss KW - Noise barriers KW - Performance evaluations KW - Recommendations KW - Scale models KW - Shape UR - http://www.wsdot.wa.gov/research/reports/fullreports/378.3.pdf UR - https://trid.trb.org/view/454495 ER - TY - RPRT AN - 00720107 AU - Cohn, L F AU - Harris, R A AU - University of Louisville AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SPECIAL NOISE BARRIER APPLICATIONS: PHASE III. FINAL TECHNICAL REPORT. APPENDICES A - F PY - 1996/01/31 SP - 159 p. AB - This report presents the results of an acoustical scale modeling research effort in which the performance of special noise barrier shapes is compared to the performance of conventional noise barriers. This effort is a follow-up to previous work (Phases I and II) in which various barrier shapes were examined for increased performance and cost-saving potential. The results of this study provide generally good agreement with the results predicted by the Phase II project. While not exactly reproducing the theoretical performance of the special barrier shapes, this scale modeling effort has demonstrated that an increase in performance can be expected by implementation of these special barrier shapes. The report concludes that while these special barrier shapes did not provide the magnitude of insertion loss expected, the results do indicate an increased barrier performance using them. A recommendation for implementation of the special noise barrier shapes on specific actual projects is then made. This part of the Phase III report contains the following Appendices: (A) Data Files-Conventional Barrier Tests; (B) Data Files-Absorptive T-top Barrier Tests; (C) Data Files-Single-wall Absorptive Barrier Tests; (D) Scale Model Equipment, Scale Model Materials, Model Construction and Testing Procedure; (E) Literature Review; and (F) Phase III Project Photographs. KW - Alternatives analysis KW - Applications KW - Data files KW - Equipment tests KW - Guides to the literature KW - Insertion loss KW - Literature reviews KW - Noise barriers KW - Performance evaluations KW - Photographs KW - Recommendations KW - Scale models KW - Shape KW - Test equipment KW - Test procedures UR - http://www.wsdot.wa.gov/research/reports/fullreports/378.4.pdf UR - https://trid.trb.org/view/454496 ER - TY - RPRT AN - 00759831 AU - Beale, HBR AU - Bishop, E R AU - Marley, W G AU - Microeconomics, Incorporated AU - EBA, Incorporated AU - Federal Highway Administration TI - HOW TO PASS A LOCAL OPTION TAX FOR FINANCING TRANSPORTATION PROJECTS PY - 1996/01/08 SP - 23 p. AB - Local jurisdictions are increasingly using local option taxes, usually sales taxes or gas taxes, to finance transportation projects. Local option taxes are usually authorized by state legislation and often require a referendum for adoption. This research entailed case studies of local jurisdictions in 11 states with such local option taxes. This paper presents findings that identify and characterize the principal factors that contribute to the success of a local option tax referendum. These factors include: an identified critical need for transportation improvements and design of a tax suitable to meet those needs; a thorough planning process that involves and informs the electorate and produces a realistic expenditure plan; detailed earmarking of funds in the expenditure plan; effective public/private leadership, provision of information, and promotion of the expenditure plan and the tax to finance it; distribution of tax burdens, revenues and benefits that are perceived as fair; neutralization or co-option of special interests; neutralization of anti-tax sentiment; thoughtful drafting of the ballot language and a suitable strategy for implementing the referendum; and fulfilling promises to build support for future referenda. While there are many individual factors that contribute to success of a referendum, effective planning encompasses most of them. Creativity in addresing local issues and circumstances is also associated with many of the most successful referenda. KW - Expenditures KW - Financing KW - Gasoline KW - Improvements KW - Local taxation KW - Planning stages KW - Public information programs KW - Referendum KW - Sales tax KW - State laws KW - Taxes KW - Transportation projects UR - https://trid.trb.org/view/496024 ER - TY - RPRT AN - 01616145 AU - Vipulanandan, C AU - Basheer, M AU - O'Neill, M W AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Recycled Materials in Embankments, Except Glass PY - 1996/01//Final Report SP - 162p AB - A total of thirty-nine case histories from sixteen states in the U.S., Canada and England on the use of recycled materials in highway embankments since 1965 have been documented. Recycled materials have been successfully used in highway embankments. Fly ash (Type A), tire chips and wood chips are the three most frequently used recycled materials in highway embankments. In the 1970's and 1980's fly ash was popular, but in the last five years tire chips have become more popular in embankment construction. Compared to fly ash, both tire chips and wood chips can be used as lightweight fill. Information on the availability of recycled materials such as tire chips, coal ash and gypsum in the State of Texas has been summarized. Large quantities of recycled materials in Texas are available for use in embankments. Limited laboratory tests were performed on random samples of selected recycled materials with and without mixing with Texas clayey soils. Using the Environmental Protection Agency (EPA) and Texas Natural Resource Conservation Commission (TNRCC) leaching tests, leachability of contaminants from the recycled materials was evaluated. The recycled materials that were tested can be characterized as Class 3 waste, which is non-hazardous and non-toxic. The behavior of mixtures of recycled materials was also studied. Based on this study it is concluded that recycled materials can be used in highway earth embankments. but field verification is recommended before large-scale use commences. A specification for using recycled materials in highway embankments was developed and is included. KW - Case studies KW - Embankments KW - Fly ash KW - Laboratory tests KW - Leaching KW - Recycled materials KW - Specifications KW - Texas KW - Tire chips KW - Wood chips UR - http://library.ctr.utexas.edu/digitized/texasarchive/phase1/1351.pdf UR - https://trid.trb.org/view/1428253 ER - TY - RPRT AN - 00932052 AU - Yang, Jinglin AU - Fricker, J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - ESTIMATING STATEWIDE TRIP TABLES FROM VEHICLE CLASSIFICATION COUNTS PY - 1996/01 SP - 170 p. AB - Although a statewide trip table is an important ingredient in the statewide planning process, such information is difficult to obtain. The study described in this report investigated the applicability to the state-level problem of existing software developed to estimate trip tables in urban areas (or smaller) from link counts. Criteria that would form the basis for determining the applicability of any particular software package were developed. Packages such as The Highway Emulator (THE), PC-LINKOD, and Fast Matrix Calibration (FMC) were tested using small and medium sized networks. Because FMC performed the best on these tests, it was applied to the state-level trip table estimation problem. However, FMC was designed to update an existing trip table, and Indiana had no such previous trip table. As a result, an "O-D Factoring" procedure was adopted to convert zone-by-zone origin and destination totals into an initial trip table that could be updated by FMC. By making some adjustments to the elasticities in FMC, a trip table was developed for the Indiana state highway network. KW - Estimating KW - Indiana KW - Origin and destination KW - Software packages KW - State highways KW - Traffic counts KW - Transportation planning KW - Trip tables KW - Vehicle classification UR - https://trid.trb.org/view/724302 ER - TY - RPRT AN - 00720095 AU - Holtz, R D AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE OF GEOTEXTILE SEPARATORS. FINAL SUMMARY REPORT PY - 1996/01 SP - 65 p. AB - This research involved field investigations and laboratory testing to evaluate the properties and overall performance of geotextile separators exhumed from the roadway at 8 sites in eastern and central Washington (Phase I), and 14 sites in western Washington (Phase II). Both nonwoven and woven geotextile separators of different in-service ages were examined in detail, and specimens were tested in the laboratory for strength and hydraulic characteristics. The subgrade condition and geotechnical properties of the base course aggregate and subgrade soils were also evaluated. Although all of the geotextile separators performed their intended separation function adequately, the geotextiles experienced very different levels of damage during construction. Base aggregate type, rather than initial aggregate lift thickness, appeared to have the most influence on the level of damage. Test results indicated that the permittivity of the woven slit-films and the needle-punched nonwovens both increased by similar percentages after being washed. The unwashed (i.e., undisturbed) permittivity results also indicated that most woven slit-film geotextile permeabilities fell well below the Washington State Department of Transportation's required value. All of the pavements examined were in good condition, and damage to the geotextile separators did not appear to have had any negative impact on the pavements' long-term performance. KW - Aggregate shape KW - Aggregates by shape and surface texture KW - Base course (Pavements) KW - Construction KW - Damages KW - Drainage KW - Field investigations KW - Field performance KW - Field studies KW - Geotextiles KW - Laboratory tests KW - Loss and damage KW - Nonwoven materials KW - Performance KW - Performance evaluations KW - Permeability KW - Separators KW - Woven materials UR - http://www.wsdot.wa.gov/research/reports/fullreports/321.2.pdf UR - https://trid.trb.org/view/454484 ER - TY - RPRT AN - 00762444 AU - Nix, F P AU - Federal Highway Administration AU - Battelle Company TI - 1995 TRUCK SIZE AND WEIGHT PERFORMANCE-BASED WORKSHOP REPORT. U.S. DEPARTMENT OF TRANSPORTATION COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY REPORT NO. 4, ACTIVITY V DOCUMENT NORTH AMERICAN AND EUROPEAN EXPERIENCES PY - 1996/01 SP - 15 p. AB - This is a summary of a workshop on performance-based regulations for truck size and weight (TS&W) organized by the U.S. Department of Transportation's Federal Highway Administration. The workshop was held on June 30, 1995, at the Chrysler Center in Ann Arbor, Michigan, on the day after the Fourth International Symposium on Heavy Vehicle Weights and Dimensions. The table of contents lists the following major subject headings for this workshop: Implementation of Performance-Based Size and Weight Limits, Vehicle Stability and Control, and Vehicle-Pavement Interaction. KW - Control KW - Europe KW - North America KW - Performance based specifications KW - Rolling contact KW - Size KW - Stability (Mechanics) KW - Trucks KW - Vehicle weight KW - Weight KW - Workshops UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWrpt4.pdf UR - http://ntl.bts.gov/lib/9000/9300/9323/TSWrpt4.pdf UR - https://trid.trb.org/view/496973 ER - TY - RPRT AN - 00758017 AU - Mazer, N AU - Clare, L AU - Zhang, W-B AU - Rockwell International AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS - AHS PSA VEHICLE OPERATIONS ANALYSIS PY - 1996/01 SP - 122 p. AB - The overall goal of this task was to identify issues and risks associated with an Automated Highway System (AHS) fully automated vehicle. The primary issues that were addressed were related to vehicle-infrastructure functional decomposition, performance requirements, fail-safety and criticality, communications, self-monitoring and self-diagnosis technology, and overall vehicle management. Specifically, this task had four primary objectives: (1) What new vehicle subsystems are required to meet the functional requirements of AHS including sensors, processing, and vehicle to vehicle communications and vehicle to infrastructure communications? (2) What subsystems have reliability issues that can have a significant impact on AHS operation and safety? (3) Can the reliability of these subsystems be improved through new design or redundancy? (4) Is it sufficient to perform subsystem checkout at start up or will a self diagnosis system offer greatly improved safety and fail-soft capability? Will additional subsystem sensors be required? KW - Automated highway systems KW - Diagnosis KW - Diagnostic tests KW - Intelligent vehicles KW - Precursor systems KW - Reliability KW - Risk analysis KW - Safety KW - Sensors KW - Subsystems UR - https://trid.trb.org/view/538478 ER - TY - RPRT AN - 00758013 AU - Bruggeman, D AU - Markovetz, S AU - Battelle AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA H: AHS ROADWAY DEPLOYMENT ANALYSIS PY - 1996/01 SP - 149 p. AB - Deployment of an Automated Highway System (AHS) will require a comprehensive analysis of the facilities contemplated for installation or modification to determine the most appropriate means of implementation. Two basic operational environments, rural and urban, have certain distinguishing features which will affect their implementation strategy. In some cases, urban environments will interface with rural environments, such as a linkage between cities at the city fringe. The significance of these differences is exemplified by considering the rural environment as an intercity linkage. This deployment may involve land acquisition in a rural environment. The land use requirements, cost of land, social and transportation system disruptions of the deployment and implementation processes are expected to be radically different than those considered in an urban area. Perhaps it will be found that there are only certain circumstances in which urban AHS deployment can be reasonably considered as a result of cost or other impacts, requiring the AHS to be feasible only if it can be confined within existing right-of-way. If that is found to be the case, the next step would be to then evaluate the impacts of an AHS confined within an existing right-of-way, and identification of other conditions (cost, environment, noise, schedule, traffic impact, constructability) which may affect deployment. This task will evaluate the application of AHS design concepts to generic and real-world situations that would result in an operational system with minimum negative deployment impacts. Physical conditions such as lanes, how these travel ways interact with adjacent freeway lanes, and how do such travel ways provide access to other travel ways at junctions will be considered. Conceptual level illustrations of what the AHS looks like as it interfaces with other transportation modes and facilities will be required. KW - Automated highway systems KW - Deployment KW - Implementation KW - Interfaces KW - Lanes KW - Precursor systems KW - Right of way (Land) KW - Rural areas KW - Traffic lanes KW - Urban areas UR - https://trid.trb.org/view/538474 ER - TY - RPRT AN - 00758019 AU - GALIJAN, R C AU - SRI International AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS - CARRIER PHASE GPS FOR AHS VEHICLE CONTROL PY - 1996/01 SP - 54 p. AB - This report analyzes applications of advanced Global Positioning System (GPS) measurement techniques to provide data for lateral and longitudinal control of Automated Highway System (AHS) vehicles. The report includes: (1) a review of control sensor requirements suggested by other Precursor Systems Analyses (PSA) contractors and AHS researchers; (2) an in-depth discussion of GPS principles of operation, advanced techniques for achieving extremely accurate GPS positioning and velocity data, and techniques for augmenting GPS to provide continuous high-accuracy data; (3) current and expected GPS capabilities and performance; (4) a review of other proposed sensor types for providing lateral and longitudinal control data; (5) a description of a national architecture and operation of an AHS incorporating GPS; and (6) a preliminary evaluation of GPS operation in a typical AHS roadway environment. KW - Accuracy KW - Augmentation KW - Automated highway systems KW - Automatic steering control KW - Global Positioning System KW - Intelligent vehicles KW - Longitudinal control KW - Operational test and evaluation KW - Operations KW - Precursor systems KW - Sensors UR - https://trid.trb.org/view/538480 ER - TY - RPRT AN - 00758015 AU - Aikawa, R AU - Clare, L AU - Rockwell International AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS - AHS PSA CONTRACT OVERVIEW PY - 1996/01 SP - 36 p. AB - This report documents the three Rockwell Precursor Systems Analyses of Automated Highway Systems (AHS) tasks of Lateral and Longitudinal Control Analysis, Malfunction Management and Analysis, and Vehicle Operations Analysis. The overall goal of the Lateral and Longitudinal Control Analysis task included performing system operational analyses in terms of safety and capacity and identifying issues and risks regarding the fundamental operations and maneuvers of vehicle control in a fully automated highway environment. The overall goal of the Malfunction Management and Analysis task included defining the boundaries of an AHS, establishing functional requirements, and suggesting potential configuration. Then developing operational sequences through which functions are executed and identifying allocated subsystems were performed. Metrics to gauge severity levels of malfunctions were developed and used to assess malfunctions. Similarities and differences between malfunctions and system configurations were examined to develop strategies to mitigate or avoid malfunctions and to raise issues and risks involved with the AHS. The overall goal of the Vehicle Operations Analysis task was to identify issues and risks associated with a fully automated AHS vehicle. The primary issues that were addressed were related to vehicle-infrastructure functional decomposition, performance requirements, fail-safety and criticality, communications, self-monitoring and self-diagnosis technology, and overall vehicle management. KW - Automated highway systems KW - Automatic steering control KW - Longitudinal control KW - Management KW - Mechanical failure KW - Mitigation KW - Operational analysis KW - Operations KW - Precursor systems KW - Risk analysis KW - Traffic mitigation KW - Vehicle operations UR - https://trid.trb.org/view/538476 ER - TY - RPRT AN - 00758016 AU - Ma, L AU - Meyers, T AU - Clare, L AU - Rockwell International AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS - AHS PSA LATERAL AND LONGITUDINAL CONTROL ANALYSIS PY - 1996/01 SP - 171 p. AB - The overall goal of this task included performing system operational analyses in terms of safety and capacity and identifying issues and risks regarding the fundamental operations and maneuvers of vehicle control in a fully automated highway environment. KW - Automated highway systems KW - Automated vehicle control KW - Automatic steering control KW - Capacity KW - Longitudinal control KW - Operational analysis KW - Operations KW - Precursor systems KW - Risk analysis KW - Safety UR - https://trid.trb.org/view/538477 ER - TY - RPRT AN - 00758018 AU - Ward, J AU - Rockwell International AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS - AN HYPOTHESIZED EVOLUTION OF AN AUTOMATED HIGHWAY SYSTEM PY - 1996/01 SP - 59 p. AB - This document describes and broadly analyzes an evolutionary deployment scenario for an Automated Highway System (AHS) in which vehicles equipped for automated operation are deployed in mixed traffic with unequipped, manually operated vehicles. A gradual evolution of incremental change, both in scope and capability of the automated features in the vehicle fleet is assumed. KW - Automated highway systems KW - Deployment KW - Intelligent vehicles KW - Precursor systems KW - Vehicle mix UR - https://trid.trb.org/view/538479 ER - TY - RPRT AN - 00758014 AU - Martin, M R AU - Horan, T A AU - COOGAN, M A AU - BDM Federal, Incorporated AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. CONTRACT OVERVIEW REPORT PY - 1996/01 SP - 49 p. AB - The Automated Highway System (AHS) program component of the Intelligent Transportation Systems (ITS) is a broad national effort to provide the basis for, and transition to, the next major performance upgrade of the U.S. vehicle/highway system, through the use of automated vehicle control technology. As part of the Analysis Phase, the Precursor Systems Analysis (PSA) was performed to identify issues and risks associated with AHS. This contract overview report addressed part of Activity Area F for Commercial and Transit Aspects and Activity Area O for Institutional and Societal Issues. In Activity Area F, many areas were researched including: European mechanical/electronic guided bus state of the art technology summarization, motor carrier market segmentation by specific AHS Cluster Map descriptions, Dual Mode Transit prototypical applications for AHS, and right-of-way needs for Motor Carrier Transit vehicles at stations/mainline locations. There is a correlation between the extent of standardization on the one hand and complexity of the AHS on the other. The more the characteristics of vehicles are subjected to rules and standardized, the less the expenditure for integrating an AHS into vehicles and guiding them automatically. The recommended concept is to allow AHS Transit to be developed on a parallel path, while, at the same time, ensuring that its technology development program be a subset of the larger AHS research effort. In Activity Area O, Institutional and Societal Issues of AHS, many areas were researched including: previous research, focus group research/conduction/analysis, and institutional issues. The early tasks involved the review of literature and presentations on institutional concerns as they relate to AHS. Later tasks developed focus groups that raised concerns and allowed for "trial ballooning" of potential solutions of such concerns. AHS will have significant effects upon interstate commerce. Institutional issues relating to commercial operators and those that enforce safety and economic regulations on the operators will be chief among those with critical potential problems stemming from deployment of AHS. How those costs are allocated between industry and the different levels of government, and the effect of the costs on user fee and tax programs are key institutional issues. KW - Automated highway systems KW - Dual mode transportation systems KW - Dual modes KW - Guided buses KW - Institutional issues KW - Intelligent transportation systems KW - Interstate commerce KW - Motor carriers KW - Precursor systems KW - Right of way (Land) KW - Socioeconomic development KW - Standardization UR - https://trid.trb.org/view/538475 ER - TY - RPRT AN - 00753810 AU - Mak, K K AU - Menges, W L AU - Bullard, D L AU - Texas Transportation Institute AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - WYOMING TEST LEVEL 4 BRIDGE RAILING PY - 1996/01 SP - 76 p. AB - The objective of this study is to crash test and evaluate a new Wyoming bridge railing design in accordance with guidelines set forth in National Cooperative Highway Research Program (NCHRP) Report 350 for Test Level 4 (TL-4) conditions. The following three crash tests were conducted: (1) Test designation 4-10: an 820-kg passenger car impacting the length-of-need section of the bridge railing at a nominal speed and angle of 100 km/h and 20 degrees; (2) Test designation 4-11: a 2,000-kg pickup truck impacting the length-of-need section of the bridge railing at a nominal speed and angle of 100 km/h and 25 degrees; and (3) Test designation 4-12: an 8,000-kg single unit truck impacting the length-of-need section of the bridge railing at a nominal speed and angle of 80 km/h and 15 degrees. Results of the three crash tests are presented in this report. The bridge railing contained and smoothly redirected the impacting vehicles in all three tests. The occupant risk factors were all well within the preferred limits. The small car and pickup truck remained upright and stable during and after the impact sequence. The box of the single unit truck attained a maximum roll angle of 31 degrees during the impact sequence and the vehicle rolled on its left side after exiting from the test installation. The instability and subsequent rollover of the vehicle after exiting from the bridge rail was apparently caused by the front axle separating from the vehicle during the impact. The exit conditions of all three vehicles indicated minimal potential for the vehicles to intrude into adjacent traffic lanes. In summary, the proposed Wyoming TL-4 bridge railing design successfully met all evaluation criteria for a Test Level 4 (TL-4) bridge railing as outlined in NCHRP Report 350 or a Performance Level 2 (PL-2) bridge railing under guidelines set forth in the 1989 American Association of State Highway and Transportation Officials (AASHTO) Guide Specifications for Bridge Railings. KW - Bridge railings KW - Compact automobiles KW - Crashes KW - Impact KW - Impact angle KW - Impact speed KW - Impact tests KW - Pickup trucks KW - Redirection KW - Rollover crashes KW - Small car KW - Speed KW - Test results KW - Testing KW - Trucks UR - https://trid.trb.org/view/536626 ER - TY - RPRT AN - 00745827 AU - Fambro, D B AU - Rouphail, N M AU - Sloup, P R AU - Daniel, J R AU - Li, Jian AU - Anwar, M AU - Engelbrecht, R J AU - Texas Transportation Institute AU - Federal Highway Administration TI - HIGHWAY CAPACITY MANUAL REVISIONS OF CHAPTERS 9 AND 11 PY - 1996/01 SP - 204 p. AB - The transportation engineering community relies on the latest edition of the Transportation Research Board's "Highway Capacity Manual" (HCM) to assist in planning, designing, and conducting operational analyses of highways and streets. The HCM's intense use since 1985 has led to the discovery of several deficiencies in its estimation of delay at signalized intersections (Chapters 9 and 11). This study was undertaken to address those deficiencies. A generalized delay model to account for actuated control, oversaturated and variable demand conditions, and filtering and metering effects of upstream signals was developed. Field and simulation data were used to validate this model, and the results indicated that the generalized model was able to provide improved estimates of delay under the conditions of interest. The recommended delay model is consistent with the HCM's existing methodology and does not require a large number of additional input variables. KW - Actuated control KW - Actuated traffic signal controllers KW - Coordinated signals KW - Field data KW - Field studies KW - Highway Capacity Manual KW - Oversaturation (Traffic flow) KW - Revisions KW - Signalized intersections KW - Traffic KW - Traffic delays KW - Traffic signal control systems KW - Traffic simulation KW - Validation KW - Variable demand UR - https://trid.trb.org/view/472785 ER - TY - RPRT AN - 00738728 AU - Colorado Department of Transportation AU - De Leuw, Cather and Company AU - Federal Highway Administration TI - I-70 RURAL IVHS: CORRIDOR PLANNING AND FEASIBILITY ANALYSIS. INFORMATION SEARCH MEMORANDUM PY - 1996/01 SP - 235 p. AB - The transportation system characteristics described in this Information Search provide the framework for directly relating particular organizational, operational and technological elements to the evaluation and assessment of transportation problems and needs within the I-70 West Corridor. The base elements are cross-referenced in the Needs Assessment documentation to describe how advanced technological and institutional systems can address the problems and needs within the Corridor. System characteristics include transportation facilities and services (traffic volumes, accident data, service interruptions), user definitions (recreation, communities, surface and air transportation services), physical environment (woodlands, waterways, wildlife, mineral resources) and the technological infrastructure (sensors, detectors, operations center, communications). KW - Advanced systems KW - Communications KW - Crash data KW - Detectors KW - Intelligent transportation systems KW - Needs assessment KW - Recreation KW - Sensors KW - Technological innovations KW - Traffic volume KW - Transportation planning UR - https://trid.trb.org/view/572797 ER - TY - RPRT AN - 00738729 AU - Colorado Department of Transportation AU - De Leuw, Cather and Company AU - Federal Highway Administration TI - I-70 RURAL IVHS: CORRIDOR PLANNING AND FEASIBILITY ANALYSIS. NEEDS ASSESSMENT PY - 1996/01 SP - 235 p. AB - The purpose of an ITS needs assessment is not to perform a detailed traffic/transportation operational and capacity analyses, but rather to examine those analyses performed by others in conjunction with the transportation systems inventory (physical and organizational). The end result is an assessment on how ITS technologies and applications can supplement or serve alone as a solution to recurrent needs and/or problems, setting the stage for developing a strategic, system wide plan for the area and systems being examined (the Corridor Master Plan). The needs assessment for the I-70 West Corridor serves this purpose. KW - Advanced systems KW - Advanced technologies KW - Intelligent transportation systems KW - Needs assessment KW - Problem solving KW - Strategic planning KW - Technology KW - Transportation planning UR - https://trid.trb.org/view/572798 ER - TY - RPRT AN - 00735971 AU - Liu, T K AU - HAINES, M AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - TRAVEL TIME DATA COLLECTION FIELD TESTS - LESSONS LEARNED PY - 1996/01 SP - 116 p. AB - This report summarizes the process and lessons learned from the Standardized Travel Time Surveys and Field Test project. The field tests of travel time data collection were conducted in Boston, Seattle, and Lexington in 1993. The methodologies tested include: license plate matching using video cameras; license plate matching using portable computers; floating car; probe vehicle (cellular phone reporting); automatic vehicle identification (AVI) equipped buses; and volume data collected from loop detectors. The ultimate goal is to develop a nationally uniform program of travel time data collection and reporting in support of congestion management, and trend and intercity comparison. This document can be used by state or metropolitan planning organization (MPO) planners as guidance for collecting travel time data. It includes examples and procedures on: survey design, methodology selection, equipment and staff requirements, step by step survey procedures, post-survey data processing, analysis, and report production. The document has detailed description and comparison of six data collection methods, focusing on their operational characteristics, strengths, weaknesses, costs, and effectiveness with respect to particular settings and sample size attainment. In conclusion, it stresses the importance of establishing standardized survey procedures and consistent data collection and processing practices in order to achieve overall efficiency and effectiveness in travel time data collection and applications. KW - Alternatives analysis KW - Automatic vehicle identification KW - Costs KW - Data collection KW - Economic efficiency KW - Effectiveness KW - Efficiency KW - Field tests KW - Guidelines KW - Laptop computers KW - Loop detectors KW - Measures of effectiveness KW - Methodology KW - Microcomputers KW - Probe vehicles KW - Reporting KW - Reports KW - Standardization KW - Travel time KW - Video cameras UR - https://trid.trb.org/view/478563 ER - TY - RPRT AN - 00734563 AU - Barber, M E AU - Downs, R C AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF CULVERT HYDRAULICS RELATED TO JUVENILE FISH PASSAGE PY - 1996/01 SP - 64 p. AB - Culverts often create barriers to the upstream migration of juvenile fish. Fish will not travel upstream under high water velocity conditions. It is hypothesized that low velocity regions exist near culvert boundaries. Therefore, the objective of this study was to determine hydraulic characteristics of culverts with different flow conditions. Methods of predicting flow profiles were developed by both Chiu and Mountjoy. Two equations were compared to experimental results. The Mountjoy equation proved to yield better results for velocity profile predictions. An area of flow corresponding to a predetermined allowable velocity can be calculated using the Mountjoy equation. This can then be used in the design of culverts as fish passage guidelines. The following report contains a summary of background information, experimental methodology, the results of experimental tests, and an analysis of both the Chiu and Mountjoy equations. KW - Alternatives analysis KW - Culvert design KW - Culvert hydraulics KW - Culverts KW - Design engineering KW - Equations KW - Experimental data KW - Fishes KW - Flow KW - Flow velocity KW - Forecasting KW - Guidelines KW - Hydraulics KW - Upstream migration KW - Velocity UR - http://www.wsdot.wa.gov/research/reports/fullreports/388.1.pdf UR - https://trid.trb.org/view/471418 ER - TY - RPRT AN - 00734564 AU - Barber, M E AU - Downs, R C AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF CULVERT HYDRAULICS RELATED TO JUVENILE FISH PASSAGE PY - 1996/01 SP - 192 p. AB - Culverts often create barriers to the upstream migration of juvenile fish. Fish will not travel upstream under high water velocity conditions. It is hypothesized that low velocity regions exist near culvert boundaries. Therefore, the objective of this study was to determine hydraulic characteristics of culverts with different flow conditions. Methods of predicting flow profiles were developed by both Chiu and Mountjoy. Two equations were compared to experimental results. The Mountjoy equation proved to yield better results for velocity profile predictions. An area of flow corresponding to a predetermined allowable velocity can be calculated using the Mountjoy equation. This can then be used in the design of culverts as fish passage guidelines. The following technical report contains a detailed description of background information, experimental methodology, the results of experimental tests, and an analysis of both the Chiu and Mountjoy equations. KW - Alternatives analysis KW - Culvert design KW - Culvert hydraulics KW - Culverts KW - Design engineering KW - Equations KW - Experimental data KW - Fishes KW - Flow KW - Flow velocity KW - Forecasting KW - Guidelines KW - Hydraulics KW - Upstream migration KW - Velocity UR - http://www.wsdot.wa.gov/research/reports/fullreports/388.2.pdf UR - https://trid.trb.org/view/471419 ER - TY - RPRT AN - 00725642 AU - Radwan, E AU - Al-Deek, H AU - Johnson, M AU - Ishak, S AU - Othman, H AU - Johnson, G AU - Ousley, K AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - SAFETY CRITERIA FOR PROTECTIVE AND/OR PERMISSIVE LEFT TURN PHASING PY - 1996/01 SP - 91 p. AB - This study attempted to provide insight on causes of left turn crashes at signalized intersections with special attention to protective, permissive, protective/permissive, and permissive/protective left turn phasing schemes. The approaches used in this study involved collecting and analyzing crash data and conducting traffic conflict studies at selected intersections. Although the traffic crash database proved to be reliable for certain applications, it is inadequate to establish statistical correlation between traffic crashes and the traffic signal indication. The traffic conflict studies conducted in this project showed that this technique appears to be promising and could be used as a safety surrogate. Furthermore, the results indicated that the permissive/protective scheme appears to provide safer traffic conditions than the protective/permissive scheme. KW - Crash causes KW - Exclusive permissive phasing KW - Exclusive phasing KW - Left turn phase KW - Left turn phasing KW - Left turns KW - Permissive phasing KW - Signalized intersections KW - Traffic conflicts UR - https://trid.trb.org/view/460940 ER - TY - RPRT AN - 00725580 AU - Hadden, J AU - House, L AU - Battelle Memorial Institute AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA J: AHS ENTRY/EXIT IMPLEMENTATION PY - 1996/01 SP - 75 p. AB - The Automated Highway System (AHS) entry and exit systems must be consistent with the AHS goals of safety, throughput, user comfort, and environmental impact. The systems must be designed to enable the vehicles and operators to safely enter and exit the roadway at rates that ensure that the AHS's throughput objectives are met. The entry and exit areas must enable processing and deployment of the vehicles with minimal discomfort to the operator. The requirements for entry and exit system designs are influenced by the AHS concept. For example, a platooning concept may involve forming entire platoons in entry lanes prior to insertion into the roadway, while for the uniform headway spacing concept, vehicles may be released individually into the roadway. The infrastructure requirements also may differ substantially among AHS concepts. For example, longer and more entry lanes may be required to form platoons before entry to the roadway. With multivehicle pallets, the entry and exit lanes probably would have a much different design than concepts involving individual vehicles. This task includes identifying measures of effectiveness (MOEs) for evaluating entry/exit strategies and land-use requirements for each RSC and will be closely tied to the AHS roadway deployment analysis (activity area H), automated check-in analysis (activity area B), and automated check-out analysis (activity area C). Thus, this work has a high priority similar to that of areas B, C, and H. We recommend that the performance of these activity areas be well coordinated. KW - Automated highway systems KW - Entry/exit KW - Highway safety KW - Implementation KW - Intelligent transportation systems KW - Measures of effectiveness KW - Precursor systems KW - Systems analysis UR - https://trid.trb.org/view/460908 ER - TY - RPRT AN - 00725582 AU - Martin, M R AU - Horan, T A AU - BDM Federal, Incorporated AU - Federal Highway Administration TI - AUTOMATED HIGHWAY SYSTEMS PRECURSOR SYSTEMS ANALYSIS. INSTITUTIONAL AND SOCIETAL ISSUES PY - 1996/01 SP - 141 p. AB - The Automated Highway System (AHS) program component of the Intelligent Transportation Systems (ITS) is a broad national effort to provide the basis for, and transition to, the next major performance upgrade of the U.S. vehicle/highway system, through the use of automated vehicle control technology. As part of the Analysis Phase, the Precursor Systems Analysis (PSA) was performed to identify issues and risks associated with the AHS. This report addressed part of Activity Area "O" for Institutional and Societal Issues. In this activity area, many areas were researched, including: previous research, focus group research/conduct/analysis, and institutional issues. The early tasks involved the review of literature and presentations on institutional concerns as they relate to the AHS. Later tasks developed focus groups that raised concerns and allowed for "trial ballooning" of potential solutions of such concerns. A representative collection of the current research in the area of institutional issues facing AHS and ITS in general was compiled and reviewed. A primary focus of the research was to identify public reaction to AHS concepts wherever possible, and also refer to those studies and reports that addressed ITS issues as well as AHS. A finely tuned Focus Group Survey Instrument, used in focus group sessions representing a broad range of constituencies, allowed for the FHWA to see first hand how the institutions and people who have to make AHS a reality really think about the issues. A flexible survey instrument was designed which can be used in local dissemination of the final AHS technology. This can be used for a broad range of audiences, with opportunities to tailor elements of the survey to particular groups (e.g., emergency response personnel). AHS will have significant effects upon interstate commerce. Institutional issues relating to commercial operators and those that enforce safety and economic regulations on the operators will be chief among those with critical potential problems stemming from deployment of AHS. How those costs are allocated between industry and the different levels of government, and the effect of the costs on user fee and tax programs are key institutional issues. As the intelligence and instrumentation of the system moves from mostly "in the roadway" to mostly "in the vehicle", costs shift from the public sector (the usual financier of roadways) to the private sector (the usual financier of vehicle purchases). KW - Automated highway systems KW - Institutional issues KW - Intelligent transportation systems KW - Precursor systems KW - Social factors KW - Socioeconomic development KW - Systems analysis UR - https://trid.trb.org/view/460910 ER - TY - RPRT AN - 00725579 AU - Herridge, J AU - Pittenger, J AU - Battelle Memorial Institute AU - Federal Highway Administration TI - CONTRACT OVERVIEW: PRECURSOR SYSTEMS ANALYSIS OF THE AUTOMATED HIGHWAY SYSTEM PY - 1996/01 SP - 160 p. AB - This contract overview report summarizes the research performed and results obtained for eight of 16 areas of interest relating to an Automated Highway System (AHS). The overview contains an introduction, a discussion of representative system configurations used, highlights of the technical discussion of each activity area, and overall cross-cutting conclusions and observations. For ease of reference, a compendium of the executive summaries for each of the eight activity areas is presented in this volume as Appendix B. KW - Automated highway systems KW - Intelligent transportation systems KW - Precursor systems KW - Research KW - System configuration KW - System design KW - Systems analysis UR - https://trid.trb.org/view/460907 ER - TY - RPRT AN - 00725581 AU - Leis, R AU - Battelle Memorial Institute AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA N: AHS SAFETY ISSUES PY - 1996/01 SP - 188 p. AB - The objective of this activity area is to "identify, consolidate, and discuss the major technical, design, and implementation issues and risks to be resolved for providing Automated Highway System (AHS) users with a collision-free driving environment under normal operating conditions, including entry to and exit from the system". Normal operating conditions are taken to be all conditions (specifically including threat conditions) that occur while the AHS is operating in the absence of system malfunction. In other words, if all possible conditions that have unsafe implications are considered, only a portion of them are allocated to AHS malfunctions. The remainder are allocated to "normal operating conditions". To identify safety issues and assess their significance, formal system safety analysis procedures were used in conjunction with each system concept. Issues associated with critical safety performance assumptions were identified for the safety goals for which the concept has accepted control responsibility. These were expanded to include issues arising from threats not allocated to or accepted by system control. Formal evaluation and documentation procedures (parallel to those in MIL-STD 882B) were used not only to document the relative insignificance of an issue, but also to provide the beginnings of a tracking procedure to ensure satisfactory resolution of significant remaining issues in later work. KW - Automated highway systems KW - Highway safety KW - Intelligent transportation systems KW - Precursor systems KW - Systems analysis UR - https://trid.trb.org/view/460909 ER - TY - RPRT AN - 00725583 AU - Aikawa, R AU - Marston, Q AU - Rockwell International AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. AHS PSA MALFUNCTION MANAGEMENT AND ANALYSIS PY - 1996/01 SP - 135 p. AB - The overall goal of this task included defining the boundaries of an Automated Highway System (AHS), establishing functional requirements, and suggesting potential configuration. Then developing operational sequences through which functions are executed and identifying allocated subsystems were performed. Metrics to gauge severity levels of malfunctions were developed and used to assess malfunctions. Similarities and differences between malfunctions and system configurations were examined to develop strategies to mitigate or avoid malfunctions and to raise issues and risks involved with the AHS. KW - Automated highway systems KW - Intelligent transportation systems KW - Management KW - Mechanical failure KW - Mitigation KW - Precursor systems KW - Risk assessment KW - System configuration KW - System design KW - Systems analysis KW - Traffic mitigation UR - https://trid.trb.org/view/460911 ER - TY - RPRT AN - 00725570 AU - Inman, V AU - Sanchez, R AU - BERNSTEIN, L AU - PORTER, C AU - Science Applications International Corporation AU - Federal Highway Administration TI - TRAVTEK EVALUATION ORLANDO TEST NETWORK STUDY PY - 1996/01 SP - 89 p. AB - The Orlando Test Network Study was one of a series of investigations conducted as part of the TravTek operational test of an advanced traveler information and traffic management system (ATIS/ATMS). The TravTek system consisted of the Orlando Traffic Management Center (TMC), the TravTek vehicles, and the TravTek Information and Services Center. The TMC broadcast updated travel times for TravTek traffic links to the TravTek vehicles once each minute. The TravTek vehicles broadcast their link travel times back to the TMC for transmission to the other TravTek vehicles. The vehicles were equipped to provide route planning, route guidance, and a data base of local services and attractions. The primary purpose of this study was to evaluate the effects of alternative driver interfaces on driver performance, navigation performance, driver perception, driver preference, and willingness-to-pay. A controlled experiment was conducted in which up to six TravTek vehicles traveled the same origin to destination (O/D) pairings to evaluate six alternative information presentation configurations: five TravTek alternatives and a control configuration. Three visual display conditions were tested: a moving map display, a symbolic guidance display, and a condition with no visual display. Two aural conditions were tested in combination with the three visual conditions: synthesized voice guidance and no voice guidance. The six information presentation configurations were evaluated both in the day and at night. Five of six combinations utilized the TravTek and one configuration (no visual display and no voice guidance) was considered the Control condition. The drivers in the Control condition had to plan and navigate to their destination as "they normally would" without the use of automated route planning and route guidance. Data from 318 drivers are presented. TravTek benefits to individual drivers included travel time savings and a reduction in perceived workload. Both the moving map and simplified turn-by-turn visual displays were very effective compared to the Control condition, particularly when the visual displays were supplemented with synthesized voice guidance. User perception and performance data suggest that the system was easy to learn and easy to use. Participants in this study indicated that they would be willing to pay about $1000 for a system such as the one they drove. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Benefits KW - Consumer behavior KW - Consumer preferences KW - Days KW - Driver information systems KW - Driver perception KW - Driver performance KW - Driver vehicle interfaces KW - Drivers KW - Information display systems KW - Intelligent transportation systems KW - Navigational aids KW - Night KW - Operational test and evaluation KW - Operations KW - Perception KW - Personnel performance KW - Real time control KW - Real time data processing KW - Route guidance KW - Speech KW - Travtek (Program) KW - User reactions KW - Visual display units (Computers) KW - Visual displays KW - Voice communication UR - http://ntl.bts.gov/lib/jpodocs/repts_te/1903.pdf UR - https://trid.trb.org/view/460897 ER - TY - RPRT AN - 00725534 AU - Felder, J AU - Bell, L C AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - BAR CODE AND PEN-BASED COMPUTER TECHNOLOGY APPLICATIONS PY - 1996/01 SP - 93 p. AB - A research project was conducted for the South Carolina Department of Transportation (SCDOT) to identify potential applications for pen-based computing and bar code technology. The research methodology included a national questionnaire survey of other state transportation agencies to identify existing applications within those agencies. A statewide workshop was conducted for the purpose of introducing SCDOT personnel to pen computing and bar code technology and soliciting input pertaining to potential applications. A bar code scanning portable data terminal was purchased and programmed to demonstrate two bar code data acquisition applications identified in the workshop. The research identified appropriate pen computing and bar code applications in the areas of sign inspection, roadside features inventory, equipment and asset inventory, and warehouse management. The use of bar codes to track field material samples was investigated with the recommendation that a comprehensive database system be developed, or purchased, before enhancing the system with bar code technology. The research recommended that three specific pilot projects be undertaken as a means of introducing bar code technology within the SCDOT. KW - Applications KW - Bar codes KW - Data collection KW - Inspection KW - Inventory KW - Pen-based computers KW - Questionnaires KW - State departments of transportation KW - Surveys KW - Warehouses KW - Workshops UR - https://trid.trb.org/view/460859 ER - TY - CONF AN - 00725510 AU - University of South Florida, Tampa TI - PROCEEDINGS OF SYMPOSIUM II ON AFRICAN-AMERICAN MOBILITY ISSUES, TAMPA, FLORIDA, APRIL 5-7, 1995 PY - 1996/01 SP - 81p AB - The symposium topics had broad appeal and generated information particularly valuable to transit operators, engineers, planners, equal opportunity specialists, government officials, economists, and transportation policy-makers. Topics addressed in the plenary sessions included: Equal access and mobility: the continuing evolution of policies related to highway and transit funding; Emerging technologies and the implications of their impact on the African-American community; Entrepreneurs and contracting opportunities within the transportation industry; and Applied research findings as related to African-American travel behavior. U1 - Symposium II on African-American Mobility IssuesCenter for Urban Transportation Research, University of South Florida; Conference of Minority Transportation Officials; Federal Highway Administration; and Florida Department of Transportation.Tampa, Florida StartDate:19950405 EndDate:19950407 Sponsors:Center for Urban Transportation Research, University of South Florida; Conference of Minority Transportation Officials; Federal Highway Administration; and Florida Department of Transportation. KW - Access KW - African Americans KW - Conferences KW - Contracting KW - Finance KW - Financing KW - Mobility KW - Technological innovations KW - Transportation policy KW - Travel behavior UR - https://trid.trb.org/view/464024 ER - TY - RPRT AN - 00724999 AU - Federal Highway Administration TI - FEDERAL HIGHWAY ADMINISTRATION 1995 RESEARCH & TECHNOLOGY PROGRAM HIGHLIGHTS PY - 1996/01 SP - 24 p. AB - This is the third annual report highlighting the Federal Highway Administration's (FHWA's) 1995 Research & Technology Program. The report highlights the following: "Making the Roads Better", including selective research with high-payoff areas, a "find it and fix it" approach, deployed high-quality, useful products to our customers as well as asked our customers to be our partners, and strove for quality. "Putting It on the Road" - Hot Technologies, including the Long-Term Pavement Performance (LTPP) program, SuperPave, high-performance concrete, deep soil mixing technology, the Interactive Highway Safety Design Model (IHSDM); Cool Mechanisms, including the Priority Technology Program, Technology Development Teams, Strategic Highway Research Program (SHRP) showcases, the National Technology University network, Load and Resistance Factor Design for bridges, as well as videoconferencing, and the Internet. "Fixing What's Broken" - Responding to Disaster, including the Kobe, Japan earthquake, and using railroad flat cars as a temporary bridge for the I-5 after the collapse of the Arroyo Pasajero Bridge, working with the Highway Innovative Technology Center (HITEC); Avoiding Disaster, including non-destructive evaluation, anti-icing technology, older driver research, sleep deprivation study, and red-light-running campaign for States use. "Doing It Together" - Working with industry, including the National Freight Partnership, the private sector on the Automated Highway System (AHS), the National AHS Consortium, national Intelligent Transportation Systems (ITS) architecture, ITS standards in critical areas, and an environmentally friendly asphalt pavement; Working an Operational Test Evaluation contract, the LTPP program, Partnership for Transportation Investment, and a national Commercial Vehicle Information Systems Network; Working on the International Scene, including the DIVINE international project on truck-pavement interface, the Pan American Institute of Highways (65 centers in 20 countries), traffic safety conference for Latin American and Caribbean countries in Brazil, working with the Republic of South Africa and the Russian National Training Center, the International Fellowship Program, scanning tours for Australian, European, Canadian and Mexican technology, and ITS technologies for the North American Free Trade Agreement. "Getting It Right" - Better Data, including MOBILE Vehicle Emissions Model to study air quality, Highway Safety Information System (HSIS), household surveys, a Nationwide Personal Transportation Survey initiated in 1995, equations to determine design criteria for prestressed concrete beams, video inspection of highway edge drains and field evaluations of low volatile organic compound (VOC) coatings; Better Simulations and Models, including HIGHWAY1, that estimates direct highway construction employment, cost allocations, the Highway Economic Requirements System (HERS), Travel Model Improvement Programs, and improvement of roadside safety hardware; and Better Methods. KW - Research and technology program, 1995 KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/460662 ER - TY - RPRT AN - 00723824 AU - Pierce, L M AU - Washington State Department of Transportation AU - Federal Highway Administration TI - RUBBER MODIFIED AND PERFORMANCE BASED ASPHALT BINDER PAVEMENTS, I-5 NISQUALLY RIVER TO GRAVELLY LAKE. POST CONSTRUCTION REPORT PY - 1996/01 SP - 51 p. AB - This report describes the construction of asphalt pavements made with three types of asphalt binders. The three types of binders were PBA-6, PBA-6GR (ground rubber), and AR4000W. The two modified binders, PBA-6 and PBA-6GR, are being evaluated to determine their resistance to rutting as compared to the conventional binder, AR4000W. Construction was not without problems. Cyclic segregation, defined as repetitive areas of asphalt mix segregation that occur at approximately every truck load, was a major problem on the northbound lanes. A material transfer device was used on the southbound lanes which minimized the cyclic segregation effect. At the time of this report (approximately two years and 1.0 to 2.0 million ESALs), there is no data that indicate which of the three asphalt binder types will have better performance. The project will be monitored over the next five to ten years to identify if any added performance is gained in any one of the mixes. KW - Asphalt KW - Asphalt rubber KW - Mechanical analysis KW - Paving KW - Performance evaluations KW - Rutting KW - Segregation (Aggregates) UR - http://www.wsdot.wa.gov/research/reports/fullreports/407.1.pdf UR - https://trid.trb.org/view/460191 ER - TY - RPRT AN - 00720257 AU - Federal Highway Administration TI - HAZARDOUS MATERIAL HIGHWAY SIGNING. SUMMARY REPORT PY - 1996/01 SP - 2 p. AB - This is a Summary Report of a study conducted to recommend a signing system that meets the hazardous materials (hazmat) routing and restriction needs of State and local jurisdictions. The study approach involved a review of the literature and three data collection efforts. Six types of hazmat signs needed are identified and recommended revisions to hazmat symbols presented in the Manual on Uniform Traffic Control Devices (MUTCD), Section 2B-43b, are shown in figures and discussed. The full report on this study is "Hazardous Material Highway Signing" by Stanley R. Byington (FHWA-RD-95-071). KW - Hazardous materials KW - Manual on Uniform Traffic Control Devices KW - Recommendations KW - Revisions KW - Symbols KW - Traffic signs UR - https://trid.trb.org/view/454644 ER - TY - RPRT AN - 00720251 AU - Bloomfield, J R AU - Christensen, J M AU - Peterson, A D AU - Kjaer, J M AU - Gault, A AU - Honeywell AU - Federal Highway Administration TI - HUMAN FACTORS ASPECTS OF TRANSFERRING CONTROL FROM THE DRIVER TO THE AUTOMATED HIGHWAY SYSTEM WITH VARYING DEGREES OF AUTOMATION. REVISED WORKING PAPER PY - 1996/01 SP - 97 p. AB - This experiment is part of a series designed to explore human factors issues related to the Automated Highway System (AHS) that is being conducted using the Iowa Driving Simulator (IDS). The IDS has a moving base hexapod platform containing a mid-sized sedan. Sixty drivers--half between the ages of 25 and 34 years, and half aged 65 or older--drove the simulator vehicle in 6 experimental trials. Imagery was projected onto a 3.35-rad (192 deg) screen in front of the driver, and onto a 1.13-rad (65 deg) screen to the rear. The experiment focused on a generic AHS configuration in which the left lane was reserved for automated vehicles, the center and right lanes were reserved for unautomated vehicles, and there was no dedicated transition lane and no barrier between the automated and unautomated lanes. The driver drove onto a freeway and moved to the center lane. Then, in a manual, partially automated, or fully automated manner, the vehicle was moved into the automated lane, control was transferred to the AHS, and the vehicle was positioned at the head of the string of vehicles that were approaching it from behind. The timing of the entry maneuver is of critical importance--a vehicle that enters the automated lane rapidly will have minimal impact on the efficiency of the AHS. When the fully automated transfer method was used, from the moment that the "Enter" command was issued until the vehicle was completely in the automated lane, the time elapsed was 1.86 s--this was considerably faster than the other two transfer methods which both relied on the driver to move the vehicle into the automated lane. When using the fully automated transfer method, the minimum inter-string gap required for a vehicle to enter the automated lane without delaying the following automated vehicles increased from 0.89 s, through 2.81 s, to 6.22 s as the design velocity increased from 104.7 km/h (65 mi/h), through 128.8 km/h (80 mi/h), to 153.0 km/h (95 mi/h). A comparison of the possible traffic flow rates for the design velocities indicated that the traffic flow when the design velocity is 104.7 km/h (65 mi/h) is likely to be four times the flow when the design velocity is 153.0 km/h (95/h). Note, it is not the design velocity of 104.7 km/h (65 km/h) per se that produces the higher traffic flow--rather it is the relatively low velocity differential between the design velocity and the speed limit in the unautomated lanes. There were no collisions in this experiment--suggesting that the drivers were able to join the automated lane safely. KW - Adult drivers KW - Adults KW - Aged drivers KW - Automated highway systems KW - Automated lane entry KW - Design speed KW - Drivers KW - Driving simulators KW - Human factors KW - Human subject testing KW - Intelligent transportation systems KW - Maneuvering KW - Motor vehicles KW - Speed KW - Traffic flow KW - Traffic speed KW - Velocity differential UR - https://trid.trb.org/view/454638 ER - TY - RPRT AN - 00720248 AU - Allen, T M AU - Elias, V AU - Earth Engineering and Sciences, Incorporated AU - Federal Highway Administration TI - DURABILITY OF GEOSYNTHETICS FOR HIGHWAY APPLICATIONS. INTERIM REPORT PY - 1996/01 SP - 59 p. AB - This report provides background and summary of the scope of work for the pooled fund study, "Durability of Geosynthetics for Highway Applications". Status and a summary of initial test results for each of the tasks in this study, as well as a summary of the significant accomplishments to date are provided. Finally, discussion of geosynthetic life prediction issues and additional research needs are provided. KW - Chemical degradation KW - Durability KW - Geosynthetics KW - Reinforcement (Engineering) UR - https://trid.trb.org/view/454635 ER - TY - RPRT AN - 00720222 AU - McGhee, C C AU - Arnold, E D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - REVIEW AND EVALUATION OF METHODS FOR ANALYZING CAPACITY AT SIGNALIZED INTERSECTIONS. FINAL REPORT PY - 1996/01 SP - 46 p. AB - The Virginia Department of Transportation's (VDOT's) current policy is to use and accept from others the 1994 Highway Capacity Manual (HCM) as the basis for capacity analysis on Virginia's streets and highways. VDOT uses the latest version of the Highway Capacity Software (HCS). Software programs replicating the 1994 HCM may be used by others submitting work to VDOT for review; however, all input data and assumptions must be provided, and VDOT may use the HCS to check the submitted analysis. The analysis may be rejected if different results are obtained. To recommend appropriate revisions to this policy, this study evaluated computer software other than HCS that can be used in the analysis of signalized intersections, determining which programs provide acceptable results. The study then evaluated the results from simulation models to determine when and how to use this output in the analysis of signalized intersections. The study recommended that, in addition to HCS, VDOT use and accept from others SIGNAL94 and HCM/Cinema, or TRAF/NETSIM for capacity analysis at isolated intersections. CINCH, however, should not be used or accepted. For congested, oversaturated intersections, TRAF/NETSIM should be the preferred analysis type. Estimates of queue length at isolated signalized intersections should be derived from SIGNAL94, HCM/Cinema, or TRAF/NETSIM. For non-isolated intersections where queuing and spillback are a potential problem, simulation analysis with TRAF/NETSIM should be used instead of capacity analysis to determine the operational characteristics of the corridor. KW - Highway capacity KW - Highway Capacity Manual KW - Isolated intersections KW - Isolated signalized intersections KW - Level of service KW - Queuing KW - Signalized intersections KW - Software KW - Traffic congestion KW - Traffic delays KW - Traffic simulation UR - http://ntl.bts.gov/lib/36000/36900/36953/96-R16.pdf UR - https://trid.trb.org/view/454610 ER - TY - RPRT AN - 00720223 AU - Cottrell, B H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - USING ALL-WAY STOP CONTROL FOR RESIDENTIAL TRAFFIC MANAGEMENT. FINAL REPORT PY - 1996/01 SP - 48 p. AB - All-way, or multiway, stop signs are perhaps the most controversial form of residential traffic control. Residents are likely to request all-way stop signs more frequently than any other form of control. Stop signs are thought of as panaceas for many traffic problems. The Virginia Department of Transportation (VDOT) receives requests for all-way stop control (AWSC) on residential streets primarily to slow traffic, but also to reduce cut-through traffic. The objective of this study was to evaluate the effectiveness of AWSC for residential traffic management. The study was limited to the use of AWSC on local residential streets. A comprehensive review of the literature and a questionnaire survey of selected traffic engineering agencies were conducted to identify current use of AWSC. Three case studies using a series of AWSC intersections to reduce cut-through traffic on local residential streets were analyzed. The majority of traffic engineering agencies use AWSC warrants from the Manual on Uniform Traffic Control Devices (MUTCD). Several agencies use modified MUTCD warrants or a rating system because the MUTCD warrants appear inappropriate for residential streets with lower traffic volumes. When installed at a series of intersections, AWSC was effective in reducing cut-through volumes at the three locations. VDOT should continue to use a series of AWSC intersections as one tool to decrease cut-through traffic on local residential streets. KW - All-way stop control KW - Case studies KW - Data collection KW - Effectiveness KW - Four way stop signs KW - Guides to the literature KW - Highway traffic control KW - Literature reviews KW - Local street KW - Manual on Uniform Traffic Control Devices KW - Measures of effectiveness KW - Multiway stop signs KW - Questionnaires KW - Residential roads KW - Residential streets KW - Speed control KW - Streets KW - Surveys KW - Through traffic KW - Traffic warrants KW - Warrants (Traffic control devices) UR - http://ntl.bts.gov/lib/36000/36900/36954/96-R17.pdf UR - https://trid.trb.org/view/454611 ER - TY - RPRT AN - 00720188 AU - Rademaker, M AU - Illinois Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF STONE MATRIX ASPHALT. FINAL REPORT PY - 1996/01 SP - 110 p. AB - Stability of conventional bituminous pavements is compromised and rutting rates are accelerated by continually increasing traffic volumes and heavy truck traffic. Stone Matrix Asphalt (SMA) was identified during the 1990 European Asphalt Study Tour (EAST) as a possible replacement mix for heavily trafficked pavements. This report documents Illinois' experience with seven SMA projects. To determine what would best suit Illinois, the Illinois Department of Transportation (IDOT) investigated two different types of mixture gradations, three types of aggregates, and three types of modifiers. Findings to date indicate the three types of aggregates and modifiers performed adequately when designed to the coarser mixture gradation. The smaller SMA gradation type was not as successful. These mixtures generally were tender and flushed. SMAs were very sticky, especially the polymer-modified, and were difficult to remove from trucks and to work by hand. Mixing and laydown temperatures were found to be more critical than for dense-graded mixtures. Plant type (batch or drier-drum) did not affect mixture production. Costs were approximately 40% higher than for dense-graded mixtures. This cost is expected to decrease with experience. The overall successes of the seven projects were variable. These projects will be monitored for performance. IDOT will consider SMA as an alternative to conventional dense-graded mixtures in areas of heavy and congested traffic, areas of heavy truck traffic, and areas where rutting has been a continual problem. KW - Constructability KW - Construction KW - Costs KW - Durability KW - Mix design KW - Performance evaluations KW - Rutting KW - Stone matrix asphalt UR - https://trid.trb.org/view/454577 ER - TY - RPRT AN - 00720159 AU - Moser, R AU - Colorado Department of Transportation AU - Federal Highway Administration TI - EFFICIENCY OF SEDIMENT BASINS: ANALYSIS OF THE SEDIMENT BASINS CONSTRUCTED AS PART OF THE STRAIGHT CREEK EROSION CONTROL PROJECT. FINAL REPORT PY - 1996/01 SP - 78 p. AB - Erosion, sedimentation, and water pollution caused by runoff from the highway system are of concern to the Colorado Department of Transportation (CDOT). Compliance with federal and state water quality regulatory requirements along with a desire to minimize adverse environmental impacts have led to the need to control highway runoff. A variety of practices can be used to improve the quality of highway runoff and thereby reduce potential impacts to receiving waters. One such measure that can be constructed is a sediment basin. The Straight Creek Erosion Control Project, completed by CDOT in the summer of 1994, included the construction of eleven sediment basins between the "toe" of the I-70 fill slope and Straight Creek. These basins were constructed to reduce highway runoff sediment loadings into Straight Creek. This report provides information about the amount of material captured by the basins and their efficiency in removing sediment from the highway runoff. It is hoped that the report findings will help in future decisions on whether or not sediment basin construction is warranted and what sediment removal efficiency can be anticipated. KW - Drainage basins KW - Economic efficiency KW - Efficiency KW - Erosion control KW - Runoff KW - Sediment basins KW - Sedimentation KW - Storms KW - Stormwater quality KW - Water quality UR - https://trid.trb.org/view/454548 ER - TY - RPRT AN - 00720157 AU - Ketchart, K AU - Wu, JTH AU - Colorado Department of Transportation AU - Federal Highway Administration TI - LONG-TERM PERFORMANCE TESTS OF SOIL-GEOSYNTHETIC COMPOSITES. FINAL REPORT PY - 1996/01 SP - 165 p. AB - Creep criteria for designing with geosynthetics as earth reinforcement were developed from in-air testing. It has been observed many times that geosynthetically reinforced soils (GRS) do not exhibit creep behavior predicted by the in-air tests. In fact, significant long-term geosynthetic creep in GRS features built with granular soils is unreported. This paper describes development of a testing device and testing protocol to measure performance of GRS composite behavior. Testing included geosynthetically-reinforced granular and cohesive soils as well as unreinforced soils. Loads and reinforcements were varied. Of the several conclusions, one of the more important is that geosynthetic creep will not occur in GRS composites with granular soils. In fact, loads in geosynthetics can become less with time in "typical" field constructions with granular soil. KW - Cohesive soils KW - Creep KW - Geosynthetics KW - Granular soils KW - Mechanically stabilized earth KW - Performance testing KW - Performance tests KW - Testing equipment UR - https://trid.trb.org/view/454546 ER - TY - RPRT AN - 00720117 AU - Gilfert, J C AU - Athens Technical Specialists, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - A STUDY OF THE ACCURACY AND RELIABILITY OF AUTOMATIC TRAFFIC RECORDING DEVICES. FINAL REPORT PY - 1996/01 SP - 56 p. AB - The Automatic Traffic Recorder (ATR) counts the vehicular traffic which passes over a set of sensors that are fixed in position on a given roadway. The modern ATR not only counts the vehicles, but determines which of 14 classes (defined by FHWA Scheme F) the vehicle fits into, measures the vehicle speed, and provides separate totals for each class and for each speed range. The objective of this program was to design and build a device which emits patterns of simulated roadway sensor outputs (signatures) to test the accuracy of the counting and classification functions of the modern ATR. In an actual installation, the types and spacing and arrangement of the roadway sensors are variables. The tester accommodates these variables, as well as providing a great deal of flexibility in the overall test duration, counting intervals (time), number of lanes counted simultaneously, and format of the data cabling between components. The test setup is eased considerably by the extensive use of sequenced menu selections, which ask the appropriate questions, and list the possible responses. After the tester setup is complete, the operator is prompted to setup the ATR in a compatible fashion. The cabling is then connected, and the tester begins to transmit a variety of signatures to the ATR at various speeds, based on the setup information. The tester software records the count, class, and speed of each signature output to the ATR for the specified test duration, and then automatically records the output report to disk. After retrieving the observed count, class, and speed information from the ATR, the two reports are compared to determine the accuracy of the ATR. The result is a device which has been verified to provide appropriate vehicle signatures to a variety of makes and models of ATR. The device has been used to test about 150 individual units of a single model of ATR (StreeterAmet 241), and gave consistent results. Over time the use of this tester will add to the credibility of the data used in usage studies, save time and money by reducing the errors and defective data collection, and help pinpoint the weak areas in the ATRs used by the State of Ohio. KW - Accuracy KW - Reliability KW - Software KW - Testing equipment KW - Traffic counts UR - https://trid.trb.org/view/454506 ER - TY - RPRT AN - 00720102 AU - Hathhorn, W E AU - Yonge, D R AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THE ASSESSMENT OF GROUNDWATER POLLUTION POTENTIAL RESULTING FROM STORMWATER INFILTRATION BMP'S. RESEARCH REPORT PY - 1996/01 SP - 65 p. AB - Washington State has begun a program to dispose of highway runoff in which a priority has been given to the use of infiltration type technologies (e.g., infiltration basins, dry wells, etc.). Heavy metals are the most prevalent priority pollutant in highway runoff. Though traditionally these heavy metals are thought to possess relatively large retardation factors within the subsurface, previous studies have indicated a possibility of their transport being facilitated through complexation with natural organic matter (NOM). If ignored this form of transport may pose serious errors in the prediction of metal(s) breakthrough times and mass loadings to underlying groundwaters. In addressing this issue, soil columns were tested under loading conditions similar to actual infiltration BMP's to assess the performance of these facilities in removing heavy metals (Cd, Cu, Pb, Zn) from infiltrating water. Experiments were performed investigating the effects of high and low concentrations of NOM on metals attenuation by field soils. Results show that high concentrations of NOM actually improved soil column performance. The data revealed that metals speciation and background metals present in the soil are important factors to consider, because they can affect expected metals removal rates of soils. The hydraulics of the system played a secondary role to the geochemistry. Results suggest that infiltration can be a viable alternative in disposing of runoff at low metals concentrations. Modifications to guidelines were discussed to improve the long-term performance of infiltration facilities. KW - Best practices KW - Drainage KW - Geochemistry KW - Groundwater KW - Heavy metals KW - Infiltration KW - Management KW - Organic content KW - Organic content (Soil) KW - Pollution KW - Runoff UR - http://www.wsdot.wa.gov/research/reports/fullreports/389.1.pdf UR - https://trid.trb.org/view/454491 ER - TY - RPRT AN - 00720103 AU - Hathhorn, W E AU - Yonge, D R AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THE ASSESSMENT OF GROUNDWATER POLLUTION POTENTIAL RESULTING FROM STORMWATER INFILTRATION BMP'S. TECHNICAL REPORT PY - 1996/01 SP - 191 p. AB - Washington State has begun a program to dispose of highway runoff in which a priority has been given to the use of infiltration type technologies (e.g., infiltration basins, dry wells, etc.). Heavy metals are the most prevalent priority pollutant in highway runoff. Though traditionally these heavy metals are thought to possess relatively large retardation factors within the subsurface, previous studies have indicated a possibility of their transport being facilitated through complexation with natural organic matter (NOM). If ignored this form of transport may pose serious errors in the prediction of metal(s) breakthrough times and mass loadings to underlying groundwaters. In addressing this issue, soil columns were tested under loading conditions similar to actual infiltration BMP's to assess the performance of these facilities in removing heavy metals (Cd, Cu, Pb, Zn) from infiltrating water. Experiments were performed investigating the effects of high and low concentrations of NOM on metals attenuation by field soils. Results show that high concentrations of NOM actually improved soil column performance. The data revealed that metals speciation and background metals present in the soil are important factors to consider, because they can affect expected metals removal rates of soils. The hydraulics of the system played a secondary role to the geochemistry. Results suggest that infiltration can be a viable alternative in disposing of runoff at low metals concentrations. Modifications to guidelines were discussed to improve the long-term performance of infiltration facilities. KW - Best practices KW - Drainage KW - Geochemistry KW - Groundwater KW - Heavy metals KW - Infiltration KW - Management KW - Organic content KW - Organic content (Soil) KW - Pollution KW - Runoff UR - http://www.wsdot.wa.gov/research/reports/fullreports/389.2.pdf UR - http://ntl.bts.gov/lib/5000/5800/5819/InfiltrationBMPs.pdf UR - https://trid.trb.org/view/454492 ER - TY - RPRT AN - 00716743 AU - Mitre Corporation AU - Federal Highway Administration AU - Federal Transit Administration TI - INTELLIGENT TRANSPORTATION INFRASTRUCTURE BENEFITS: EXPECTED AND EXPERIENCED PY - 1996/01 SP - 17 p. AB - The experience of the US DOT has led to the definition of an Intelligent Transportation Infrastructure (ITI) consisting of traffic detection and monitoring, communications, and control systems required to support a variety of ITS products and services in metropolitan and rural areas. Whether infrastructure is deployed by the public sector, the private sector or a combination of the two depends on the locality. The ITI provides the building blocks needed to effectively deploy and operate, as locally appropriate: traffic signal control systems, freeway management systems, transit management systems, incident management systems, electronic fare payment systems, electronic toll collection systems and multimodal traveler information systems. Signifigant benefits have been recorded using ITI in areas such as accident reduction, time savings, transit customer service, roadway capacity, emission reduction, fuel consumption and vehicle stops. KW - Advanced public transportation systems KW - Air quality management KW - Automated toll collection KW - Automatic fare collection KW - Customer service KW - Emissions reduction KW - Fare collection KW - Fuel consumption KW - Infrastructure KW - Intelligent transportation systems KW - Magnetic farecards KW - Management KW - Pollutants KW - Public transit KW - Roadway capacity KW - Systems KW - Transit management systems UR - http://ntl.bts.gov/lib/16000/16400/16452/PB2000103992.pdf UR - https://trid.trb.org/view/453598 ER - TY - RPRT AN - 01508923 AU - United States Federal Highway Administration TI - US Highway 71- Texarkana to the Louisiana State Line, Miller County : environmental impact statement PY - 1996///Volumes held: Draft, Final KW - Arkansas KW - Environmental impact statements UR - https://trid.trb.org/view/1293247 ER - TY - RPRT AN - 01508911 AU - United States Federal Highway Administration TI - Appalachian Corridor H construction, Elkins, WV to I-81 in Virginia : environmental impact statement PY - 1996///Volumes held: D,Dsup,Dsupsum,Dsupapp[1992],Dsup2,Dsup2app[1994],F(3v),FDsup (2001),Fsup(2002),FDsup2(2002),Fsup2(2007) KW - Environmental impact statements UR - https://trid.trb.org/view/1293235 ER - TY - RPRT AN - 01508631 AU - United States Federal Highway Administration TI - Winston-Salem northern beltway (western section) : environmental impact statement PY - 1996///Volumes held: Draft, Final, Fsup (2v), Final supplement to the final2(3v) KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1292955 ER - TY - JOUR AN - 01399535 JO - Public Roads PB - Federal Highway Administration AU - Goldberg, L S TI - Local government highway finance trends: 1984-1993 PY - 1996 VL - 60 IS - 1 SP - 24-7 KW - Data collection KW - Data collection KW - Financing KW - History KW - History KW - Local government KW - Local government KW - Road funding KW - Usa UR - https://trid.trb.org/view/1167319 ER - TY - JOUR AN - 01399372 JO - Public Roads PB - Federal Highway Administration AU - Weingroff, R F TI - Milestones for US highway transportation and the Federal Highway Administration PY - 1996 VL - 59 IS - 4 SP - 44-50 KW - Highway KW - Highway planning KW - Highway safety KW - Highway transportation KW - Highways KW - History KW - History KW - Legislation KW - Legislation KW - Policy KW - Policy KW - Rail transport KW - Railroad transportation KW - Road authority KW - Road development KW - Road safety KW - Road transport KW - Transportation departments KW - Usa UR - https://trid.trb.org/view/1167156 ER - TY - RPRT AN - 01099627 AU - Pittenger, Jerry L AU - Williams, David F AU - Cluett, Christopher AU - Cobum, Elizabeth AU - Creighton, Donald E AU - Gianattasio, John AU - Harrelson, Barbara AU - Hayes, Julie AU - Jenq, Jeff AU - Raman, Mala AU - Ryan, Mark E AU - Seebode, Gary W AU - Winstead, Harvey L AU - Zimmerman, Carol A AU - Battelle AU - BRW, Incorporated AU - Federal Highway Administration TI - Atlanta Traveler Information Showcase 1996: Mission Statement PY - 1996 SP - 218p AB - On April 11,1996, Governor Zell Miller officially opened Georgia's Advanced Transportation Management System (ATMS), inaugurating the States first intelligent transportation system (ITS). Two years earlier, the Federal Highway Administration had selected Atlanta as the site for an ITS demonstration for a number of reasons: the ATMS's capabilities for providing travelers with up-to-the- minute traffic information, Atlantas Transportation Management Center (TMC), and the 1996 Summer Olympic and Paralympic Games, which would add more than 2 million athletes, coaches, spectators, and other visitors to the city's increasingly congested metropolitan region. The Traveler Information Showcase was closely integrated with the ATMS and operated from the TMC. During the four-month Showcase demonstration-from June to September of 1996- the Federal Highway Administration and the Georgia Department of Transportation demonstrated to the traveling public of Atlanta, Georgia and to the rest of the world the benefits of intelligent transportation system technology. This document, prepared under the sponsorship of the Federal Highway Administration, describes the planning, technical approach, operations, and lessons learned of the Traveler Information Showcase. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Atlanta (Georgia) KW - Demonstration projects KW - Driver information systems KW - Highway traffic control KW - Intelligent transportation systems KW - Olympic games KW - Real time information KW - Technology KW - Traffic congestion KW - Urban areas UR - http://ntl.bts.gov/lib/16000/16700/16765/PB2000104750.pdf UR - https://trid.trb.org/view/851837 ER - TY - RPRT AN - 01062288 AU - Federal Highway Administration TI - Milwaukee East-West Corridor, IH-43 and Hampton Avenue to downtown Milwaukee and along IH-94 to WI-16, Milwaukee County, Waukesha County : environmental impact statement PY - 1996///Volumes held: Draft KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/821785 ER - TY - RPRT AN - 01062285 AU - Federal Highway Administration TI - WV9 Corridors, Berkeley Springs to Martinsburg, Morgan County, Berkeley County : environmental impact statement PY - 1996///Volumes held: Draft KW - Environmental impact statements KW - West Virginia UR - https://trid.trb.org/view/821782 ER - TY - RPRT AN - 01062275 AU - Federal Highway Administration TI - TH 14/52 Rochester Corridor, Olmsted County : environmental impact statement PY - 1996///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/821771 ER - TY - RPRT AN - 01062272 AU - Federal Highway Administration TI - Port of Miami tunnel & access improvements from I-395 to the Port of Miami, Dade County : environmental impact statement PY - 1996///Volumes held: Draft, Project Development and Environmental Study, B1 KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/821768 ER - TY - RPRT AN - 01062270 AU - Federal Highway Administration TI - Southwest Indiana highway corridor, Gibson, Pike, Warrick, Monroe, Greene, and Daviess Counties : environmental impact statement PY - 1996///Volumes held: Draft, Draft Appendix, aerial photographs B1(fol) KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/821766 ER - TY - RPRT AN - 01062262 AU - Federal Highway Administration TI - US Route 71/Range Line Road Bypass east of the Joplin City limits, Jasper County : environmental impact statement PY - 1996///Volumes held: Draft, Final KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/821758 ER - TY - RPRT AN - 01062260 AU - Federal Highway Administration TI - US 34 roadway and bridge improvement from I-29 in Mills County [IA] to US 75 in Sarpy County[NE] : environmental impact statement PY - 1996///Volumes held: Draft KW - Environmental impact statements KW - Iowa KW - Nebraska UR - https://trid.trb.org/view/821756 ER - TY - RPRT AN - 01062258 AU - Federal Highway Administration TI - Parker Road (SH83)/ I-225 interchange, Peoria St to Hampden Avenue : environmental impact statement PY - 1996///Volumes held: Draft, Final(2v) KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/821754 ER - TY - RPRT AN - 01062257 AU - Federal Highway Administration TI - Erie east side access study, Erie County : environmental impact statement PY - 1996///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821753 ER - TY - RPRT AN - 01062253 AU - Federal Highway Administration TI - Putnam St Bridge replacement across the Muskingum River, City of Marietta, Washington County : environmental impact statement PY - 1996///Volumes held: Draft, Final KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/821749 ER - TY - RPRT AN - 01062250 AU - Federal Highway Administration TI - Tampa interstate project, I-275 to just north of Cypress St and I-275 from the Howard Frankland Bridge/Kennedy Boulevard ramps north to Dr. Martin Luther King, Jr. Boulevard and I-4 from I-275, Hillsborough County : environmental impact statement PY - 1996///Volumes held: Draft, Draft Appendix, Final, Final Appendix; Task A5b12 conceptual stage relocation plan (B1); Task A5b12 conceptual stage relocation plan, addendum to appendices (B2) KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/821746 ER - TY - RPRT AN - 01062248 AU - Federal Highway Administration TI - US 50 Highway improvements between the city of Athens to the village of Coolville, US 50 18.58 from 4 km west of OH-690 to OH-7, Athens County : environmental impact statement PY - 1996///Volumes held: Draft, Final KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/821744 ER - TY - RPRT AN - 01062244 AU - Federal Highway Administration TI - Arden Garden connector project, Arden Way in North Sacramento to Garden Highway in South Natomas across the Natomas East Main Drainage Canal, Sacramento County : environmental impact statement PY - 1996///Volumes held: Draft(2v),Dv.2rev(Oct. 1995), Final(3v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821740 ER - TY - RPRT AN - 01062239 AU - Federal Highway Administration TI - US-89, I-15/Farmington to Harrison Boulevard/South Ogden, Davis County / Weber County : environmental impact statement PY - 1996///Volumes held: Draft, Supplement to the draft, Final,Map B1 KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/821735 ER - TY - RPRT AN - 01062233 AU - Federal Highway Administration TI - Alternatives to replacement of the Embarcadero Freeway and the Terminal Separator Structure, San Francisco County : environmental impact statement PY - 1996///Volumes held: Draft, Final(2v) ; Terminal separator structure/Transbay Terminal (1993) B1 ; TSS / mid-Embarcadero preliminary transportation study draft (1994) B2 KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821729 ER - TY - RPRT AN - 01062231 AU - Federal Highway Administration TI - US 61 relocation, Route 61 to south of Route 36, south of Route 36 to south of Route M, Hannibal County, Ralls County : environmental impact statement PY - 1996///Volumes held: Draft, Final KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/821727 ER -