TY - RPRT AN - 00720112 AU - Mounce, J M AU - Ulberg, M A AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - IMPACT ASSESSMENT OF REVISED RETROREFLECTIVITY REQUIREMENTS FOR HIGHWAY SIGNS IN MONTANA. PHASE I - FINAL REPORT PY - 1995/09 SP - 38 p. AB - The objective of this report is to give a preliminary assessment of the impact that revised retroreflectivity requirements will have on the State of Montana. Conclusions and recommendations are made for Montana's future management and handling of sign inventory data. This objective is addressed through the following tasks: Task A: Review, assimilation and analyses of current literature available on a nationwide basis; Task B: Discussion of results from a multi-state phone solicitation regarding state sign management practices and policies; Task C: An assessment of sign reflectivity inspection equipment and sampling methodology; and Task D: Evaluation of Montana's sign inventory on the basis of current practices and condition of a limited sampling of signs. Recommendations of this report include upgrading of, or improvements to Montana Department of Transportation's sign management system and multi-district statewide retroreflective sampling to better determine the impacts revised standards may have. KW - Data management KW - Guides to the literature KW - Impact studies KW - Information processing KW - Inspection equipment KW - Interviewing KW - Inventory KW - Literature reviews KW - Management KW - Management policies KW - Management systems KW - Policy KW - Recommendations KW - Requirements KW - Retroreflectivity KW - Revisions KW - Sampling KW - Specifications KW - Traffic signs UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/reflect_sign.pdf UR - http://ntl.bts.gov/lib/45000/45800/45831/reflect_sign53.pdf UR - https://trid.trb.org/view/454501 ER - TY - RPRT AN - 00720119 AU - Hicks, R G AU - Sosnovske, D AU - Leahy, R AU - Oregon Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF RUTTING POTENTIAL OF OREGON SURFACE MIXES. FINAL REPORT PY - 1995/09 SP - 141 p. AB - The purpose of this study was to evaluate the rutting potential of selected asphalt concrete mixes used in Oregon. Dense- and open-graded, as well as large stone, mixes were considered. The experimental design included one asphalt cement, two aggregates, and nine different combinations of mix type and lift thickness. Specimens were fabricated in the lab by means of rolling wheel compaction and then evaluated by two methods: the LCPC (Laboratoire Central des Ponts et Chaussees) wheel tracking device and the simple shear device developed as part of the Strategic Highway Research Program (SHRP). With the wheel tracking device, rutting potential was characterized in terms of rut depth and rutting potential; with the simple shear device, rutting potential was characterized in terms of cumulative permanent shear strain. The wheel tracking and simple shear devices did discriminate among the various mix types. Based on these limited data, the relative ranking of mixes with respect to rutting potential is A > B > C > F (best to worst) in the simple shear device and B = C > A > F in the LCPC rut tester. The limited laboratory testing of the F-mixes (open-graded) suggests that it might be prone to rutting which is contradictory to its observed performance in the field. Also, the layered F-mixes performed better than did the F-mix alone. Additional testing with increased confinement, in both the wheel tracking and shear devices, is clearly warranted. Finally, additional laboratory test data would permit the development of performance criteria for the Oregon mixes in terms of both test devices. KW - Aggregate mixtures KW - Asphalt concrete KW - Dense graded aggregates KW - Dense graded mixes KW - Equipment KW - Laboratory tests KW - Large stone mixes KW - Mixtures KW - Open graded aggregates KW - Rut depth KW - Rutting KW - Shear properties KW - Shear strain KW - Simple shear device KW - Stone KW - Wheel tracking device UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/EvalOfRuttingPotential.pdf UR - https://trid.trb.org/view/454508 ER - TY - RPRT AN - 00720096 AU - Cutting, A AU - Porter, R AU - Mannering, F AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT AND EVALUATION OF AN INCIDENT RESPONSE DATABASE FOR WASHINGTON STATE. FINAL TECHNICAL REPORT PY - 1995/09 SP - 219 p. AB - Incidents (vehicle accidents and disablements) significantly contribute to the growing traffic congestion problem in Washington state. To mitigate the adverse impacts of incidents, the Washington State Department of Transportation has established a number of incident management systems that employ a variety of incident management procedures; however, it is difficult to quantify the effectiveness of these incident management procedures because the appropriate data are lacking. This study developed a database program to resolve this data deficiency and provide a single, consistent, statewide incident management database. To develop the database program, extensive interviews with incident management personnel were conducted and a review of the extant literature was undertaken. With this information in hand, the incident management database program was developed and tested extensively in the field. The data entry program was developed using FoxPro, a relational database software for DOS-, Macintosh-, Unix-, or Windows-based computers. The resulting software package is easy to use or modify as needs evolve. Based on field tests of the database program, there is no doubt that its widespread use could eventually have a significant impact on the evaluation and development of incident management systems in Washington state. KW - Databases KW - Development KW - Field tests KW - Geographic information systems KW - Guides to the literature KW - Incident management KW - Interviewing KW - Literature reviews KW - Software UR - http://www.wsdot.wa.gov/research/reports/fullreports/352.1.pdf UR - https://trid.trb.org/view/454485 ER - TY - RPRT AN - 00720097 AU - Ulberg, C AU - MacFarland, G AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - AN EVALUATION OF PUBLIC OPINION ABOUT CONGESTION PRICING AND TOLLS. FINAL RESEARCH REPORT PY - 1995/09 SP - 69 p. AB - Policy makers and transportation agencies are viewing various forms of transportation and congestion pricing as ways to deal with both congestion and increasingly scarce funding for the transportation system. To aid local governments in determining whether congestion pricing would be feasible in the Puget Sound region, this project assessed public attitude toward transportation pricing and explored ways to present information to the public that would increase their understanding. The research methodology included three data gathering techniques, seven 90-minute employer-based focus group sessions involving 86 people; thirteen interviews with regional elected officials, business leaders, and public managers; and three forums composed of previous focus groups participants to review the observations and conclusions of the study. On the basis of the participants' emphasis and our own observations, we believe that the following are the most important conclusions about public opinion from our study: 1) Pricing programs must ensure a reasonable level of mobility by providing good alternatives to SOVs (single occupant vehicles); 2) Pricing must be applied region-wide if it is to be effective and to have any chance of addressing geographic equity issues; 3) How the revenues are used is critical to public acceptance; 4) There must be well considered ways to deal with traffic and parking spillover; 5) Income equity issues must be addressed; 6) Members of the public must believe that transportation pricing will reduce congestion if they are to support it; and 7) The public must have a high level of confidence in the technology. KW - Attitudes KW - Congestion pricing KW - Public opinion KW - Tolls UR - http://www.wsdot.wa.gov/research/reports/fullreports/377.1.pdf UR - https://trid.trb.org/view/454486 ER - TY - RPRT AN - 00720079 AU - BROWN, C M AU - Advanced Technology and Research, Incorporated AU - Federal Highway Administration TI - LOW PROFILE VEHICLE CRASH TESTS WITH GUARDRAIL TERMINALS. FOIL TEST NUMBERS: 92F007 AND 92F008 PY - 1995/09 SP - 60 p. AB - This report contains the results of two crash tests. The crash tests involved 1985 Mazda RX7s and guardrail terminal ends. Two terminal ends were tested, one Breakaway Cable Terminal and one Eccentric Loader Breakaway Cable Terminal. The test speed for both tests was 60 mi/h (26.8 m/s). The tests were performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. Damage to the test vehicles and test articles was severe. The guardrail road up the hood and penetrated the occupant compartment. KW - Breakaway cable terminals KW - Breakaway supports KW - Crashes KW - Damage severity KW - Eccentric loader terminals KW - Federal outdoor impact laboratory KW - Guardrail terminals KW - Impact KW - Impact speed KW - Impact tests KW - Intrusion KW - Loaders KW - Loss and damage KW - Speed KW - Test vehicles KW - Testing UR - https://trid.trb.org/view/454468 ER - TY - RPRT AN - 00720080 AU - Mehrotra, M AU - Pragati Synergetic Research, Incorporated AU - Federal Highway Administration TI - APPLICATION OF MULTI-VIEWPOINT CLUSTERING ANALYSIS TO A HIGHWAY MAINTENANCE SYSTEM. FINAL REPORT PY - 1995/09 SP - 35 p. AB - In this report, the author presents the results from analyzing a pavement maintenance expert system, PAMEX, using the multi-viewpoint clustering (MVP-CA) methodology. KW - Cluster analysis KW - Expert systems KW - Multi-viewpoint KW - Pavement maintenance UR - https://trid.trb.org/view/454469 ER - TY - RPRT AN - 00720081 AU - Council, F M AU - Stewart, J R AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - DEVELOPMENT OF SEVERITY INDICES FOR ROADSIDE OBJECTS. RESOURCE MATERIALS PY - 1995/09 SP - 68 p. AB - This study was an attempt to develop severity indices (SIs) for various fixed objects that are impacted when vehicles leave the roadway. The objectives of the study were two-fold, including both the development of new indices with recent data from two states and the exploration of methodological issues related to statistical modeling and a literature-based exploration of unreported crashes. Both a severe injury SI and a cost-based SI were developed for a wide range of crash situations using data from both North Carolina and Illinois, where injury could be more precisely linked to the specific object struck. While the final SI indices developed were not categorized by exactly the same control variables for the two states, the values of the indices were, in general, moderately consistent between the states. Findings from North Carolina and Illinois were also consistent to a significant degree with SIs developed earlier by Mak, et al., using Texas data. In the limited sample of airbag-related impacts with guardrails, trees, and utility poles, it appears that the airbag will significantly reduce the value of the SI, and that the reduction could range from 30 to 70%. Additional future research is needed on the effects on SIs of both airbags and unreported crashes. KW - Accident costs KW - Air bags KW - Costs KW - Crash data KW - Crash reports KW - Crash severity KW - Crashes KW - Fixed objects KW - Guardrails KW - Illinois KW - Injury severity KW - North Carolina KW - Severity indexes KW - Single vehicle crashes KW - Statistics KW - Trees KW - Unreported accidents KW - Utility poles UR - https://trid.trb.org/view/454470 ER - TY - RPRT AN - 00720064 AU - Courage, K AU - Wise, J AU - Showers, R AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - UPDATES TO FLORIDA'S LEVEL OF SERVICE MANUAL AND GENERALIZED TABLES. FINAL REPORT PY - 1995/09 SP - 129 p. AB - This report summarizes the activities and products of a project that produced an updated version of Florida's Level of Service Manual and Generalized Tables. The principal product was a draft of the updated manual, which has been subsequently published in final form. Other products included implementation software, training materials, and a CD-ROM based version of the draft document as a multimedia demonstration. The final report also includes 14 working papers presenting the results of studies conducted in support of the recommended changes to the manual. KW - Florida KW - Highways KW - Level of service KW - Manuals KW - Tables (Data) KW - Traffic engineering KW - Transportation planning UR - https://trid.trb.org/view/454453 ER - TY - RPRT AN - 00720053 AU - McCallum, M AU - Lee, Jong Jae AU - Sanquist, T AU - Wheeler, W AU - Battelle Memorial Institute AU - Federal Highway Administration TI - DEVELOPMENT OF HUMAN FACTORS GUIDELINES FOR ADVANCED TRAVELER INFORMATION SYSTEMS AND COMMERCIAL VEHICLE OPERATIONS: ATIS AND CVO DEVELOPMENT OBJECTIVES AND PERFORMANCE REQUIREMENTS. RESOURCE MATERIALS PY - 1995/09 SP - 96 p. AB - This working paper documents Task B of the present project, Identify Advanced Traveler Information Systems (ATIS) and Commercial Vehicle Operations (CVO) System Objectives and Performance Requirements. The goal of Task B is to define the transportation community's current conceptualization of ATIS and CVO, providing a baseline of information for subsequent tasks. Information was obtained from a literature review, conducted as the first task of the project, and by interviewing and surveying government and private representatives of the ATIS and CVO development community. The results of this report have supported subsequent project tasks by: Providing basic information regarding the range of operational capabilities to be included in ATIS and CVO systems for use in the more specific definition of system functions and features during the conduct of Task C, Define Functions; Providing a survey of ATIS and CVO systems currently developed, or under development, in support of Task D, Comparable Systems Analysis; Providing a preliminary set of ATIS and CVO scenarios that can be further elaborated during the conduct of Task E, Task Analysis; and Providing a summary of performance requirements currently identified by the transportation community for subsequent incorporation in project research (Tasks H, K, and M). KW - Advanced traveler information systems KW - Alternatives analysis KW - Commercial vehicle operations KW - Developers KW - Forecasting KW - Guidelines KW - Guides to the literature KW - Human factors KW - Intelligent transportation systems KW - Interviewing KW - Literature reviews KW - Operational analysis KW - Operations KW - Performance based specifications KW - Performance specifications KW - Requirements KW - Specifications KW - Strategic planning KW - Systems analysis UR - http://www.bts.gov/NTL/DOCS/95109/ UR - http://ntl.bts.gov/DOCS/95109/index.html UR - https://trid.trb.org/view/454442 ER - TY - RPRT AN - 00713078 AU - ROGERS, A AU - Philadelphia (City of) Department of Streets AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - STRUCTURAL BACKFILL USING LIGHTWEIGHT AGGREGATE. CONSTRUCTION REPORT PY - 1995/09 SP - 82 p. AB - The purpose of this Demonstration Program is to perform an in-service evaluation of a lightweight aggregate, called Solite, for use as structural backfill material. This material has a unit weight of 60 lb/cu ft (961 kg/cu m), which is about half the unit weight of normal structural backfill as used by the Pennsylvania Department of Transportation. The Solite was placed on a construction project in the City of Philadelphia during November and December of 1992. This report details the installation and testing procedures conducted during the construction process. KW - Backfilling KW - Backfills KW - Bridge construction KW - Bridge foundations KW - Bridges KW - Construction KW - Construction management KW - Lightweight aggregates KW - Test procedures UR - https://trid.trb.org/view/448204 ER - TY - RPRT AN - 00712959 AU - Yu, S L AU - Kaighn, R J AU - Liao, S-L AU - O'Flaherty, C E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - THE CONTROL OF POLLUTION IN HIGHWAY RUNOFF THROUGH BIOFILTRATION. FINAL REPORT. VOLUME I: EXECUTIVE SUMMARY PY - 1995/09 SP - 27 p. AB - Biofiltration is the process of filtering polluted water through vegetation to remove pollutants. Pollutants may be removed through settling, infiltration, and adsorption to sediment and vegetation. This report summarizes the findings of three parallel studies into the use of biofiltration to remove pollutants from highway runoff. A grassed swale and buffer strip were examined for their ability to remove pollutants including total suspended solids (TSS), chemical oxygen demand (COD), total phosphorus (TP), and zinc (Zn). Secondly, laboratory tests of some wetland species determined their ability to remove these pollutants from highway runoff. Finally, rainfall-runoff data collected at the grassed swale and other sources were used to examine the applicability of several hydrologic methods to very small watersheds. The results of these parallel studies contribute to an understanding of biofiltration and stormwate runoff management. KW - Biochemical oxygen demand KW - Biofiltration KW - Field investigations KW - Field studies KW - Hydrology KW - Laboratory tests KW - Phosphorus KW - Pollution control KW - Runoff KW - Solids KW - Suspended solids KW - Suspensions (Chemistry) KW - Swales KW - Vegetation KW - Water pollution KW - Watersheds KW - Zinc UR - http://ntl.bts.gov/lib/36000/36900/36952/95-R28.pdf UR - https://trid.trb.org/view/448144 ER - TY - RPRT AN - 00711831 AU - Snyder, R R AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - IN-SERVICE EVALUATION OF THE BRAKEMASTER AND C-A-T CRASH CUSHIONS. FINAL REPORT PY - 1995/09 SP - 141 p. AB - The purpose of this Demonstration Program is to perform an in-service evaluation of two types of crash-tested end terminal treatment systems, the C-A-T and the BRAKEMASTER, to determine their effectiveness and acceptability for installation on Department projects as an alternate to the G.R.E.A.T. System for termination of concrete median barrier in narrow [4 ft (1.2 m)] median areas. This evaluation is based on a thirty-two month study duration in which installation procedures, costs, accident-related data and service and maintenance information were collected and assessed for each system. The C-A-T and the BRAKEMASTER Systems are not recommended as an alternate to the G.R.E.A.T. System to terminate concrete median barrier in narrow medians. However, their placement at individual project sites should be predicated on the development of design criteria based on selected parameters for system deployment. KW - Area KW - Building KW - Costs KW - Crash cushions KW - Crash data KW - End treatments KW - Facilities KW - Field tests KW - Guardrails KW - Installation KW - Maintenance KW - Median barriers KW - Medians KW - Narrow median areas KW - Performance evaluations KW - Recommendations KW - Width UR - https://trid.trb.org/view/447737 ER - TY - RPRT AN - 00712950 AU - Huang, H AU - White, T D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - CONCRETE PAVEMENT CRACK AND SEAT PERFORMANCE AND OVERLAY DESIGN. FINAL REPORT PY - 1995/08/30 SP - 137 p. AB - The object of this study is to develop guidelines and criteria for design and construction of overlays on cracked and seated concrete pavements. The main factors which are investigated in this study include: number of the seating roller passes, weight of seating roller, thickness of overlay, fiber content and fiber layer location. Eleven test sections were constructed on I-65 and twenty-two test sections were constructed on US-31. An extensive investigation was conducted involving both field and laboratory testing. Field investigations included pavement condition survey and nondestructive testing (NDT) of the pavements using a falling weight deflectometer (FWD) or Dynaflect. The laboratory investigation focused on physical property testing, complex modulus testing and fatigue testing. Three fiber extraction methods have been developed for this project. Preliminary test results show good precision of these methods. These fiber extraction methods should be used in future projects. Deflection measurements can be used to determine the appropriate weight and drop height of the breaking head. The guillotine breaker used in this project is effective in breaking PCC pavement. A 40 ton roller is recommended because the 50 ton roller appears to "overwork" the cracked concrete pavement. Roller passes have no significant effect on the maximum deflections. The optimum roller pass cannot be determined exclusively based on the maximum deflections. One to three passes of a 40 ton pneumatic-tired roller is adequate when seating is needed to assure contact of cracked pavement pieces with the subgrade. Use of fiber and the fiber layer location do not have a significant effect on pavement strength in terms of the maximum deflection. But use of fiber will delay the crack development. The least cracks developed in the sections which have fiber in all three layers. It is recommended that fiber be used in all overlay layers. Overlay thickness has an important effect on the maximum deflections and the development of reflective cracks. General trends of crack development showed in the first two years. Cracked and seated sections have less cracks than non-cracked and seated sections, with other conditions being same. The general trends are not obvious after two years. Beams of 3 x 3 in. (7.62 x 7.62 cm) are recommended to be used for flexural fatigue tests in the future due to small variability. Addition of fiber increases the fatigue life of overlay mixture. Composite samples with fiber [4.5 lb (2.04 kg)] have predicted fatigue life two times greater than those without fiber. Loading frequency and temperature have significant effects on dynamic modulus and phase angle of overlay mixture. The addition of fiber will change the viscoelastic properties of the mixture. KW - Crack and seat treatment KW - Deflection KW - Fatigue (Mechanics) KW - Fatigue life KW - Fiber reinforced concrete KW - Fiber reinforcement KW - Field tests KW - Guidelines KW - Laboratory tests KW - Overlays (Pavements) KW - Pavement deflection KW - Pavement design KW - Pavements KW - Paving KW - Reflection cracking KW - Roller passes KW - Roller weight KW - Test sections KW - Thickness KW - Viscoelasticity UR - https://trid.trb.org/view/448135 ER - TY - RPRT AN - 00711829 AU - Nukala, PKVV AU - Ramirez, J A AU - Lee, R H AU - Cohen, M D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - STAY-IN-PLACE DECK FORMS - HORIZONTAL SHEAR STRENGTH OF BRIDGE DECK PANELS - PART 2. FINAL REPORT PY - 1995/08/28 SP - 253 p. AB - One of the most economic methods of bridge deck construction consists of prestressed concrete deck panels used in stay-in-place forms in conjunction with the cast-in-place concrete topping instead of the traditional monolithic roadway deck slabs. The performance of this type of deck as a composite unit is only possible if the horizontal shear stress resulting from bending of the deck is effectively transferred across the interface of the two elements. It is assumed that horizontal shear stresses are transmitted across the interface due to bond between the precast panel and cast-in-place concrete acting in conjunction with the horizontal shear connectors provided across the interface. Presently the Indiana Department of Transportation requires a minimum of 20 shear connectors regardless of the panel dimensions. The shear connectors are placed across a broom finished deck panel surface. Broom finish with approximately 0.05 to 0.075 in. (1.27 to 1.91 mm) total amplitude deformations is specified instead of a raked finish with a total amplitude of 0.25 in. (6.35 mm) because of the reduced 2.5 in. (63.5 mm) thickness of the panels used in Indiana. This study focuses on the evaluation of the horizontal shear strength across a broom finished interface. Experiments were undertaken on six precast prestressed deck panels with composite cast-in-place concrete topping. All the specimens were 8 ft x 8 ft (2.4 m x 2.4 m) and 2.5 in. (63.5 mm) thick precast prestressed panels with a 5.5 in. (140 mm) topping slab. Specimens 1 and 5 had no shear connectors and Specimens 2, 3 and 6 had four shear connectors across the interface. Specimen 4 had four shear connectors and the top of the precast panel was sprayed with a bond breaking agent (form oil) to eliminate chemical bonding between the precast panel and cast-in-place concrete topping. The test results indicated that shear connectors are not required to achieve adequate composite action at service and ultimate load levels in panels with broom finished top surface. This finding is limited to situations where the nominal average shear stress does not exceed 115 psi (0.79 MPa). A minimum of 4 shear connectors will likely be provided for handling purposes. A comparison of the performance of the specimens in this study with and without shear connectors indicates that specimens with four shear connectors were stiffer near failure load. The minimum of 4 connectors did not significantly increase the load carrying capacity of the panels tested. Lubrication of the interface in Specimen 4 resulted in a 10% decrease in ultimate capacity as compared to that of companion Specimen 3. But the failure load in Specimen 4 was 82% higher than the predicted value based on development length requirements (strand slip criteria). KW - Bridge decks KW - Cast in place concrete KW - Composite materials KW - Concrete forms KW - Fasteners KW - Horizontal shear strength KW - Horizontal stresses KW - Load carrying capacity KW - Load limits KW - Performance evaluations KW - Prestressed concrete KW - Shear connectors KW - Shear reinforcement KW - Shear stress KW - Shear stresses KW - Stay-in-place forms KW - Stresses KW - Test results UR - https://trid.trb.org/view/447735 ER - TY - RPRT AN - 00960458 AU - Urban Institute AU - Federal Highway Administration TI - OVERCOMING BARRIERS TO ITS--LESSONS FROM OTHER TECHNOLOGIES. FINAL TASK C REPORT: MODELS OF PUBLIC AND PRIVATE PARTICIPATION IN ATMS/ATIS PY - 1995/08/18 SP - n.p. AB - This task report concerning alternative models of public and private sector involvement is the third in a series comprising the overall study, "Overcoming barriers to ITS - Lessons from Other Technologies". This report examines different ways the public and private sector can organize to deploy Advanced Traffic Management Systems (ATMS) and Advanced Traveler Information Systems (ATIS). Different approaches to public and private participation in these advanced transportation systems can be classified according to whether they pertain to pre-deployment or deployment. Pre-deployment consists of the technology development, planning, operational testing, and design of a system architecture. Deployment consists of designing, building (construction, manufacturing, installation), operation and maintenance of systems in specific locales or regions. These phases are not entirely distinct. Some elements of ATMS and ATIS have already been deployed in many regions and other elements will be deployed in some places before a national system architecture has been adopted. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Construction KW - Deployment KW - Design KW - Development KW - Installation KW - Intelligent transportation systems KW - Location KW - Maintenance KW - Manufacturing KW - Operations KW - Organization KW - Planning KW - Predeployment KW - Private enterprise KW - Public participation KW - Regions KW - System architecture KW - Technology KW - Testing UR - http://ntl.bts.gov/lib/jpodocs/repts_te/3873.pdf UR - https://trid.trb.org/view/661705 ER - TY - RPRT AN - 00974096 AU - Rathi, A K AU - Oak Ridge National Laboratory AU - Federal Highway Administration TI - MODELS FOR ASSESSING THE IMPACTS AND THE POTENTIAL BENEFITS OF INTELLIGENT TRANSPORTATION SYSTEMS: A WORKING PAPER PY - 1995/08/15 SP - 75 p. AB - The absence of systematic analysis of the societal benefits and costs of Intelligent Transportation Systems (ITS) technologies -- in the short-term as well as long term -- is well recognized in the ITS community. This unmet need has been recognized, for example, by the Benefits and Evaluations Committee of ITS America. As public policy makers look beyond the current Intermodal Surface Transportation Efficiency Act (ISTEA) authorization, the question of "expected potential benefits" from ITS technologies are sure to be raised by the congressional committees. Yet, the available information is quite dated and may not be adequate for presenting a compelling case. This working paper is an attempt to put the issue of "models to evaluate potential ITS benefits" in a programmatic perspective, so that groundwork is laid for future Federal Highway Administration (FHWA) efforts on the subject matter or modeling related projects. Following a description of a meeting that took place at the FHWA on June 21, 1995, this working paper begins with a problem definition and discussion of modeling requirements as it relates to evaluating alternative ITS technologies and user services. Based on these requirements, conceptual and analytical frameworks for assessing the benefits of ITS technologies are discussed. The paper then provides a summary of current capabilities vis-a-vis identified requirements. The options for future FHWA efforts are presented and some recommendations made. Some brief proposal ideas are included as Appendix A. KW - Benefits KW - Evaluation and assessment KW - Impacts KW - Intelligent transportation systems KW - Mathematical models KW - Recommendations UR - http://ntl.bts.gov/lib/16000/16600/16603/PB2000104408.pdf UR - https://trid.trb.org/view/697874 ER - TY - RPRT AN - 00711827 AU - Hassan, A F AU - Bowman, M D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - FATIGUE STRENGTH OF GIRDERS WITH TAPERED COVER PLATES. FINAL REPORT PY - 1995/08/07 SP - 415 p. AB - This report contains results from a study to determine the fatigue strength of steel beams with welded partial-length cover plates. Results of an experimental investigation that examined the fatigue strength of various cracked cover plate end details that were subsequently repaired are presented. The repair methods investigated included a slip-critical bolted splice plate connection, air-hammer peening, and a combination of the previous two called a partial bolted splice connection. Also, an analytical model was developed to predict the fatigue behavior of a cover plate end detail that is repaired using one of the three repair methods investigated and which contains a fatigue crack of a known size. The results of both the experimental and analytical studies indicate that a tapered cover plate detail can be effectively repaired with a corresponding improvement in the fatigue resistance. KW - Analytical models KW - Bolted connectors KW - Cover plates KW - Cracking KW - Fatigue (Mechanics) KW - Fatigue strength KW - Forecasting KW - Girders KW - Mathematical models KW - Peening KW - Plates (Engineering) KW - Repairing KW - Repairs KW - Splice plates KW - Steel beams UR - https://trid.trb.org/view/447733 ER - TY - RPRT AN - 01616147 AU - Fowler, David W AU - Carrasquillo, R L AU - Freytag, Gerald AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Field Corrosion Detection and Monitoring Program for Reinforced Concrete Bridges PY - 1995/08//Interim Report SP - 91p AB - The reinforcing steel within concrete bridge decks is susceptible to corrosion caused most often by the intrusion of deicing salts applied to the surface during freezing weather conditions. The corrosion products cause the steel to expand and produce stresses in the surrounding concrete that eventually fracture the concrete and damage the bridge. This study involves the development of a comprehensive field test program to detect corrosion activity in its early stages, thereby providing a warning that corrective measures are needed to prevent or slow the progress of further damage. The field test program consisted of optimizing the use of several test methods and techniques available today in a way that a true assessment of the corrosion condition of the structure is made with minimum interruption of service. A methodology is presented that will suggest the necessary steps to determine the state of corrosion activity within concrete decks. KW - Bridge decks KW - Chloride content KW - Corrosion KW - Field tests KW - Monitoring KW - Reinforced concrete bridges KW - Reinforcing steel KW - Test procedures UR - http://library.ctr.utexas.edu/digitized/texasarchive/phase1/1300-3.pdf UR - https://trid.trb.org/view/1429013 ER - TY - RPRT AN - 01548145 AU - Elliott, Robert P AU - Arif, Mohammad AU - Mack Blackwell National Rural Transportation Center AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Layer Coefficient/ACHM Stabilized Base PY - 1995/08//Final Report SP - 158p AB - This study was to determine an appropriate layer coefficient for the Asphalt Concrete Hot Mix Base Course (ACHMBC) used by the Arkansas State Highway and Transportation Department (AHTD). Examination of the specifications for the material showed it to be superior to the asphalt stabilized base used in the AASHO Road Test. The coefficient estimated for the AASHO material was 0.34. Laboratory tests were conducted on ACHMBC cores from eight projects to determine typical resilient modulus and split tensile strength properties. Coefficients were estimated for each project from the resilient modulus data in the manner prescribed in the 1993 AASHTO Guide. These coefficients ranged from 0.36 to 0.52. Coefficients were also estimated using the AASHTO Guide method for determining the effective structural number (SN sub eff) for flexible pavement overlay design. These ranged from 0.34 to 0.40 with an average of 0.37. The split tensile strength data were evaluated using the AAMAS relative fatigue classification. This analysis found the ACHMBC from the projects sampled to be superior to the AASHO Road Test surface and binder mixes which were assigned coefficients of 0.44. The study recommends that a value of 0.36 be assigned as the layer coefficient for AHTD's ACHMBC. KW - Arkansas KW - Asphalt concrete KW - Base course (Pavements) KW - Base stabilization (Pavements) KW - Flexible pavements KW - Laboratory tests KW - Layer coefficient (Pavements) KW - Modulus of resilience KW - Tensile strength UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209201.pdf UR - https://trid.trb.org/view/1335512 ER - TY - RPRT AN - 01399484 AU - Bernecki, T F AU - Nichols, G M AU - Prine, D AU - Shubinsky, G AU - Zdunek, A AU - United States. Federal Highway Administration (FHWA). Office of Engineering Research and Development TI - Issues impacting bridge painting: an overview PY - 1995/08 IS - FHWA-RD-94-098 SP - 161p KW - Accelerated testing KW - Accelerated tests KW - Bridge maintenance KW - Bridge management systems KW - Coating KW - Coatings KW - Data analysis KW - Data analysis KW - Data collection KW - Data collection KW - Durability KW - Durability KW - Lead KW - Lead (Metal) KW - Life cycle costing KW - Life cycle costs KW - Occupational health KW - Occupational safety KW - Paint KW - Paint KW - Pollution KW - Pollution KW - Sensor KW - Sensors KW - Technology KW - Technology KW - Toxicity KW - Toxicity UR - https://trid.trb.org/view/1167268 ER - TY - RPRT AN - 01399275 AU - Kelly, M J AU - Gerth, J M AU - Whaley, C J AU - United States. Federal Highway Administration (FHWA). Office of Safety and Traffic Operations R&D TI - Comparable systems analysis: design operation of advanced control centers PY - 1995/08 IS - FHWA-RD-94-147 SP - 71p AB - This research explored lessons that have been learned involving human factors in the design and operation of control centers that were similar to a generic, IVHS-class traffic management center (TMC). During an initial phase, brief visits were made at 10 existing operation control centers. Three of these were selected for more detailed study along with eight additional centers that were strongly recommended by center managers and other researchers. During the second phase, structured interviews were completed with operators and managers at the eleven centers located in the United States, Canada and Europe. This report summarizes the critical input, data processing, and output functions that are expected to be performed by IVHS-class TMCs. It describes how these functions are currently performed by the sample of existing high-technology centers and how the functions might evolve with near-term technology advancements and automation. It addresses a series of important TMC design considerations including the user-centered design process, operator selection and training, system evolution and advanced automation, user interface design, and job performance aids. KW - Advanced traffic management systems KW - Advanced traffic management systems KW - Advanced traffic management systems (ATMS) KW - Automation KW - Automation KW - Ergonomics KW - Human factors KW - Human factors KW - Human factors engineering KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Personnel KW - Personnel KW - Systems analysis KW - Systems analysis UR - https://trid.trb.org/view/1167059 ER - TY - RPRT AN - 00806042 AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - REDUCTION ON REFLECTIVE CRACKING IN BITUMINOUS OVERLAYS ON RIGID PAVEMENTS PY - 1995/08 SP - n.p. AB - Rutting is minimal on both crack and seat and rubblized sections. More transverse cracks appear in the crack and seat, in the first four years, but is surpassed by the rubblized section in the fifth year. Method does slow down or reduce reflective cracking. KW - Bituminous overlays KW - Cracking KW - Reflection cracking KW - Rigid pavements KW - Transverse cracking UR - https://trid.trb.org/view/673753 ER - TY - RPRT AN - 00796942 AU - Federal Highway Administration TI - IMPROVEMENTS IN SYMBOL SIGN DESIGN TO AID OLDER DRIVERS. SUMMARY REPORT PY - 1995/08 SP - 2 p. AB - This summary report briefly reports the results of a two phase laboratory investigation that studied the design of symbol signs to aid older drivers. Phase I results found that (1) older drivers' comprehension of symbol signs was poorer than both younger and middle-aged drivers, and (2) older drivers' legibility distances were shorter. These findings were especially true of recreational and cultural signs, where the symbols are ambiguous and background color tends to provide poor conspicuity. Phase II results from the modified and novel sign studies found that sign modification did little to improve comprehension, which was from 67% to 100% across all signs. Overall, the degree of improvement for the redesigned signs was greater than for the modified signs, and the redesign was especially helpful for the least legible signs. For a full report on symbol sign design see FHWA-RD-94-069, "Symbol Signing for Older Drivers" (TRIS 00746824). KW - Aged drivers KW - Comprehension KW - Design KW - Human subject testing KW - Laboratory studies KW - Legibility KW - Symbol signs KW - Visibility UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/rd95129.cfm UR - https://trid.trb.org/view/654680 ER - TY - RPRT AN - 00744879 AU - Chen, R AU - Yura, J AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - WAX BUILD-UP ON THE SURFACES OF NATURAL RUBBER BRIDGE BEARINGS PY - 1995/08 SP - 76 p. AB - The problem of excessive slip and walking of natural rubber bridge bearing pads was investigated as part of the overall research project. One of the principal factors related to this phenomena was the waxy residue found on the bearing pads and their contact concrete surfaces from problem bridges. Spectroanalysis established that the surface material on the natural rubber bearings taken from two Texas bridges was paraffin wax. This wax is added primarily to permit the natural rubber elastomer to pass the ASTM test on resistance to ozone attack. An examination of the literature indicated that the ASTM tests required by AASHTO are neither accurate in assessing true behavior in the full-size bearing nor relevant to the bearing's performance in practice so that the wax additive may not be necessary. For the bearings studied, it was found that the wax migrates to the surface at a rate of 3 to 9 micrometers after six months. Other researchers have found that only 1 micrometer is necessary to protect rubber and that over 3 micrometers is excessive bloom. It is not clear what thickness could be tolerated without causing slip. A survey was conducted of all states to determine the extent of bearing pad slip. The survey found 55% of the states (or 28 states) were aware of problems with bearing pad movement in their state. If the states who frequently connect their bearings against movement are excluded, we find 63% of the states (or 24 states) were aware they had experienced problems. Only Texas, Florida and Idaho knew of more than 10 slipping cases in their state. A total of 22 states felt the bearing pad movement they had experienced was structurally significant. An attempt to correlate the use of natural rubber or the use of tapered bearing pads with slippage were inconclusive. Because many states attributed the bearing pad movement to improper design, incorrect placement, large roadway skews or long bridge spans, the survey could not conclude the natural rubber or tapered bearings were susceptible to slipping. The Texas district survey was more conclusive showing older bearing pad slipping was caused by problems with design, alteration and maintenance and newer bridge bearing movement was related to the use of natural rubber. KW - Bridge bearing pads KW - Data collection KW - Natural rubber KW - Slippage KW - States KW - Surveys KW - Texas KW - Waxes UR - http://library.ctr.utexas.edu/digitized/texasarchive/phase1/1304-4.pdf UR - https://trid.trb.org/view/472312 ER - TY - RPRT AN - 00739857 AU - Hunsucker, D Q AU - Meade, B W AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - PAVEMENT DISTRESS AT INTERSECTIONS PY - 1995/08 SP - 75 p. AB - Asphaltic concrete pavements at intersections and their approaches, where traffic is required to stop and start, exhibit several types of distress. Among the more prominent forms of these distresses are deep rutting, pushing and shoving, and severe washboarding. Prior research in this area has shown the leading causes of pavement failures at these locations are primarily materials related. Meaningful amounts of funds allocated for maintenance operations are exhausted each year to rehabilitate intersection pavements that have become safety hazards as a result of simple traffic action. Significant savings may be realized if intersections and their approaches are designed and constructed to accommodate the shear stresses as well as fatigue to which they are subjected. The overall purpose of this study has been to understand the factors that influence these distresses and determine procedures that may be implemented economically to significantly reduce the costly and repeated rehabilitation of intersection pavements. This report examines several innovative techniques used to accommodate higher stresses realized at these locations including whitetopping with Portland cement concrete, high-density plastic geogrids, and polymer-modified asphalts. KW - Approach lanes KW - Bituminous pavements KW - Defects KW - Geogrids KW - Geotextiles KW - Intersection approach KW - Intersections KW - Pavement distress KW - Pavements KW - Polymer asphalt KW - Rutting UR - https://trid.trb.org/view/573228 ER - TY - RPRT AN - 00728644 AU - Nash, P T AU - Jayawickrama, P AU - Senadherra, S AU - Borrelli, J AU - Rana, ASMA AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR USING HYDRATED FLY ASH AS A FLEXIBLE BASE PY - 1995/08 SP - 73 p. AB - The cost of tranporting granular materials for flexible bases can be a major portion of pavement construction costs. Sources of adequate construction aggregates are scarce in some areas of Texas and pavement construction requires transporting significant quantities of aggregate to the construction site. High aggregate transportation costs create the need for alternative sources of materials that are locally available. Hydrated fly ash is a material currently used to make aggregate for flexible base material. This study included a comprehensive literature search on fly ash characteristics, selection, and monitoring of a TxDOT pavement construction project, laboratory characterization of hydrated fly ash material, documentation and presentation of findings to TxDOT, and the development of specifications for fly ash as a flexible base. KW - Aggregate mixtures KW - Construction KW - Construction costs KW - Costs KW - Flexible base pavements KW - Flexible pavements KW - Fly ash KW - Hydration KW - Paving KW - Recycled materials UR - https://trid.trb.org/view/465410 ER - TY - RPRT AN - 00727218 AU - Etchart, G AU - Brown, W W AU - Jacobson, E L AU - Benuska, M AU - Hansen, M AU - Ulberg, C AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - HOV EVALUATION AND MONITORING - PHASE II PY - 1995/08 SP - 338 p. AB - This report presents and summarizes the baseline 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 and Phase II of the HOV monitoring project (July 1992-June 1995). 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, (4) transit ridership data, (5) enforcement, compliance, and adjudication data, and (7) accident 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 an analysis of public opinion, transit ridership, enforcement and accident 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/393.1.pdf UR - https://trid.trb.org/view/461451 ER - TY - RPRT AN - 00725552 AU - Wojakowski, J B AU - Catron, M A AU - Kansas Department of Transportation AU - Federal Highway Administration TI - CRACKING, SEATING, AND OVERLAYING OF PCC PAVEMENT, WYANDOTTE COUNTY, KANSAS PY - 1995/08 SP - 27 p. AB - In the fall of 1984, the Kansas Department of Transportation constructed a project involving cracking, seating, and overlaying a portland cement concrete pavement. The project is located in Wyandotte County on K-7 highway, north of K-32. This project is on the west side of the Kansas City metropolitan area. Eight experimental sections and one control section were stipulated for this project. One section of regular construction was selected for the control section. Four of the eight test sections were designated to be cracked at 0.9 m (3 ft) centers, and the other four were cracked at 1.5 m (5 ft) centers. One half of each spacing pattern was saw cut at the quarter points of the 18.7 m (61.5 ft) panels [approximately 4.6 m (15 ft) spacing, minimum 127 mm (5 in.) deep, maximum 13 mm (0.5 in.) wide] prior to cracking. Four sections had minimal joint repair; four had normal joint patching. There have been no easy determinants as to why the transverse cracking is low in some sections, and high in others. In some years it appears to be one factor, but the next year the factor has appeared to change. After 10 years there is no difference attributable to the cracking spacing, probably because both spacings are too large to adequately distribute the thermal movements. Slightly better performance was noted in sections that have minimal joint patching. More recent projects have used rubblizing as a rehabilitation technique. These have not shown significantly better performance than the cracking method. More investigation needs to be done to quantify the effect of various components that are used in this technique. KW - Concrete pavements KW - Crack and seat treatment KW - Driver rehabilitation KW - Overlays (Pavements) KW - Pavement joints KW - Pavement performance KW - Rehabilitation KW - Repairing KW - Repairs KW - Rubblizing KW - Transverse cracking UR - http://kdot1.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003670487 UR - https://trid.trb.org/view/460879 ER - TY - RPRT AN - 00725551 AU - Wojakowski, J B AU - Fager, G A AU - Catron, M A AU - Kansas Department of Transportation AU - Federal Highway Administration TI - RECYCLING OF PORTLAND CEMENT CONCRETE PAVEMENT, JOHNSON COUNTY, KANSAS PY - 1995/08 SP - 27 p. AB - In recent years there has been increasing interest in recycling construction materials. Surface courses of bituminous pavements are currently being actively recycled all over Kansas. The recycling of portland cement concrete pavements (PCCP) can help alleviate any material disposal problems during construction, especially in urban areas and reduce the consumption or importation of virgin aggregate into aggregate poor areas. Two test sections using the coarser fraction from the original crushed PCCP were placed on K-7 in 1985. One section incorporated a recycled base and standard PCCP construction; another section was designed as a recycled base and recycled PCCP. Two other sections were control sections constructed with regular aggregate. Recycling of PCCP was not as economical on this project as using virgin aggregate. With all of the unknowns, inexperience and close proximity of virgin aggregate, it was not as cost effective as it could be in the western part of the state. The Recycled Base/Recycled Concrete section performed the best overall, but not by a great margin. It performed only slightly better than the control section. No projects are currently planned incorporating recycled PCCP, due to the extensive use of recycled portland cement treated base. KW - Base course (Pavements) KW - Cement treated bases KW - Cement treated soils KW - Concrete pavements KW - Cost effectiveness KW - Economics KW - Pavements KW - Recycled pavements KW - Recycling KW - Test sections UR - https://trid.trb.org/view/460878 ER - TY - RPRT AN - 00725501 AU - Nash, P T AU - Jayawickrama, P AU - Tock, R W AU - Senadheera, S AU - Viswanathan, K AU - Woolverton, B AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - USE OF GLASS CULLET IN ROADWAY CONSTRUCTION: LABORATORY TESTING AND SPECIFICATION DEVELOPMENT PY - 1995/08 SP - 44 p. AB - The purpose of this study is to develop specifications for using glass cullet in roadway construction. Glass cullet results from collecting and crushing post consumer glass containers. Using glass cullet in roadway construction avoids expensive sorting to prevent color contamination and presents an opportunity to use glass cullet as a construction aggregate and reduce landfill requirements. A number of other states and organizations have investigated the use of glass cullet in various aspects of construction. Specifications for using glass cullet for roadway construction in the State of Texas were developed in three phases: (1) Literature Review and Identification of Available Sources and Suppliers; (2) Laboratory Testing; and (3) Specification Development. An earlier report presented findings from Phase I: Literature Review and Identification of Available Sources and Suppliers. This report covers Phase II: Laboratory Testing, and Phase III: Specification Development. Findings from the literature review revealed a number of states have investigated the use of glass cullet in roadway construction and several have developed applicable specifications. An extensive study was performed by the Clean Washington Center and their report served as a primary source of information for the study reported herein. Specifications for the other states were used as guidelines for developing specifications for the State of Texas. Only a limited number of suppliers were located in Texas. Samples from Texas suppliers were evaluated in limited laboratory testing and the samples obtained from Texas suppliers were found to be free of lead, a potentially toxic substance. No hazardous materials were found in the samples. Originally, a life cycle cost analysis was planned for glass cullet as an alternative to conventional construction aggregate. However, any such life cycle cost analysis was deemed premature because the glass recycling industry is in the early stages of development. Glass cullet received from the glass cullet supplier contained less than one percent debris. Debris consisted of paper, plastic and cork. Debris levels were varied from 0 percent to 1 percent by weight of glass cullet. Furthermore, the glass cullet with various debris levels was blended with crushed limestone at various mix proportions. Laboratory testing included triaxial, permeability, compaction, wet ball mill, gradation and stripping tests. Draft specifications were prepared for embankments, base course backfill, drainage materials and detour construction. Both the Houston District and the Abilene District were identified as possible locations for a demonstration project. The primary Texas supplier of glass cullet is located in the Houston District. A supply of waste glass is available in the Abilene District, but requires crushing into cullet. KW - Aggregate gradation KW - Backfilling KW - Backfills KW - Compaction tests KW - Crushed limestone KW - Debris KW - Debris removal KW - Drainage KW - Drainage materials KW - Embankments KW - Glass KW - Glass cullet KW - Gradation analysis KW - Guides to the literature KW - Laboratory tests KW - Literature reviews KW - Materials by function KW - Measurement KW - Permeability KW - Permeability measurement KW - Road construction KW - Soil compaction test KW - Sources KW - Specifications KW - Stripping (Pavements) KW - Suppliers KW - Triaxial shear tests KW - Triaxial tests UR - https://trid.trb.org/view/460826 ER - TY - RPRT AN - 00723878 AU - Brodesky, R AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - AIR QUALITY CASE STUDIES REPORT PY - 1995/08 SP - 102 p. AB - The Federal Highway Administration (FHWA) recognizes that many metropolitan areas are struggling with how to respond adequately to the 1990 Clean Air Act Amendments (CAAA) and the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA), particularly the process for establishing the conformity of the transportation improvement programs (TIPs) and long-range transportation plans. Political representatives and technical staff from state, regional, and local governments have asked the Federal Government to provide more information on the air quality conformity processes that have been adopted by different metropolitan areas. These case studies document the processes in the Denver, Raleigh-Durham, Philadelphia, and Washington, D.C., nonattainment areas, focusing on travel demand and air quality modeling. Also included is information on regional demographic and economic forecasting, jurisdictional and institutional issues, technical issues and concerns, and the estimated cost of determining conformity. The conformity processes in each of the case studies were conducted under the United States Department of Transportation (US DOT)/Environmental Protection Agency (EPA) Interim Conformity Guidance. Even with the issuance of the Final Conformity Guidance in November 1993, the case studies contain relevant information that could prove useful to different metropolitan areas in preparing the next round of conformity analyses. KW - Air quality KW - Air quality models KW - Case studies KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Conformity KW - Denver (Colorado) KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Mathematical models KW - Metropolitan areas KW - Philadelphia (Pennsylvania) KW - Raleigh Metropolitan Area KW - Travel demand KW - Washington (District of Columbia) UR - https://trid.trb.org/view/460211 ER - TY - RPRT AN - 00723882 AU - U.S. Army Cold Regions Research and Engineering Laboratory AU - Federal Highway Administration TI - FHWA TEST AND EVALUATION PROJECT NO. 28: ANTI-ICING TECHNOLOGY. SUMMARIES OF STATE EXPERIENCES PY - 1995/08 SP - 17 p. AB - In an effort to provide better winter maintenance service, 15 States experimented with a new strategy known as "anti-icing" for improving traction and safety during winter storms. The States participated in the Federal Highway Administration's Test and Evaluation Project No. 28 (TE-28), a 2-year experiment to determine the conditions under which anti-icing technology is most effective, as well as which strategies hold the greatest potential for success over a range of topographical, climatological, and traffic conditions. Anti-icing involves integrating state-of-the-art weather forecasting and report systems with innovative materials and application methods to form an improved winter road maintenance strategy. This report consists of the brief reports prepared by the participating States, describing their experiences during the 2-year study using both anti-icing (test section) and conventional (control section) practices. The summaries are single page, standard format and are presented alphabetically by State. KW - Anti-icing KW - Deicers (Equipment) KW - Deicing KW - Effectiveness KW - Experiments KW - Materials KW - Measures of effectiveness KW - Methodology KW - Test results KW - Weather forecasting KW - Winter maintenance UR - https://trid.trb.org/view/460215 ER - TY - CONF AN - 00723879 AU - National Safety Council TI - MANAGING HIGHWAY SAFETY: A BUSINESS APPROACH. PROCEEDINGS FROM THE JOINT CONFERENCE OF THE 21ST INTERNATIONAL FORUM ON TRAFFIC RECORDS AND HIGHWAY INFORMATION SYSTEMS AND THE 4TH NHTSA CONFERENCE ON THE ANALYSIS OF STATE HIGHWAY SAFETY DATA, MILWAUKEE, WISCONSIN, AUGUST 6-9, 1995 PY - 1995/08 SP - 163p AB - The contents of the proceedings are as follows: OPENING SESSION: S. Olson, Presiding; Welcome to Milwaukee, T. Witkowski; Welcome to Conference, G.F. Scannell; and Keynote Speaker, N. Bufe; GENERAL SESSION I: Identifying and Meeting Decision Makers' Information Needs: Moderator, J. Cirillo; Speakers: J.H. Hedlund, B. Smith, and J.S. Polenske; GENERAL SESSION II: Decision Making in a Business Environment: Moderator, D.W. Carter; Speakers: R.A. Scopatz, D. Ainsworth, and F.R. Ross; GENERAL SESSION III: Traffic Records, the Safety Management System, and Managing Safety: Moderator, J.F. Paniati; Speakers: T. Woodworth, M. Manthey, and M.E. Florey; GENERAL SESSION IV: From "Islands of Information" to "Decision Support Systems": Really Transforming Data into Information: Moderator, L. Jackson; Speakers: L. Jackson, R. Stanley, and T. Mulcahy; GENERAL SESSION V: Emerging Technologies and Applications for the 21st Century: Moderator, M.S. Schumacher; Speakers: K.L. Schwartz, T. Dillinger, and P. Pisano; SPECIAL EVENING SESSION: Using MINICODES and Data Linkage Software: Instructor: S. Johnson; NHTSA CONCURRENT WORKSHOPS: (A-1) Using Linked Data in Highway and Traffic Safety Analysis, Instructors: K. Kim and L. Nitz; (B-1) Basic Highway Safety Analytical Procedures, Instructor: R.Q. Brackett; (C-1) Factors Confounding Highway Safety Outcome Evaluation, Instructor: D. Thompson; (D-1) Applications of Outcome Measures in Highway Safety Programs, Instructor: E. MacKenzie; CONCURRENT SESSIONS: Tools for the Transformation -- Applications of New Technology and Strategic Planning: (1-A) Improving the Efficiency of Data Collection: Moderator, C. Mosher; Speakers: T. Dillinger, E. Serra, and D. Price; (2-A) Data Maintenance and Access: Moderator, R.E. Paddock; Speakers: G. Choquette, D. Harmon, C. Braam, and W. Callahan; (3-A) Applications and Uses of Information: Moderator, J.J. Zogby; Speakers: B. Hivner, E.V. Milton, and J.J. Zogby; (4-A) Implementing Strategic Plans: Moderator, J. Latteral; Speakers: M.L. Edwards, S. Martinez, J. Emery, and U.G. Templeton; and (5-A) On-Site Visit to the Highway Monitoring System in Milwaukee: Guide, M.S. Schumacher; Speaker: S. Young. U1 - Managing Highway Safety: A Business ApproachNational Safety Council; National Highway Traffic Safety Administration; and Federal Highway Administration.Milwaukee, Wisconsin StartDate:19950806 EndDate:19950809 Sponsors:National Safety Council; National Highway Traffic Safety Administration; and Federal Highway Administration. KW - Access control (Communications) KW - Applications KW - Conferences KW - Data access KW - Data analysis KW - Data collection KW - Data communications KW - Data links KW - Data maintenance KW - Data protection KW - Decision making KW - Economic efficiency KW - Efficiency KW - Highway monitoring systems KW - Highway operations KW - Highway safety KW - Implementation KW - Information organization KW - Information systems KW - Management KW - Mathematical analysis KW - Monitoring KW - Records management KW - Safety management KW - Software KW - Strategic planning KW - Technological innovations KW - Technology KW - Traffic engineering KW - Traffic records KW - Traffic safety KW - Workshops UR - https://trid.trb.org/view/463209 ER - TY - RPRT AN - 00720298 AU - Dresser, G B AU - Stokes, R W AU - Wade, M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TEXAS DEPARTMENT OF TRANSPORTATION TRAFFIC FORECASTING PRACTICES. INTERIM REPORT PY - 1995/08 SP - 148 p. AB - This report presents the results of a series of interviews conducted from 1989 to 1991 with district, division, and administrative staff of the Texas Department of Transportation (TxDOT). The purpose of these interviews was to obtain information on TxDOT transportation planning practices and procedures, to get an understanding of how the various districts and divisions viewed TxDOT planning practices, and to obtain opinions and perceptions about how well these practices were meeting the various planning needs of the Department. The interviews focused on the six research areas to be studied during this project: (1) state-of-the-art planning techniques, (2) traffic forecasting requirements, (3) traffic data collection and analysis, (4) rural traffic forecasting, (5) urban traffic forecasting, and (6) intercity route studies. Also, interviews were conducted with selected departments of transportation in other states to compare TxDOT practice with other state practices. KW - Alternatives analysis KW - Analysis KW - Data collection KW - Intercity travel KW - Interviewing KW - Michigan KW - New York (State) KW - Routes KW - Rural areas KW - State departments of transportation KW - Texas KW - Traffic data KW - Traffic forecasting KW - Transportation planning KW - Urban areas KW - Wisconsin UR - https://trid.trb.org/view/454685 ER - TY - RPRT AN - 00720295 AU - Goolsby, M E AU - McCasland, W R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - HOUSTON ITS PRIORITY CORRIDOR PROGRAM PLAN. INTERIM REPORT PY - 1995/08 SP - 98 p. AB - The Houston ITS Priority Corridor is one of four corridors selected by the U.S. Department of Transportation to showcase Intelligent Transportation System (ITS) applications. The Texas Transportation Institute assisted the coalition of four local governments, comprised of the Texas Department of Transportation (TxDOT), Metropolitan Transit Authority (METRO), Harris County, and City of Houston, along with the Houston-Galveston Area Council (local MPO) in developing the Houston ITS Priority Corridor Program Plan. This report documents development of the 20-year Houston ITS Priority Corridor Plan. The Plan provides a 20-year vision for the Houston ITS Priority Corridor, with specific deployment projects identified for the initial 10-year period, totaling an estimated cost of $43,143,750. Implementation of the individual projects will be led by the four local transportation agencies (i.e., TxDOT, METRO, Harris County, City of Houston) and the Houston-Galveston Area Council. KW - Houston (Texas) KW - Intelligent transportation systems KW - Its priority corridor program plan KW - Passenger information systems KW - Project management KW - Projects KW - Transportation management KW - Transportation operations KW - Traveler information and communication systems UR - https://trid.trb.org/view/454682 ER - TY - RPRT AN - 00720303 AU - Dresser, G B AU - Walters, C AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TTI CM/AQ EVALUATION MODEL USER'S GUIDE AND WORKSHOP TRAINING MATERIALS. INTERIM REPORT PY - 1995/08 SP - 240 p. AB - The Texas Transportation Institute (TTI) Congestion Mitigation/Air Quality (CM/AQ) Evaluation Model was originally developed for the Denver Regional Council of Governments (DRCOG) by JHK & Associates. After reviewing it, the TTI sought enhancements to this model for use in Texas and other nonattainment states. The TTI CM/AQ Evaluation Model evaluates potential projects based on the following criteria: eligibility, travel impacts, emission impacts, and cost-effectiveness. To compare independent projects within a region during the decision process for CM/AQ funding, each project evaluated with this model is given an overall score based on the project's effects for the criteria listed above. Training workshops were held by TTI in the first quarter of 1995 to teach metropolitan planning organization (MPO), state department of transportation (DOT), and regional air quality organization staff how to use this model. Basics of sketch-planning applications were also taught. The DRCOG and TTI CM/AQ Evaluation Models represent significant steps toward the development of analytical methodologies for selecting projects for CM/AQ funding. Because the needs of nonattainment and attainment areas change over time, this model is particularly useful as key evaluation criteria can be modified to reflect the changing needs of a metropolitan area. Further enhancements are being made to the model and future versions will be made available to MPO and DOT staff. KW - Air quality KW - Alternatives analysis KW - Evaluation KW - Mathematical models KW - Mitigation KW - Models KW - Project management KW - Project selection KW - Projects KW - Sketch planning KW - Sketch planning techniques KW - Traffic congestion KW - Traffic mitigation UR - https://trid.trb.org/view/454690 ER - TY - RPRT AN - 00720273 AU - Hamzeh, O AU - Tassoulas, J L AU - Becker, E B AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF ELASTOMERIC BRIDGE BEARINGS. INTERIM REPORT PY - 1995/08 SP - 157 p. AB - A two-dimensional nonlinear p-version finite element method is developed for the analysis of boundary value problems relevant to elastomeric bridge bearings. The method incorporates polynomial shape functions of the hierarchic type for the modeling of large-deformations rubber elasticity. In addition, a frictional-contact algorithm based on a penalty formulation and suitable for the interaction of the pad with rigid flat surfaces is derived and implemented. The J sub 2 flow theory with isotropic hardening is utilized to model the reinforcing steel as a bilinear elastoplastic material. Examples are presented to illustrate the performance of the element and some guidelines for the selection of appropriate orders of interpolation and integration rules. The results of a study performed to examine the effects of several design parameters of the bearing are presented. Comparisons with experimental findings are shown. A dynamic lumped model for the walking of the bearing is developed. Viscous frictional interfaces with the girder and the abutment are included. Several cases are analyzed to investigate the factors that affect this phenomenon. KW - Algorithms KW - Boundary value problems KW - Bridge bearing pads KW - Bridge bearings KW - Elasticity (Mechanics) KW - Elastomers KW - Finite element method KW - Mathematical models KW - Rubber KW - Slippage UR - https://trid.trb.org/view/454660 ER - TY - RPRT AN - 00720243 AU - Green, P AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - MEASURES AND METHODS USED TO ASSESS THE SAFETY AND USABILITY OF DRIVER INFORMATION SYSTEMS. FINAL REPORT PY - 1995/08 SP - 116 p. AB - This report concerns in-car systems that may be used to present navigation, hazard warning, vehicle monitoring, traffic, and other information to drivers in cars of the future. It describes in detail measurements researchers have made to determine if those systems are safe and easy to use. Measures that appear most promising for safety and usability tests of driver information systems include the standard deviation of lane position, speed, speed variance, and the mean and frequency of driver eye fixations to displays and mirrors. In some cases, laboratory measures (errors, etc.) may also be useful. Also of interest are time-to-collision and time-to-line crossing, although hardware for readily measuring them in real time is not available. Of lesser utility are workload estimates (SWAT, TLX). Secondary task measures and physiological measures are very weak predictors of safety and usability. To assess usability, application-specific measures (e.g., the number of wrong turns made in using a navigation system) should be collected. KW - Automatic vehicle monitoring KW - Driver information systems KW - Human factors engineering KW - Intelligent transportation systems KW - Research KW - Route guidance KW - Safety KW - Safety research KW - Test procedures KW - Warning systems UR - https://trid.trb.org/view/454630 ER - TY - RPRT AN - 00720245 AU - Bernecki, T F AU - Michols, G M AU - Prine, D AU - Shubinsky, G AU - Zdunek, A AU - Northwestern University, Evanston AU - Federal Highway Administration TI - ISSUES IMPACTING BRIDGE PAINTING: AN OVERVIEW. FINAL REPORT PY - 1995/08 SP - 173 p. AB - This final report documents the findings of a research program designed to collect and critically assess information on issues impacting bridge painting. Life-cycle costs and performance were used to assess the economics of maintenance painting. These assessments are made difficult (uncertain) because performance data and hidden application costs are extremely variable. The variability of coating performance can be improved by better control of preparation quality. Paint-removal assessments were made based largely on field operations. A few tests involving environmental chambers were conducted. Test conditions and pros and cons of the various procedures are critically summarized. Regarding worker safety, recommendations are made for close monitoring and control of the particles generated during surface preparation, especially when techniques such as steel-grit blasting and laser ablation are used for cleaning. Paint debris digestion procedures followed by atomic absorption spectroscopy is the best way to determine total lead in a paint film. The toxicity characteristic leaching procedure (TCLP) is currently the best method for classifying paint, but may not be a reliable indicator of future resistance to leaching. Steel blast media is recyclable and stabilizes lead; proprietary additives work well in reducing leachable lead in the TCLP. Long-term stability of lead-containing debris has not been validated. With the exception of thermal spray coatings, the lack of performance data, i.e., long-term durability data, is a major problem in using advanced coating systems. Advantages and disadvantages of thermal spray coatings are summarized. Modified accelerated testing procedures to determine coating durability were identified that could improve the correlation between laboratory tests and corresponding field tests. Several sensor technologies were considered in an effort to identify techniques that could improve the quality of applied coatings. The methods evaluated included monochrome CCD (to determine the degree of surface rusting), color CCD to assess the cleanliness of blast-cleaned surfaces, and thermal-wave images to evaluate the condition of the substrate beneath the coating prior to paint removal. KW - Accelerated tests KW - Bridges KW - Coating performance KW - Coatings KW - Debris KW - Debris removal KW - Disposal KW - Durability KW - Economics KW - Lead (Metal) KW - Life cycle costing KW - Occupational safety KW - Paint removal KW - Painting KW - Quality control KW - Surface preparation KW - Thermal spray coatings KW - Toxicity characteristic leaching procedure KW - Variables KW - Waste disposal UR - https://trid.trb.org/view/454632 ER - TY - RPRT AN - 00720213 AU - Johnson, L A AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - MANAGING ROADSIDE VEGETATION IN ALASKA. FINAL REPORT PY - 1995/08 SP - 27 p. AB - This report examines the problem of controlling undesirable roadside vegetation, primarily tall wood shrubs and trees, in the central and northern districts of Alaska. Other vegetation management concerns, such as reestablishing vegetation on disturbed areas following road construction and maintaining desirable, low growing species along roadsides are briefly addressed. This report does not directly examine vegetation problems in the much wetter, maritime climate of Southeast Alaska. Roadside vegetation control is a costly, recurring problem for the Alaska Department of Transportation and Public Facilities (AKDOT&PF). Mechanical cutting is the dominant means of control presently, although herbicides were widely used in the past, and these have had some recent but limited use in Southeast Alaska. To reduce most effectively the extent of undesirable woody species along the roadside, it is preferable to use multiple methods, such as mechanical cutting in conjunction with a limited basal spray (herbicide) program or with hand weeding. Such an integrated vegetation management (IVM) approach will help reduce both the number of species as well as the number of individual woody plants that might persist. On the basis of this project, it is recommended that AKDOT&PF develop a long term IVM program that includes vegetation monitoring and a maintenance program to enhance desirable vegetation along roadsides. KW - Alaska KW - Cutting KW - Herbicides KW - Planting KW - Recommendations KW - Roadside KW - Shrubs KW - Trees KW - Vegetation KW - Vegetation control KW - Vegetation establishment KW - Weed control UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/ine_trc_94_27.pdf UR - https://trid.trb.org/view/454601 ER - TY - RPRT AN - 00720202 AU - Babaei, K AU - Purvis, R L AU - Smith (Wilbur) and Associates AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - PREVENTION OF CRACKS IN CONCRETE BRIDGE DECKS: REPORT ON SURVEYS OF EXISTING BRIDGES PY - 1995/08 SP - 116 p. AB - Cracking in newly constructed concrete bridge decks is a concern in Pennsylvania. This project aimed at examining the performance of existing bridge decks in Pennsylvania. Transverse cracking was identified as the prevalent type of cracking. The main cause of transverse cracking noted in the bridge decks was concrete shrinkage. Concrete shrinkage was the result of loss of heat of hydration during curing (thermal shrinkage) and loss of mix water after curing (drying shrinkage). Recommendations regarding aggregate type, cement type and content, and cold weather curing of concrete are provided to reduce shrinkage and minimize cracking. KW - Aggregates KW - Bridge decks KW - Cement KW - Cement content KW - Cold weather construction KW - Concrete KW - Concrete construction KW - Concrete curing KW - Concrete shrinkage KW - Condition surveys KW - Cracking KW - Prevention KW - Recommendations KW - Shrinkage KW - Transverse cracking UR - https://trid.trb.org/view/454591 ER - TY - RPRT AN - 00720205 AU - CLARK, R J AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - SUBGRADE STABILIZATION USING GEOGRIDS. FINAL REPORT PY - 1995/08 SP - 91 p. AB - A five mile (8 km) section of Interstate 70, in Washington County, was totally reconstructed. Geogrids were used to stabilize soft subgrade. The high strength and low elongation properties of geogrids make them candidate materials to reduce the cost of stabilizing a soft subgrade by reducing the need for undercutting. Inclinometer monitoring, plate bearing tests, May's meter tests and visual observations were used to evaluate the effectiveness of the geogrids. The geogrids exhibited satisfactory performance and realized a 16.4% cost savings over standard undercutting procedures. KW - Cost effectiveness KW - Geogrids KW - Geotextiles KW - Inclinometers KW - Inspection KW - Monitoring KW - Performance evaluations KW - Plate bearing test KW - Roughness KW - Soil stabilization KW - Stabilization KW - Subgrade (Pavements) KW - Vision UR - https://trid.trb.org/view/454594 ER - TY - RPRT AN - 00720201 AU - Babaei, K AU - Purvis, R L AU - Smith (Wilbur) and Associates AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - PREVENTION OF CRACKS IN CONCRETE BRIDGE DECKS: REPORT ON OBSERVATIONS OF BRIDGE DECK CONSTRUCTION AND CONCRETE SHRINKAGE MEASUREMENTS IN THE FIELD PY - 1995/08 SP - 183 p. AB - Transverse cracking in newly constructed concrete bridge decks is a concern in Pennsylvania. This project observed deck construction operations and identified construction factors with potential to increase concrete thermal and/or drying shrinkage and cause cracking. During the observations, concrete curing temperature was measured to determine thermal shrinkage. Also, concrete was sampled and tested to determine drying shrinkage. The shrinkage information led to prediction of cracking in each construction site. Follow-up visits to constructed bridge decks verified the prediction. Consequently, recommendations were made on maximum allowable thermal and drying shrinkage to minimize cracking. KW - Bridge decks KW - Concrete KW - Concrete shrinkage KW - Construction management KW - Construction operations KW - Cracking KW - Prevention KW - Shrinkage KW - Transverse cracking UR - https://trid.trb.org/view/454590 ER - TY - RPRT AN - 00720212 AU - Lu, J J AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - PERFORMANCE OF TRAFFIC MARKINGS IN COLD REGIONS. FINAL REPORT PY - 1995/08 SP - 93 p. AB - This study evaluated the performance of traffic marking materials used in Alaska and other northwestern states, including Washington, Idaho, and Oregon. Primarily, this study included reviews of existing reports, past studies, and information databases; a field survey that subjectively rated existing traffic markings in Alaska's central region; field measurements of the retroreflectivity of traffic markings made by using a reflectometer in Alaska's central region; and a subjective opinion survey about the performance of traffic markings. This report summarizes the findings from this study. The main results summarized in this report include impacts of pavement marking patterns on a driver's behavior, minimum reflectivity requirements, a general evaluation of traffic marking materials, reflectivity performance, subjective survey evaluation, and final conclusions. The traffic marking types evaluated in this study included traffic paint, thermoplastics, preformed tapes, and Methyl Methacrylate. These traffic marking materials have all been applied in Alaska. KW - Behavior KW - Drivers KW - Field measurements KW - Field studies KW - Field tests KW - Frigid regions KW - Guides to the literature KW - Literature reviews KW - Methyl methacrylate KW - Patterns KW - Performance evaluations KW - Reflectivity KW - Requirements KW - Retroreflectivity KW - Road marking materials KW - Road marking tapes KW - Specifications KW - Subjective analysis KW - Thermoplastic materials KW - Traffic marking materials KW - Traffic marking tapes KW - Traffic paint UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/ine_trc_95_03.pdf UR - https://trid.trb.org/view/454600 ER - TY - RPRT AN - 00720124 AU - Wegmann, F J AU - Chatterjee, A AU - Han, L D AU - Southeastern Transportation Center AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF ROAD USER COSTS. PHASE II. FINAL REPORT PY - 1995/08 SP - 174 p. AB - Road user costs (vehicle running, time and accident costs) are important elements in defining the benefit associated with highway improvements. Decisions concerning the planning, evaluation and financing of highway improvements require an understanding of the physical service characteristics of the roadway, and the associated changes in road user costs. During Phase I of Development of Road User Costs, project researchers determined that the microcomputer program MicroBENCOST, developed at Texas A&M University, fulfills all the requirements for application by the Tennessee Department of Transportation. The ongoing work at Texas A&M (NCHRP Project 7887, Microcomputer Evaluation of Highway User Benefits) is to develop a comprehensive user-friendly, microcomputer program capable of using new and updatable support data to conduct highway user benefit-cost analysis at the project level. However, MicroBENCOST, for all its project categories, relies on a hierarchy of data inputs involving a potential to use 151 data items. Fortunately, most of the data items include default values expressed in 1990 dollars that reflect national experiences. These default values will need to be updated periodically. The Phase II research has reviewed the default values for potential adjustment to Tennessee experience and the data sources available to update these values. In most cases, localized Tennessee values compatible to the MicroBENCOST stratification could not be identified. In order to facilitate the data collection and input process for MicroBENCOST, a set of input templates was developed to allow the user to identify the proper input forms based on the type of project, number of routes, and sections. The templates were written in "Word Basic" and are an attachment to the program. KW - Benefit cost analysis KW - Computer programs KW - Costs KW - Data files KW - Default values KW - Input data KW - Microcomputers KW - Road user costs KW - Tennessee KW - Travel budgets UR - https://trid.trb.org/view/454513 ER - TY - RPRT AN - 00720131 AU - Cassidy, M J AU - Han, J AU - Purdue University AU - California Department of Transportation AU - Federal Highway Administration TI - VALIDATION AND EVALUATION OF FREEWAY SIMULATION MODELS. FINAL REPORT PY - 1995/08 SP - 143 p. AB - The report describes evaluation of several freeway traffic simulation models. The models were tested using data collected from California freeways. Probable explanations for the discrepancies between empirical and simulated performance measures are presented via detailed evaluation of observed freeway traffic dynamics. KW - California KW - Evaluation KW - Freeways KW - Traffic simulation KW - Validation UR - https://trid.trb.org/view/454520 ER - TY - RPRT AN - 00720052 AU - BROWN, C M AU - MiTech Incorporated AU - Federal Highway Administration TI - FORD FESTIVA CENTER IMPACTS WITH A NARROW FIXED OBJECT (RIGID POLE) PY - 1995/08 SP - 52 p. AB - This document contains the results from five crash tests conducted at the Federal Outdoor Impact Laboratory (FOIL) located at the Turner-Fairbank Highway Research Center in McLean, Virginia. The crash tests involved five Ford Festiva two-door sedans, which have been chosen as the 820C class vehicle, impacting an instrumented rigid pole. One test was performed in the summer of 1991, two tests in the fall of 1992, and two tests in the spring of 1994. The tests were performed to obtain a representative data set of Ford Festiva crush characteristics. The final results are presented as average data plots of the Ford Festiva's crush characteristics. The average curves will represent the Ford Festiva's crush characteristics to be replicated by a surrogate test vehicle and modeled using computer simulation. KW - Automobile tests KW - Crashes KW - Crush characteristics KW - Federal outdoor impact laboratory KW - Fixed objects KW - Fracture tests KW - Impact tests KW - Modems KW - Sets KW - Simulation KW - Single vehicle crashes KW - Test vehicles KW - Testing KW - Vehicle tests UR - https://trid.trb.org/view/454441 ER - TY - RPRT AN - 00719368 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - HIGHWAY SAFETY GRANT MANAGEMENT MANUAL PY - 1995/08 SP - v.p. AB - The contents of this manual are as follows: Section I - Documents covering highway safety grants for state, local and Indian tribal governments; and Section II - Documents covering funding for universities, hospitals and other nonprofit organizations. KW - Grant aid KW - Highway safety KW - Management KW - Manuals UR - https://trid.trb.org/view/457078 ER - TY - RPRT AN - 00713680 AU - Mitre Corporation AU - Federal Highway Administration TI - ASSESSMENT OF ITS BENEFITS. EARLY RESULTS PY - 1995/08 SP - 33 p. AB - This report provides an early assessment of some of the ongoing uses and benefits of Intelligent Transportation Systems (ITS). These benefits derive from programs that are sponsored by the private sector, public sector, and public/private partnerships. In order to provide a context to present these benefits, this report is organized under five of the National ITS Program goals. They are further grouped under the supporting objectives of each goal. It is anticipated that this report will be used primarily as a reference source, thus the specific references are provided at the bottom of each page and also as a group at the end of the document. KW - Benefits KW - Governments KW - Intelligent transportation systems KW - National transportation policies KW - Private enterprise KW - Public private partnerships KW - Transportation policy KW - United States UR - http://ntl.bts.gov/lib/16000/16700/16732/PB2000104626.pdf UR - https://trid.trb.org/view/448386 ER - TY - RPRT AN - 00713106 AU - Yeh, S-T AU - Su, C K AU - Colorado Department of Transportation AU - Federal Highway Administration TI - EPS, FLOWFILL, AND STRUCTURAL FILL FOR BRIDGE ABUTMENT HIGHWAY BACKFILL. FINAL REPORT PY - 1995/08 SP - 43 p. AB - Three methods were tested in full-scale highway construction for their effectiveness at a reducing the bump at the end of the bridge: expanded polystyrene, flowfill, and structural backfill. Vertical settlement, lateral movement, and soil pressure behind the abutments were monitored during and after construction. Based on finding of this study, flowfill material has the best performance among the three in controlling lateral pressure and movement behind the bridge abutments. Further flowfill shows the least post-construction compression and provides a better ride than the other two two materials tested. Based on this study it is recommended that the Colorado Department of Transportation (CDOT) use flowfill for its bridge approaches to mitigate the bump at the end of bridges. KW - Backfilling KW - Backfills KW - Bridge abutments KW - Bridge approaches KW - Bumps KW - Earth pressure KW - Expanded materials KW - Flow fill (Low strength concrete) KW - Lateral movement KW - Mitigation KW - Performance evaluations KW - Polystyrene KW - Ride quality KW - Settlement (Structures) KW - Soil pressures KW - Styrenes KW - Traffic mitigation UR - https://trid.trb.org/view/448231 ER - TY - RPRT AN - 00713109 AU - Kelly, M J AU - Gerth, J M AU - Whaley, C J AU - University of Georgia, Experiment AU - Federal Highway Administration TI - COMPARABLE SYSTEMS ANALYSIS: DESIGN AND OPERATION OF ADVANCED CONTROL CENTERS PY - 1995/08 SP - 77 p. AB - This research explored lessons that have been learned involving human factors in the design and operation of control centers that were similar to a generic, intelligent vehicle highway system (IVHS) class traffic management center (TMC). During an initial phase, brief visits were made at 10 existing operation control centers. Three of these were selected for more detailed study along with 8 additional centers that were strongly recommended by center managers and other researchers. During the second phase, structured interviews were completed with operators and managers at the eleven centers located in the United States, Canada and Europe. This report summarizes the critical input, data processing, and output functions that are expected to be performed by IVHS-class TMCs. It describes how these functions are currently performed by the sample of existing high-technology centers and how the functions might evolve with near-term technology advancements and automation. It addresses a series of important TMC design considerations including the user-centered design process, operator selection and training, system evolution and advanced automation, user interface design, and job performance aids. KW - Advanced traffic management systems KW - Automation KW - Design KW - Human factors KW - Intelligent transportation systems KW - Operations KW - Traffic control centers KW - Traffic control centers UR - http://www.fhwa.dot.gov/publications/research/safety/94147/94147.pdf UR - https://trid.trb.org/view/448233 ER - TY - RPRT AN - 00713110 AU - Bloomfield, J R AU - Buck, J R AU - Christensen, J M AU - Yenamandra, A AU - Honeywell AU - Federal Highway Administration TI - HUMAN FACTORS ASPECTS OF THE TRANSFER OF CONTROL FROM THE DRIVER TO THE AUTOMATED HIGHWAY SYSTEM PY - 1995/08 SP - 83 p. AB - The third in a series of experiments exploring human factors issues related to the Automated Highway System (AHS) investigated the transfer of control from the driver of a vehicle entering an automated lane to the AHS. Twenty-four drivers aged between 25 and 34 years drove in the Iowa Driving Simulator--a moving base hexapod platform containing a mid-sized sedan with a 3.35-rad (180 deg) projection screen to the front and a 1.13-rad (60 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 in which there was no transition lane and no barrier. The driver took the simulator vehicle onto a freeway, moved to the center lane, and then, after receiving an "Enter" command, drove into an automated lane and transferred control to the AHS. Then, the AHS moved the vehicle into the lead position of the string of vehicles approaching it from behind. RESULTS: The entering response time, lane-change time, entering exposure time, and string-joining time data were used to determine the minimum inter-string gap required to enable the driver's vehicle to enter the automated lane without causing a delay to the string it joins. The required minimum inter-string gap varied with the design velocity and the method of transferring control. With the partially automated transfer method, the required minimum inter-string gap time increased from 1.14 s for the 104.7-km/h (65-mi/h) design velocity, through 3.38 s for the 128.8-km/h (80-mi/h) design velocity, to 7.33 s for the 153.0-km/h (95-mi/h) design velocity. The hourly capacity when the design velocity is 104.7 km/h (65 mi/h) is likely to be four times greater than when the design velocity is 153.0 km/h (95 mi/h) (the hourly capacity for the latter would be only slightly more than the traffic flow that could be achieved without an AHS). It is not the design velocity of 104.7 km/h (65 mi/h) per se that produces the higher capacity--it is the relatively low velocity differential between the design velocity and the speed limit in the unautomated lanes. If the transfer of control from the driver to the AHS were to occur before the driver moved into the automated lane, the required minimum inter-string gap times should be reduced--a possibility that is being investigated in the next in the experimental series. No collisions occurred, suggesting that the drivers were able to join the automated lane safely--a suggestion reinforced by the responses to a questionnaire indicating that the drivers felt safe and believed they controlled the vehicle well during the entry maneuver. KW - Automated highway systems KW - Automated vehicle control KW - Design speed KW - Driving simulators KW - Headways KW - Highway capacity KW - Human factors KW - Human subject testing KW - Intelligent transportation systems KW - Speed KW - Speed differential KW - Transferring KW - Transfers KW - Vehicle spacing UR - https://trid.trb.org/view/448234 ER - TY - RPRT AN - 00713098 AU - McNeal, A F AU - Illinois Department of Transportation AU - Federal Highway Administration TI - A SUMMARY OF THE ILLINOIS SKID-ACCIDENT REDUCTION PROGRAM 1989-1994. INTERIM REPORT PY - 1995/08 SP - 159 p. AB - This report summarizes the activities of the Illinois Skid-Accident Reduction Program during the years 1989-1994. An historical perspective outlines the development of the Illinois Skid-Accident Reduction Program. The field testing program is described and and the results are reported for each bituminous surface mixture and portland cement concrete pavement evaluated. All surfaces are performing within the specified guidelines. Blended surface mixtures and special mixtures were evaluated due to the reduction in high frictional aggregates. The effectiveness of departmental policy TRA-16 was evaluated. The most effective skid-proofing countermeasures were identified. KW - Bituminous pavements KW - Concrete pavements KW - Countermeasures KW - Crashes KW - Effectiveness KW - Field tests KW - History KW - Measures of effectiveness KW - Policy KW - Safety KW - Skid resistance KW - Skidding KW - Traffic safety UR - http://www.bts.gov/NTL/data/road/design/00381.pdf UR - http://ntl.bts.gov/data/road/design/00381.pdf UR - https://trid.trb.org/view/448224 ER - TY - RPRT AN - 00713083 AU - Hershman, M J AU - Green, W J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THE WASHINGTON STATE DEPARTMENT OF TRANSPORTATION MEMORANDUM OF AGREEMENT FOR WETLAND COMPENSATION BANKING: COUNTY AND TRIBAL PARTICIPATION. FINAL REPORT PY - 1995/08 SP - 133 p. AB - Wetlands compensation banking is an emerging tool for coordinating wetland compensatory requirements of the section 404 program of the Clean Water Act, as well as requirements of some state and local regulatory programs. The Washington State Department of Transportation (WSDOT) Wetland Compensation Bank Program (WCBP) Memorandum of Agreement (MOA), signed on September 15, 1994, by five federal agencies and three state agencies, coordinates state and federal actions when a compensation bank is implemented in connection with a highway development project. Local county, city, and tribal governments are included as participants in the MOA process. The goal of this report was to identify important issues WSDOT must consider when it implements the WCBP within county and tribal government jurisdictions. Thirteen county governments and four tribal governments were asked to answer questions about their government structure and policy framework, as well as a series of questions specific to the MOA process. Both county and tribal governments are generally impressed with the quality of the MOA and are very interested in participating in the process. A majority of governments would like to see an increased role for county and tribal governments, including a voting membership on the program's Oversight Committee, early participation in site selection, and possible joint ventures in developing and/or managing banks. The responses reflect an awareness by the counties and tribes that, although the MOA is an agreement between state and federal agencies, the implementation of the agreement on the ground and in the landscape will mainly impact local jurisdictions and their inhabitants. KW - Clean water act KW - County government KW - Federal government agencies KW - Governments KW - Memorandum of agreement KW - Native Americans KW - Participative management KW - Participatory management KW - State departments of transportation KW - Tribal government KW - Washington (State) KW - Wetland banking KW - Wetlands UR - http://www.wsdot.wa.gov/research/reports/fullreports/383.1.pdf UR - https://trid.trb.org/view/448209 ER - TY - RPRT AN - 00713080 AU - Haselkorn, M AU - Spyridakis, J AU - Blumenthal, C AU - Michalak, S AU - Goble, B AU - Garner, M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration AU - Federal Transit Administration TI - BELLEVUE SMART TRAVELER: DESIGN, DEMONSTRATION, AND ASSESSMENT. FINAL TECHNICAL REPORT PY - 1995/08 SP - 282 p. AB - New approaches must be taken to make high occupancy vehicle (HOV) commuting more attractive. One approach is to use innovative communication technology to provide commuters with the means to easily and flexibly arrange for HOV commuting to and from their downtown office buildings. The goal of the study was to design and test an information system that would help decrease single-occupancy vehicle (SOV) travel to a downtown employment center by making alternative commuting options more attractive and easier to access. The project team accomplished this goal by developing, implementing, demonstrating, and testing a traveler information center (TIC) prototype in downtown Bellevue, Washington. The main function of the Bellevue Smart Traveler (BST) TIC was to help commuters form dynamic rideshare groups, as well as to provide traffic congestion and transit information. The TIC integrated phone and paging technology to deliver three types of personal commuter information: (1) dynamic ride matching information, (2) current traffic congestion information, and (3) transit information. The usage patterns and various surveys that were conducted suggested that participants liked the idea of dynamic ridesharing, liked the presentation of the information, liked the technology, were willing to offer rides, and used BST to receive other forms of information. However, for various reasons they were either unable or unwilling to form ride matches. KW - Bellevue (Washington) KW - Communications KW - Commuting KW - Consumer preferences KW - Data collection KW - Driver information systems KW - Effectiveness KW - High occupancy vehicles KW - Information centers KW - Information services KW - Measures of effectiveness KW - Mode choice KW - Passenger information systems KW - Prototypes KW - Public transit KW - Ridesharing KW - Surveys KW - Technological innovations KW - Travel demand KW - Traveler information and communication systems UR - http://www.wsdot.wa.gov/research/reports/fullreports/376.1.pdf UR - https://trid.trb.org/view/448206 ER - TY - RPRT AN - 00713082 AU - Nihan, N L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - TransNow, Transportation Northwest AU - Federal Highway Administration TI - FREEWAY CONGESTION PREDICTION. FINAL REPORT PY - 1995/08 SP - 86 p. AB - The objectives of this study were to develop a predictive algorithm for freeway congestion and to investigate and evaluate the current Traffic Systems Management Center (TSMC) definition of freeway congestion or "bottleneck" conditions. Data were collected along a section of the I-5 mainline northbound beginning at Downtown Station 108 and ending at Montlake Terrace Station 193 using two approaches: (1) time series modeling, and (2) pattern recognition. A pattern recognition approach was used to identify the best criteria for "bottleneck" definition and also to identify the best criteria for predicting "bottleneck" conditions. The time period for collection was 2:30 to 6:30 p.m. with a data time interval of 20 seconds. The study concludes that: (1) The current definition of "bottleneck" conditions misses true forced-flow conditions approximately half of the time. A new definition is proposed. (2) A simple method for predicting congestion that can be easily incorporated into the TSMC computer system is proposed. (3) An alternative method of selecting the appropriate metering rate is proposed and further investigation of this criterion is suggested. (4) An improved method of identifying "chattering" errors in loop detectors was discovered as a by-product of the current study. It is recommended that the new criterion be incorporated in the TSMC error analysis routine. KW - Algorithms KW - Bottlenecks KW - Definitions KW - Error analysis KW - Forecasting KW - Freeway operations KW - Loop detectors KW - Pattern recognition systems KW - Ramp metering KW - Time series KW - Traffic congestion UR - http://www.wsdot.wa.gov/research/reports/fullreports/381.1.pdf UR - https://trid.trb.org/view/448208 ER - TY - RPRT AN - 00713026 AU - Federal Highway Administration TI - DRIVER REACTION TO UNRELIABLE TRAFFIC INFORMATION. SUMMARY REPORT PY - 1995/08 SP - 4 p. AB - Traffic information systems must be sufficiently reliable so that motorists continue to accept and use the systems. The goal of the research described in this summary report was to acquire data that the highway engineer can use to select a level of information reliability that will maintain the driver's acceptance and use of route guidance information. Two experiments are described which utilized the Battelle Route Guidance Simulator to test driver response to traffic information that was less than 100% accurate. Briefly, the following points are made: Drivers use and benefit from accurate traffic information; Information that is less than 100% accurate can be useful; Driver trust in an unreliable system recovers when accurate information is presented, but the recovery is not always complete; and Traffic information reliability above 70% is recommended. KW - Accuracy KW - Advanced traveler information systems KW - Driver reaction KW - Drivers KW - Human subject testing KW - Information content KW - Information organization KW - Reaction time KW - Reliability KW - Route guidance KW - Simulation KW - Training simulators UR - http://ntl.bts.gov/lib/jpodocs/rept_mis/0011664.htm UR - https://trid.trb.org/view/448176 ER - TY - RPRT AN - 00713024 AU - Federal Highway Administration TI - ADVANCED TRAFFIC MANAGEMENT SIMULATOR TO SUPPORT DEVELOPMENT OF HUMAN FACTORS DESIGN GUIDELINES. SUMMARY REPORT PY - 1995/08 SP - 2 p. AB - Advanced Traffic Management Systems (ATMS) will be instrumental in minimizing traffic congestion and delays. Part of the ATMS research program involves investigating the human factors requirements of Traffic Management Center (TMC) operators using real-time descriptions of roadway status to manage traffic flow. How the operator shares his or her tasks with automation is basic to the development of a successful TMC design. At present, the advantages and limits of automated systems in a TMC are not yet well defined. In order to investigate these and other human factors issues, Georgia Tech Research Institute (GTRI) is developing a real-time, interactive traffic management simulator, which accurately mimics the traffic management setting and tasks of the TMC operator. The simulator is briefly described in this summary report, along with the human factors issues embedded in TMC operations that GTRI is exploring. The results of GTRI's studies on this subject will be translated into TMC design guidelines and incorporated into an ATMS TMC human factors engineering design handbook, which is expected around December 1995. KW - Advanced traffic management systems KW - Design KW - Human factors engineering KW - Simulation KW - Traffic control centers KW - Traffic control centers KW - Training simulators UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/rd95126.cfm UR - https://trid.trb.org/view/448174 ER - TY - RPRT AN - 00713025 AU - Federal Highway Administration TI - LESSONS LEARNED FROM SIMILAR SYSTEMS AID IN TRAFFIC MANAGEMENT CENTER DESIGN. SUMMARY REPORT PY - 1995/08 SP - 2 p. AB - At the heart of Advanced Traffic Management Systems (ATMS) is the Traffic Management Center (TMC). Here, information is brought together and processed, and decisions are made and implemented. Designing the center to optimize the performance of both computers and human operators must take into account the characteristics, capabilities, and limitations of people, communication systems, and computers. One of the best sources of information on which to base design recommendations is past experiences with similar designs. The purpose of this study was to identify and document human-related lessons learned in the design and operation of similar operation control systems. About two dozen pioneering TMCs and centers for similar control activities in the United States, Canada, and Europe were visited. People involved with center design were interviewed. Some of the findings are briefly presented in this summary report. The design issues identified during this study will be addressed in a handbook of human factors guidelines and recommendations for ATMS design that is scheduled for 1995. KW - Advanced traffic management systems KW - Design KW - Human factors engineering KW - Traffic control centers KW - Traffic control centers UR - http://ntl.bts.gov/lib/jpodocs/rept_mis/0011665.htm UR - https://trid.trb.org/view/448175 ER - TY - RPRT AN - 00713023 AU - Federal Highway Administration TI - SPATIAL ABILITY AND ADVANCED TRAVELER INFORMATION SYSTEM ROUTE GUIDANCE. SUMMARY REPORT PY - 1995/08 SP - 2 p. AB - One goal of Advanced Traveler Information Systems (ATIS) is to provide in-vehicle route guidance information in order to facilitate driver navigation and mobility and to reduce travel time. The objectives of this study were to determine whether an ATIS route guidance system was likely to enhance route-following performance for older drivers and drivers having lower spatial ability; and whether an ATIS route guidance system was a better navigational aid than traditional aids such as paper maps and text directions. Briefly, it was found that the ATIS route guidance system led to the best navigational performance for drivers of all ages, of both genders, and of high or low spatial ability. Not only did the drivers perform better when using the ATIS route guidance system, but they preferred to use it. KW - Abilities KW - Advanced traveler information systems KW - Age KW - Aged drivers KW - Driver age KW - Driver performance KW - Drivers KW - Gender KW - Human subject testing KW - Navigational aids KW - Personnel performance KW - Route guidance UR - https://trid.trb.org/view/448173 ER - TY - RPRT AN - 00712960 AU - O'Leary, A A AU - Lockwood, P B AU - Taylor, R V AU - Lavely, J L AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - AN EVALUATION OF DETECTABLE WARNING SURFACES FOR SIDEWALK CURB RAMPS. FINAL REPORT PY - 1995/08 SP - 71 p. AB - The 1991 Americans with Disabilities Act Accessibility Guidelines (ADAAG) required the installation of a detectable warning surface (raised truncated domes) on sidewalk curb ramps to alert visually impaired people to potential hazards. Although this requirement was later suspended until 1996, there has been much debate about whether visually impaired people need detectable warnings on ramps and, if so, whether domes are the best option. The Virginia Department of Transportation's (VDOT's) current standard requires an exposed aggregate (gravel mixed into concrete) surface on curb ramps. This study evaluated seven warning surfaces for their detectability by the visually impaired and their ease of maneuverability for the mobility impaired. Information about the performance characteristics of different ramp surfaces was also obtained by telephone survey of transportation officials in Virginia and 21 other states. Test results for 52 visually impaired subjects indicated that the five domed surfaces were far more detectable than the aggregate surfaces; a majority of the totally blind subjects failed to detect the aggregates. Aggregate surfaces were clearly preferred by the six mobility impaired subjects, some of whom had notable difficulty maneuvering on the domed surfaces. Some visually impaired subjects made negative comments about the feel of the domed surfaces underfoot. Survey results indicated that other states are requiring a variety of ramp surfaces, not all of which are detectable warnings. Some areas using domes reported considerable winter maintenance damage. No maintenance damage to aggregate was reported, but Virginia respondents reported other kinds of problems with its installation and use. Selection of a curb ramp surface involves numerous tradeoffs, most notably the tradeoff between high detectability for the visually impaired and maneuverability for the mobility impaired. KW - Alternatives analysis KW - Curb ramps KW - Data collection KW - Detection and identification KW - Detectors KW - Field tests KW - Maneuverability KW - Performance KW - Performance characteristics KW - Performance evaluations KW - Persons with disabilities KW - Raised truncated domes KW - Sidewalks KW - Surveys KW - Test results KW - Texture KW - Visually impaired persons KW - Warning systems UR - http://ntl.bts.gov/lib/36000/36900/36934/95-R31.pdf UR - https://trid.trb.org/view/448145 ER - TY - RPRT AN - 00711816 AU - Kennedy, J C AU - Battelle Memorial Institute AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF PRESENCE OF LIGHT POLES ON VEHICLE IMPACT OF ROADSIDE BARRIERS. FINAL REPORT PY - 1995/08 SP - 124 p. AB - When light poles are installed within the deflection zone of guardrails, they may influence the ability of the guardrail to safely redirect an impacting vehicle. Although most highway light poles are designed to "break away upon impact", insufficient data exist to verify that as a vehicle deflects a guardrail into a light pole, the light pole effectively breaks away. A concern is that light poles may act in a manner similar to bridge abutments. There is evidence that in crash situations where the vehicle pushes the guardrail into the abutment, it generally pivots about the relatively rigid abutment and is injected back into the traffic stream in an uncontrolled, unsafe manner (e.g., spinning). While the size, mass, and stiffness properties of a light pole are much different from a bridge abutment, they may be sufficient to degrade the redirecting performance of the guardrail. If light poles have an adverse effect on the performance of guardrails, then significant and costly modifications and replacements may need to be made to existing barriers and light poles. Required actions could include moving existing light poles out of the deflection zone of the guardrails, stiffening the guardrails to reduce their maximum deflections (which in turn could degrade their redirecting performance), retrofitting existing light poles with new, more frangible bases, and replacing entire light pole assemblies. Full-scale testing involving 2000P and 820C type vehicles were performed and limited computer modeling runs were made to shed light on these concerns and assess if and how existing light pole designs affect the redirecting performance of guardrails under impact conditions. The results from testing and modeling activities indicated that in no case did the vehicle (either 2000P or 820C) snag the guardrail/light pole system more seriously than the case when no light pole is present. Based on these results, no change in the current configuration of light pole installation is recommended. KW - Breakaway supports KW - Computer models KW - Crashes KW - Guardrails KW - Impact tests KW - Performance evaluations KW - Prototype tests KW - Redirection KW - Testing UR - https://trid.trb.org/view/447722 ER - TY - RPRT AN - 00711818 AU - Hurley, J W AU - University of Memphis AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - STRATEGIES FOR INCREASING THE EFFECTIVENESS OF CROSS-SECTION CHANGES AT SIGNALIZED INTERSECTIONS. FINAL REPORT PY - 1995/08 SP - 118 p. AB - Research was conducted to develop design guidelines for maximizing capacity for three intersection configurations with auxiliary lanes. A survey of practices of state agencies showed that no states presently design any of these intersection configurations with capacity maximization as a design objective. A literature review revealed very little applicable background material, and those procedures which do exist treat upstream and downstream sections independently. That is, none of the three configurations have ever been treated as an entity. Since the effectiveness of an auxiliary lane depends on the amount of traffic using it, data were collected so that those factors which significantly affect lane utilization could be identified. Mathematical models describing this utilization were then developed. These lane utilization models were adjusted so that auxiliary lane length could be obtained for specified auxiliary lane utilization. Spreadsheet software was developed for each of the three intersection configurations whereby auxiliary lane lengths could be designed. The design auxiliary lane lengths are based on either existing storage and signing criteria, or lane utilization, whichever is greater. Graphical output enables the designer to evaluate tradeoffs of auxiliary lane lengths with auxiliary lane utilization. KW - Alternatives analysis KW - Auxiliary lanes KW - Design KW - Graphical analysis KW - Graphics KW - Guides to the literature KW - Highway capacity KW - Intersection capacity KW - Intersections KW - Lane distribution KW - Length KW - Literature reviews KW - Mathematical models KW - Maximization KW - Signalized intersections KW - Spreadsheets UR - https://trid.trb.org/view/447724 ER - TY - RPRT AN - 00711754 AU - Maupin, G W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTION AND PERFORMANCE OF A STONE MATRIX ASPHALT MIX TEST SECTION IN VIRGINIA. FINAL REPORT PY - 1995/08 SP - 35 p. AB - Stone Matrix Asphalt (SMA) is a gap-graded mix filled with a rich asphalt-fines mastic developed in Europe. In 1991 five states constructed trial sections to determine if satisfactory mixes could be produced in the United States with current materials and high rates of production. This report discusses Virginia's first section, placed in 1992 near Lynchburg. During construction, better equipment was necessary to control the amount of fines contained in SMA mixes. Lack of control in the mix gradation caused variability on the roadway and on routine mix tests conducted during construction. The mix containing the cellulose fiber, Arbocel, has rutted more at stop-lights than the mix containing the polymer, Vestoplast, or the high-stability control mix. However, all mixes continue to perform well. Laboratory creep tests and gyratory shear tests predicted that the control mix and Vestoplast mix would be more resistant to rutting and consolidation under traffic. This investigation and work in other states have improved the current Virginia specification for SMA. The gradation was coarsened, a stiffer asphalt cement was required, and plant equipment that can adequately handle the aggregates was used. With these changes, future installations will perform better than the current dense graded mixes. KW - Cellulose KW - Construction KW - Construction equipment KW - Creep tests KW - Gyratory testing machines KW - Gyratory tests KW - Mix design KW - Pavement performance KW - Polymers KW - Rutting KW - Shear tests KW - Stone matrix asphalt KW - Test sections UR - http://ntl.bts.gov/lib/36000/36900/36932/95-R27.pdf UR - https://trid.trb.org/view/447715 ER - TY - RPRT AN - 00711755 AU - Roosevelt, D S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF URETHANE SNOW PLOW BLADES AS AN ALTERNATIVE TO RUBBER BLADES. FINAL REPORT PY - 1995/08 SP - 30 p. AB - The purpose of this study was to determine if urethane blades are a suitable alternative to rubber blades for use on snow plows. The importance of finding a suitable alternative is due to the anticipated increased need to protect the new, longer lasting, and expensive preformed tape now being introduced as pavement markings in Virginia. Two sites were selected to test urethane blades, and six sites were selected to test rubber blades. The study reviewed the cost and quality of snow removal for each type of blade. The study found that urethane blades cleaned the roadway surface better than rubber blades but were subject to the same problem of low durability. The Virginia Department of Transportation (VDOT) uses a plowing method that places the full weight of the plow on the blade. This method results in high friction between the blade and the road surface, which causes the blades to wear quickly. The rapid disintegration of the blades within a single snow event makes a life-cycle cost a moot point. Limited data, however, indicated that the life-cycle cost of urethane blades was 6.5 times greater than that of rubber blades. Many airports extend the blade life of urethane blades on their plows by removing the weight of the plow from the blade through the installation of wheels on the plow. Since the conditions under which VDOT currently uses rubber blades is similar to airport conditions, the study recommends that VDOT plows be modified to take the plow's weight off the blade and that urethane blades be substituted for rubber blades. The study was unable to determine if the use of wheel-supported plows equipped with urethane blades would sharply reduce damage to pavement markings. The study recommends that an additional study be conducted in the coming winter season to determine the effect of properly supported urethane blades on pavement markings and the suitability of urethane blades for snow removal under a wider range of conditions. KW - Blades (Machinery) KW - Damages KW - Durability KW - Equipment KW - Equipment modifications KW - Field tests KW - Life cycle costing KW - Loss and damage KW - Performance evaluations KW - Road markings KW - Rubber KW - Snow removal KW - Snowplows KW - Urethane KW - Wear UR - http://ntl.bts.gov/lib/36000/36900/36930/96-R2.pdf UR - https://trid.trb.org/view/447716 ER - TY - RPRT AN - 00711749 AU - Ramirez, T L AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - POLYMER CONCRETE OVERLAYS FOR BRIDGE DECKS. FINAL REPORT PY - 1995/08 SP - 133 p. AB - The purpose of this field evaluation was to evaluate the effectiveness and performance of alternate methods for protecting bridge decks against the intrusion of moisture and chloride ions. The alternate methods included three different types of polymer concrete overlays. One of the overlays consisted of a polyester resin mixed with a fine aggregate and applied as a 3/4 in. (1.9 cm) thick overlay. The remaining two overlays consisted of epoxy binders or epoxy-urethane co-polymer binders covered with a fine aggregate and applied in multiple layers to a finished thickness of 1/4 to 3/8 in. (0.64 to 0.95 cm). Each type of polymer concrete overlay was placed and evaluated on two separate bridge decks. All six bridge decks were existing bridge structures that underwent rehabilitation before the application of the polymer concrete overlays. Chloride ion contents and half-cell potential readings were performed before application of each overlay, and provided baseline bridge deck conditions. Each bridge deck underwent periodic visual inspections. After five years of service life, each bridge deck received a complete field evaluation which included a visual distress survey, chloride ion contents, half-cell potential readings and a chain drag delamination test. The two 3/4 in. (1.9 cm) thick polyester resin concrete overlays experienced problems during construction. As a result, the polymer concrete overlay was resin rich. This overlay appeared to be susceptible to oxidation and ultraviolet degradation. The polyester concrete overlay showed a moderate amount of cracking, spalling and debonding from the underlying bridge deck. Both the multiple layered overlays of epoxy and epoxy-urethane provided good long-term performance. Both overlays provided excellent protection against the intrusion of chloride ions and good protection against moisture. As a result, the standard use of multiple layered, epoxy and epoxy-urethane overlays is recommended. KW - Bridge decks KW - Chlorides KW - Concrete KW - Concrete overlays KW - Effectiveness KW - Epoxides KW - Epoxy KW - Epoxy-urethanes KW - Field tests KW - Inspection KW - Measures of effectiveness KW - Moisture content KW - Performance evaluations KW - Polyester resins KW - Polymer concrete KW - Protection KW - Vision UR - https://trid.trb.org/view/447710 ER - TY - RPRT AN - 00711837 AU - Bryan, B A AU - Simon, A AU - Outlaw, G S AU - Thomas, R AU - U.S. Geological Survey AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - METHODS FOR ASSESSING CHANNEL CONDITIONS RELATED TO SCOUR-CRITICAL CONDITIONS AT BRIDGES IN TENNESSEE. FINAL REPORT PY - 1995/08 SP - 60 p. AB - The ability to assess quickly the potential for scour at a bridge site, to evaluate those bridges with the greatest potential for significant amounts of scour, and to then identify scour-critical structures is important for public protection and bridge maintenance planning. The U.S. Geological Survey in cooperation with the Tennessee Department of Transportation and the U.S. Federal Highway Administration has completed a three phase evaluation of bridges in Tennessee. Information from site assessments of 3,964 bridges in Tennessee was used to develop indexes of potential and observed scour. A data base and geographic information system were established for rapid assessment of potential scour characteristics over broad geographic areas, such as counties, regions, or drainage basins. Channel instability characteristics differ from region to region. In West Tennessee counties, channel instability has progressed from valley bottoms into the uplands through headward degradation. In the middle and east counties of Tennessee, channel widening is a dominant process, but widespread degradation has been prevented by stream beds being lined with erosion-resistant bedrock, boulder, cobble, and gravel, and by the absence of channelization. Neither quantifiable headcutting nor degradation in bedrock channels was noted at any site in the State. However, potential for lateral scour is prevalent in Middle and East Tennessee. KW - Bridge maintenance KW - Bridges KW - Counties KW - Databases KW - Drainage basins KW - Geographic information systems KW - Maintenance KW - Maintenance management KW - Maintenance practices KW - Planning KW - Regions KW - Safety KW - Scour KW - Site investigation KW - Tennessee UR - https://trid.trb.org/view/447743 ER - TY - RPRT AN - 00680711 AU - Sen, R AU - Sukumar, S AU - Rosas, J AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - DURABILITY OF CFRP PRETENSIONED PILES IN A MARINE ENVIRONMENT. VOLUME II. INTERIM FINAL REPORT PY - 1995/08 SP - 124 p. AB - This report provides experimental results from an investigation to assess the long term durability of aramid fiber reinforced plastic (AFRP) and carbon fiber reinforced plastic (CFRP) pretensioned elements used as piles driven in Florida's tidal waters. A total of 66 identical beams - 33 aramid and 33 carbon - were cast in a single pour. The beams, each 114 mm x 150 mm x 2.44 m, were pretensioned using two AFRP or CFRP rods at an eccentricity of 50 mm. They were designed to fail due to rupture of the AFRP or CFRP rod. Three identical series of tests are being conducted on each material. These are outdoor exposure, wet/dry cycles in salt water simulating tide change (durability) and a combination of wet/dry cycles and hot/cold cycles to simulate the effect of temperature range (bond). The testing is near completion except for the final series of tests from each of the three studies. These will be delayed as long as possible to allow maximum time of exposure. Preliminary findings indicate that AFRP pretensioned elements may be vulnerable to thermal cycling in a marine environment. The CFRP pretensioned elements performed satisfactorily in this environment. However, some loss in strength was detected in the CFRP pretensioned specimens exposed to wet/dry cycles simulating tidal waters after 24 months. KW - Aramid fibers KW - Carbon fibers KW - Crash exposure KW - Durability KW - Environment KW - Exposure KW - Fiber reinforced plastics KW - Marine environment KW - Oceans KW - Piles (Supports) KW - Pretensioning KW - Temperature KW - Thermal cycling KW - Thermal stresses KW - Tidal currents KW - Tidal waters KW - Wet dry cycles UR - https://trid.trb.org/view/422218 ER - TY - RPRT AN - 00680710 AU - Sen, R AU - Rosas, J AU - Sukumar, S AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - DURABILITY OF AFRP PRETENSIONED PILES IN A MARINE ENVIRONMENT. VOLUME I. INTERIM FINAL REPORT PY - 1995/08 SP - 147 p. AB - This report provides experimental results from an investigation to assess the long term durability of aramid fiber reinforced plastic (AFRP) and carbon fiber reinforced plastic (CFRP) pretensioned elements used as piles driven in Florida's tidal waters. A total of 66 identical beams - 33 aramid and 33 carbon - were cast in a single pour. The beams, each 114 mm x 150 mm x 2.44 m, were pretensioned using two AFRP or CFRP rods at an eccentricity of 50 mm. They were designed to fail due to rupture of the AFRP or CFRP rod. Three identical series of tests are being conducted on each material. These are outdoor exposure, wet/dry cycles in salt water simulating tide change (durability) and a combination of wet/dry cycles and hot/cold cycles to simulate the effect of temperature range (bond). The testing is near completion except for the final series of tests from each of the three studies. These will be delayed as long as possible to allow maximum time of exposure. Preliminary findings indicate that AFRP pretensioned elements may be vulnerable to thermal cycling in a marine environment. The CFRP pretensioned elements performed satisfactorily in this environment. However, some loss in strength was detected in the CFRP pretensioned specimens exposed to wet/dry cycles simulating tidal waters after 24 months. KW - Aramid fibers KW - Carbon fibers KW - Crash exposure KW - Durability KW - Environment KW - Exposure KW - Fiber reinforced plastics KW - Marine environment KW - Oceans KW - Piles (Supports) KW - Pretensioning KW - Temperature KW - Thermal cycling KW - Thermal stresses KW - Tidal currents KW - Tidal waters KW - Wet dry cycles UR - https://trid.trb.org/view/422217 ER - TY - RPRT AN - 00962870 AU - Duwadi, S R AU - Ritter, M A AU - US Forest Service AU - Federal Highway Administration TI - RESEARCH ON TIMBER BRIDGES AND RELATED TOPICS PY - 1995/07 SP - 22 p. AB - The USDA Forest Service - Forest Products Laboratory (FPL) and the Federal Highway Administration (FHWA) have implemented a joint research program involving wood utilization in transportation structures. The timber bridge research activity under the FPL/FHWA research program is divided into the following six research areas identified in the Intermodal Surface Transportation Efficiency Act (ISTEA) legislation: (I) System development and design; (II) Lumber design properties; (III) Preservatives; (IV) Alternate transportation system timber structures; (V) Inspection/rehabilitation; and (VI) Technology and information transfer. This report presents current program highlights within the six major categories. KW - Design KW - Inspection KW - Lumber KW - Properties of materials KW - Rehabilitation (Maintenance) KW - Research KW - Technology transfer KW - Timber KW - Wood preservatives KW - Wood structures KW - Wooden bridges UR - https://trid.trb.org/view/660898 ER - TY - RPRT AN - 00764612 AU - Paul, H R AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - INVESTIGATION OF NUCLEAR ASPHALT CONTENT GAUGE PY - 1995/07 SP - 42 p. AB - The introduction of new aggregate sources to Louisiana in the mid 1980s has presented problems in asphalt concrete mix design and construction. Absorptive aggregates such as reclaimed portland cement concrete and some stones now being supplied have made asphalt content determination a critical aspect of mix control. Current test procedures take several hours to determine asphalt content. In addition, the use of chlorinated solvents is being reduced nationally because of their hazardous storage, handling and disposal problems. This study evaluated the operation and performance of the nuclear asphalt content gauge as a replacement for existing methods to reduce test time and eliminate the use of hazardous solvents. The variation in test results between centrifuge, reflux and the nuclear asphalt content gauge was evaluated for one week's production at six asphalt plants. Three batch plants and three drum plants were examined. Moisture content for the correction of nuclear content results was determined using both a microwave and the ASTM D1461 distillation method. Cold feed gradations were compared to extracted gradations from the samples tested for asphalt content. The pooled standard deviations for the nuclear asphalt content gauge were similar to the reflux extraction results regardless of plant type with the batch plant deviation slightly lower than the drum plant. Both the nuclear gauge and the reflux had lower standard deviations than the centrifuge extractor. All moisture contents were negligible indicating reduced need for this test. Cold feed gradations were similar to hot mix extracted results with occasional bias because of the type of plant emission control and return system. The cold feed standard deviations for each sieve were comparable to the extracted hot mix samples, historical and Materials Test System (MATT) data bases. KW - Aggregate gradation KW - Asphalt content KW - Centrifuges KW - Moisture content KW - Nuclear gages KW - Quality control KW - Reflux extraction KW - Standard deviation UR - http://www.ltrc.lsu.edu/pdf/2005/report_226.pdf UR - https://trid.trb.org/view/497638 ER - TY - RPRT AN - 00753809 AU - Huntington, G AU - Ksaibati, K AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - SULFATE EXPANSION IN CEMENT-TREATED BASES PY - 1995/07 SP - 133 p. AB - Over the years the Wyoming Department of Transportation (WYDOT) has successfully used cement-treated base (CTB) for highway construction. However, two recently built pavement sections have developed transverse bumps resembling frost heaves across the entire width of the roadway. CTB is a mixture of portland cement, aggregate, and water, but has a lower cement content than ordinary portland cement concretes. It is vulnerable to weakening and expansion caused by sulfates in the aggregate, particularly when clays are present. The objectives of this research were to: develop laboratory test methods to simulate field expansion of CTB; establish which material property(s) caused expansion of the CTB; develop specifications to prevent sulfate related expansion of CTB; and evaluate the effect of fly ash on sulfate attack in CTB. Bars simulating CTB were prepared and were spiked with various quantities of clay and a sulfate source. The effect of plasticity index and sulfate content on expansion of the bars was evaluated. Aggregate type and mixing water were examined as possible causes of the expansion of the CTB and it was shown that aggregate-related problems, not mixing water, caused the damaging expansion. Based on these analyses, changes to the current WYDOT specifications governing aggregate used in CTB are proposed. KW - Aggregates KW - Base course (Pavements) KW - Cement treated bases KW - Cement treated soils KW - Expansion KW - Fly ash KW - Laboratory tests KW - Plasticity index KW - Prevention KW - Specifications KW - Sulfates UR - https://trid.trb.org/view/536625 ER - TY - RPRT AN - 00739856 AU - Olbering, D J AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - TOWARD DETERMINING MINIMAL/OPTIMAL TRANSPORTATION DEPARTMENT RESOURCE REQUIREMENTS: AN EXAMINATION OF STATE PRIVATIZATION TRENDS AMONG SELECTED STATES PY - 1995/07 SP - 32 p. AB - The purpose of this project was to conduct a preliminary analysis of employment and privatization trends in state transportation departments. This project involved a review of recent literature on public sector privatization efforts, an analysis of all state transportation system characteristics similar to those of Kentucky, and a survey of the sample states to determine privatization trends in the functional areas of administration, maintenance, design, engineering, enforcement and safety, and construction. KW - Benchmarks KW - Conservation KW - Downsizing KW - Privatization KW - Resource management UR - https://trid.trb.org/view/573227 ER - TY - RPRT AN - 00725550 AU - Wojakowski, J B AU - Catron, M A AU - Kansas Department of Transportation AU - Federal Highway Administration TI - USE OF RETROFIT LOAD TRANSFER DEVICES AND UNDERSEALING TO REHABILITATE A PCC PAVEMENT PY - 1995/07 SP - 23 p. AB - A 1986 project evaluated bituminous undersealing and different retrofitted load transfer devices in Chase County on U.S. 50. This report follows the progress of the project from 1986 until 1993. The project consisted of two 305 m (1000 ft) test sections and one 305 m (1000 ft) control section. Test section 1 received patching and a 100 mm (4 in.) overlay and no undersealing. Test section 2 was constructed with no overlay, but it had undersealing and also contained load transfer devices. The devices used were: drilled and grouted dowel bars with patching, dowel bars placed on chairs in sawed slots, and a Double V device. The control section was constructed by regular construction techniques. The data show that undersealing gave the pavement added strength. It also helped to control the deflections of the pavement. Load transfer devices distributed forces and helped the patches last longer. The load transfer device that worked best was the Double V device. The bituminous overlay has given effective performance for more than eight years with a smoother ride than the load transfer device section. KW - Bituminous overlays KW - Concrete pavements KW - Deflection KW - Driver rehabilitation KW - Load transfer KW - Load transfer device KW - Patching KW - Pavement deflection KW - Pavement performance KW - Pavements KW - Rehabilitation KW - Retrofitting KW - Sealing (Technology) KW - Undersealing UR - http://kdot1.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003670472 UR - https://trid.trb.org/view/460877 ER - TY - RPRT AN - 00725542 AU - Abdulshafi, O A AU - Fitch, M G AU - CTL Engineering, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FIELD AND LABORATORY EVALUATION OF SILICA FUME MODIFIED CONCRETE BRIDGE DECK OVERLAYS IN OHIO PY - 1995/07 SP - 245 p. AB - The objective of this study was to evaluate, under field and laboratory conditions, the properties of silica fume modified concrete (SFMC) mixes that are currently used by the Ohio Department of Transportation (ODOT) for bridge deck overlays. These mixes have been used with increasing frequency for overlays in Ohio since 1984. The research methods included construction monitoring of nine overlay placement projects, field evaluations of existing overlaid decks, and preparation and testing of laboratory SFMC mixes using materials obtained from the construction monitoring projects. The field evaluations consisted of visual inspections of 145 decks, and in-depth condition surveys of 28 decks to determine the extent of any delamination/debonding and to obtain core samples for laboratory testing. Based on the information collected in this study, it was concluded that the early performance of SFMC overlays in Ohio has generally been very good. None of the examined overlays, which ranged in age from one to six years, exhibited spalling or patching. The most frequently observed distress was cracking of the overlay, which was observed on approximately 19% of the overlays that were visually inspected. The cracking was considered to be the result of drying shrinkage in most cases. The results of laboratory testing indicated that the SFMC mixes show low permeabilities and very high compressive strengths. Recommendations are provided regarding the mix design and construction specifications, with the intent being to reduce the potential for drying shrinkage. KW - Admixtures KW - Bridge decks KW - Compressive strength KW - Condition surveys KW - Construction KW - Construction specifications KW - Cracking KW - Debonding KW - Delamination KW - Field tests KW - Inspection KW - Laboratory tests KW - Mix design KW - Overlays (Pavements) KW - Permeability KW - Recommendations KW - Shrinkage KW - Shrinkage cracks KW - Silica fume KW - Specifications KW - Vision UR - https://trid.trb.org/view/460869 ER - TY - RPRT AN - 00720305 AU - Buffington, J L AU - Chui, M K AU - Memmott, J L AU - Saad, F AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - CHARACTERISTICS OR REMAINDERS OF PARTIAL TAKINGS SIGNIFICANTLY AFFECTING RIGHT-OF-WAY COSTS. FINAL REPORT PY - 1995/07 SP - 124 p. AB - Highway right-of-way costs have accelerated in recent years, especially in suburban and urban areas of Texas. Thus, further efforts are being made by Texas Department of Transportation (TxDOT) officials to find ways to reduce or hold down such costs. One of the efforts helped to enact a new law determining the compensation paid property owners for partial takings of right-of-way for highways. This law, subsequently declared unconstitutional by the Texas Supreme Court, allowed consideration of special or direct benefits arising from the highway improvement in awarding compensation for the taking or assessing damages to the remainder, and it did help to reduce right-of-way costs. The purchase of partial takings can cause some remainders to suffer considerable severance and/or proximity damages. The state only gains title to the partial taking, and the property owner keeps title to the remainder. Although enhancements can offset some of these damages, purchasing agencies are still paying many property owners more than the taking value. Often, small and irregularly shaped remainders are created and damaged to 100% of value (the whole property's value). This study seeks to determine which remainder characteristics significantly affect right-of-way costs. The more specific objectives of the study are to determine (1) the significant remainder property, access, and location characteristics that affect right-of-way costs and (2) the effects of the 1984-87 right-of-way evaluation law on right-of-way costs. A thorough study of the literature; a mail survey of selected right-of-way fee appraisers, TxDOT appraisers and attorneys on the state attorney general's staff; the preparation and analysis of a sample of old remainder case histories developed by the Texas Transportation Institute and TxDOT during the 1960s; and the collection and analysis of a new sample of remainders created before, during, and after the new law was in effect are all being accomplished under the research plan. The new sample data cover three time periods: 1) January 1, 1974 to October 1, 1984, 2) October 1, 1984 to August 17, 1987, and 3) August 17, 1987 to December 31, 1991. The literature survey helped identify several important remainder characteristics to be tested. A total of 70 out of 91 persons surveyed responded and gave importance scores to a list of remainder characteristics. The top 10 or 12 characteristics were used in the regression models of the two data samples. The analysis of the sample of old remainder case histories identified several important characteristics related to the remainder, i.e., size, value, and use of whole property; remainder shape; value total damages paid; and proportion of taking. The analysis of the new database confirmed some of these findings and yielded other characteristics, such as, method of acquisition, highway grade level, rural/urban location, type of highway access, split remainders and development limitations that significantly affect right-of-way cost. KW - Appraisals KW - Case studies KW - Characteristics KW - Compensation (Law) KW - Costs KW - Data collection KW - Financial responsibility KW - Guides to the literature KW - Literature reviews KW - Partial taking KW - Property acquisition KW - Remainders (Property law) KW - Right of way (Land) KW - Surveys KW - Taking (Property) UR - https://trid.trb.org/view/454692 ER - TY - RPRT AN - 00720301 AU - Crockford, W W AU - Makunike, D AU - Davison, R R AU - Scullion, T AU - Billiter, T C AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - RECYCLING CRUMB RUBBER MODIFIED ASPHALT PAVEMENTS. FINAL REPORT PY - 1995/07 SP - 180 p. AB - There has been concern that the legislative mandate to use waste rubber in paving applications will result in a severe environmental problem when it becomes necessary to recycle these pavements. If successful recycling is possible, the long term performance of these pavements becomes a concern. The results of this study indicate that it is possible to recycle this material. However, some techniques for conventional asphalt mixture design, material processing, and construction must be modified to ensure this success, and some techniques may not be appropriate when waste rubber is present in the mixture to be recycled. Many of the results presented in this study are based on experiences in Tyler and San Antonio, Texas, where two of the earliest crumb rubber recycling operations in the United States have transpired. KW - Asphalt pavements KW - Asphalt rubber KW - Crumb rubber KW - Field studies KW - Methodology KW - Modifications UR - https://trid.trb.org/view/454688 ER - TY - RPRT AN - 00720234 AU - Dueker, R L AU - Applied Science Associates, Incorporated AU - Federal Highway Administration TI - ASSESSING THE ADEQUACY OF COMMERCIAL MOTOR VEHICLE DRIVER TRAINING: FINAL REPORT. VOLUME I: EXECUTIVE SUMMARY PY - 1995/07 SP - 35 p. AB - The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), Public Law 102-240, mandates that the Federal Highway Administration (FHWA) report to Congress on the effectiveness of private sector efforts to ensure adequate training of entry-level drivers of Commercial Motor Vehicles (CMVs). The FHWA must initiate a rulemaking process to determine whether it is in the public interest to require the training of entry-level CMV drivers. The results of this project will be used by the FHWA Office of Motor Carriers as one input in the rulemaking process. This report describes the outcomes of surveys and other data collection activities conducted in the heavy truck, motorcoach and school bus sectors. The surveys included 164 industry representatives, 122 driver training programs (including fleet-operated programs) and 464 drivers. In addition, the report summarizes and analyzes the responses to the FHWA Advance Notice of Proposed Rulemaking (ANPRM) titled, "Training for All Entry-Level Drivers of Commercial Motor Vehicles (CMVs)". This ANPRM was published in the 21 June 1993 issue of the "Federal Register". A total of 96 letters, signed by 104 persons, were received in response to the ANPRM. The responses came from truck driving schools, truck fleet operators and their associations, truck drivers and concerned individuals, trucking union and services organizations, a motorcoach association, school bus fleet operators and an association, state governments, and others. Analysis, conclusions and recommendations are focused on five research areas considered important in support of FHWA's decisionmaking on the issue of mandated CMV driver training. These areas are: The existence/effectiveness of private sector programs, the magnitude of the accident problem, the effectiveness of training as a solution to the problem, the impact of mandating training, and the existence/effectiveness of other government programs. This report will be of interest to anyone concerned about the training of heavy truck, motorcoach and school bus drivers, and whether such training should be federally mandated. KW - Bus drivers KW - Commercial vehicles KW - Data collection KW - Driver education KW - Driver training KW - School bus drivers KW - Surveys KW - Truck drivers UR - https://trid.trb.org/view/454621 ER - TY - RPRT AN - 00720134 AU - Alexander, M L AU - California Department of Transportation AU - Federal Highway Administration TI - A FIELD PROCEDURE FOR DETERMINING THE TEST MAXIMUM DENSITY OF ASPHALT CONCRETE. FINAL REPORT PY - 1995/07 SP - 65 p. AB - A procedure for determining the test maximum density of asphalt concrete in a field laboratory was developed and then tried on several paving projects. This test maximum density is required to determine the in-situ relative compaction of asphalt concrete per California Test 375. The procedure involves the use of a hydraulic jack to apply a 133,500 N static load for compaction in lieu of using a kneading compactor. Although the test maximum densities achieved by this static loading are normally lower than the values determined using a kneading compactor, a correlation factor can be determined and applied. In most cases, the test results can be available within two hours of obtaining a sample of the material. KW - Asphalt concrete KW - Compaction KW - Compaction tests KW - Density KW - Density measurement KW - Field methods KW - Field tests KW - Measurement KW - Relative compaction KW - Soil compaction test KW - Static loading KW - Static loads KW - Test results UR - https://trid.trb.org/view/454523 ER - TY - RPRT AN - 00720113 AU - Moussavi, M AU - Albeck, J AU - Al-Turk, M AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - NEBRASKA'S NON-URBANIZED PUBLIC TRANSPORTATION NEEDS ASSESSMENT. FINAL REPORT PY - 1995/07 SP - 159 p. AB - The ability to predict the demand for rural intra-county public transportation has become increasingly more important in recent years. In this study an attempt was made to predict the future intra-county public transportation ridership demand in rural Nebraska. Existing and historical transit operating and socioeconomic and demographic data were collected for the counties and cities in Nebraska that have rural transportation services. This information was used to develop a series of equations for predicting the future ridership demand in rural areas with or without existing public transportation services. The results of the study showed that the existing intra-county public transportation systems in rural Nebraska are providing sufficient services to meet the present demand in most rural areas. However, a moderate expansion of some of these systems would enhance the quality of the existing services, and it would provide services in some areas which currently do not have a public transportation system. A list of recommended expansions are presented in this report. The study also recommended new public transportation systems for some counties which currently do not have any transit services. The study concluded that if the new and expanded services which are recommended in this study are provided and the present level of support for existing services are continued, the present and future intra-county public transportation needs (1995 to 2015) in rural Nebraska will be sufficiently met. Of course, this conclusion is based on the assumption that there will be no dramatic changes in demographics and socioeconomic characteristics of rural Nebraska in the next twenty years. It is also assumed that the present level of support to existing transit systems will be adjusted for inflation and vehicle replacement costs in the future, as will be required. KW - Demand KW - Economic forecasting KW - Equations KW - Improvements KW - Level of service KW - Nebraska KW - Needs assessment KW - Rural transit UR - https://trid.trb.org/view/454502 ER - TY - RPRT AN - 00720061 AU - Lima, P AU - Lima and Associates AU - Arizona Department of Transportation AU - Federal Highway Administration TI - ARIZONA TRANSPORTATION TECHNOLOGY TRANSFER RESOURCE CATALOG PY - 1995/07 SP - 148 p. AB - This project entailed compilation of information on where technology information could be obtained. The sources of information included workshops and training courses, videos and CD-ROMs, colleges, libraries, transportation organizations, newsletters, information clearinghouses, and Internet sources of information. The catalog is intended to be updated by the Technology Transfer Center at Arizona State University on an annual basis. KW - Catalogs KW - Information sources KW - Technology KW - Technology transfer KW - Transportation KW - Transportation technology UR - https://trid.trb.org/view/454450 ER - TY - RPRT AN - 00720048 AU - Lerner, N D AU - Huey, R W AU - McGee, H W AU - Sullivan, A AU - Comsis Corporation AU - Federal Highway Administration TI - OLDER DRIVER PERCEPTION-REACTION TIME FOR INTERSECTION SIGHT DISTANCE AND OBJECT DETECTION. VOLUME II: APPENDIXES TO FINAL REPORT PY - 1995/07 SP - 148 p. AB - Four on-road experiments investigated whether the assumed values for driver perception-reaction time (PRT) used in AASHTO design equations adequately represent the range of actual PRT for older drivers. The Case III (stop controlled) intersection sight distance (ISD) experiment found that older drivers did not have longer PRT than younger drivers; 85th percentile PRT closely matched the AASHTO design equation value of 2.0 s. In the stopping sight distance (SSD) experiment, involving brake reaction times to an unanticipated event (crash barrel suddenly rolling toward roadway), there were apparent differences in the distribution of PRT among age groups. Younger drivers accounted for most of the fastest PRT, but there were no age differences in the 50th or 85th percentiles. All observed PRT were encompassed by the current AASHTO design value of 2.5 s. The decision sight distance (DSD) experiment measured when drivers recognized the need to make a lane change maneuver, from the first visibility of the roadway cue used by the driver. Although observed DSD values were generally longer with increasing driver age, the 85th percentile PRT for all age groups were well below AASHTO design assumptions. The final experiment collected judgments about the acceptability of gaps and lags in traffic. Younger subjects accepted shorter gaps and rejected lags later than older subjects. Based on these findings, and consideration of the implications of changes in PRT for sight distance requirements, no changes to design PRT values, based on older driver performance, were recommended for ISD, SSD, or DSD. Alternative models for ISD, based on gap acceptance or lag rejection, were explored. Based on limited data, it is not clear whether these models offer any significant benefits to the current AASHTO model. KW - Aged drivers KW - Drivers KW - Gap acceptance KW - Lag rejection KW - Motion perception KW - Reaction time KW - Sight distance UR - https://trid.trb.org/view/454437 ER - TY - CONF AN - 00713626 AU - Texas A&M University, College Station AU - Federal Transit Administration TI - NATIONAL CONFERENCE ON HIGH-OCCUPANCY: HOV SYSTEMS IN A NEW LIGHT PY - 1995/07 SP - 122p AB - This report contains the papers delivered at the 7th National Conference on High-Occupancy Vehicle Systems: HOV Systems in a New Light. The conference brought together transportation officials from state, local, and federal governments as well as from the private sector to discuss important issues related to HOV facilities, to discuss what has changed and what has not changed with HOV facilities, and to share their experiences with different approaches and techniques. Part 1, Plenary Sessions, presents papers and discussions related to the following subject areas: National and International Status Report; HOV System Development in California; Experiences from the United States and Abroad; Experiences from the Northridge Earthquake: Applying HOV Treatments in an Emergency; and Emerging Issues, Research, and Vision for HOV Systems. Part 2 contains the keynote luncheon speeches: HOV as a System-Wide Solution, and Responding to Mobility Challenges Following the Northridge Earthquake. Part 3 documents the workshop reports which discuss recent experiences with 1) HOV planning, implementation, and policy development, as well as 2) advanced transit and HOV roadway systems. The report also provides a conference attendance list. U1 - 7th National Conference on High-Occupancy Vehicle SystemsFederal Transit Administration, Federal Highway Administration, Texas A&M University SystemBiltmore Hotel, Los Angeles, CA StartDate:19940605 EndDate:19940608 Sponsors:Federal Transit Administration, Federal Highway Administration, Texas A&M University System KW - Facilities KW - High occupancy vehicles KW - Implementation KW - Planning KW - Policy making KW - State of the art KW - Systems analysis UR - http://ntl.bts.gov/lib/12000/12300/12345/2x_01.pdf UR - http://ntl.bts.gov/lib/17000/17800/17839/PB2001104708.pdf UR - https://trid.trb.org/view/451902 ER - TY - RPRT AN - 00713079 AU - Hofmann, K L AU - Hunt, L AU - Oregon Department of Transportation AU - Federal Highway Administration TI - REPAIR OF RUTTING CAUSED BY STUDDED TIRES. LITERATURE REVIEW PY - 1995/07 SP - 39 p. AB - Rutting caused by studded tire wear has become a major issue in Oregon because of the impact on the infrastructure and the increase in driving hazards. It is estimated that the cost to mitigate the damage from studded tire use in 1993 alone is $42 million statewide. The ruts caused by the studs lead to reduced pavement life which increases the life cycle costs. The safety hazards include an increase in splash and spray and hydroplaning during rainy weather. The objectives of this report are: (1) to identify alternatives available for studded tire rut repair; and (2) to determine the viability of these alternatives with regard to material costs, availability, constructability and compatibility with Oregon pavement types. Several alternatives were identified to repair the ruts caused by studded tires. The alternatives include: microsurfacing, stone mastic asphalt (SMA), NOVACHIP (trademark), thin overlays, conventional overlays, roller compacted concrete, ultrathin concrete overlays, fine tooth milling, diamond grinding, hydroblasting with a bonded inlay, and realigning travel lanes. Microsurfacing and fine tooth milling are feasible alternatives for pavements that will be overlaid or reconstructed within a couple of years. SMA is reported to offer the best resistance to studded tire wear. Field testing of an SMA section is warranted for evaluation. The Oregon Department of Transportation (ODOT) Paving Committee should consider constructing an SMA wearing course to compare the performance with conventional mixes. At a minimum, one section should include PCC using a dense-graded mix as a leveling course and another section should include AC using rotomilling for leveling. Construction of an SMA wearing course will require laboratory testing to establish an appropriate mix design. The recommendations for further research include: (1) Investigating the preventive techniques Scandinavian countries have initiated - the investigation would entail identifying the aggregate properties that reduce wear caused by studded tires, based on Finland's aggregate specifications, evaluating sources that would meet the properties, and finally, modifying the ODOT aggregate specifications; (2) identifying pilot projects and investigating surface preparation requirements and/or tack coats for thin overlays; and (3) conducting a more detailed investigation into the advantages and disadvantages of shifting travel lanes in certain areas as a preventive measure. A work plan will be developed that will cover the recommendations. KW - Alignment KW - Grinding KW - Guides to the literature KW - Hazards KW - Hydroblasting KW - Hydroplaning KW - Life cycle costing KW - Literature reviews KW - Mastic asphalt KW - Microsurfacing KW - Milling KW - Overlays (Pavements) KW - Prevention KW - Recommendations KW - Repair costs KW - Repairing KW - Roller compacted concrete KW - Rutting KW - Scandinavia KW - Splashing KW - Spray control KW - Stone KW - Stone matrix asphalt KW - Studded tires KW - Surface preparation KW - Tack coats KW - Technology KW - Traffic lanes KW - Wearing course (Pavements) UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/RepairOfRutting.pdf UR - https://trid.trb.org/view/448205 ER - TY - RPRT AN - 00713086 AU - Blumentritt, C AU - Balke, K AU - Seymour, E AU - Sanchez, R AU - Texas Transportation Institute AU - Federal Highway Administration TI - TRAVTEK SYSTEM ARCHITECTURE EVALUATION. FINAL REPORT PY - 1995/07 SP - 250 p. AB - The TravTek System Architecture Evaluation documents in detail the TravTek system, including the Traffic Information Network (TIN), TravTek Information Services Center (TISC), Traffic Management Center (TMC), and the TravTek vehicle. The TravTek system achieved a high state of automation. Link travel time data were received automatically from the probe vehicles, freeway management system, and arterial control management system. These data were fused and distributed to the vehicles, all without operator intervention. The process for estimating link travel times worked well on the basis of information available. TravTek needed more high quality traffic information to provide vehicle routing that had the benefit of accurate, up to minute traffic information. Probe vehicles provided reliable travel times, but reported significant travel time variations on arterial links due to stop time at intersections. Incident information available to TravTek was sparse and usually not timely. Historical link travel time, map, and local information data base accuracy was good. A human factors study regarding the TMC operation and environment, found operator improvement was needed. The TravTek system was very reliable, largely due to a distributed architecture. Problems with the TravTek system were largely implementation related, as opposed to architecture related. Lessons learned during TravTek are enumerated, and conclusions are stated which sustain the overall success of TravTek. KW - Advanced traveler information systems KW - Driver information systems KW - Information centers KW - Information services KW - Intelligent transportation systems KW - Reliability KW - Route guidance KW - Traffic control centers KW - Traffic control centers UR - https://trid.trb.org/view/448212 ER - TY - RPRT AN - 00713081 AU - Pivo, G AU - Hess, P AU - Thatte, A AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - LAND USE TRENDS AFFECTING AUTO DEPENDENCE IN WASHINGTON'S METROPOLITAN AREAS, 1970-1990. FINAL REPORT PY - 1995/07 SP - 127 p. AB - In order to better integrate land use and transportation planning and implement less auto dependent land use patterns, it is useful to know where and to what extent the urban land market is producing less auto-dependent urban growth. Data on the population density, housing density, employment density, jobs-housing balance, and retail-housing balance of metropolitan cities and unincorporated places in Washington state were examined for the 1970-1990 time period. Analyses included the examination and comparison of statistical distributions and thematic maps in each decade. During the twenty year period, there was an increase in the proportion of the population living in jobs- and retail-housing balanced communities and an increase in housing densities. Meanwhile, population and employment densities declined. Density declines were attributable to falling household size, suburbanization, and the growth of very low density urban fringe developments. Distinct geographic patterns were found in density changes but changes in balance measures were less predictable. Relationships between land use variables were found and associations between both density and balance and less auto use were confirmed. It is recommended that efforts be made to promote greater density and balance in certain urban areas and that land use information be used to target communities whose land use patterns are capable of supporting greater transit use and less outcommuting. KW - Automobile travel KW - Commuting KW - Distributions (Statistics) KW - Employment KW - Housing density KW - Land use KW - Metropolitan areas KW - Population density KW - Public transit KW - Ridership KW - Transportation planning KW - Trend (Statistics) KW - Urban growth KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/380.1.pdf UR - https://trid.trb.org/view/448207 ER - TY - RPRT AN - 00713037 AU - Hunt, E AU - Peters, W AU - Oregon Department of Transportation AU - Federal Highway Administration TI - CRUMB RUBBER MODIFIED ASPHALT CONCRETE IN OREGON. SUMMARY REPORT PY - 1995/07 SP - 55 p. AB - Over the last nine years, the Oregon Department of Transportation (ODOT) has constructed 13 projects using crumb rubber modifiers (CRMs) in asphalt concrete pavements using both the wet and dry process. Three of the projects included more than one type of CRM. All projects included a control section. Research data have been collected on the majority of projects and five construction reports have been written detailing the results. State and federal legislation may require the use of recycled rubber in asphalt concrete, therefore, the Oregon Department of Transportation is interested in determining the most cost-effective crumb rubber modified asphalt concrete. This report includes a literature review on the use of CRMs in asphalt concrete pavement and a review of non-ODOT CRM paving projects constructed by Oregon counties and cities and the Washington Department of Transportation. In addition, the report summarizes the data collected on all CRM hot mix asphalt concrete pavement projects constructed by ODOT. The ODOT information includes background, construction, cost, and performance data for each of the test and control sections. Finally, the future activities of the project are reviewed. The short pavement history precludes selection of a process based on performance. The results of the study indicate that if a CRM process were to be selected today, pavements constructed with PBA-6GR would be the most economical in terms of initial cost/ton. The PBA-6GR is also very easy to use since the rubber modified binder is blended at the refinery and delivered to the job site ready for mixing with the aggregate. This process reduces the number of errors possible during construction since the rubber content and the mixing process are tightly controlled at the refinery. Additional testing of the PBA-6GR is necessary to ensure that a product that meets the ODOT specifications is consistently available. KW - Asphalt concrete KW - Costs KW - Crumb rubber KW - Field data KW - Field studies KW - Guides to the literature KW - Literature reviews KW - Mix design KW - Modifiers KW - Pavement performance KW - Paving UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/crumb_rubber_asphalt.pdf UR - https://trid.trb.org/view/448188 ER - TY - RPRT AN - 00713032 AU - Minkarah, I AU - Arudi, R AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EFFECTIVENESS OF BREAKING AND SEATING OF REINFORCED PCC PAVEMENTS BEFORE OVERLAY. FINAL REPORT PY - 1995/07 SP - 105 p. AB - Four sections, each a mile long, were broken and seated (B/S) prior to constructing an asphaltic concrete (AC) surface layer. Five control sections were constructed, adjacent to the B/S sections. The test sections were all Jointed Reinforced Concrete Pavements and carried a large amount of traffic. The original pavements selected in this study were fairly uniform with respect to their structural and surface conditions. The thickness of the concrete layer [22.5 cm (9 in.)] was the same throughout and the subbase and subgrade exhibited very little variation. The AC overlay thickness was the same for the B/S and the control sections [16.5 cm (6.5 in.) in one area and 21.6 cm (8.5 in.) in the other area]. Two types of pavement breakers were used in this study, namely guillotine and pile hammer. The goal was to break the slabs into segments of 0.45 m x 0.45 m (18 in. x 18 in.). The extent of breaking was closely monitored. The performance of the test sections was monitored for a period of about two years. Performance evaluation was made based on (i) structural response and (ii) reflection cracking. The results of this study confirm the previous findings regarding (i) the effectiveness of breaking and seating in delaying reflection cracks, and (ii) reduction in structural capacity, increase of surface deflection and loss of flexural strength. It is observed that type of breaking equipment and extent of breaking are the most important factors that govern the early behavior of B/S sections. KW - Asphalt concrete KW - Crack and seat treatment KW - Deflection KW - Driver rehabilitation KW - Equipment KW - Flexural strength KW - Monitoring KW - Overlays (Pavements) KW - Pavement deflection KW - Pavements KW - Performance evaluations KW - Reflection cracking KW - Rehabilitation KW - Reinforced concrete pavements KW - Structural analysis KW - Structural mechanics KW - Structural response KW - Test sections KW - Thickness UR - https://trid.trb.org/view/448182 ER - TY - RPRT AN - 00712949 AU - Hudson, J H AU - Seitz, R AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF VIDEOWINDOWS PLV VIEWING SYSTEM. FINAL REPORT PY - 1995/07 SP - 17 p. AB - The Connecticut Department of Transportation, in cooperation with the Federal Highway Administration, has developed a low cost alternative to its Photolog Laser Videodisc viewing system currently in use. This report provides a description of the system's hardware and software. An evaluation of the image resolution and system functionality is presented. KW - Hardware KW - Image processing KW - Photologging KW - Software KW - Video technology UR - https://trid.trb.org/view/448134 ER - TY - RPRT AN - 00711835 AU - Reed, T L AU - Niemeier, D A AU - Rutherford, G S AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - PRIORITIZATION OF CAPACITY IMPROVEMENTS. FINAL TECHNICAL REPORT PY - 1995/07 SP - 201 p. AB - This technical report summarizes the Prioritization of Capacity Improvements Study (PCIS), the purpose of which was to develop a new methodology for prioritizing mobility improvement projects to reflect State Transportation Policy Plan objectives. This report includes a discussion of the preexisting Category C prioritization formula, an overview of state-of-the-art prioritization methods for regional and statewide project programming elsewhere, a detailed discussion of the proposed ranking methodology for mobility improvements, and finally, a description of the implementation process for the 1995-97 biennial programming cycle at the Washington State Department of Transportation (WSDOT). This study focused on the safe, cost-effective movement of people and goods; the encouragement of high occupancy vehicles and alternative modes; land use-transportation compatibility; environmental conservation; social and economic impacts; institutional coordination; and local support, all of which are explicit goals in the State Transportation Policy Plan. The new prioritization framework has several advantages. It is flexible enough to accommodate future changes in state policy. Additionally, it represents a significant step toward the ability to evaluate and rank multimodal mobility projects in direct response to transportation policy and service objectives. WSDOT is clearly in the forefront of such planning efforts nationwide. There are many opportunities for further study, and it is recommended that the Washington State Department of Transportation continue to push the known boundaries of economic analysis as innovative, multimodal solutions are considered increasingly frequently in the mobility improvement program. Such efforts will allow decision makers to make the best use of limited state resources. KW - Improvements KW - Mobility KW - Multimodal transportation KW - Project management KW - Projects KW - Ratings KW - State departments of transportation KW - Strategic planning KW - Transportation policy KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/295.1.pdf UR - https://trid.trb.org/view/447741 ER - TY - RPRT AN - 00711830 AU - Harmelink, D AU - LaForce, R AU - Colorado Department of Transportation AU - Federal Highway Administration TI - USING GROUND TIRE RUBBER IN HOT MIX ASPHALT PAVEMENTS. CONSTRUCTION REPORT PY - 1995/07 SP - 56 p. AB - This report documents the development of the Colorado Department of Transportation's crumb rubber mixes and the construction of the project containing these crumb rubber mixes. This project contained 4 different mix designs. Approximately 9,000 tons of Hot Bituminous Pavement (HBP) containing crumb rubber was placed on this project. Of this 9,000 tons (8,164,800 kg) of HBP, 500 tons (453,600 kg) contained 1% [20 lb/ton (0.01 kg/kg)] crumb rubber and 500 tons (453,600 kg) contained 3 lb/ton (0.0015 kg/kg) of crumb rubber. The remaining 8,000 tons (7,257,600 kg) contained 1 lb/ton (0.0005 kg/kg). In addition 500 tons (453,600 kg) of HBP containing no rubber was placed. This project will be evaluated for 3 years. In the Fall of 1997 a final report documenting the performance of the different mixes will be written. KW - Asphalt rubber KW - Crumb rubber KW - Hot mix asphalt KW - Mix design KW - Paving KW - Scrap tires KW - Solid wastes KW - Tires UR - https://trid.trb.org/view/447736 ER - TY - RPRT AN - 00711826 AU - Larsen, D A AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - EFFECT OF AMBIENT LIGHTING DURING PHOTOLOG FILMING ON VISUAL RATING OF PAVEMENTS FROM RESULTANT IMAGES. FINAL REPORT PY - 1995/07 SP - 77 p. AB - This report discusses the relationships between the ability to observe pavement distress (cracking) as a function of sun position, travel direction, time of day, time of year and atmospheric conditions. The study is performed with images obtained via the Connecticut Department of Transportation's (ConnDOT's) Photolog vehicle, which were placed on laser videodiscs and viewed with the ConnDOT Photolog Laser Videodisc System. Data were collected on two routes containing flexible pavements by filming each route hourly on five days between July 16 and September 14, 1992, from 9:00 a.m. to 3:30 p.m. General observed relationships indicate that the ability to detect and quantify cracking varies by travel direction between north and south, and by time of day for east and west directions. Atmospheric visibility also affects the resultant distress rating such that with lowered visibility due to haze or fog, the variation by time of day is less than on clear days, particularly for transverse cracking. However, the amount of observed distress under hazy conditions is lower than that observed under optimum light and travel conditions on a clear, sunny day. The variation in observed distress between July, August, and September was not found to be significant. KW - Ambient lighting KW - Atmospheric conditions KW - Defects KW - DVDs KW - Flexible pavements KW - Fog KW - Haze KW - Interior lighting KW - Lighting KW - Pavement cracking KW - Pavement distress KW - Pavements KW - Periods of the day KW - Photologging KW - Properties of the atmosphere KW - Seasons KW - Surveying KW - Time of year KW - Travel direction KW - Visibility KW - Visual surveys UR - https://trid.trb.org/view/447732 ER - TY - RPRT AN - 00682857 AU - Kramer, S L AU - Eberhard, M O AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SEISMIC VULNERABILITY OF THE ALASKAN WAY VIADUCT: SUMMARY REPORT. FINAL SUMMARY REPORT PY - 1995/07 SP - 24 p. AB - University of Washington researchers studied the structural and geotechnical aspects of the seismic vulnerability of the Alaskan Way Viaduct. A design-level earthquake would strongly shake the viaduct and cause widespread liquefaction of the underlying loose, saturated soils. The liquefaction would likely cause the foundations to settle and to move laterally. The Alaskan Way Viaduct's reinforcing details make the viaduct particularly vulnerable to strong shaking and to foundation movements induced by liquefaction. In a design level earthquake, the Alaskan Way Viaduct would be severely damaged and multiple sections could collapse. KW - Collapse KW - Damages KW - Earthquake resistant structures KW - Foundations KW - Foundations (Structures) KW - Geotechnical engineering KW - Hazard evaluation KW - Lateral movement KW - Liquefaction KW - Loss and damage KW - Seismic response KW - Seismicity KW - Settlement (Structures) KW - Soils KW - Viaducts KW - Vulnerability UR - http://depts.washington.edu/trac/bulkdisk/pdf/363.4.pdf UR - https://trid.trb.org/view/423096 ER - TY - RPRT AN - 00682856 AU - Knaebel, P AU - Eberhard, M O AU - De la Colina, J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SEISMIC VULNERABILITY OF THE ALASKAN WAY VIADUCT: SED TYPICAL UNIT. FINAL TECHNICAL REPORT PY - 1995/07 SP - 165 p. AB - An engineering team from the University of Washington (UW) evaluated the seismic vulnerability of the Alaskan Way Viaduct, located in Seattle, Washington. This report presents the evaluation of a typical three-bay unit that was designed by The City of Seattle Engineering Department (SED). The evaluation team considered a widely used soft-soil spectrum and worst-case, site-specific spectra. Wherever possible, the UW team evaluated the vulnerability for each failure mode following procedures proposed by the Applied Technology Council and by researchers at the University of California, San Diego. The evaluation team found that the vulnerability of the Alaskan Way Viaduct exceeds that of bridges built to current standards. The vulnerability is a result of a combination of two factors: (1) the design ground motion would strongly excite the viaduct; and (2) many of the structural components lack the ductility required by current standards. The following deficiencies were identified as the most critical: (1) The lower-story columns have inadequate transverse reinforcement, and could fail in shear before they develop their flexural capacity; (2) The first- and second-story joints have inadequate confinement reinforcement, and during strong ground motions, they could experience a diagonal-tension failure; and (3) If the base of the lower-story columns develop their flexural capacity, the footings could fail in shear. KW - Columns KW - Deficiencies KW - Ductility KW - Earthquake resistant structures KW - Failure KW - Failure mode KW - Footings KW - Joints KW - Joints (Engineering) KW - Nonlinear systems KW - Response spectra KW - Seismic response KW - Seismicity KW - Shear failures KW - Transverse reinforcement KW - Viaducts KW - Vulnerability UR - http://www.wsdot.wa.gov/research/reports/fullreports/363.3.pdf UR - https://trid.trb.org/view/423095 ER - TY - RPRT AN - 00682855 AU - Kramer, S L AU - Sivaneswaran, N AU - Tucker, K M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SEISMIC VULNERABILITY OF THE ALASKAN WAY VIADUCT: GEOTECHNICAL ENGINEERING ASPECTS. FINAL TECHNICAL REPORT PY - 1995/07 SP - 293 p. AB - This report describes the geotechnical engineering aspects of a seismic vulnerability analysis of the Alaskan Way Viaduct in Seattle, Washington. The Alaskan Way Viaduct is an approximately 40-year-old, two-level, reinforced concrete structure that carries some 86,000 vehicles per day along the Seattle waterfront. Subsurface data from previous investigations for construction of the Alaskan Way Viaduct and other structures in the general area were collected and interpreted. The existing subsurface data were supplemented by additional borings, cone penetration test soundings, shear wave velocity tests, and laboratory tests. The existing and supplemental subsurface data were then combined to form a model of the subsurface conditions along the length of the Viaduct. A probabilistic seismic hazard analysis was performed to develop design-level ground motions for use in the seismic vulnerability analysis. These ground motions were used as input for site-specific ground response analyses that predicted the nature of ground shaking along the length of the Viaduct. The ground response analyses also predicted cyclic loading levels that were used in subsequent liquefaction analyses. Foundation stiffness and damping characteristics of the existing foundations were analyzed for use in analyses of the dynamic response of the Alaskan Way Viaduct superstructure. The subsurface investigations revealed evidence of potentially liquefiable soils along the majority of the length of the Alaskan Way Viaduct. Review of historical documents verified that the soils were deposited in a manner that has produced liquefiable soils in other parts of the U.S. and the world, and that liquefaction has been observed near the Alaskan Way Viaduct in past earthquakes. A detailed liquefaction hazard evaluation that considered issues of susceptibility, initiation, and effects was conducted. The evaluation indicated that widespread liquefaction would be caused by the design-level ground motions. This liquefaction could cause bearing failure of the pile foundations that support the Viaduct. It could also produce significant post-earthquake settlement and lateral movement that could cause severe damage or collapse of the Viaduct. KW - Collapse KW - Damages KW - Damping (Physics) KW - Earthquake resistant structures KW - Foundations KW - Foundations (Structures) KW - Geological surveying KW - Geotechnical engineering KW - Hazard evaluation KW - Liquefaction KW - Loss and damage KW - Probabilistic analysis KW - Probability KW - Repeated loads KW - Seismic response KW - Seismicity KW - Soils KW - Stiffness KW - Subsurface investigations KW - Viaducts KW - Vulnerability UR - http://www.wsdot.wa.gov/research/reports/fullreports/363.2.pdf UR - https://trid.trb.org/view/423094 ER - TY - RPRT AN - 00682850 AU - Bloomfield, J R AU - Buck, J R AU - Carroll, S A AU - Booth, M S AU - Romano, R A AU - MCGEHEE, D V AU - North, R A AU - Honeywell AU - Federal Highway Administration TI - HUMAN FACTORS ASPECTS OF THE TRANSFER OF CONTROL FROM THE AUTOMATED HIGHWAY SYSTEM TO THE DRIVER. WORKING PAPER PY - 1995/07 SP - 145 p. AB - The first two experiments in a series exploring human factors issues related to the Automated Highway System (AHS) used a generic AHS configuration--the left lane reserved for automated vehicles, the center and right lanes containing unautomated vehicles, no transition lane, and no barriers between the automated and unautomated lanes--that was simulated in the Iowa Driving Simulator (IDS). The IDS has a moving base hexapod platform containing a mid-sized sedan. Imagery was projected onto a 3.35-rad (180 deg) screen in front of the driver, and onto a 1.13-rad (60 deg) screen to the rear. Thirty-six drivers between the ages of 25 and 34 years participated in the first experiment; 24 drivers who were age 65 or older took part in the second. Both experiments explored the transfer of control from the AHS to the driver when the driver's task was to leave the automated lane. The driver, who was traveling under automated control in a string of vehicles in the automated lane, had to take control, drive from the automated lane into the center lane, then leave the freeway. Results were as follows: (1) The mean time to respond to an "Exit" advisory decreased from 13.41 s to 10.16 s as the design velocity increased from 104.7 km/h (65 mi/h) to 153.0 km/h (95 mi/h). (2) After the transfer of control, the driver remained in the automated lane, decelerating until the velocity was slow enough to allow a safe transition into the slower traffic in the unautomated lanes. It took longer to decelerate (13.19 s vs. 10.26 s) and the exit velocity dropped [105.30 km/h (65.40 mi/h) vs. 99.54 km/h (61.83 mi/h)] as the unautomated traffic density decreased from 12.42 v/km/ln (20 v/mi/ln) to 6.21 v/km/ln (10 v/mi/ln). It also took longer to decelerate (15.23 s vs. 8.62 s) and the extent of the deceleration decreased [42.7 km/h (26.49 mi/h) vs. 13.18 km/h (8.16 mi/h)] as the design velocity decreased from 153.0 km/h (95 mi/h) to 104.7 km/h (65 mi/h). (3) Once in the unautomated lanes, the younger drivers were in the center lane 70% longer than the older drivers. (4) The vehicle immediately behind the driver's vehicle in the automated lane was delayed after control was transferred--the delay increased from 1.36 s to 6.70 s as the design velocity increased from 104.7 km/h (65 mi/h) to 153 km/h (95 mi/h). (5) Allowing for the delay times obtained in these experiments, it was determined that the potential capacity of an automated lane should increase from 634.6 v/h to 2087.8 v/h as the design velocity decreases from 153.0 km/h (95 mi/h) to 104.7 km/h (65 mi/h). (6) Collisions and incursions occurred at unacceptably high rates. (7) The responses to the questionnaire suggest that the drivers were receptive to the AHS concept. KW - Adult drivers KW - Adults KW - Aged drivers KW - Automated highway systems KW - Automated vehicle control KW - Automatic control KW - Crash rates KW - Deceleration KW - Design speed KW - Drivers KW - Driving simulators KW - Highway capacity KW - Human factors KW - Human subject testing KW - Intelligent vehicles KW - Manual control KW - Merging KW - Merging traffic KW - Reaction time KW - Traffic delays KW - Traffic density KW - Traffic lanes KW - Transferring KW - Transfers UR - https://trid.trb.org/view/423089 ER - TY - RPRT AN - 00682828 AU - Levison, W H AU - Cramer, N L AU - BBN Systems and Technologies AU - Federal Highway Administration TI - DESCRIPTION OF THE INTEGRATED DRIVER MODEL. FINAL REPORT PY - 1995/07 SP - 124 p. AB - A simulation model for predicting driver behavior and system performance when the automobile driver performs concurrent steering and auxiliary in-vehicle tasks is described. This model is an integration of two previously existing computerized models referred to as the "procedural model" and the driver/vehicle model". The procedural component deals primarily with in-vehicle tasks and with the task-selection and attention-allocation procedures, whereas the driver/vehicle component predicts closed-loop continuous control (steering) behavior. Given descriptions of the driving environment and of driver information-processing limitations, the resulting integrated model allows one to predict a variety of performance measures for typical scenarios. These measures include time histories for vehicle state variables such as lane position and steering wheel deflection as well as allocation of visual and cognitive attention. Model calibration and validation are discussed, and use of the model in analyzing complex task situations and in generating human factors guidelines is demonstrated. KW - Alertness KW - Attention KW - Auxiliary in-vehicle tasks KW - Behavior KW - Calibration KW - Driver information systems KW - Driver performance KW - Drivers KW - Forecasting KW - Human factors engineering KW - Intelligent transportation systems KW - Personnel performance KW - Simulation KW - Steering KW - Validation UR - https://trid.trb.org/view/423083 ER - TY - CONF AN - 00682745 JO - Transportation Research Circular PB - Transportation Research Board AU - Peterson, D AU - Transportation Research Board TI - SNOW PLOW TRUCK CAB ERGONOMICS: SUMMARY PY - 1995/07 IS - 447 SP - p. 36 AB - A task force was organized by the Minnesota Department of Transportation in the Fall of 1992 and charged to improve snowplow truck ergonomics in the cab environment. The objective of the effort was to design an ergonomically correct snowplow truck cab that was cost-effective and efficient. The activities of the task force included a literature search, a search for products and ideas, and the formulation of proposals for implementation. The general areas addressed included visibility (mirrors, windshield and lighting), controls (accessories, levers, steering wheel, shift stick and warning systems), and comfort (climate control, noise and seats). The task force made recommendations in each of these areas and in the development of training programs on snow plowing, winging, and sanding operations. The final report, entitled "Snowplow Truck Cab Ergonomics Task Force Report" (MN/MO-93/06), was published by the Minnesota Department of Transportation, St. Paul, Minnesota in August 1993 (see TRIS 642336). U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Cab design KW - Cabs (Vehicle compartments) KW - Comfort KW - Control KW - Equipment KW - Equipment management KW - Ergonomics KW - Management KW - Snowplows KW - Training KW - Vehicle design KW - Visibility KW - Workshops UR - https://trid.trb.org/view/427159 ER - TY - CONF AN - 00682746 JO - Transportation Research Circular PB - Transportation Research Board AU - Dawley, L O AU - Monster, R AU - Transportation Research Board TI - ERGONOMIC FACTORS IN A ONE-PERSON OPERATION OF SNOW PLOWS WITH ATTACHED WING PLOWS PY - 1995/07 IS - 447 SP - p. 37-41 AB - This paper describes the way in which the Ontario Ministry of Transportation introduced a major policy change in the operation of its snow plows. Traditionally, the Ministry used two persons to operate a snow plow with an attached wing plow; one person drove the truck and the other operated the plow. Several years of operational research and trial experiments revealed that using only one person to operate both the truck and plows could result in significant cost saving without diminishing the service or sacrificing employee and public safety. Following the policy decision to change from a two-person to a one-person operation, the Ministry undertook a detailed investigation of the operation. This resulted in several recommendations concerning equipment modifications, operator training and operational planning. The recommendations were implemented and it is now a commonly accepted practice in the Ministry for one person to operate the truck, front plow and wing plow. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Cost effectiveness KW - Equipment KW - Equipment management KW - Equipment operators KW - Ergonomics KW - Implementation KW - Management KW - Modifications KW - One person operation KW - Ontario (Province) KW - Operators (Persons) KW - Snowplows KW - Training KW - Workshops UR - https://trid.trb.org/view/427160 ER - TY - CONF AN - 00682763 JO - Transportation Research Circular PB - Transportation Research Board AU - Phillips, G AU - Transportation Research Board TI - WESTERN STATES EQUIPMENT MANAGERS WORKSHOP: SUMMARY PY - 1995/07 IS - 447 SP - p. 110 AB - The Western States Equipment Managers Workshop was held in Albuquerque, New Mexico, in August 1993. The 1993 conference included representatives from Arizona, Nevada, Colorado, Oregon, Texas, Idaho, Montana, Wyoming, New Mexico, Utah, Washington, and Missouri. Key discussion topics included the following, which are briefly commented on in this report: cost controls and efficiencies; recycling and environmental protection; preventive maintenance; repair shop productivity; optimum time for equipment replacement; and sharing of equipment specifications. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Automobile repair shops KW - Cost control KW - Economic efficiency KW - Efficiency KW - Environmental protection KW - Equipment KW - Equipment management KW - Equipment replacement KW - Equipment specifications KW - Management KW - Preventive maintenance KW - Productivity KW - Recycling KW - Repair shops KW - Specifications KW - Western States KW - Workshops UR - https://trid.trb.org/view/427177 ER - TY - CONF AN - 00682764 JO - Transportation Research Circular PB - Transportation Research Board AU - Hunter, R W AU - Transportation Research Board TI - 1994 MIDWESTERN STATES EQUIPMENT MANAGEMENT CONFERENCE PY - 1995/07 IS - 447 SP - p. 111-113 AB - The 6th Midwestern States Equipment Managers Conference was held June 6-8, 1994, in Arlington Heights, Illinois and hosted by the Illinois Department of Transportation, Division of Highways. This report presents a brief summary of the discussion topics and information reported during the meeting. Discussion topics included the following: alternative fuels update; color standardization; automatic transmissions - experiences with the Allison MD series; anti-lock brakes for medium and heavy duty trucks; fleet management systems; equipment fleet size and utilization expectations for government fleets; re-refined lubricants and fluids; the "pros and cons" of remanufactured engines, transmissions and other major components; the purchase and use of electronic diagnostic tools for servicing diesel engines; inventory control practices for tools and small equipment; mechanic classification; handling of welding fumes; the Illinois modification to the Minnesota "Gordon Stanley" TMA hitch; dump body specifications; track-type hydraulic excavators - use and experiences; "under-body" plow specifications; ground speed spreader controls; a cooperative purchasing venture by Minnesota; and application of SHRP products. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Alternate fuels KW - Antilock brake systems KW - Antilock brake systems KW - Automatic transmissions KW - Color KW - Diagnostic equipment KW - Diagnostic tests KW - Dump trucks KW - Equipment KW - Equipment management KW - Excavators KW - Fleet management KW - Fumes KW - Hitches KW - Inventory control KW - Job classification KW - Lubricants KW - Management KW - Mechanics (Persons) KW - Midwestern States KW - Purchasing KW - Recycling KW - Remanufacturing KW - Snowplows KW - Spreaders KW - Standardization KW - Strategic Highway Research Program KW - Welding KW - Welding fumes KW - Workshops UR - https://trid.trb.org/view/427178 ER - TY - CONF AN - 00682735 JO - Transportation Research Circular PB - Transportation Research Board AU - Transportation Research Board TI - PRESENTATIONS FROM THE 10TH EQUIPMENT MANAGEMENT WORKSHOP, PORTLAND, OREGON, JULY 31 - AUGUST 3, 1994 PY - 1995/07 IS - 447 SP - 122 p. AB - This Circular contains the proceedings of the 10th Equipment Management Workshop. The proceedings are structured around the following topics: Impact of Clean Air Act Amendments on Diesel Fuel; Waste Management; Alternative Fuels; Equipment of the Future; Human Resource Management; Equipment Maintenance; Toward Equipment Standardization; Rehabilitation, Purchasing and Leasing; International Equipment Technology; and Reports from Regional Equipment Manager's Meetings. Appendix A contains the Final Program and Appendix B the Workshop Participant List. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Alternate fuels KW - Bus maintenance KW - Buses KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Diesel fuels KW - Driver rehabilitation KW - Equipment KW - Equipment management KW - Equipment specifications KW - Foreign KW - Future concepts KW - Innovation KW - Leasing KW - Maintenance facilities KW - Management KW - Personnel management KW - Purchasing KW - Rehabilitation KW - Specifications KW - Standardization KW - Technology KW - Vehicle maintenance KW - Waste management KW - Workshops UR - https://trid.trb.org/view/427149 ER - TY - CONF AN - 00682742 JO - Transportation Research Circular PB - Transportation Research Board AU - Lowell, D AU - Transportation Research Board TI - SAFE OPERATING PROCEDURES FOR ALTERNATIVE FUEL BUSES: ABSTRACT PY - 1995/07 IS - 447 SP - p. 27 AB - Alternative fuels are used by transit agencies across the United States, and will become part of the operations of many more transit agencies in coming years. Driven by considerations such as air quality and energy diversification, various mandates and incentives have been created that will lead to the use of alternative fuels for transit applications. The Clean Air Act Amendments of 1990, for example, provide for aggressive improvements in transit bus emissions beginning in 1994. Many state and local agencies are enacting or considering various measures that will either require or provide incentives for the use of alternative fuels in vehicles, including transit buses. Unlike conventional diesel and gasoline fuel, some aspects of alternative fuel handling and use are not yet covered by regulations, standards, or even accepted practice. While alternative fuels such as compressed natural gas (CNG), liquefied natural gas (LNG), liquefied petroleum gases (LPG), methanol, and ethanol have been demonstrated at the prototype level at several transit locations nationwide in recent years, most transit operations remain unfamiliar with the specific techniques and practices needed for safe vehicle operation, maintenance, and refueling. Education and training of transit managers and operations staff are vital to ensure that the appropriate practices are identified, understood, adopted, and executed. The complete report on this topic is presented in Transit Cooperative Research Program Synthesis 1, "Safe Operating Procedures for Alternative Fuel Buses", 1993, Transportation Research Board, Washington, D.C. (see TRIS 641410). U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Alternate fuels KW - Bus maintenance KW - Buses KW - Equipment KW - Equipment management KW - Fuel handling KW - Fuel processing KW - Management KW - Refueling KW - Safety KW - Transit buses KW - Vehicle maintenance KW - Workshops UR - https://trid.trb.org/view/427156 ER - TY - CONF AN - 00682749 JO - Transportation Research Circular PB - Transportation Research Board AU - Wipper, L R AU - Transportation Research Board TI - RESULTS IN GOVERNMENT WITH PERFORMANCE MEASUREMENT PY - 1995/07 IS - 447 SP - p. 52-57 AB - A pilot project was developed in July 1989 to implement Performance Measurement (PM) at the Oregon Department of Transportation (ODOT). This program quantifies measures of efficiency and effectiveness for management teams and work teams, and the Department as a whole, and equates these data on a common scale. PM represents a change in philosophy. Rather than monitoring individual activities, the program focuses on results. Key factors in the accomplishment of results are tracked and the outcomes are communicated on a regular basis. Efficiency measures gauge the volume of production and the cost, while effectiveness measures track quality and customer satisfaction. This new focus has seen increasing success as the 27 ODOT Highway Division work crews (7% of the total work force) participating in the pilot steadily improved productivity, culminating in savings of more than $3.5 million. The success of the pilot has lead to not only full implementation of the program at ODOT, but caught the eye of Oregon's Department of Administrative Services who mandated the program for all state agencies. PM has become a requirement for federal agencies with President Clinton signing legislation in 1993. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Cost effectiveness KW - Customer satisfaction KW - Customers KW - Economic efficiency KW - Effectiveness KW - Efficiency KW - Equipment KW - Equipment management KW - Highway departments KW - Maintenance personnel KW - Management KW - Measurement KW - Measures of effectiveness KW - Oregon KW - Performance KW - Performance measurement KW - Pilot studies KW - Pilot study KW - Productivity KW - Quality KW - Quality control KW - State departments of transportation KW - Workshops UR - https://trid.trb.org/view/427163 ER - TY - CONF AN - 00682760 JO - Transportation Research Circular PB - Transportation Research Board AU - Howard, B AU - Transportation Research Board TI - THE FUTURE OF FLEET MANAGEMENT: THE OWNERSHIP DECISION. OUTLINE PY - 1995/07 IS - 447 SP - p. 100-101 AB - The primary categories in this outline on "The Future of Fleet Management: The Ownership Decision" are as follows: (A) Equipment Ownership; (B) Future Trends; (C) Fleet Decisions; (D) Rent versus Buy; (E) Key Points to Consider; (F) Cost Implications - Typical Backhoe; and (G) Final Analysis. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Acquisition KW - Analysis KW - Cost analysis KW - Costs KW - Decision making KW - Equipment KW - Equipment management KW - Fleet management KW - Management KW - Methodology KW - Ownership KW - Property acquisition KW - Trend (Statistics) KW - Workshops UR - https://trid.trb.org/view/427174 ER - TY - CONF AN - 00682737 JO - Transportation Research Circular PB - Transportation Research Board AU - Slodowske, W J AU - Emig, D AU - Transportation Research Board TI - IS CLEAN DIESEL AN OXYMORON? PY - 1995/07 IS - 447 SP - p. 13-15 AB - The subject of this paper is diesel fuel and clean air. The inspiration for the title, "Is Clean Diesel an Oxymoron?", comes from an individual, who when asked to comment on clean diesel, responded that "Clean diesel is an oxymoron." When one sees trucks produce a black cloud of smoke, it is easy to understand why someone might say something like that. However, considering the progress made from the unregulated days, one must conclude that clean diesel is not an oxymoron. The three major groups of technologies that reduce exhaust emissions are engine modification, after-treatment systems, and fuel modifications. Each of these is discussed in this paper. In conclusion, the advantages of diesel fuel are listed. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - After-treatment systems KW - Benefits KW - Diesel fuels KW - Engine modification KW - Equipment KW - Equipment management KW - Exhaust gases KW - Fuel composition KW - Fuel properties KW - Improvements KW - Management KW - Workshops UR - https://trid.trb.org/view/427151 ER - TY - CONF AN - 00682739 JO - Transportation Research Circular PB - Transportation Research Board AU - Lowell, D AU - Transportation Research Board TI - WASTE CONTROL PRACTICES AT BUS MAINTENANCE FACILITIES: SUMMARY PY - 1995/07 IS - 447 SP - p. 21 AB - Waste management practices at transit facilities are of great concern for transit agencies. Transit agencies are faced with an increasing number of regulatory requirements for handling the various kinds of wastes generated from their facilities. This Transit Cooperative Research Program (TCRP) synthesis project examined the waste management practices employed at 115 transit facilities for nine different transit facility operations. The synthesis survey showed that the current waste management practices at many transit facilities are excellent ways to handle or minimize waste generated from these operations. The survey also showed that transit agencies actively seek alternative, often innovative means of altering materials or processes to reduce waste generated and cut costs. The complete report on this effort is published in TCRP Synthesis 9, "Waste Control Practices at Bus Maintenance Facilities" (1994) (see TRIS 680808). The TCRP sponsors the preparation of synthesis reports on various transit practices. TCRP is managed by the Transportation Research Board in cooperation with the American Public Transit Association and the Federal Transit Administration. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Bus maintenance KW - Buses KW - Data collection KW - Equipment KW - Equipment management KW - Maintenance facilities KW - Management KW - Public transit KW - Rail transit facilities KW - Surveys KW - Vehicle maintenance KW - Waste management KW - Workshops UR - https://trid.trb.org/view/427153 ER - TY - CONF AN - 00682754 JO - Transportation Research Circular PB - Transportation Research Board AU - Kocan, E L AU - Transportation Research Board TI - SHOULD THERE BE A UNIFORM NATIONAL COLOR FOR DOT VEHICLES? PY - 1995/07 IS - 447 SP - p. 78-84 AB - All state departments of transportation (DOTs) share a concern for employee safety, and for decades have chosen highly visible colors for their on-highway equipment to reduce accidents. This area is being reviewed by many DOTs due to the pressures of higher costs, tighter budgets, environmental regulations and quality problems involving color consistency. Color quality control and environmental concerns shared by most states are briefly reviewed. Considerations for implementing a definitive paint/marking standard are discussed. Reducing costs, meeting tighter environmental regulations, and implementing a standard color/marking may be practical objectives. The benefits of uniformity in color/markings among states such as reduced paint costs and increased safety for interstate travelers may be worthy of the combined efforts of state DOTs. A national research study is proposed on relative conspicuity of highly visible colors, markings, driver reaction times, and evaluation of functional considerations. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Benefits KW - Color KW - Cost effectiveness KW - Environmental impacts KW - Equipment KW - Equipment management KW - Maintenance equipment KW - Maintenance vehicles KW - Management KW - Markings KW - Paint KW - Quality control KW - Research projects KW - Safety KW - Standardization KW - State departments of transportation KW - Visibility KW - Workshops UR - https://trid.trb.org/view/427168 ER - TY - CONF AN - 00682756 JO - Transportation Research Circular PB - Transportation Research Board AU - Burns, J M AU - Transportation Research Board TI - INTRASTATE FLEET STANDARDIZATION PY - 1995/07 IS - 447 SP - p. 86-87 AB - This paper discusses the North Carolina Department of Transportation's (NCDOT's) experience with standardization of its equipment fleet. Early attempts at general standardization in NCDOT were primarily through central unit generated specifications. These specifications presumed an understanding of what field forces needed that was based on informal communications, personal knowledge and the influence of manufacturers' representatives. Ideas from the field that were not addressed resulted in resentment. To meet this challenge, a Specifications Committee was formed. The Specifications Committee, with representatives from the following groups, reviewed each significant specification before it was used in an annual procurement: Division/district Maintenance Engineers; Maintenance supervisors; Operators of Specialty Equipment; OSHA/Safety Representatives; Equipment Maintenance Supervisors; Specification Writers; and Invited Guests, such as Manufacturers' Representatives. Accommodating users needs into specifications resulted in better detailed and more standard specifications, but the documents produced did not provide effective communication tools with field forces. The vehicle used in NCDOT to identify what is available, or in other words, to identify the units represented by detail specifications, is the specification drawing book. It provides a drawing that includes all available options for each significant equipment class. The specification drawing book is provided to field forces along with a price list and the division fair share budget allocation for replacement equipment. Resulting prioritized equipment lists are expected to become progressively more standardized among the several organizations. Equipment replacement lists from across the state are collated centrally and the year's consolidated buy list generated. The cornerstone of NCDOT's standardization program is the drawings that tell the customers up front what is available. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Drawings KW - Equipment KW - Equipment management KW - Management KW - North Carolina KW - Specifications KW - Standardization KW - State departments of transportation KW - Workshops UR - https://trid.trb.org/view/427170 ER - TY - CONF AN - 00682741 JO - Transportation Research Circular PB - Transportation Research Board AU - Aebi, A AU - Transportation Research Board TI - TRI-MET'S EXPERIENCE WITH ALTERNATIVE FUELS PY - 1995/07 IS - 447 SP - p. 24-26 AB - Tri-Met is the regional transit district in the Portland area, which includes Multnomah, Washington, and Clackamas counties. Tri-Met operates 26 light rail vehicles, 591 buses, and 122 paratransit vehicles. Of the 591 fixed-route buses, 10 use alternative fuels. Four of the paratransit vehicles use alternative fuels, but this will soon be expanded to 17. The fixed-route buses use liquefied natural gas (LNG), and the paratransit vehicles use compressed natural gas (CNG). This report discusses the following aspects of Tri-Met's experience with alternative fuels: reasons for using alternative fuel; alternative fuel fleets and vehicles; LNG chosen for fixed-route service; fueling procedure changes; dynamics of sole alternative fuel supplier; fuel cost of LNG; maintenance costs and performance; opportunity cost of alternative fuels; and technical considerations. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Alternate fuels KW - Compressed natural gas KW - Costs KW - Equipment KW - Equipment management KW - Fuel costs KW - Fueling procedures KW - Fuels KW - Liquefied natural gas KW - Maintenance costs KW - Maintenance management KW - Management KW - Performance KW - Supply problems KW - Tri-County Metropolitan Transportation District of Oregon KW - Workshops UR - https://trid.trb.org/view/427155 ER - TY - CONF AN - 00682743 JO - Transportation Research Circular PB - Transportation Research Board AU - Fleege, E J AU - Transportation Research Board TI - MINNESOTA DOT'S EXPERIENCE WITH A-55 TECHNOLOGY FUEL PY - 1995/07 IS - 447 SP - p. 28-29 AB - A Nevada firm developed a unique fuel mixture consisting of approximately equal proportions of water and carbon fuels, such as gasoline or diesel with a surfactant added. The new fuel mixture was reported to burn more cleanly, cheaply and safely than conventional gasoline or diesel fuel and to deliver comparable mileage per gallon as regular gasoline. The Minnesota Department of Transportation (Mn/DOT) invited the Nevada firm to St. Paul to demonstrate the technology. A convoy of a half dozen trucks and cars using the water-based fuel technology traveled from Reno, Nevada to St. Paul, Minnesota for the demonstration. As a result of the demonstration, Mn/DOT requested that the firm (A-55 Limited Partnership) cooperate with a diesel engine manufacturer to modify an engine for a 1994 snowplow truck and with the manufacturer of a highway patrol car to do the same. Since March 1994, Mn/DOT has not had further contact with the Nevada firm (telephone calls not returned). On July 6, 1994, the Caterpillar Engine Division and A-55 Limited Partnership announced the formation of a joint venture to develop and commercially apply an alternative fuel and new technology that enable internal combustion engines to operate on a mixture of water and carbon-based fuel. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Alternate fuels KW - Demonstration KW - Demonstration projects KW - Engine modification KW - Equipment KW - Equipment management KW - Management KW - Water-based fuel technology KW - Workshops UR - https://trid.trb.org/view/427157 ER - TY - CONF AN - 00682750 JO - Transportation Research Circular PB - Transportation Research Board AU - Wood, L G AU - Transportation Research Board TI - MAINTENANCE TECHNICIAN TRAINING: AN INVESTMENT IN THE FUTURE PY - 1995/07 IS - 447 SP - p. 58-62 AB - Over the years technology has changed to the point that employees can no longer learn their job through observation. Technological change is occurring so fast that the technician cannot advance in proficiency by using the outmoded methods of "watch me and learn". People, and the skills they possess, are the greatest and most expensive assets an organization has. Managing these assets involves not only managing a very costly asset for today, but also managing the future of the organization. This paper provides information on the importance of needs-driven training of maintenance technicians; the opportunities for cost-free training from manufacturers; the importance of continuous review of all training; the growing importance of contract management; and the vital role of preventive maintenance. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Contract administration KW - Equipment KW - Equipment management KW - Maintenance personnel KW - Management KW - Preventive maintenance KW - Technicians KW - Training KW - Workshops UR - https://trid.trb.org/view/427164 ER - TY - CONF AN - 00682752 JO - Transportation Research Circular PB - Transportation Research Board AU - File, D H AU - Hunter, R W AU - Transportation Research Board TI - CRADLE TO GRAVE TRUCK RADIO MAINTENANCE SYSTEM AS PART OF A MAINTENANCE MANAGEMENT SYSTEM PY - 1995/07 IS - 447 SP - p. 67-73 AB - The Illinois Department of Transportation has approximately 4,000 radio equipped vehicles under its control. The Department has subscribed to a regular radio maintenance program with work being performed under contract for the past 20 years. With the advent of new management systems and decreasing work force, the need to improve the radio maintenance program has become very apparent. This paper discusses the new radio management system that was developed and tested over the period of one year, then implemented on January 1, 1994. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Equipment KW - Equipment management KW - Illinois KW - Maintenance management KW - Management KW - Radio equipment KW - Radio equipped vehicles KW - State departments of transportation KW - Workshops UR - https://trid.trb.org/view/427166 ER - TY - CONF AN - 00682736 JO - Transportation Research Circular PB - Transportation Research Board AU - Nikanjam, M AU - Transportation Research Board TI - DIESEL FUEL ISSUES PY - 1995/07 IS - 447 SP - p. 6-12 AB - In recent years, environmental regulations have had a dramatic effect on the formulation of diesel fuel. The trend toward low-environmental impact diesel fuel has resulted in new formulations that not only benefit the environment but can enhance diesel engine performances as well. The sulfur content of highway diesel fuel has been reduced to a maximum of 0.05% by weight nationwide. California has an additional requirement of a maximum of 10% aromatics content that covers most highway and non-highway vehicles. However, fuels with higher aromatics levels can be certified if they demonstrate equivalent emissions. Development of such certified fuels has been the focus of much research by fuel producers. The introduction of new fuels, coupled with the rapid changes in engine design to meet new emission regulations, has created the need to address several fuel properties to ensure proper performance while protecting certain engine components. Diesel fuel lubricity and its effect on some fuel system injection equipment, such as a rotary distributer pump, is one such issue which is being investigated by several groups. Other issues are also being addressed by joint groups in industry and regulatory agencies. Their goal is to find practical solutions, in each case, in a relatively short time. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Aromatic compounds KW - Diesel fuels KW - Engine performance KW - Environmental impacts KW - Equipment KW - Equipment management KW - Fuel injection KW - Lubricants KW - Lubricity KW - Management KW - Sulfur KW - Workshops UR - https://trid.trb.org/view/427150 ER - TY - CONF AN - 00682738 JO - Transportation Research Circular PB - Transportation Research Board AU - Hax, H L AU - Transportation Research Board TI - SCRAP TIRE RECYCLING PY - 1995/07 IS - 447 SP - p. 17-20 AB - The South Carolina Department of Transportation (SCDOT) generates more than 20,000 used tires each year from on- and off-road vehicles. In the spring of 1991, there were approximately 40,000 tires at the three-acre Supply Depot site owned by SCDOT. Rain water trapped in these tires provided a breeding ground for mosquitoes causing occupational health hazards considered environmentally unacceptable by the Department of Health and Environmental Control (DHEC). This situation became the focus of attention as the result of an Occupational Safety and Health Administration (OSHA) inspection that found mosquitoes at the site that could cause sleeping sickness, yellow fever and other diseases. In addition, "The South Carolina Solid Waste Policy and Management Act of 1991" prohibited the dumping of tires at landfills. SCDOT reviewed its tire disposal methods and investigated alternative methods of disposal. A win/win situation for SCDOT, DHEC, OSHA and vendors was identified that involved shredding tires and recycling the products in environmentally acceptable ways. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Disposal KW - Environmental impacts KW - Equipment KW - Equipment management KW - Health hazards KW - Management KW - Recycling KW - Scrap tires KW - Solid wastes KW - Tires KW - Waste disposal KW - Workshops UR - https://trid.trb.org/view/427152 ER - TY - CONF AN - 00682753 JO - Transportation Research Circular PB - Transportation Research Board AU - Fahrenkopf, E G AU - Transportation Research Board TI - NEW YORK STATE DOT REPAIR PARTS MANAGEMENT SYSTEM PY - 1995/07 IS - 447 SP - p. 74-76 AB - The New York State Department of Transportation issues approximately $11 million in parts and supplies each fiscal year. For the most part the purchasing of these parts is done on a local basis. However, to assist the regions in parts purchasing contracts, most are awarded centrally to establish preset prices and delivery conditions. These contracts may have a vendor in each region or there may be only one vendor for the State, depending on the volume to be purchased and the number of vendors Statewide. The Repair Parts Management System (RPMS) is an on-line computer system that runs on a Unisys mainframe. However, the Department is currently converting central processing applications to an IBM main frame. The Department is also doing a lot of distributive processing on PCs connected to the main frame. There are 10 major stock locations or warehouses Statewide. These are located at the major repair facilities in each region. Each of these facilities services the mechanics that work in the major region repair facilities. They also service the satellite repair facilities in the Highway Maintenance residencies and subresidencies of which there are 85. Most of the preventive maintenance and minor repairs are done in the residencies. A residency may have from $20,000 to $30,000 worth of stock on-hand depending on the size of the fleet and the distance from a regional facility. The RPMS facilitates the stocking of parts in the region warehouse and in the residencies. It is an on-line, real-time system connected to a Unisys main frame via leased lines. This paper provides information on the RPMS design features and enhancements. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Design KW - Design features KW - Equipment KW - Equipment management KW - Management KW - Management systems KW - New York (State) KW - Repair parts KW - State departments of transportation KW - Warehouse stock KW - Workshops UR - https://trid.trb.org/view/427167 ER - TY - CONF AN - 00682755 JO - Transportation Research Circular PB - Transportation Research Board AU - Doemland, R D AU - Transportation Research Board TI - SINGLE AXLE DUMP TRUCK COMPONENT STANDARDIZATION IN PENNDOT: SUMMARY PY - 1995/07 IS - 447 SP - p. 85 AB - This summary report on single axle dump truck component standardization in the Pennsylvania Department of Transportation identifies twelve components that have been standardized. For example, mirrors are Delbar heated mirrors where one mirror head fits all applications and wiring compatibility, and tires are Goodyear and Michelin radials. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Dump trucks KW - Equipment KW - Equipment management KW - Management KW - Pennsylvania KW - Standardization KW - State departments of transportation KW - Vehicle components KW - Workshops UR - https://trid.trb.org/view/427169 ER - TY - CONF AN - 00682757 JO - Transportation Research Circular PB - Transportation Research Board AU - Allred, F E AU - Transportation Research Board TI - ADVANTAGES OF STANDARDIZED EQUIPMENT SPECIFICATIONS PY - 1995/07 IS - 447 SP - p. 88-89 AB - The Southeastern Equipment Regional Managers, at its annual meeting, assigns a specification for one particular piece of equipment to each of the 12 states. Equipment managers are responsible to research the specification with the other 11 states and compare how their specifications differ. This exchange has resulted in more uniform specifications. The Alabama Department of Transportation has made a number of changes which have improved the specifications and allowed the purchase of equipment that is better suited for the job, and at a more competitive price in some instances. The ultimate goal is for several states to buy equipment from the same specification and from the same bid. Using this method would give smaller states a great advantage because of the volume of purchasing. Attached to this report is a dated comparison of motor graders purchased by the different states. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Alabama KW - Atlantic Coast (United States) KW - Benefits KW - Equipment KW - Equipment management KW - Equipment specifications KW - Management KW - Southeastern United States KW - Specifications KW - Standardization KW - State departments of transportation KW - Workshops UR - https://trid.trb.org/view/427171 ER - TY - CONF AN - 00682759 JO - Transportation Research Circular PB - Transportation Research Board AU - Swenson, A T AU - Transportation Research Board TI - EQUIPMENT ACQUISITION CHOICES: MAKING THE RIGHT CHOICE IN TODAY'S FINANCIAL ENVIRONMENT PY - 1995/07 IS - 447 SP - p. 93-99 AB - There are many choices offered today for acquiring equipment. They can normally be grouped into one of the following six common categories of equipment acquisition methods: (1) Straight rental of equipment; (2) Straight lease of equipment; (3) Cash purchase or rental purchase of equipment; (4) Lease purchase of equipment; (5) Purchase w/trade or buyback guaranteed; and (6) Any of the five above methods combined with a guarantee of repair, parts, labor, and/or maintenance costs. This report discusses the "paying to own" versus "paying to use" methods, provides examples of acquisition costs analysis for deciding which method to choose, and addresses the question, "Can you tell which bid is the better choice?" U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Acquisition KW - Analysis KW - Bids KW - Cost analysis KW - Costs KW - Decision making KW - Equipment KW - Equipment management KW - Management KW - Methodology KW - Property acquisition KW - Workshops UR - https://trid.trb.org/view/427173 ER - TY - CONF AN - 00682766 JO - Transportation Research Circular PB - Transportation Research Board AU - Fahrenkopf, E G AU - Transportation Research Board TI - PROPOSED NORTHEASTERN STATES EQUIPMENT MANAGERS GROUP: SUMMARY PY - 1995/07 IS - 447 SP - p. 115 AB - The northeastern states have not yet formed an Equipment Managers Group. Mr. Fahrenkopf, New York State Department of Transportation, with support from other members of Transportation Research Board Committee A3C08, is pursuing the formation of a regular New England States Equipment Managers Group. The potential member states include New York, Pennsylvania, Connecticut, Delaware, New Jersey, Vermont, Maine, Massachusetts, Rhode Island, and New Hampshire. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Equipment KW - Equipment management KW - Management KW - Northeastern United States KW - Workshops UR - https://trid.trb.org/view/427180 ER - TY - CONF AN - 00682740 JO - Transportation Research Circular PB - Transportation Research Board AU - Abrams, E M AU - Transportation Research Board TI - EFFECT OF REGULATIONS ON BUS MAINTENANCE FACILITY DESIGN: SUMMARY PY - 1995/07 IS - 447 SP - p. 22 AB - This summary reports on a survey of transit properties to identify the effects of recently enacted legislation and implemented regulations on the design of vehicle maintenance facilities. Also identified are some recent practices that have been incorporated into design of maintenance facilities including modifications to adapt to new technology vehicles. Recent regulations that affect facility design are those relating to (1) The Americans with Disabilities Act (ADA), (2) The Clean Air Act Amendments of 1990 (CAAA), (3) The Clean Water Act, and (4) underground fuel storage tanks. Further details are provided in this summary. The complete report is published in Transit Cooperative Research Program (TCRP) Synthesis 7, "Regulatory Impacts on Design and Retrofit of Bus Maintenance Facilities", Transportation Research Board, Washington, D.C., 1994 (see TRIS 670401). U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Americans with Disabilities Act KW - Bus maintenance KW - Buses KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Clean water act KW - Data collection KW - Equipment KW - Equipment management KW - Fuel tanks KW - Handling and storage KW - Impacts KW - Legislation KW - Maintenance facilities KW - Management KW - Modifications KW - Public transit KW - Rail transit facilities KW - Regulations KW - Surveys KW - Underground storage KW - Vehicle maintenance KW - Workshops UR - https://trid.trb.org/view/427154 ER - TY - CONF AN - 00682744 JO - Transportation Research Circular PB - Transportation Research Board AU - Hunter, R W AU - Transportation Research Board TI - SNOW PLOW TRUCKS - SPECIFICATIONS FOR THE TWENTY-FIRST CENTURY PY - 1995/07 IS - 447 SP - p. 31-35 AB - As the world of highway maintenance moves through the 1990s to the year 2000, the way highway and transportation agencies conduct business will continue to change at a rapid pace. Contracting of many functions, increased dependence on part time and hourly workers, and changing methods of performing critical maintenance functions will impact on the specification and purchase of vehicles and equipment handled by fleet managers. Nothing better exhibits this changing environment than the work horse of every snow belt state, the snow plow truck. "More with Less" is the battle cry of the public sector. Every corner of the public sector hears and feels the growing demand from the public for better and more efficient services. Shrinking budgets demand better management and innovative approaches. Reducing full time staff cuts costs, but also often reduces the overall skill level of the work force. To counteract, managers are turning increasingly to the application of new technologies for greater efficiency, longevity and safety. This paper explores the past, present and future application of new technology to the public service of snow and ice control, and the equipment used to accomplish the task. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Equipment KW - Equipment management KW - Management KW - Snowplows KW - Technological innovations KW - Workshops UR - https://trid.trb.org/view/427158 ER - TY - CONF AN - 00682751 JO - Transportation Research Circular PB - Transportation Research Board AU - Wilkins, S AU - Transportation Research Board TI - SELF-DIRECTED MAINTENANCE TEAMS: SUMMARY PY - 1995/07 IS - 447 SP - p. 63-65 AB - The Oregon Department of Transportation (ODOT) is experimenting with self-directed crews. The net impact of this change is a reduction in first line supervisors, from 21 supervisors to seven area maintenance managers (AMMs). Each AMM oversees the operation of three crews. Each crew is expected to prepare a work plan covering 30 days, 60 days, or even up to a year negotiated and agreed upon with the AMM. Each AMM has one area coordinator. This position is significant and allows for "state-of-the-art" automation equipment (PCs, FAX machines, copy machines, etc.) to be provided at the crew level in manageable numbers. Also, this position handles most of the routine paperwork, and performance tracking and reporting, thus removing much of the paperwork from the crew team level. This summary report discusses how this change came about, how it affects the relationship between ODOT and the Oregon Public Employees Union (OPEU), and the results of a survey of the employees working on self-managed crews. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Deployment KW - Equipment KW - Equipment management KW - Labor relations KW - Maintenance personnel KW - Management KW - Oregon KW - Personnel management KW - Self-directed crews KW - State departments of transportation KW - Working conditions KW - Workshops UR - https://trid.trb.org/view/427165 ER - TY - CONF AN - 00682758 JO - Transportation Research Circular PB - Transportation Research Board AU - Doemland, R D AU - Transportation Research Board TI - EQUIPMENT REFURBISHING IN PENNSYLVANIA DOT PY - 1995/07 IS - 447 SP - p. 91-92 AB - Equipment refurbishing in the Pennsylvania Department of Transportation (PennDOT) started slowly. In 1984, some construction equipment was converted from standard transmission and gasoline engines to hydrostatic drive and new diesel engines. In 1987, PennDOT began a rather aggressive equipment refurbishment program which is still in progress today. This report briefly outlines some advantages of equipment refurbishing, lists the criteria that PennDOT refurbishing candidates must meet, and provides a list of equipment which has been refurbished at PennDOT showing equipment type, quantity, and total savings. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Benefits KW - Criteria KW - Equipment KW - Equipment maintenance KW - Equipment management KW - Equipment refurbishing KW - Management KW - Pennsylvania KW - Savings KW - State departments of transportation KW - Workshops UR - https://trid.trb.org/view/427172 ER - TY - CONF AN - 00682747 JO - Transportation Research Circular PB - Transportation Research Board AU - Nixon, W A AU - Transportation Research Board TI - IMPROVED UNDERBODY PLOWING PY - 1995/07 IS - 447 SP - p. 42-49 AB - One of the more severe winter hazards is ice or compacted snow on roadways. While three methods are typically used to combat ice (salting, sanding and scraping), little effort has been applied to improve methods of scraping ice from roads. In this study, a new test facility was developed comprising a truck with an underbody blade, which was instrumented such that the forces to scrape ice from a pavement can be measured. A test site was used with ice layers being sprayed onto the pavement and subsequently scraped from it, while the scraping loads were recorded. Three different cutting edges were tested for their ice scraping efficiency. Two of the blades are standard (one with a carbide insert, the other without) while the third blade was designed under the Strategic Highway Research Program (SHRP) H-204A project. Results from the tests allowed two parameters to be identified. The first is the scraping efficiency which is the ratio of vertical to horizontal force. The lower this ratio the more efficiently ice is being removed. The second parameter is the scraping effectiveness which is related to the horizontal load. The higher the horizontal load the more ice is being scraped. The ideal case is thus to have as high a horizontal load combined with the lowest possible vertical load. Results show that the SHRP blade removed ice more effectively than the other two blades under equivalent conditions, and did so with greater efficiency and control. Furthermore, blade-angles close to 0 deg provide for the most efficient scraping for all three blades. The study has shown that field testing of plow blades is possible in controlled situations and that blades can be evaluated using this system. The system has potential to be developed in many ways to provide the means for optimal ice scraping with improved safety for plow operators. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Blades (Machinery) KW - Deicing KW - Economic efficiency KW - Effectiveness KW - Efficiency KW - Equipment KW - Equipment management KW - Management KW - Measures of effectiveness KW - Performance evaluations KW - Roadbuilding machinery KW - Safety KW - Scraping KW - Snow and ice control KW - Test facilities KW - Workshops UR - http://onlinepubs.trb.org/Onlinepubs/trcircular/447/447-016.pdf UR - https://trid.trb.org/view/427161 ER - TY - CONF AN - 00682748 JO - Transportation Research Circular PB - Transportation Research Board AU - Doemland, R D AU - Transportation Research Board TI - EQUIPMENT OPERATOR AND MECHANIC TRAINING PROGRAMS PY - 1995/07 IS - 447 SP - p. 51 AB - The Pennsylvania Department of Transportation (PennDOT) has training programs for equipment operators and for mechanics. This report gives a brief description of the basic characteristics of these programs. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Equipment KW - Equipment management KW - Equipment operators KW - Management KW - Mechanics (Persons) KW - Operators (Persons) KW - Pennsylvania KW - State departments of transportation KW - Training KW - Workshops UR - https://trid.trb.org/view/427162 ER - TY - CONF AN - 00682761 JO - Transportation Research Circular PB - Transportation Research Board AU - Smithson, Leland D AU - Transportation Research Board TI - JAPANESE AND EUROPEAN WINTER EQUIPMENT TECHNOLOGY PY - 1995/07 IS - 447 SP - p. 103-104 AB - It has been recognized that snow and ice control operations in the United States differ from those in other countries. A Winter Maintenance Panel was organized and visited Japan and Europe to study these differences. The Panel was sponsored by the U.S. Department of Transportation's Federal Highway Administration's Office of International Outreach Programs and the National Cooperative Highway Research Program of the Transportation Research Board. The Panel consisted of six U.S. managers responsible for snow and ice control operations. They came from U.S. federal, state, county, and municipal authorities. General topics of interest to the Winter Maintenance Panel included equipment, anti-icing operations, road weather information systems, weather forecasting services, public information systems, policy, roadway level-of-service criteria, visibility, and environmental issues. The Panel visited Japan March 12-19 and Europe (Germany and Austria) March 20-27, 1994. This report presents a brief summary of the Panel's findings, followed by comments on the Panel's technology transfer recommendation for the establishment of the Winter Maintenance Program (WMP) where technologies imported from other industrialized nations and/or developed in the U.S. can be demonstrated, vigorously evaluated and acceptance tested in an operational setting against the present state-of-the-art. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Equipment KW - Equipment management KW - Europe KW - Japan KW - Maintenance equipment KW - Management KW - Snow and ice control KW - Technology transfer KW - Winter maintenance KW - Workshops UR - https://trid.trb.org/view/427175 ER - TY - CONF AN - 00682762 JO - Transportation Research Circular PB - Transportation Research Board AU - Fleege, E J AU - Transportation Research Board TI - EQUIPMENT IN SCANDINAVIAN COUNTRIES PY - 1995/07 IS - 447 SP - p. 105-108 AB - Several Scandinavian countries have been experimenting with new and highly promising techniques and systems which have lead to substantial savings in de-icing chemicals without sacrificing the level of roadway service during the winter. Some of these techniques required the development and utilization of equipment such as brine making plants, spreaders for applying liquid salt and prewetted salt, and snow and slush plows. The equipment is summarized in this report. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Brine making plants KW - Equipment KW - Equipment management KW - Management KW - Scandinavia KW - Slush KW - Snowplows KW - Spreaders KW - Winter maintenance KW - Workshops UR - https://trid.trb.org/view/427176 ER - TY - CONF AN - 00682765 JO - Transportation Research Circular PB - Transportation Research Board AU - Allred, F E AU - Transportation Research Board TI - 8TH ANNUAL SOUTHEAST EQUIPMENT MANAGERS MEETING: SUMMARY PY - 1995/07 IS - 447 SP - p. 114 AB - The 8th Annual Southeast Equipment Managers Meeting was held in New Orleans on April 12-14, 1994. The Louisiana Department of Transportation hosted the conference. Some of the topics on the agenda were: an alternate fuel update; update on the equipment buy-back; conspicuity striping; new electronic engines; specification comparisons; and performance base specifications. U1 - 10th Equipment Management WorkshopCommittee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration.Portland, Oregon StartDate:19940731 EndDate:19940803 Sponsors:Committee on Equipment Maintenance, Transportation Research Board; Oregon Department of Transportation; and Federal Highway Administration. KW - Alternate fuels KW - Atlantic Coast (United States) KW - Electronic control KW - Electronic engine controls KW - Equipment KW - Equipment buy-back KW - Equipment management KW - Management KW - Southeastern United States KW - Specifications KW - Striping KW - Vehicle power plants KW - Visibility KW - Workshops UR - https://trid.trb.org/view/427179 ER - TY - RPRT AN - 00682727 AU - LIEH, J AU - Wright State University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - COMPUTER SIMULATION OF DYNAMIC TRUCK LOADING USING MEASURED PAVEMENT PROFILES. FINAL REPORT PY - 1995/06/30 SP - 244 p. AB - The research developed 3-dimensional heavy vehicle models to evaluate the dynamic loading on pavements using measured road roughnesses. Two truck configurations: 2-axle straight trucks and 5-axle tractor semi-trailers were used in the study. Equations of motion with Coulomb friction were formulated using separated-form virtual work principle. User-friendly computer programs were developed on a PC, which include three portions: nonlinear integration, statistical analysis and graphics. Runge-Kutta-Fehlberg's 4-5th order algorithm (RKF45) with self-adjustable step sizes was adopted to solve the nonlinear differential equations. Numerical and graphical outputs can be provided in both time domain and statistical forms. Pavement profiles at both sides of the vehicle were measured with Ohio Department of Transportation noncontact profilometers and utilized as inputs to the computer programs. Three levels of road roughness, namely low, medium and high, for each of the concrete and asphalt pavements were considered. Three vehicle forward speeds, i.e., 48, 80 and 113 km/hr (30, 50 and 70 mph) were used in the simulation. The results show that the dynamic force can significantly deviate from the static loading. A statistical analysis indicates that the axle loading may be described by a Gaussian (normal) distribution. The standard deviation (or normalized dynamic load coefficient) tends to increase as the pavement becomes rough, and is also affected by the vehicle forward speed. KW - Algorithms KW - Axle loads KW - Computer programs KW - Dynamic loads KW - Equations KW - Heavy vehicles KW - Loads KW - Motor vehicles KW - Pavement loading KW - Pavements KW - Profilometers KW - Roughness KW - Simulation KW - Speed KW - Standard deviation KW - Statistical analysis KW - Traffic speed UR - https://trid.trb.org/view/423023 ER - TY - ABST AN - 01458600 TI - Databases for Assessment of Operational Tests and Traffic Models AB - This study involved defining data required for the validation and verification of traffic models. This study included the collection and storage of traffic data from different sites strategically selected around the country and the subsequent maintenance of the databases. Additionally, issues were addressed including type of storage needed (central vs. distributed), hardware and software platforms, and user interfaces (pre - and post-processing activities). Some of these data were obtained from existing data sources or on-going ITS field operational tests. Special emphasis was placed on data collection from the field testing of Adaptive Control Systems. The verification and validation techniques and database management system was applied to FHWA's TRAF family of models. The development of the Traffic Software Integrated System version 5.0 was completed and technical support for the ATMS R&D programs was provided. KW - Data collection KW - Databases KW - Evaluation and assessment KW - Intelligent transportation systems KW - Operations KW - Research projects KW - Strategic planning KW - Traffic data KW - Traffic models KW - Transportation planning UR - https://trid.trb.org/view/1226811 ER - TY - RPRT AN - 01449501 AU - LaFrance-Linden, Dawn AU - DeBlasio, Allan J AU - Jackson, David W AU - Volpe National Transportation Systems Center AU - Department of Transportation AU - Federal Highway Administration TI - Intelligent Transportation Systems Institutional and Legal Issues Program: Review of the SaFIRES Operational Test PY - 1995/06//Final Report SP - 62p AB - The SaFIRES operational test was chosen by the Federal Highway Administration to be the subject of a case study. Several case studies were performed under the Intelligent Transportation Systems (ITS) Institutional and Legal Issues Program, which was developed in response to the Intermodal Surface Transportation Act of 1991. The objective of each case study was to determine the institutional issues and legal impediments encountered during the establishment of partnerships and deployment of ITS services and products during the operational test; the point in the life cycle of the operational test at which the impediments occurred; how project partners and participants overcame impediments; and lessons that were learned that were applicable to future deployments of ITS products and services. This case study also describes the operational test and documents its history. Interviews for this case study were conducted during the summer of 1994. KW - Advanced public transportation systems KW - Case studies KW - Demonstration projects KW - Institutional issues KW - Intelligent transportation systems KW - Legal constraints KW - Lessons learned KW - Route deviation KW - Smart Flex-route Integrated Real-time Enhancement System UR - http://ntl.bts.gov/lib/45000/45900/45914/DOT-VNTSC-FHWA-95-03.pdf UR - https://trid.trb.org/view/1216247 ER - TY - RPRT AN - 01399488 AU - Ault, J P AU - Farschon, C L AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - Corrosion control of highway structural components by the application of powder coatings PY - 1995/06 IS - FHWA-RD-94-175 SP - 63p AB - Recent regulations concerning volatile organic compounds (VOCs) and certain hazardous heavy metals have had an impact on the construction and maintenance practices of transportation authorities. Powder coatings are a 100 percent solids material that are heat cured, thus they have near-zero VOC emissions during application. This report presents the results of an evaluation of various powder coatings designed to protect atmospherically exposed steel and reinforcing steel from corrosion. Three categories of coatings were selected for the test program: a solvent- based control system; 13 proprietary single-coat powder system; and, 6 two-coat powder coating systems. The coatings were evaluated over three substrates: abrasive-blasted A36 steel; abrasive blasted A588 steel; and, cold-rolled A36 steel with a zinc phosphate pretreatment. Testing included: a cyclic salt fog/natural marine exposure; a cyclic brine immersion/natural marine exposure; a natural marine exposure test; water penetration test; anodic disbondment test; and electrochemical impedance spectroscopy tests; and, coated rebar exposure in concrete. Underfilm corrosion and subsequent coating disbondment was the significant failure mode of the powder coatings. Surface preparation, coating thickness, and coating holidays all contribute to powder coating performance. Using a zinc-containing primer or powder was the most effective means of controlling this phenomenon, though the data suggests that various zinc-containing materials are not necessarily equally effective at eliminating underfilm corrosion. Gloss- and color-retention characteristics were typical of the generic powder coating resin materials. Polyesters and acrylics had superior gloss retention, while epoxies and polyvinyl chloride (PVC) powders had significant chalking over the exposure periods. KW - Coating KW - Coatings KW - Corrosion KW - Corrosion KW - Filler KW - Fillers (Materials) KW - Material testing KW - Materials tests KW - Prevention KW - Steel KW - Steel KW - Test method KW - Test procedures UR - https://trid.trb.org/view/1167272 ER - TY - RPRT AN - 01398921 AU - Dingus, T AU - McGehee, D AU - Hulse, M AU - Jahns, S AU - Manakkal, N AU - Mollenhauer, M AU - Fleischman, R AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - TravTek evaluation task C (sub 3) - camera car study PY - 1995/06 IS - FHWA/RD-94-076 SP - 245p KW - Advanced traveler information systems KW - Advanced traveler information systems KW - Advanced traveler information systems (ATIS) KW - Comprehension KW - Comprehension KW - Driver performance KW - Driver performance KW - Evaluation KW - Evaluation KW - Highway safety KW - Instrumented vehicle KW - Instrumented vehicles KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Navigation KW - Navigation KW - Road safety UR - https://trid.trb.org/view/1166704 ER - TY - CONF AN - 01104389 AU - Idaho National Laboratory AU - Federal Highway Administration TI - National Architecture for Intelligent Transportation System: A Workshop on Rural Issues PY - 1995/06 SP - 16p AB - The National ITS Architecture should address both urban and rural needs as a single, seamless system. The motivation for this is far more than parity between different political constituencies. Many of the economic drivers that will determine the degree of success of ITS implementation require an ability to function in either environment and to make transitions as transparent as possible. The purpose of this workshop was to explore this issue from a rural stakeholders perspective, and provide useful information to the National Architecture Development team on priorities and implementation strategies.To accomplish this, a diverse group of over 75 transportation professionals met in Idaho Falls, Idaho at the Idaho National Engineering Laboratory on June 15 and 16, 1995. After first examining the history and current status of the National ITS Architecture effort, the group then analyzed which user service areas were of highest priority from a rural perspective, and how obstacles to implementation could be addressed. U1 - National Architecture for Intelligent Transportation System: A Workshop on Rural IssuesIdaho National LaboratoryIdaho Falls,ID,United States StartDate:19950615 EndDate:19950616 Sponsors:Idaho National Laboratory KW - Intelligent transportation systems KW - Metropolitan areas KW - Regional transportation KW - Traffic control KW - Traffic engineering KW - Traffic flow KW - Transportation corridors KW - Transportation planning KW - Urban transportation UR - http://ntl.bts.gov/lib/16000/16300/16300/PB2000103376.pdf UR - https://trid.trb.org/view/863686 ER - TY - RPRT AN - 01079071 AU - BMI-SG AU - Federal Highway Administration TI - Preliminary Guidelines for Implementation of Minimum Retroreflectivity Requirements for Traffic Signs PY - 1995/06 SP - 55p AB - The Federal Highway Administration (FHWA) is considering issuing guidelines on the minimum level of retroreflectivity required for certain types of signs. These minimum levels would be considered thresholds below which the sign would be considered inadequate and should be replaced. With the issuance of and in support of the national guidelines, the FHWA is providing guidelines on how agencies of all levels could cost-effectively meet these minimum maintained retroreflectivity guidelines. That is the purpose of this guide. To assist an agency in developing its sign management system and meeting the minimum retroreflectivity requirements, the following are presented in this guide: an explanation of the principles of retroreflectivity and minimum retroreflectivity requirements; elements of a comprehensive Sign Management System; procedures for establishing a sign inventory; procedures for conducting sign inspections; sign maintenance considerations; options for implementing and meeting the minimum retroreflectivity requirements; and suggested minimum and desirable programs for meeting the minimum retroreflectivity requirements. KW - Guidelines KW - Implementation KW - Inspection KW - Inventory KW - Maintenance management KW - Retroreflectivity KW - Traffic signs UR - https://trid.trb.org/view/838890 ER - TY - RPRT AN - 00680877 AU - BROWN, C M AU - Advanced Technology and Research, Incorporated AU - Federal Highway Administration TI - CRUSH CHARACTERISTICS FOR 1981 THROUGH 1983 HONDA CIVICS. TEST REPORT PY - 1995/06 SP - 94 p. AB - This test report contains the test results from a series of four crash tests conducted at the Federal Outdoor Impact Laboratory (FOIL) located at the Turner-Fairbank Highway Research Center (TFHRC) in McLean, Virginia. The tests were frontal crash tests involving 1981 through 1983 Honda Civic two-door sedans. Three Honda Civics impacted the FOIL's instrumented rigid pole and one impacted a single leg 6-kg/m (4-lb/ft) u-channel sign post embedded in strong soil. The objective of these tests was to provide crush characteristic data in support of a computer simulation effort to model a 1981 through 1983 Honda Civic. The results are presented as data plots of acceleration vs. time, velocity vs. time, displacement vs. time, force vs. displacement, and force vs. time. The data plots were derived from vehicle accelerometer data and rigid pole load cell data. The data from the three rigid pole tests serve as a good baseline for modeling the front-end crush of a Honda Civic. The one u-post sign support test provides good data to help model the interaction between a Honda Civic and a small sign support mounted in strong soil. KW - Acceleration (Mechanics) KW - Automobiles KW - Crashes KW - Crush characteristics KW - Dislocation (Geology) KW - Force KW - Fracture tests KW - Frontal crashes KW - Impact KW - Impact tests KW - Impact velocity KW - Load cells KW - Sign supports KW - Simulation KW - Speed KW - Test results KW - Testing UR - https://trid.trb.org/view/422286 ER - TY - RPRT AN - 00933899 AU - Trepanier, J AU - Illinois Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF RECLAIMED RUBBER IN BITUMINOUS PAVEMENTS PY - 1995/06 SP - 48 p. AB - Section 1038 of the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) mandated use of crumb rubber from scrap tires in asphalt pavement starting in FY 94. To gain some experience, the Illinois Department of Transportation (IDOT) constructed five demonstration projects in 1993 and one in 1994. All used the "dry process" to introduce crumb rubber into the mix. With the dry process, crumb rubber is added to the heated aggregate prior to addition of asphalt cement (AC). Three projects used very low addition rates. Each was divided into five equal segments. One segment, the control, used no crumb rubber. The other segments used 1/2, 1, 1 1/2 and 2 pounds of crumb rubber per ton of hot mix. The other three projects each used 20 pounds of crumb rubber per ton of hot mix. Both batch plants and drier-drum plants were used, and the crumb rubber was supplied in pre-measured batch-size packets, 50-pound paper bags and 2000-pound super sacks. Addition rates of two pounds or less: There was little effect on mix appearance and test values. Nuclear gages were accurate for both AC content and density. Addition rates of 20 pounds: A special mix design was required and the mix was stickier. Density measurements were accurate with the nuclear gauge, but AC content measurements were not. All addition rates: The mix was placed and compacted using normal equipment and procedures. Drier-drum plants were easily modified to use the vane feeder to introduce the crumb rubber into the mix. Regardless of addition rate, crumb rubber increased costs by about 20 percent. KW - Asphalt pavements KW - Bituminous pavements KW - Crumb rubber KW - Density KW - Dryer drum process KW - Evaluation KW - Hot mix asphalt KW - Illinois KW - Measurement KW - Mixtures KW - Nuclear gages KW - Reclaimed rubber KW - Recycled materials KW - Tires UR - http://ntl.bts.gov/lib/6000/6400/6480/err.pdf UR - https://trid.trb.org/view/724958 ER - TY - RPRT AN - 00762942 AU - Gross, S P AU - Burns, N H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRANSFER AND DEVELOPMENT LENGTH OF 15.2 MM (0.6 IN.) DIAMETER PRESTRESSING STRAND IN HIGH PERFORMANCE CONCRETE: RESULTS OF THE HOBLITZELL-BUCKNER BEAM TESTS PY - 1995/06 SP - 106 p. AB - This study examines the transfer and development length of 15.2 mm (0.6 in.) diameter prestressing strand in high performance (high strength) concrete. Two 1067 mm (42.0 in.) deep rectangular beams, commonly called the Hoblitzell-Buckner beams, each with one row of 15.2 mm (0.6 in.) diameter strands at 51 mm (2 in.) spacing on center, were instrumented to measure the transfer and development length of the strands. Concrete strengths were 48.5 MPa (7040 psi) at transfer and 90.7 MPa (13,160 psi) at the time of development length testing. The strand surface condition was weathered or rusty. Transfer length was determined from the concrete strain profile at the level of the strands at transfer. The average transfer length of the strands in the specimen beams was observed to be 363.2 mm (14.3 in.). Code equations and other proposed equations were found to be conservative in comparison with the measured value. Development length was determined from the results of four full-scale flexural tests on the Hoblitzell-Buckner beams with various embedment lengths. All four tests resulted in flexural failures, such that the development length of the strands was observed to be less than 1981 mm (78 in.). Measured values were compared to previous research results and proposed equations, including the AASHTO and ACI 318 code equations, which were found to be conservative in this case. KW - Beams KW - Compressive strength KW - Equations KW - High strength concrete KW - Measurement KW - Prestressed concrete KW - Prestressing strands KW - Transfer and development length UR - http://www.utexas.edu/research/ctr/pdf_reports/580_2.pdf UR - https://trid.trb.org/view/497022 ER - TY - RPRT AN - 00760569 AU - Dhar, S AU - Woodin, D C AU - New York State Department of Transportation AU - Federal Highway Administration TI - FLUORESCENT STRONG YELLOW-GREEN SIGNS FOR PEDESTRIAN/SCHOOL/BICYCLE CROSSINGS: RESULTS OF A NEW YORK STATE STUDY PY - 1995/06 SP - 22 p. AB - This investigation was conducted as part of the Federal Highway Administration's (FHWA's) nationwide study to evaluate a new sign color known as "fluorescent strong yellow-green" (SYG) for use at pedestrian, school, and bicycle crossings. The new color is highly visible and is proposed as more effective than standard yellow signs. This report presents results of SYG sign tests at three sites in New York State. At each site a single "before" and "after" study was designed -- the "before" study was conducted with standard yellow signs and the "after" with fluorescent SYG signs. The studies concerned traffic volume, driver behavior, and vehicle speed. An "impression" survey of persons viewing the signs was also conducted. Results of these studies and responses from the survey provided encouraging evidence of the benefits of using SYG signs over standard signs, although the short duration of this study and limited number of sites do not allow strong recommendations. It is anticipated that when FHWA combines results of this study with those in other jurisdictions, more definitive conclusions will be drawn regarding effectiveness of SYG color in improving driver behavior and reducing vehicle speed. KW - Before and after studies KW - Behavior KW - Benefits KW - Bicycle crossings KW - Color KW - Crosswalks KW - Drivers KW - Pedestrian signs KW - Public opinion KW - Schools KW - Speed KW - Surveys KW - Traffic signs KW - Traffic volume KW - Visibility UR - http://ntl.bts.gov/lib/21000/21100/21119/PB99100166.pdf UR - https://trid.trb.org/view/496309 ER - TY - RPRT AN - 00759832 AU - Federal Highway Administration TI - HIGHWAY TRAFFIC NOISE ANALYSIS AND ABATEMENT: POLICY AND GUIDANCE PY - 1995/06 SP - 81 p. AB - Studies have shown that some of the most pervasive sources of noise in our environment today are those associated with transportation. Traffic noise tends to be a dominant noise in our urban as well as rural environment. In response to the problems associated with traffic noise, the United States Code of Federal Regulations Part 772 (23 CFR 772), "Procedures for Abatement of Highway Traffic Noise and Construction Noise", establishes standards for mitigating highway traffic noise. The purpose of this document is to provide Federal Highway Administration (FHWA) policies and guidance for the analysis and abatement of highway traffic noise. A 3 1/2 day training course, sponsored by the National Highway Institute, is available for instructing FHWA field and State highway agency (SHA) staffs in the details of the policies and the technical procedures required for analyzing and abating traffic noise impacts. KW - Abatement KW - Analysis KW - Construction KW - Highways KW - Noise control KW - Policy KW - Traffic noise UR - http://www.fhwa.dot.gov/environment/polguid.pdf UR - https://trid.trb.org/view/496025 ER - TY - CONF AN - 00751073 AU - Federal Highway Administration TI - THE FEDERAL HIGHWAY ADMINISTRATION'S HIGHWAY COST ALLOCATION WORKSHOP PY - 1995/06 SP - 59p AB - The Federal Highway Administration (FHWA) workshop on highway cost allocation is summarized in this report. Over 75 participants, including representatives of Federal and State transportation agencies, transportation industry groups, universities, and other public and private organizations attended this 2-day workshop. Five plenary sessions and two breakout sessions were held. Presentations during the plenary sessions covered the following topics: Federal studies and research since 1982 related to highway cost allocation; State perspectives on highway cost allocation; Review of recent State highway cost allocation studies; Highway cost allocation implications of the Intermodal Surface Transportation Efficiency Act (ISTEA); Evolution of 1982 Federal highway cost allocation methods; Marginal cost pricing considerations for Federal highway cost allocation; Other approaches to highway cost allocation; Cost allocation implications of changes in Federal and State highway finance since 1982 and the outlook for the future; How environmental and other externalities should be treated in Federal highway cost allocation; and Technical issues in highway cost allocation. U1 - The FHWA Highway Cost Allocation WorkshopFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Crystal City, Virginia StartDate:19941012 EndDate:19941013 Sponsors:Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO) KW - Cost allocation KW - Costs KW - Federal government KW - Finance KW - Highways KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Marginal costs KW - Perspective views KW - States KW - Workshops UR - https://trid.trb.org/view/487450 ER - TY - CONF AN - 00751074 AU - Federal Highway Administration TI - PARTNERSHIP FOR INVESTMENT: SYMPOSIUM SUMMARY: BONDING AND INNOVATIVE FINANCING PY - 1995/06 SP - 43p AB - This report summarizes the Federal Highway Administration (FHWA) conference on bonding and innovative financing, which explored new and creative ways of financing transportation infrastructure investment. The conference brought together a diverse group of participants from all levels of government and the private sector to learn from each other and to share ideas on how to meet the Nation's infrastructure needs with limited financial resources. The keynote speakers discussed how each of their respective States are dealing with financing and their ideas for the future. Three panels gave participants the opportunity to hear about current initiatives, ideas, and difficulties from different points of view. The first panel presented the perspectives of State and local bond issuers and their concerns regarding matters affecting bonding and credit. The second panel aimed to demystify some of the difficult questions about bonds, their markets, and their role in transportation projects. Speakers in the final panel examined innovations which may now, or in the future, improve infrastructure investment. U1 - Partnership for Investment: Bonding and Innovative FinancingFederal Highway AdministrationWashington, D.C. StartDate:19940720 EndDate:19940720 Sponsors:Federal Highway Administration KW - Bonds KW - Bridges KW - Conferences KW - Credit KW - Financing KW - Highways KW - Infrastructure KW - Innovation KW - Investments KW - Local government KW - Perspective views KW - Public transit KW - States UR - https://trid.trb.org/view/487451 ER - TY - RPRT AN - 00749964 AU - Federal Highway Administration TI - A GUIDE TO THE FEDERAL-AID HIGHWAY EMERGENCY RELIEF PROGRAM PY - 1995/06 SP - 19 p. AB - This booklet is a guide to the Federal Highway Administration's (FHWA's) Emergency Relief (ER) program. It answers the following questions: What is the ER program? What are Federal-aid highways? What is serious damage? How much ER funding is available? What is the Federal share of costs? What types of repairs are eligible for funding? What about funding for repairs on non-Federal-aid highways? How does the ER program work? What is the FHWA Division Office role? An appendix provides the addresses and phone numbers of the FHWA Division Offices. KW - Catastrophic failure KW - Damages KW - Disasters KW - Earthquakes KW - Emergency relief program (Fhwa) KW - Federal aid KW - Federal aid highways KW - Floods KW - Hurricanes KW - Landslides KW - Loss and damage KW - Repairing KW - Repairs KW - Storms KW - Tidal waves KW - Tornadoes KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/484218 ER - TY - RPRT AN - 00744873 AU - Venglar, S P AU - Urbanik, Thomas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - REAL-TIME, MULTIMODAL TRAFFIC-ADAPTIVE DIAMOND INTERCHANGE CONTROL SYSTEM: LABORATORY DEMONSTRATION PY - 1995/06 SP - 30 p. AB - Components of the transportation system that are most susceptible to the negative effects of congestion are those that link or transition between modes or facilities. Diamond interchanges provide a controlled means of accessing freeways from the arterial street system and from the freeway. Physically, diamond interchanges are made up of two intersections along the arterial street that are formed at intersections with freeway ramps. The diamond interchange offers the unique opportunity to integrate many innovative technologies into a system that is small enough to be manageable, yet complex enough to present a challenging control environment. Developing a real-time, multimodal, traffic-adaptive interchange control system is a research objective of the Texas A&M Intelligent Transportation Systems (ITS) Research Center of Excellence Program at the Texas Transportation Institute. This research effort will integrate a variety of technologies into a single control system that will increase traffic performance and demonstrate ITS concepts for advanced traffic management systems. Through the use of video imaging equipment, traffic information processing, and real-time optimization and control, road users will experience less delay, less congestion and fewer safety problems at diamond interchanges. KW - Advanced traffic management systems KW - Diamond interchanges KW - Information processing KW - Intelligent transportation systems KW - Optimization KW - Real time control KW - Real time data processing KW - Traffic control KW - Video imaging detectors UR - https://trid.trb.org/view/472306 ER - TY - RPRT AN - 00739855 AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - COST ESTIMATING AND FORECASTING FOR HIGHWAY WORK IN KENTUCKY PY - 1995/06 SP - 35 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%. Since enactment of KRS45.245 (1 July 1992) 263 overruns, totaling nearly $117 million have been submitted to the Committee. All have been approved for additional funding. A cost per mile database and estimating model were developed for preconstruction and construction. A cost per barrel database and model are being developed for estimating right of way. Recommendations for performance measurements to track improvements in cost forecasting ability are presented. KW - Cost estimating KW - Cost overruns KW - Forecasting KW - Highway planning KW - Legislation KW - Overruns UR - https://trid.trb.org/view/573226 ER - TY - RPRT AN - 00738950 AU - Hopkins, T C AU - Beckham, T AU - Hunsucker, D AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - MODIFICATION OF HIGHWAY SOIL SUBGRADES PY - 1995/06 SP - 152 p. AB - Major study objectives were to develop highway pavement subgrade stabilization guidelines, to examine long-term benefits of chemical stabilizers, such as cement, hydrated lime, and two byproducts from industrial processes, and to establish a subgrade stabilization program in Kentucky. In developing a program, a number of design and construction issues had to be resolved. Factors affecting subgrade behavior are examined. Changes in moisture content and California bearing ratio (CBR) strengths of untreated and chemically treated subgrades at three experimental highway routes were monitored over a 7-year period. CBR strengths of the untreated subgrades decreased dramatically while moisture contents increased. CBR strengths of subgrade sections treated with hydrated lime, cement, and multicone kiln dust generally exceeded 12 and increased over the study period. At four other highway routes ranging in ages from 10 to 30 years, CBR strengths of soil-cement subgrades exceeded 90. Knowing when subgrade stabilization is needed is critical to the development of an economical design and to insure the efficient construction of pavements. Bearing capacity analyses using a newly developed, stability model based on limit equilibrium and assuming a tire contact stress of 552 kPa show that stabilization should be considered when the CBR strength is less than 6.5. For other tire contact stresses, relationships corresponding to factors of safety of 1 and 1.5 are presented. Stability analyses of the first lifts of the paving materials show that CBR strengths of the untreated subgrade should be about 9 or greater. Guidelines for using geogrids as subgrade reinforcement are presented. Factors of safety of geogrid reinforced granular bases are approximately 10 to 25% larger than granular bases without reinforcement. As shown by strength tests and stability analysis, when the percent finer than the 0.002 mm-particle size of a soil increases to a value greater than about 15%, the factor of safety decreases significantly. Guidelines are also presented for the selection of the design strengths of untreated and treated subgrades with hydrated lime and cement. Based on a number of stabilization projects, recommended design undrained shear strengths of hydrated lime- and cement-treated subgrades are about 300 and 690 kPa, respectively. A laboratory testing procedure for determining the optimum percentage of chemical admixture is described. Correlations of Dynamic Cone Penetrometer and the Clegg Impact Hammer values and in situ CBR strengths and unconfined compressive strengths are presented. KW - Admixtures KW - Calcium hydroxide KW - California bearing ratio KW - Cement KW - Cone penetrometers KW - Correlation analysis KW - Correlations KW - Dust KW - Geogrids KW - Geotextiles KW - Grain size (Geology) KW - Hammers KW - Laboratory tests KW - Moisture content KW - Reinforcement (Engineering) KW - Safety factors KW - Soil stabilization KW - Stabilization KW - Subgrade (Pavements) KW - Undrained shear strength KW - Waste products UR - https://trid.trb.org/view/572945 ER - TY - RPRT AN - 00734584 AU - Claassen, V P AU - Zasoski, R J AU - Southard, R J AU - University of California, Davis AU - California Department of Transportation AU - Federal Highway Administration TI - SOIL CONDITIONS AND MYCORRHIZAL INFECTION ASSOCIATED WITH REVEGETATION OF DECOMPOSED GRANITE SLOPES PY - 1995/06 SP - 151 p. AB - This project surveys soil chemical, microbiological and mineralogical conditions influencing plant growth on disturbed decomposed granite materials. The project compares soil conditions of native vegetated soils and adjacent, poorly vegetated cut and fill slopes. It identifies several potential growth limiting conditions, including low nitrogen availability, low endomycorrhizal infection, potential phosphorus deficiency, differential plant response of annual and perennial grasses to solution nitrogen concentration, and poor soil physical condition. Many of these characteristics are related to the decomposed granite mineralogy and to a low inherent soil organic matter content. Supplemental phosphorus did not increase plant growth or change mycorrhizal infection at the amendment rates used. Mycorrhizal fungal inoculum from established by sparsely vegetated soils provided a viable, site adapted inoculum. Soil solution nitrogen concentrations of less than 100 microM support growth of a perennial grass while restraining growth of an annual grass. This result can be used to guide development of slow release nitrogen amendments for preferential establishment of perennials. Mineralogical analysis of the decomposed granite (saprolite) indicates that as the rock matrix weathers, silt and clay contents increase but the cation exchange capacity and nutrient cation contents decrease. Precipitation of low charge clays at particle surfaces, contributes to the poor physical structure of decomposed granite materials. KW - Cation exchange capacity KW - Decomposed granite KW - Decomposed rock KW - Deficiencies KW - Embankments KW - Erosion control KW - Fertilizers KW - Granite KW - Infections KW - Native plants KW - Nitrogen KW - Organic content KW - Organic content (Soil) KW - Phosphorus KW - Plant growth KW - Revegetation KW - Soil conditions KW - Soils KW - Topsoil KW - Vegetation UR - https://trid.trb.org/view/471439 ER - TY - RPRT AN - 00728357 AU - Woolington, S AU - Meggers, Dave AU - McKinney, H AU - Alt, D AU - Kansas Department of Transportation AU - Federal Highway Administration TI - ICE DETECTION AND HIGHWAY WEATHER INFORMATION SYSTEM FOR THE KANSAS DEPARTMENT OF TRANSPORTATION PY - 1995/06 SP - 22 p. AB - In the spring of 1988, the Kansas Department of Transportation (KDOT) entered into an agreement for the installation of an ice detection/forecast system. The Surface Conditions Analyzing Network (SCAN) System gives the information needed to better monitor and predict icy bridge and road conditions and to take the necessary actions. The success of the installation prompted the KDOT to expand the system to include 40 installations throughout the state. The SCAN System has saved the KDOT much time and money by allowing the use of more efficient procedures and less manpower. On January 23, 1989 a cooperative agreement work order was entered into by the KDOT and the Federal Highway Administration (FHWA) to evaluate the effectiveness of the SCAN System. The SCAN System was compared to the weather forecasting system in use by the KDOT prior to installation of the SCAN System. KW - Central processing units KW - Central processing units (Computers) KW - Cost effectiveness KW - Detectors KW - Economic efficiency KW - Effectiveness KW - Efficiency KW - Ice KW - Ice detection KW - Ice forecasting KW - Kansas KW - Measures of effectiveness KW - Performance evaluations KW - Remote sensing KW - Weather forecasting KW - Winter maintenance UR - http://kdot1.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003670492 UR - https://trid.trb.org/view/465286 ER - TY - RPRT AN - 00725543 AU - Saraf, C L AU - Majidzadeh, K AU - Resource International, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - UTILIZATION OF RECYCLED PCC AGGREGATES FOR USE IN RIGID AND FLEXIBLE PAVEMENTS PY - 1995/06 SP - 118 p. AB - The study reported herein was conducted to demonstrate the feasibility of using recycled crushed concrete from old pavements as aggregates in new PCC and asphalt pavements and to develop guidelines and criteria for making cost-effective decisions concerning the recycling of PCC pavements. This study included several activities such as: preconstruction evaluation of recycled PCC aggregates, construction monitoring and evaluation of mixes, post construction evaluation of mixes and data analysis. Four test sections, each approximately 1146 ft (349.3 m) long, were constructed on a roadway segment in Toledo area located on I-475 (Lucas County). Each lane of this four lane road contained a PCC recycled aggregate section, PCC control section, AC recycled aggregate section and AC control section. Cores of the old pavement (PCC) were obtained before their removal and tested in the laboratory. The aggregates from the crushed cores were then used to prepare trial mixes and measure the strength characteristics of the recycled mix. A crushing plant was designed and constructed at a quarry site to crush old pavements. This plant produced recycled aggregates for use in the mixes of test sections. Samples of recycled aggregates were used to design a mix for the construction of recycled PCC and AC test sections. The samples of concrete and asphalt mixes were collected during the construction. The results of tests performed on these samples are described in the report. Also, shortly after the construction of all test sections, 32 cores from rigid pavement test sections and 24 cores from flexible test sections were obtained. These samples were also tested in the laboratory to determine various characteristics of concrete and asphalt mixes. The results of these measurements are described in the report. Sixteen slabs out of a total of 216 slabs of recycled concrete mix developed transverse cracks at the mid-slab after about 2 months of their opening to traffic. Based on the results of this study it was concluded that the use of recycled PCC aggregates in concrete mix is a feasible alternative. However, the use of sand portion of recycled aggregates in concrete mix is not practical because this material has very high absorption compared to natural sand. KW - Aggregates KW - Asphalt concrete KW - Core analysis KW - Cores (Specimens) KW - Crushing KW - Feasibility analysis KW - Laboratory tests KW - Mix design KW - Pavements KW - Portland cement concrete KW - Recycled pavements KW - Recycling KW - Test results KW - Test sections KW - Transverse cracking UR - https://trid.trb.org/view/460870 ER - TY - RPRT AN - 00724984 AU - Keating, P B AU - Litchfield, S C AU - Zhou, MengChu AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - OVERWEIGHT PERMIT RULES. FINAL REPORT PY - 1995/06 SP - 102 p. AB - This document defines standards for issuing permits for overweight vehicles crossing standard H-type and HS-type Texas highway bridges. A general formula and a bridge specific formula were developed for simple spans of both bridge types. Several reinforced concrete continuous span slab bridges were then evaluated according to the proposed criteria to ensure the validity of the proposed formulae for continuous spans as well as simple spans. The general formula limits the axle group weight according to only the "X" rating and the vehicle dimensions, while the bridge specific formulae also include the span length. Currently, the vehicle dimensions are the only criteria used by the Texas Department of Transportation (TxDOT) to determine whether or not an overweight permit will be issued. The proposed restrictions allow only one permit vehicle on the bridge at a time and ensure that the maximum stress does not exceed the operational stress level. In addition to determining the maximum weight which may be safely carried by a given axle configuration over either a specific bridge or an unknown bridge, the proposed formulae may also yield the "X" rating for any specific truck. Being able to quickly convert any truck to an equivalent HX or HSX rating will greatly simplify and increase the accuracy of the permitting process. KW - Formulas KW - Highway bridges KW - Load limits KW - Overloads KW - Oversize loads KW - Overweight loads KW - Permits KW - Restrictions UR - https://trid.trb.org/view/460647 ER - TY - RPRT AN - 00723826 AU - Sadalla, E K AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - INVESTIGATE THE EFFECTS OF DRIVING STRESS ON HEALTH. FINAL REPORT PY - 1995/06 SP - 83 p. AB - This project concerned the relationship between age, cognitive deficits, and driving performance under varying workload conditions. Older and younger subjects were administered a battery of tests designed to assess information processing skills, and personality traits that were thought to underpin driving competence. Subjects then drove through a programmed course on a driving simulator. At different intervals during the drive subjects were required to perform subsidiary tasks of varying levels of difficulty. Dependent variables included measures of driving performance, heart rate measures, and subjective stress measures. Data indicated that workload manipulations affected driving performance, physiological responses and subjective stress indices of both older and younger drivers. The relationship was in many instances mediated by age, cognitive skills, and personality factors. KW - Age KW - Alertness KW - Attention KW - Cognition KW - Cognitive impairment KW - Driver performance KW - Drivers KW - Driving KW - Driving simulators KW - Health KW - Heart rate KW - Human subject testing KW - Information processing KW - Personality KW - Personnel performance KW - Persons with disabilities KW - Physiological aspects KW - Stress (Psychology) KW - Workload UR - https://trid.trb.org/view/460193 ER - TY - RPRT AN - 00722559 AU - Calspan Advanced Technology Center AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. VOLUME IV: AHS SYSTEMS ANALYSIS PY - 1995/06 SP - 558 p. AB - The program described by this eight-volume report identified the issues and risks associated with the potential design, development, and operation of an Automated Highway System (AHS), a highway system that utilizes limited access roadways and provides "hands off" driving. The AHS effort was conducted by a team formed and directed by the Calspan Advanced Technology Center. Primary Team members included Calspan, Parsons Brinckerhoff, Dunn Engineering Associates, and Princeton University. Supporting members of the team were BMW, New York State Thruway Authority, New York State Department of Transportation, Massachusetts Department of Transportation, the New Jersey Department of Transportation, Boston Research, Vitro Corporation, and Michael P. Walsh of Walsh Associates. Calspan provided overall management and integration of the program and had lead responsibility for 5 of the 17 tasks. Parsons Brinckerhoff provided transportation planning and engineering expertise and had lead responsibility for 5 tasks. Dunn Engineering provided traffic engineering expertise and had lead responsibility on 2 tasks. Princeton supported the areas of transportation planning and automated control. The 17 task reports (A through P plus Representative Systems Configurations) are organized into 8 volumes. This volume, which describes AHS systems analyses, covers 5 tasks. Automated Check-In Analysis (Task B) was supervised by Thomas F. Leney of Calspan. Automated Check-Out Analysis (Task C) was supervised by Douglas J. Funke of Calspan supported by consultant Caren Levine as well as Kimberly Witherow and Brenda Knight of Calspan. Lateral and Longitudinal Control Analysis (Task D) was supervised by Thomas F. Leney of Calspan and supported by Robert L. Gordon of Dunn Engineering for alternative system designs, infrastructure electronics reliability, and functional/cost analysis; consultant Ditmar Bock was a major contributor to sensor studies, and consultant Lorianne Ferger provided much of the review of the sensor state of the art. AHS Entry/Exit Implementation was supervised by Philip A. Reynolds of Calspan and supported by consultant Agamemnon L. Crassidis, and Robert Gordon and Egan Smith of Dunn Engineering for queueing analyses. Vehicle Operations (Task L) was supervised by Farhad Pooran of Parsons Brinckerhoff/Farradyne Systems. KW - Advanced vehicle control systems KW - Aircraft gates KW - Arrivals and departures KW - Automated check out KW - Automated checkin KW - Automated highway systems KW - Entry/exit KW - Intelligent transportation systems KW - Longitudinal control KW - Operational analysis KW - Operations KW - Precursor systems KW - Systems analysis KW - Vehicles UR - https://trid.trb.org/view/459749 ER - TY - RPRT AN - 00722556 AU - Calspan Advanced Technology Center AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. VOLUME I: OVERVIEW REPORT PY - 1995/06 SP - 175 p. AB - The program described by this eight-volume report identified the issues and risks associated with the potential design, development, and operation of an Automated Highway System (AHS), a highway system that utilizes limited access roadways and provides "hands off" driving. The AHS effort was conducted by a team formed and directed by the Calspan Advanced Technology Center. Primary Team members included Calspan, Parsons Brinckerhoff, Dunn Engineering Associates, and Princeton University. Supporting members of the team were BMW, New York State Thruway Authority, New York State Department of Transportation, Massachusetts Department of Transportation, the New Jersey Department of Transportation, Boston Research, Vitro Corporation, and Michael P. Walsh of Walsh Associates. Calspan provided overall management and integration of the program and had lead responsibility for 5 of the 17 tasks. Parsons Brinckerhoff provided transportation planning and engineering expertise and had lead responsibility for 5 tasks. Dunn Engineering provided traffic engineering expertise and had lead responsibility on 2 tasks. Princeton supported the areas of transportation planning and automated control. The 17 task reports (A through P plus Representative Systems Configurations) are organized into 8 volumes. This volume provides an overview of the program compiled by the program manager, Joseph A. Elias, who was supported by Habib Shamskhou of Parsons Brinckerhoff in the area of Representative Systems Configurations. KW - Automated highway systems KW - Intelligent transportation systems KW - Precursor systems KW - Systems analysis UR - https://trid.trb.org/view/459746 ER - TY - RPRT AN - 00722561 AU - Calspan Advanced Technology Center AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. VOLUME VI: AHS ALTERNATIVE PROPULSION SYSTEMS IMPACT PY - 1995/06 SP - 216 p. AB - The program described by this eight-volume report identified the issues and risks associated with the potential design, development, and operation of an Automated Highway System (AHS), a highway system that utilizes limited access roadways and provides "hands off" driving. The AHS effort was conducted by a team formed and directed by the Calspan Advanced Technology Center. Primary Team members included Calspan, Parsons Brinckerhoff, Dunn Engineering Associates, and Princeton University. Supporting members of the team were BMW, New York State Thruway Authority, New York State Department of Transportation, Massachusetts Department of Transportation, the New Jersey Department of Transportation, Boston Research, Vitro Corporation, and Michael P. Walsh of Walsh Associates. Calspan provided overall management and integration of the program and had lead responsibility for 5 of the 17 tasks. Parsons Brinckerhoff provided transportation planning and engineering expertise and had lead responsibility for 5 tasks. Dunn Engineering provided traffic engineering expertise and had lead responsibility for 2 tasks. Princeton supported the areas of transportation planning and automated control. The 17 task reports (A through P plus Representative Systems Configurations) are organized into 8 volumes. This volume describes the analysis of Alternative Propulsion System impact performed under Task M, supervised by John A. Pierowicz of Calspan and supported by R.S. Mydzian of Calspan, and consultants Patrick MacDiamid and Nicholas Schmitt. KW - Alternatives analysis KW - Automated highway systems KW - Impact studies KW - Intelligent transportation systems KW - Precursor systems KW - Propulsion KW - Propulsion systems KW - Systems analysis KW - Vehicle power plants UR - https://trid.trb.org/view/459751 ER - TY - RPRT AN - 00722555 AU - Vick, C D AU - Coward, C M AU - McGowan, T K AU - Temple, B S AU - Feldman, R D AU - Malek, D AU - Science Applications International Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSIS OF AUTOMATED HIGHWAY SYSTEMS: ACTIVITY AREA O - INSTITUTIONAL AND SOCIETAL ASPECTS. LEGAL, INSTITUTIONAL AND SOCIETAL ISSUES RELATED TO THE DEPLOYMENT AND OPERATION OF AN AUTOMATED HIGHWAY SYSTEM PY - 1995/06 SP - 114 p. AB - This report documents a study of Institutional and Societal Aspects of Automated Highway Systems (AHSs). This study covers one of sixteen activity areas in FHWA's Precursor Systems Analysis of Automated Highways program. AHSs will likely incur the most institutional, legal and societal impediments of any IVHS user service. The basic assumptions for an AHS include a reduction in the level of personal control individual drivers have over their vehicles. Several non-technical, but critical issues have been examined that will help identify and develop the institutional frameworks required to deal with AHS. These issues include vehicle/operator certification, product liability, project financing and the impact of AHS on other transportation services and land use development patterns. This study was based on an integrated "legal-technical" perspective of the institutional and societal aspects of AHS in a systems analysis that is grounded in actual implementation experience. Insight is presented into institutional problems at the state and local level by focusing on planning and operations processes and multi-jurisdictional issues. Potential financing alternatives are examined as well as evolutionary deployment strategies. Recommendations on preferred institutional frameworks for the various AHS concepts are also discussed. KW - Automated highway systems KW - Deployment KW - Financing KW - Institutional issues KW - Legal factors KW - Operations KW - Planning KW - Precursor systems KW - Social factors KW - Socioeconomic development KW - Systems analysis UR - https://trid.trb.org/view/459745 ER - TY - RPRT AN - 00722552 AU - Schmoltz, J AU - Blumer, A AU - Noonan, J AU - Shedd, D AU - Twarog, J AU - Assiter, K AU - Raytheon Company AU - Tufts University AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEM. FINAL REPORT. VOLUME 10: KNOWLEDGE BASED SYSTEMS AND LEARNING METHODS FOR AHS PY - 1995/06 SP - 41 p. AB - This document is Volume 10 of the final report on precursor systems analyses of the Automated Highway System (AHS). It reports on the activities of Knowledge Based Systems and Learning Methods for AHS. KW - Automated highway systems KW - Expert systems KW - Precursor systems UR - https://trid.trb.org/view/459742 ER - TY - RPRT AN - 00722533 AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA P: COST/BENEFIT ANALYSIS. VOLUME IV: ROADWAY COSTS PY - 1995/06 SP - 77 p. AB - This report gives a preliminary cost benefit factor analysis for Automated Highway System (AHS) implementation on a representative section of existing highway. The text describes the approach used to develop costs associated with the roadway portion of an AHS and gives cost estimates for five basic implementation options. KW - Alternatives analysis KW - Automated highway systems KW - Benefit cost analysis KW - Cost estimating KW - Costs KW - Estimates KW - Highways KW - Implementation KW - Infrastructure KW - Options KW - Precursor systems UR - https://trid.trb.org/view/459723 ER - TY - RPRT AN - 00722535 AU - Chandramouli, S AU - Hall, R W AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA P: COST/BENEFIT ANALYSIS. VOLUME VI: REVIEW OF STUDIES ON AUTOMATED HIGHWAY SYSTEM BENEFITS AND IMPACTS PY - 1995/06 SP - 68 p. AB - This document summarizes research studies on Automated Highway System (AHS) benefits and impacts. These summaries will be used as background for assessing the benefits and impacts of AHS system configurations, as part of the FHWA Precursor Systems Analysis program. The document is divided into two chapters, first covering completed reports, and second covering interim findings presented at the PSA workshop held in the Washington, D.C. area in April 1994 (see TRIS 675297). KW - Automated highway systems KW - Benefit cost analysis KW - Benefits KW - Guides to the literature KW - Impacts KW - Literature reviews KW - Precursor systems KW - System configuration KW - System design UR - https://trid.trb.org/view/459725 ER - TY - RPRT AN - 00722531 AU - Hall, R W AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA P: COST/BENEFIT ANALYSIS. VOLUME II: SYSTEM CONFIGURATIONS: EVOLUTIONARY DEPLOYMENT CONSIDERATIONS PY - 1995/06 SP - 47 p. AB - This volume presents and justifies the Representative System Configurations used to perform the Cost/Benefit Analysis task. These configurations are based on the philosophy that Automated Highway System (AHS) technologies will evolve over time as a result of technology advancements, changes in market penetration, and changes in roadway construction. At any point in time, there will be a mixture of vehicle types, with varying capabilities, and mixture of roadway types. The configurations utilize the "AHS Ready Vehicle" (ARV) as a stimulus for initial sales, and eventual adoption of fully automated vehicles. The ARV is capable of hands-off and feet-off driving under low volume conditions, as on many intercity highways. The motivating factors for purchase are primarily comfort and performance. Later on, an ARV might be upgraded to allow for operation on high-volume roadways, where the added benefit is reduced travel time due to avoidance of congestion. Later stages of evolution are defined as AHS1 (fully automated, high-volume, with manual lane changes) and AHS2 (fully automated, high-volume, with automated lane changes). For each stage of evolution, various implementation strategies are presented. KW - Automated highway systems KW - Benefit cost analysis KW - Evolution KW - Implementation KW - Precursor systems KW - Strategic planning KW - System configuration KW - System design UR - https://trid.trb.org/view/459721 ER - TY - RPRT AN - 00722527 AU - Chatziioanou, A AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA A: URBAN AND RURAL AHS COMPARISONS PY - 1995/06 SP - 165 p. AB - Several potential Automated Highway System (AHS) operating mode alternatives were developed through "representative system configurations" and operating concept variable combinations. Alternatives are mapped in the "Operating Mode Input Matrix" and grouped in four basic stages of development. System overall performance was assessed. Discussion on the impacts of differences in the evaluation of urban and rural settings follows. Representative System Configuration variables include guideway separation, heavy vehicle handling and intelligence/authority distribution, while operating variables include vehicle spacing, speed and demand levels. Theoretical capacity, safety and environmental impact as it applies to air quality are addressed for the operating modes analyzed. Assessments were made by partitioning of the initial questions in subsets of issues. Every group eventually tries to focus its investigation to the differences and similarities between urban and rural AHS deployments as viewed through the prism of the group-specific issues. Overall it seems that urban and rural AHS deployments could work in parallel. Special attention needs to be given during the stage of separate AHS infrastructure development for compatibility with previous stages. KW - Alternatives analysis KW - Automated highway systems KW - Operating modes KW - Precursor systems KW - Rural areas KW - System configuration KW - System design KW - Urban areas UR - https://trid.trb.org/view/459717 ER - TY - RPRT AN - 00722530 AU - Hall, R W AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA P: COST/BENEFIT ANALYSIS. VOLUME I: COST-BENEFIT ANALYSIS OF AUTOMATED HIGHWAY SYSTEMS PY - 1995/06 SP - 74 p. AB - A framework for evaluation of alternative Automated Highway System (AHS) deployment concepts is developed with respect to life-cycle costs and benefits. This framework is applied to a range of scenarios to capture benefits and costs on both a highway and national basis. Features include: (1) evolutionary approach to AHS development; (2) original cost estimates for the vehicle and infrastructure; (3) formal assessment of risks and uncertainties; and (4) extrapolation of results to a national scale. KW - Alternatives analysis KW - Automated highway systems KW - Benefit cost analysis KW - Cost estimating KW - Estimates KW - Forecasting KW - Infrastructure KW - Life cycle costing KW - Precursor systems KW - Risk assessment KW - Vehicles UR - https://trid.trb.org/view/459720 ER - TY - RPRT AN - 00722532 AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA P: COST/BENEFIT ANALYSIS. VOLUME III: ELECTRONIC COST ANALYSIS PY - 1995/06 SP - 86 p. AB - This report describes the analysis and resultant predicted acquisition and ownership costs for Automated Highway System (AHS) electronics equipment. Equipment suites and associated costs are presented for vehicle and infrastructure electronics covering several evolution stages and Representative System Configurations (RSCs). KW - Automated highway systems KW - Benefit cost analysis KW - Costs KW - Electronic equipment KW - Infrastructure KW - Precursor systems KW - System configuration KW - System design KW - Vehicles UR - https://trid.trb.org/view/459722 ER - TY - RPRT AN - 00722534 AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA P: COST/BENEFIT ANALYSIS. VOLUME V: ANALYSIS OF AUTOMATED HIGHWAY SYSTEM RISKS AND UNCERTAINTIES PY - 1995/06 SP - 56 p. AB - This volume describes a risk analysis performed to help identify important Automated Highway System (AHS) deployment uncertainties and quantify their effect on costs and benefits for a range of AHS deployment scenarios. The analysis identified a suite of key factors affecting vehicle and roadway costs, capacities and market penetrations for alternative AHS deployment scenarios. A systematic protocol was utilized for obtaining expert judgments of key factor uncertainties in the form of subjective probability percentile assessments. Based on these assessments, probability distributions on vehicle and roadway costs, capacity and market penetration were developed for the different scenarios. The cost/benefit risk methodology and analysis provide insights by showing how uncertainties in key factors translate into uncertainties in summary cost/benefit indices. KW - Alternatives analysis KW - Automated highway systems KW - Benefit cost analysis KW - Costs KW - Deployment KW - Distributions (Statistics) KW - Forecasting KW - Highway capacity KW - Highways KW - Market development KW - Market penetration KW - Precursor systems KW - Risk analysis KW - Uncertainty KW - Vehicles UR - https://trid.trb.org/view/459724 ER - TY - RPRT AN - 00720307 AU - Bligh, R P AU - Alberson, D C AU - Butler, B G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - APPLICATIONS OF RECYCLED MATERIALS IN ROADSIDE SAFETY DEVICES. INTERIM REPORT PY - 1995/06 SP - 208 p. AB - This report summarizes the first phase of a three-phase research program intended to evaluate the use of recycled materials in roadside safety devices. Researchers obtained information regarding existing products manufactured in part or in whole from recycled materials through an extensive computerized literature review and a survey of research organizations, government/state agencies, professional and trade societies, and manufacturers. They emphasized obtaining information for those materials and products believed to have application in the roadside safety area. Roadside safety features of interest include, but are not limited to, guardrail support posts and rail-to-post offset blocks, sign blanks and their supports, energy absorbing elements in crash cushions, flexible delineator posts, mailbox supports, and work zone traffic control devices such as drums, cones, and barricades. Based on this evaluation scheme, researchers identified specific products considered suitable for immediate implementation and categorized them by application type. They recommend further evaluation in Phase II of this study for some products lacking the desired data to make a conclusive decision regarding their suitability for implementation. Phase III of the study will consist of full-scale crash testing of selected products to verify their crashworthiness. Researchers will then prepare performance specifications for those applications for which suitable alternatives have been identified. KW - Barricades KW - Barriers (Roads) KW - Cones KW - Crash cushions KW - Drums KW - Drums (Containers) KW - Energy absorbing barriers KW - Energy absorbing materials KW - Future KW - Future research KW - Guardrails KW - Mailboxes KW - Posts KW - Rail-to-post offset blocks KW - Recycled materials KW - Research KW - Sign supports UR - https://trid.trb.org/view/454694 ER - TY - RPRT AN - 00720279 AU - Westerfield, H AU - Gallego, A V AU - Jarrett, J AU - Machemehl, R B AU - Harrison, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A MODEL FOR ESTIMATING THE VALUE OF PROPERTY ACCESS RIGHTS. FINAL REPORT PY - 1995/06 SP - 202 p. AB - Public highway agency action limiting or denying individual property owners rights of accessing public highways is a common occurrence. Statutory laws, in most states, grant property owners rights of accessing their property from public highways. If these rights are modified, property owners are sometimes compensated. The concept that property owner access rights may have economic value is based, in part, upon public agency compensation practices. However, very little information has ever been published regarding estimation of the value of access rights. This study is an effort to examine access rights from a legal and econometric point of view, and to develop value estimation procedures. Access rights and their economic value are examined through an extensive review of related case law. Significant numbers of cases evolve from property owner disagreements with compensation offered by public agencies. One important fact derived from this examination is that court-mandated access right values are highly variable. The question of temporary modification or denial of access to public highways during construction or rehabilitation is also examined. Results of a survey of property owners adjacent to a recent major construction effort are included. A procedure for more thoroughly examining this issue is presented. A two-phase effort to develop models for estimating access right values was implemented. Compensation paid by the Texas Department of Transportation (TxDOT) to property owners for access rights, as well as a number of predictor variables, was acquired from TxDOT. While large numbers of access rights acquisitions were identified, in most cases, the records did not contain documentation of specific amounts paid for access rights; that is, access rights are part of many physical property takings, but the portion of total compensation for access rights is seldom specified. Despite a lack of desirable numbers of observations, a number of econometric models were developed. These models provide, at least, a reliable starting place for estimating access rights values. KW - Compensation KW - Econometric models KW - Economic value KW - Employee compensation KW - Legal documents KW - Legal factors KW - Ownership KW - Property KW - Property owners KW - Right of way (Land) KW - Temporary KW - Value engineering UR - https://trid.trb.org/view/454666 ER - TY - RPRT AN - 00720246 AU - Ault, J P AU - Farschon, C L AU - Ocean City Research Corporation AU - Federal Highway Administration TI - CORROSION CONTROL OF HIGHWAY STRUCTURAL COMPONENTS BY THE APPLICATION OF POWDER COATINGS. FINAL REPORT PY - 1995/06 SP - 69 p. AB - Recent regulations concerning volatile organic compounds (VOCs) and certain hazardous heavy metals have had an impact on the construction and maintenance practices of transportation authorities. Powder coatings are a 100% solids material that are heat cured, thus they have near-zero VOC emissions during application. This report presents the results of an evaluation of various powder coatings designed to protect atmospherically exposed steel and reinforcing steel from corrosion. Three categories of coatings were selected for the test program: a solvent-based control system, 13 proprietary single-coat powder systems, and 6 two-coat powder coating systems. The coatings were evaluated over three substrates: abrasive-blasted A36 steel, abrasive-blasted A588 steel, and cold-rolled A36 steel with a zinc phosphate pretreatment. Testing included a cyclic salt fog/natural marine exposure, a cyclic brine immersion/natural marine exposure, a natural marine exposure test, water penetration test, anodic disbondment test, and electrochemical impedance spectroscopy tests, and coated rebar exposure in concrete. Underfilm corrosion and subsequent coating disbondment was the significant failure mode of the powder coatings. Surface preparation, coating thickness, and coating holidays all contribute to powder coating performance. Using a zinc-containing primer or powder was the most effective means of controlling this phenomenon, though the data suggests that various zinc-containing materials are not necessarily equally effective at eliminating underfilm corrosion. Gloss- and color-retention characteristics were typical of the generic powder coating resin materials. Polyesters and acrylics had superior gloss retention, while epoxies and polyvinyl chloride (PVC) powders had significant chalking over the exposure periods. KW - Acrylic resins KW - Acrylics KW - Coating disbondment KW - Color KW - Color retention KW - Corrosion KW - Corrosion protection KW - Defects KW - Epoxides KW - Epoxy KW - Exposure tests KW - Fusion bonded coatings KW - Gloss retention KW - Laboratory tests KW - Polyester resins KW - Polyvinyl chloride KW - Powder coatings KW - Reinforcing steel KW - Structural steel KW - Surface preparation KW - Tests KW - Thickness KW - Underfilm corrosion KW - Zinc UR - https://trid.trb.org/view/454633 ER - TY - RPRT AN - 00720238 AU - Bared, J AU - Petty, S B AU - Evans, N AU - Small, F F AU - Hill, R W AU - Zogby, J J AU - Loyola College, Baltimore AU - Federal Highway Administration TI - FHWA STUDY TOUR FOR HIGHWAY SAFETY MANAGEMENT PRACTICES IN JAPAN, AUSTRALIA, AND NEW ZEALAND PY - 1995/06 SP - 70 p. AB - This report presents the findings of a U.S. study team that examined safety management practices in Japan, Australia, and New Zealand. Sponsored by the Federal Highway Administration (FHWA), this trip was conducted between June 10 and June 24, 1994. The purpose of the trip was "to assess Safety Management Systems (SMS) in the three countries, their programs or components and technologies of SMS activities, including people, vehicles, and roads; compile the information; and identify effective strategies for implementation in the United States of America". The team met with a variety of officials who were responsible for or involved in major highway safety activities in their countries. While considerable diversity exists in the highway transportation environment within and among the three countries, each has programs that approach highway safety in similar philosophical and managerial styles. Each embarked on aggressive national safety campaigns in the 1990s, employing some level of strategic planning in formulating their safety programs. KW - Australia KW - Highway safety KW - Japan KW - New Zealand KW - Safety management KW - Safety programs KW - Strategic planning KW - Study tours KW - Technology transfer UR - http://www.bts.gov/ntl/DOCS/sms.html UR - http://ntl.bts.gov/DOCS/sms.html UR - https://trid.trb.org/view/454625 ER - TY - RPRT AN - 00720228 AU - Roberts, B C AU - Federal Highway Administration TI - BEST MANAGEMENT PRACTICES FOR EROSION AND SEDIMENT CONTROL. FINAL REPORT PY - 1995/06 SP - 187 p. AB - The purpose of this manual is to provide guidance in preventing erosion and controlling sediment on highway construction projects. It addresses the selection of erosion and sediment control measures and the development of erosion control plans. Construction and inspection of the measures are presented for each practice. KW - Best practices KW - Check dams KW - Dams KW - Drainage basins KW - Drainage blankets KW - Energy dissipators KW - Erosion control KW - Erosion control blankets KW - Grasses KW - Landscaping KW - Management KW - Manuals KW - Matting KW - Mulching KW - Road construction KW - Sediment basins KW - Sediment control KW - Sediment traps KW - Sediments KW - Seeding KW - Silt fence KW - Sodding KW - Spillways KW - Straw KW - Topsoil KW - Vegetation UR - https://trid.trb.org/view/454616 ER - TY - RPRT AN - 00720132 AU - Kakaliagos, A AU - Seible, F AU - Priestley, MJN AU - University of California, San Diego AU - California Department of Transportation AU - Federal Highway Administration TI - SEISMIC RESPONSE OF REINFORCED MASONRY SOUNDWALLS. FINAL REPORT PY - 1995/06 SP - 211 p. AB - New design criteria for Reinforced Masonry (RM) Soundwalls, developed by Caltrans following the January 17, 1994 Northridge earthquake, were proof-tested at the Charles Lee Powell Structural Research Laboratories at the University of California, San Diego, on five full-scale soundwall test specimens. Two types of soundwalls were investigated, namely 4.3 m (14 ft) tall barrier rail and cantilever bridge deck mounted soundwalls and 4.9 m (16 ft) tall free-standing soundwalls supported by a pile cap beam or strip footing. For both types of soundwall, real time dynamic shake table tests and quasi-static fully reversed cyclic reaction wall tests were performed. In addition, a reaction wall test on a free-standing companion soundwall with mortarless head joints was performed. All tests showed that the new design details, with two layers of reinforcement, developed wall strength and ductility levels which significantly exceeded the Caltrans design criteria. Both shake table and reaction wall tests showed similar response and confirmed the equivalency of the quasi-static vs. dynamic testing approaches. Free-standing soundwalls with mortarless head joints showed very similar load/deformation behavior characteristics to those observed in walls with conventional mortar joints. Problems were encountered in the redesigned soundwalls, but in the dowel connection between the barrier rail and the cantilever bridge deck. Dowel pullout at less than half the nominal yield capacity occurred as a result of inadequate dowel bonding due to use of bonding material which had far exceeded its shelf life. Repair of this deficiency by clamping of the dowel joints and subsequent re-testing confirmed the design capacities of the RM soundwalls with relocation of the failure plane to the bridge deck cantilever overhang. KW - Bonding KW - Clamps KW - Connections KW - Design KW - Design capacity KW - Design criteria KW - Direct current KW - Dowels KW - Dowels (Fasteners) KW - Failure KW - Reaction wall tests KW - Reinforced masonry soundwalls KW - Repairing KW - Repairs KW - Seismic response KW - Seismicity KW - Shaking table tests KW - Testing UR - https://trid.trb.org/view/454521 ER - TY - RPRT AN - 00720077 AU - Walker, R S AU - Wright, S AU - Kuo, W M AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - REAL TIME INSTRUMENTATION FOR PAVEMENT RUT MEASUREMENTS. FINAL RESEARCH REPORT PY - 1995/06 SP - 55 p. AB - With the increase in rutting seen in Texas over the last few years, a reliable rut measuring system has been needed. This report provides results of research performed for the Texas Department of Transportation which would assist in developing a more reliable rut measuring system. A prototype rut bar constructed in the Transportation Instrumentation Laboratory at University of Texas at Arlington with the five acoustic sensors, was used for developing and/or implementing the various rut measurement algorithms. In order to collect accurate rut data, which includes rutting generated by trucks, extensions outside the vehicle body are required so that the outer wheel paths can be measured. Laser light has been used by some data collection equipment to alleviate this problem. However, the lasers used are very expensive compared to the ultrasonic sensors and could be destroyed in an accident. When a suitable system was not found, a laser based measuring system was developed and investigated. This system is described in the report and could possibly be used as an alternative to the more expensive higher resolution systems. KW - Laser applications KW - Lasers KW - Measuring instruments KW - Rut depth KW - Rutting UR - https://trid.trb.org/view/454466 ER - TY - RPRT AN - 00720059 AU - Hemstreet, D A AU - VINSON, T S AU - Oregon State University, Corvallis AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - IRON AMINE COMPLEX SOIL STABILIZATION. FINAL RESEARCH REPORT PY - 1995/06 SP - 113 p. AB - The design and construction of infrastructure in cold regions requires careful consideration of potential problems that may be encountered in a seasonal freeze-thaw environment. The vertical displacement of the soil resulting from frost heave can cause significant damage to foundation and roads. Also detrimental is the related problem of instability due to the presence of excess water when the segregated ice in the soil mass thaws. A laboratory testing program was conducted to verify the suitability of an iron (II) amine complex compound (ACC) to serve as a stabilizer for fine-grained soils against frost heave and thaw weakening. Specifically, the frost heave and thaw weakening response of a soil from Homer, Alaska, was monitored with concentrations of ACC varying from 0.0 to 3.0%. The frost heave was evaluated with the segregation potential concept, and the thaw weakening was evaluated with a measurement of resilient modulus. It was observed that the addition of small quantities of ACC greatly reduced the segregation potential of the test soil. After one freeze-thaw cycle, a slight increase in the resilient modulus of the test soil was observed with the addition of small quantities of ACC. KW - Amines KW - Fine grained soils KW - Foundation soils KW - Freeze thaw durability KW - Freezing thawing effects KW - Frigid regions KW - Frost heave KW - Frost heaving KW - Iron compounds KW - Laboratory tests KW - Modulus of resilience KW - Seasonally frozen ground KW - Sedimentation KW - Segregation (Soils) KW - Soil stabilization UR - https://trid.trb.org/view/454448 ER - TY - RPRT AN - 00713518 AU - Winter, W A AU - California Department of Transportation AU - Federal Highway Administration TI - MONITORING BRIDGE SCOUR WITH BURIED TRANSMITTERS. FINAL REPORT PY - 1995/06 SP - 58 p. AB - Bridge scour is the major cause of bridge failure. Scour occurs when waterways are at high stage and the rock and sediments that support bridge piers are removed by water action. Monitoring and quantifying scour is considered a high priority problem by the Caltrans Division of Structures. A conceptual design was developed which would use buried scour sensors placed at known depths in drilled holes. They would sense by tilting when scour reached their depth and would transmit that information to the surface with low frequency radio. A design was conceptualized, and Stolar Research Group of Raton, New Mexico, submitted a proposal to build the concept system. Stolar Research's technical discussion and proposal constitute the technical content of this report and appear as an appendix. The proposed project has an excellent chance of success, but additional features are needed to make it economically attractive for large scale deployment. Some additional features are suggested. KW - Bridge piers KW - Monitoring KW - Quantifying KW - Quantitative analysis KW - Radio transmitters KW - Scour KW - Sensors UR - https://trid.trb.org/view/448331 ER - TY - RPRT AN - 00713517 AU - Reese, R AU - California Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A PHYSICAL PROPERTY SPECIFICATION FOR ASPHALT-RUBBER BINDER. FINAL REPORT PY - 1995/06 SP - 66 p. AB - The performance of projects incorporating asphalt-rubber binders has been inconsistent. Thus, a method was needed to provide an understanding of binder physical properties associated with the desirable performance and to quantify them for specification purposes. It was proposed to use the capabilities of a dynamic shear rheometer for comparing the asphalt-rubber binder properties with project performance data to determine the potential for rheological specifications on job samples of the binder. Representative binders from six dense-graded and gap-graded hot mix projects were analyzed. The conclusions were that the physical properties of an asphalt-rubber binder can be characterized using a dynamic shear rheometer and that the properties studied are related to performance at low, medium, and high temperatures to the extent of binder contribution to pavement performance. Rheological specifications are proposed for use on a trial basis. KW - Asphalt rubber KW - Dynamics KW - Hot mix asphalt KW - Pavement performance KW - Performance KW - Physical properties KW - Rheological properties KW - Rheology KW - Rheometers KW - Shear strength KW - Specifications KW - Temperature UR - https://trid.trb.org/view/448330 ER - TY - RPRT AN - 00713515 AU - Kinney, T AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - LONGITUDINAL CRACKING OF ROADS AND FROST HEAVES. FINAL REPORT PY - 1995/06 SP - 165 p. AB - This study combined two projects, one on the longitudinal cracking of roads (Project 92-9) and the other on frost heaves (Project 92-12). Ten sites which had experienced differential settlement and/or longitudinal cracking were instrumented with an Arctic benchmark, PK nails driven into the asphalt, and steel T's driven into the embankment sideslopes. Photographs of the ten sites appear in Appendix A. The raw data collected appears in Appendix B and the reduced data in Appendix C. Pertinent correspondence relative to this project appears in Appendices D and E. Appendix F contains brief semi-annual reports on the two projects. Appendix G contains the project report on Task 3 of 7: Establish Benchmarks and Install Instrumentation. KW - Asphalt pavements KW - Data collection KW - Field data KW - Field studies KW - Frigid regions KW - Frost heave KW - Frost heaving KW - Instrumentation KW - Longitudinal cracking UR - https://trid.trb.org/view/448328 ER - TY - RPRT AN - 00712954 AU - Straub, D E AU - U.S. Geological Survey AU - Ohio Department of Transportation AU - Federal Highway Administration TI - DISCHARGE CHARACTERISTICS OF SELECTED LONGITUDINAL DRAIN MATERIALS. FINAL REPORT PY - 1995/06 SP - 26 p. AB - Excessive water in the subbase of a highway combined with large traffic volumes and heavy loads is a major cause of road deterioration. Prompt removal of any excess water in a subbase will decrease the road deterioration and extend the effective life of a highway. This study presents discharge characteristics of four highway subbase drainage systems. These systems consisted of shallow, longitudinal trenches with geocomposite drain materials (edge drains made from a polyethylene core surrounded by a geotextile filter fabric) that underlie the joint between the shoulder and the traffic lane of State Route 16, approximately 1.0 mile southeast of Granville, Ohio. For selected rainfall-runoff events the maximum discharge, discharge volumes, and lag times for specific discharge characteristics from April 1991 through November 1993 were computed for three geocomposite products--a post type, an oblong-pipe type, and a cusp type--and a conventional perforated pipe edge drain. In general, the discharge characteristics of the conventional edge drain and that of the oblong-pipe edge drain were similar for most of the rainfall-runoff event characteristics. Both produced most of the highest maximum discharges and largest discharge volumes among the four longitudinal edge drains. The post edge drain produced smaller maximum discharges and volumes than the conventional and oblong-pipe edge drains, but it had the shortest lag times for most of the event characteristics. The cusp edge drain produced small maximum discharges and small volumes similar to those from the post edge drain, but it had the longest lag time of all the edge drains for most of the event characteristics. The cusp edge drain may have also had some problems during installation which could have affected the discharge characteristics. KW - Characteristics KW - Drainage structures KW - Drainage systems KW - Edge drains KW - Ethylene resins KW - Filter fabric KW - Flow KW - Geotextiles KW - Highway drainage KW - Hydrologic phenomena KW - Longitudinal KW - Polyethylene KW - Rainfall KW - Runoff KW - Subbase KW - Subbase (Pavements) KW - Surface drainage UR - https://trid.trb.org/view/448139 ER - TY - RPRT AN - 00711832 AU - Hughes, J J AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CON/SPAN PRECAST BRIDGE SYSTEM. FINAL REPORT PY - 1995/06 SP - 87 p. AB - This report summarizes the findings of an eighteen month study of Con/Span precast bridge system. This precast bridge system was developed by Con/Span of Dayton, Ohio. The precast components were fabricated by Superior Precast in Pottstown, Pennsylvania. The purpose of this project was to evaluate the effectiveness and performance of the Con/Span precast bridge system to determine if this system is a viable alternative to a precast box culvert or other small cast in place bridge structures. The Con/Span bridge is a 36 ft (11 m) span precast arch with 8 ft 6 in. (2.6 m) of under clearance located on Ashton Road over Wooden Bridge Run in Philadelphia. The results of this study were favorable and indicate that Con/Span is a viable structural alternative to a precast box culvert. KW - Concrete arch culverts KW - Concrete bridges KW - Construction KW - Performance evaluations KW - Precast concrete KW - Structural analysis KW - Structural behavior KW - Structural mechanics KW - Test results UR - https://trid.trb.org/view/447738 ER - TY - RPRT AN - 00711836 AU - Nihan, N L AU - Wong, M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration AU - TransNow, Transportation Northwest TI - IMPROVED ERROR DETECTION USING PREDICTION TECHNIQUES AND VIDEO IMAGING. FINAL REPORT PY - 1995/06 SP - 158 p. AB - This research project evaluated an algorithm developed in the previous project (Nihan et al., "Detector Data Validity"), and developed a new data error detection algorithm by employing a video imaging data collection technology called Autoscope (trademark). This new algorithm was calibrated with data from the Seattle metropolitan area. It helps to determine the reliability of 20-second loop detector data that are used for the operation of the ramp metering system. Both the existing and the new algorithms were tested for their effectiveness with an extensive data set that contains manually simulated erroneous data. The test data were collected from various locations on I-5 that covered different characteristics such as lane type, lane configuration, and geometry. While both algorithms were effective in screening out hanging-off errors, chattering, and spurious pulses, the new algorithm provides a much more effective detection for hanging-on errors, especially in congested conditions. The principal findings and recommendations of this research were as follows: (1) The Autoscope (trademark) data collection results were checked against itself for internal consistency and tested against manual counts for accuracy. We have found that the results were consistent with the developer's claim of an accuracy level of 92.18% to 98.32% for traffic counts. (2) The new error detection algorithm that resulted from this project showed a marked improvement over the original one, especially in screening out the hanging-on errors that occur in congested conditions. (3) The feasible region of volume/occupancy data fell within two parabolic envelopes, substantiating the traditional understanding of this relationship. (4) Except for chattering data and spurious pulses (which are treated as erroneous data), the other error flags can denote either detector malfunctions, or the existence of some "abnormal" traffic pattern, such as that caused by an incident. Therefore, the recognition of the erroneous data's location can possibly help to identify incidents happening in congested traffic. However, since this particular function has not been tested in this project, it may be an issue worthy of future investigation. (5) A preliminary investigation of the relationship between vehicle length and the g-value was done; and empirical 20-second data supported the theoretical understanding of this relationship. It was recommended that studies with different time-slices be done to further investigate this relationship. (6) The new error detection algorithm can be implemented in the WSDOT control system in the Seattle I-5 corridor. It will improve the integrity of the loop data, and hence, improve ramp control and freeway operation. The Autoscope (trademark) system can be used for algorithm development and for calibration of other facilities, such as HOV lanes. It can also be used for real-time data collection, analysis, and traffic control, particularly at construction sites. KW - Accuracy KW - Algorithms KW - Errors KW - Fault location KW - Freeway operations KW - Improvements KW - Incident detection KW - Loop detectors KW - Ramp metering KW - Video imaging detectors KW - Work zone traffic control UR - http://www.wsdot.wa.gov/research/reports/fullreports/386.1.pdf UR - https://trid.trb.org/view/447742 ER - TY - RPRT AN - 00711825 AU - Lauzon, R G AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - FULL-SCALE BRIDGE TESTING TO MONITOR VIBRATIONAL SIGNATURES: PHASE II MAJOR STRUCTURE INVESTIGATION. INTERIM REPORT PY - 1995/06 SP - 24 p. AB - The Connecticut Department of Transportation performed a full-scale destructive test on an in-service highway bridge to determine if the vibrational characteristics of the structure would change and be discernible under normal traffic loading. This report describes the finite element modeling (FEM) of the full-scale bridge and the comparison of the results obtained with field results for the unaltered structure. A future report will compare the FEM results with the field results for the various stages of destruction. KW - Alternatives analysis KW - Destructive testing KW - Field tests KW - Finite element method KW - Highway bridges KW - Mathematical models KW - Mechanical tests KW - Test results KW - Traffic loads KW - Vibration KW - Vibration response UR - https://trid.trb.org/view/447731 ER - TY - RPRT AN - 00711817 AU - Hendriks, R W AU - California Department of Transportation AU - Federal Highway Administration TI - TRAFFIC NOISE ATTENUATION AS A FUNCTION OF GROUND AND VEGETATION. FINAL REPORT PY - 1995/06 SP - 121 p. AB - This final report presents the results of measured excess attenuation rates for traffic noise propagating over acoustically absorptive terrain in terms of the alpha site parameter, as used in the FHWA Highway Traffic Noise Prediction Model (FHWA-RD-77-108). The study was part of a federally-funded research project that focussed on two noise propagation phenomena: 1) excess attenuation provided by various ground covers; 2) shielding by shrubs and trees typically used in landscaping along freeways. Results of the latter were published in a 1989 interim report (FHWA-CA/TL-89/09) by the same title and author. A summary is repeated in this report. Noise levels of single vehicle passbys were measured at distances from 7.5 to 122 m (25 to 400 ft), and at heights from 0.8 to 6 m (2.5 to 20 ft) above the ground. A total of 541 measurements were made using up to ten microphones simultaneously at four acoustically absorptive ("soft") sites. Additional verification measurements were made at four-lane highway sites. Meteorological parameters were measured simultaneously with the noise. Excess attenuation rates in terms of alpha were calculated from the data. Final analysis revealed that alpha is distance, as well as height, dependent. Due to its height dependency, alpha also proved to be vehicle (source) dependent for a given receiver height and distance. For the purpose of noise propagation, alpha can be segregated by two vehicle source groups: 1) heavy trucks, and 2) autos and medium trucks (definitions per FHWA-RD-77-108). Alpha vs. distance (D) relationship can be described by hyperbolic equations of the form alpha = a - b/D; alpha vs. average noise path heights (H) can be expressed as linear equations: alpha = a - bH, where a and b are constants in both cases. The alpha scheme as presently used in the FHWA Model causes average over predictions of 2 dBA between 30 and 61 m (100 and 200 ft), and 4 dBA between 61 and 122 m (200 and 400 ft). It is recommended that the alpha scheme be discontinued in future models in favor of better propagation algorithms. KW - Algorithms KW - Automobiles KW - Equations KW - Field measurements KW - Field tests KW - Forecasting KW - Ground cover KW - Heavy duty trucks KW - Mathematical prediction KW - Medium trucks KW - Noise KW - Noise attenuation KW - Noise control KW - Shrubs KW - Sound transmission KW - Traffic noise KW - Trees KW - Vegetation UR - https://trid.trb.org/view/447723 ER - TY - RPRT AN - 00711337 AU - Piotrowicz, G AU - Robinson, J AU - Federal Transit Administration AU - Federal Highway Administration TI - RAMP METERING STATUS IN NORTH AMERICA. 1995 UPDATE PY - 1995/06 SP - 62 p. AB - This document updates a previous report published in September 1989 titled Ramp Metering Status in North America. This update, like the previous report, provides an initial resource for agencies exploring the feasibility of ramp metering. It offers the same straight-forward look at the operational and institutional issues inherent in ramp metering and provides current information on the state of the practice in ramp metering. The report is divided into six sections. The first three parts present a sample of various ramp metering applications in several cities and describe the benefits reported. The fourth section addresses factors that should be considered and some of the capabilities and limitations of ramp metering. In the fifth, guidelines for the implementation of ramp metering are identified. The sixth part presents lessons learned from agencies currently operating ramp metering. The report includes an overview of the status of ramp metering in North America, a list of ramp metering contacts, and a bibliography. Based on the research results, ramp metering has proven to be one of the most cost-effective techniques for improving and maintaining the efficient operation of urban freeways during peak traffic periods. The benefits derived from ramp metering include accident reductions of 24 to 50 percent, increased mainline speeds of 16 to 62 percent, and others. Results from the benefits include consistent commute times, less congestion, and reduced driver frustration. KW - Application (Use) KW - Applications KW - Feasibility analysis KW - Institutional issues KW - Operational analysis KW - Operations KW - Ramp metering UR - https://trid.trb.org/view/447587 ER - TY - RPRT AN - 00711748 AU - Ruff, J F AU - Fotherby, L M AU - Colorado State University, Fort Collins AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - BRIDGE SCOUR PROTECTION SYSTEMS USING TOSKANES - PHASE I. FINAL REPORT PY - 1995/06 SP - 224 p. AB - A bridge pier scour countermeasure was investigated during this study. A concrete hammer head block called a Toskane was developed and tested in a hydraulic model. Toskanes were fabricated in four different model sizes. Rock simulating riprap was also tested. Eight model piers (seven circular and one round nose) were tested in this study. Vertical and spill through abutments were also tested. Over 400 test runs were conducted. These tests included pier and abutment scour without Toskanes, random and pattern placement of Toskanes tested to failure around piers and abutments, riprap tested to failure, protective pad radius determination, pad height comparing level with surface installations, comparison of gravel and geotextiles filters, number of Toskanes per unit area, and angle of attack on the round nose pier. Approach flow velocities and depths were varied. Tests were conducted with a moveable sand or gravel bed and with a fixed bed to establish the point of incipient movement of the Toskanes. Guidelines were developed for the design of the Toskanes. These guidelines recommend the velocity to be used for designing the size and mass of the Toskane based upon the approach velocity, pier or footing or abutment size and shape, and angle of attack of the flow. The protective pad thickness and areal extent then can be determined. Recommendations are presented for placing either a geotextile fabric filter or a granular material filter under the pad. A nomograph is provided to assist with the design. Design examples are included for installing Toskanes at five existing Pennsylvania bridges. Cost estimates for installation and techniques for installing are also presented. KW - Bridge abutments KW - Bridge piers KW - Building KW - Concrete armor units KW - Cost estimating KW - Countermeasures KW - Depth KW - Design KW - Estimates KW - Facilities KW - Filters KW - Flow KW - Flow velocity KW - Geotextiles KW - Granular materials KW - Guidelines KW - Hydraulic models KW - Hydraulic structures KW - Installation KW - Model tests KW - Nomographs KW - Riprap KW - Scour KW - Velocity UR - https://trid.trb.org/view/447709 ER - TY - RPRT AN - 00711750 AU - Carney, J F AU - Vanderbilt University AU - Washington State Department of Transportation AU - Federal Highway Administration TI - MAINTENANCE FREE CRASH CUSHION. FINAL REPORT PY - 1995/06 SP - 48 p. AB - This final report describes the development and full-scale crash testing of a reusable crash cushion which dissipates kinetic energy through the lateral deformation of a row of nine high molecular weight/high density polyethylene (HMW/HDPE) cylinders. This 100 km/h impact attenuation device, called the REACT 350, satisfies the new crash testing requirements of National Cooperative Highway Research Program (NCHRP) Report 350 and has been approved by the Federal Highway Administration (FHWA) for use on the National Highway System. Most impact attenuation devices currently employed require the replacement of damaged structural components and spent energy dissipating elements following an impact event. Until these repairs and refurbishments are carried out, such safety devices are largely ineffective in that they are not able to dissipate kinetic energy in a subsequent impact such that relevant occupant risk parameters are within prescribed limits. The REACT 350 is a reusable and self-restorative narrow hazard crash cushion. It can dissipate large amounts of kinetic energy, undergo significant deformations and strains without fracturing, and then essentially regain its original shape and energy dissipation potential following an impact with an errant vehicle. KW - Crash cushions KW - Crashes KW - Dissipation KW - Impact tests KW - Maintenance free KW - NCHRP Report 350 KW - Performance evaluations KW - Testing KW - Zero maintenance systems UR - https://trid.trb.org/view/447711 ER - TY - RPRT AN - 00711752 AU - Smith, B L AU - Demetsky, M J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - TRAFFIC FLOW FORECASTING FOR INTELLIGENT TRANSPORTATION SYSTEMS. FINAL REPORT PY - 1995/06 SP - 31 p. AB - The capability to forecast traffic volume in an operational setting has been identified as a critical need for intelligent transportation systems (ITS). In particular, traffic volume forecasts will directly support proactive traffic control and accurate travel time estimation. However, previous attempts to develop traffic volume forecasting models have met with limited success. This research focused on developing such models for two sites on the Capital Beltway in Northern Virginia. Four models were developed and tested for the single-interval forecasting problem, which is defined as estimating traffic flow 15 minutes into the future. The four models were the historical average, time series, neural network, and nonparametric regression models. The nonparametric regression model significantly outperformed the others. Based on its success on the single-interval forecasting problem, the nonparametric regression approach was used to develop and test a model for the multiple-interval forecasting problem. This problem is defined as estimating traffic flow for a series of time periods into the future in 15-minute intervals. The model performed well in this application. In general, the model was portable, accurate, and easy to deploy in a field environment. Finally, an ITS system architecture was developed to take full advantage of the forecasting capability. The architecture illustrates the potential for significantly improved ITS services with enhanced analysis components, such as traffic volume forecasting. KW - Accuracy KW - Intelligent transportation systems KW - Nonparametric regression KW - Traffic flow KW - Traffic forecasting KW - Traffic simulation UR - http://ntl.bts.gov/lib/36000/36900/36928/95-R24.pdf UR - https://trid.trb.org/view/447713 ER - TY - RPRT AN - 00711753 AU - Jernigan, J D AU - Lynn, C W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - THE EFFECT OF MOTORCYCLE TRAVEL ON THE SAFETY AND OPERATIONS OF HOV FACILITIES IN VIRGINIA. FINAL REPORT PY - 1995/06 SP - 40 p. AB - The Intermodal Surface Transportation Efficiency Act of 1991 mandated that motorcycles be permitted to travel on federally funded high-occupancy vehicle (HOV) facilities unless they created a safety hazard or adversely affected HOV operations. Although motorcycles had previously been banned from traveling on Virginia's HOV lanes, the Commonwealth Transportation Board (CTB) authorized motorcycle travel on HOV facilities in Virginia as of September 21, 1992, for a 2-year trial period. However, out of concern over whether this policy should continue, the CTB resolved that the Virginia Department of Transportation (VDOT) conduct a study to determine whether motorcycles presented a safety risk on HOV lanes. This study found that motorcycles account for as much as 3% of the annual traffic on some HOV lanes. However, in the 2 years after the CTB authorized their travel, there were only five motorcycle crashes on HOV lanes. The study recommends that the CTB allow motorcycles to continue to travel on HOV lanes and that VDOT continue to monitor their travel and crashes. KW - High occupancy vehicle lanes KW - Highway operations KW - Motorcycle crashes KW - Motorcycles KW - Traffic KW - Traffic safety UR - http://ntl.bts.gov/lib/36000/36900/36927/95-R26.pdf UR - https://trid.trb.org/view/447714 ER - TY - RPRT AN - 00682868 AU - Carney, J F AU - Dougan, C E AU - Lohrey, E C AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - SUMMARY OF THE NCHRP REPORT 350 CRASH TEST RESULTS FOR THE CONNECTICUT TRUCK MOUNTED ATTENUATOR. INTERIM REPORT PY - 1995/06 SP - 43 p. AB - This report summarizes the results of four full-scale crash tests performed on the Connecticut Truck Mounted Attenuation System. All tests were conducted in accordance with the guidelines of National Cooperative Highway Research Program (NCHRP) Report 350 for Test Level 2 devices. NCHRP Report 350 specifies two required and two optional tests. All four tests were conducted and all four tests passed all requirements. No repeat tests were required, and the results were uniformly excellent. This Truck Mounted Attenuator report is the first in a series of planned test reports which will document NCHRP Report 350 compliance of various Connecticut designed and developed impact attenuation systems. KW - Compliance KW - Crash cushions KW - Crashes KW - Impact tests KW - NCHRP Report 350 KW - Test results KW - Testing KW - Truck mounted attenuators UR - http://docs.trb.org/00682868.pdf UR - https://trid.trb.org/view/423108 ER - TY - RPRT AN - 00682867 AU - Daly, W H AU - Collier, J R AU - Negulescu AU - Qiu (Chiu), Z AU - Runkle, J AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - DETERMINATION OF SIGNIFICANT FACTORS CONTROLLING COMPATIBILITY OF ASPHALTS WITH SYNTHETIC POLYMERS. FINAL REPORT PY - 1995/06 SP - 74 p. AB - The primary objective of this work is to evaluate several significant factors controlling compatibility between asphalt and synthetic polymers. Employing nuclear magnetic resonance (NMR), Fourier transform infrared (FTIR), differential scanning calorimetry (DSC), dynamic mechanical spectrometry (DMS) and thermomechanical analysis (TMA) techniques, we have determined the composition and crystallinity of representative asphalts along with their dynamic physical properties. Eight asphalt samples from four manufacturers with grades from AC-10 to AC-30 were characterized by penetration, viscosity, temperature sensitivity, Carbon-13 NMR, FTIR, dynamic mechanical analysis (DMA) and DSC. Glass transition temperatures and activation energies for the relaxation process of the asphalt were determined with DMA experiments. The crystallizable component of the asphalt was measured with DSC, and polar groups in the asphalt were analyzed with FTIR. Techniques for slightly chlorinating polyethylene to improve its compatibility with asphalt are reported. Both high density polyethylene (HDPE) and chlorinated polyethylene (CPE) modified asphalts containing 5 wt% polymer were studied using classical techniques and DMA in both bending mode and shear mode. DSC, fluorescence reflection microscopy and FTIR were also employed to characterize the polymer modified asphalts. Penetration, viscosity, creep resistance and low temperature crack resistance of the asphalt and the polymer modified asphalts were evaluated. The results confirm that CPEs with low chlorine contents (<15 wt%) are more compatible with asphalt than HDPE and, therefore, exhibit better reinforcement effects in asphalt cements. Constant stress creep and 50 Hz dynamic crack resistance are excellent tests for determining polymer-asphalt compatibility. KW - Chlorinated polyethylenes KW - Cracking KW - Creep KW - Creep resistance KW - Ethylene resins KW - Fracture resistance KW - High density KW - High density polyethylene KW - Low temperature KW - Mechanical analysis KW - Pendulum tests KW - Polymer asphalt KW - Resistance (Mechanics) KW - Temperature KW - Thermal stresses KW - Viscosity UR - http://www.ltrc.lsu.edu/pdf/2008/fr_288.pdf UR - https://trid.trb.org/view/423107 ER - TY - RPRT AN - 00682854 AU - Eberhard, Marc O AU - De la Colina, J AU - Ryter, S AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SEISMIC VULNERABILITY OF THE ALASKAN WAY VIADUCT: WSDOT TYPICAL UNIT. FINAL TECHNICAL REPORT PY - 1995/06 SP - 218 p. AB - An engineering team from the University of Washington (UW) evaluated the seismic vulnerability of the Alaskan Way Viaduct, located in Seattle, Washington. This report presents the evaluation of a typical three-bay unit that was designed by the Washington State Department of Transportation (WSDOT). The evaluation team performed response-spectrum analyses and nonlinear analyses for both fixed-base and pinned-base conditions. The team considered a widely used soft-soil spectrum and worst-case, site-specific spectra. Wherever possible, the UW team evaluated the vulnerability to each failure mode following two or three procedures, including those proposed by the Applied Technology Council (1983) and Priestley, Seible, and Chai (1992). The evaluation team found that the vulnerability of the Alaskan Way Viaduct exceeds that of bridges built to current standards. The vulnerability is a result of a combination of two factors: (1) the ground motion is likely to strongly excite the viaduct; and (2) many of the WSDOT unit's structural components are likely to behave in a brittle manner. The following deficiencies were identified as the most critical: (1) The first-story column-reinforcement splices are too short, they have too little confinement reinforcement, and they are located in regions likely to experience large ductility demands; (2) The column/beam joints have inadequate confinement reinforcement, and during strong ground motions, they could experience a diagonal-tension failure; (3) The shear strength of the first-story columns is marginal; and (4) If the first-story columns develop their flexural capacity during an earthquake, the pile-supported footings could fail in shear. KW - Brittle failures KW - Brittleness KW - Columns KW - Deficiencies KW - Earthquake resistant structures KW - Failure KW - Failure mode KW - Flexural strength KW - Joints KW - Joints (Engineering) KW - Nonlinear systems KW - Response spectra KW - Seismic response KW - Seismicity KW - Shear strength KW - Splicing KW - Viaducts KW - Vulnerability UR - http://www.wsdot.wa.gov/research/reports/fullreports/363.1.pdf UR - https://trid.trb.org/view/423093 ER - TY - RPRT AN - 00682831 AU - Chong, S-L AU - Jacoby, M AU - Boone, J AU - Lum, H AU - Federal Highway Administration TI - COMPARISON OF LABORATORY TESTING METHODS FOR BRIDGE COATINGS. FINAL REPORT PY - 1995/06 SP - 67 p. AB - This study was performed to investigate the effect of combining a freeze cycle, an ultraviolet/condensation cycle (QUV), and a salt-fog plus pollutant/dry cycle (Prohesion) in an accelerated laboratory weathering test on the performance of coating systems for steel bridges. The test results were compared with those obtained from the salt-fog test, the Prohesion test, and natural marine exposure. The coating systems selected were water-based systems of acrylic, acrylic epoxy, inorganic zinc alkali silicate, vinyl, and zinc-rich epoxy, and solvent-based systems of calcium sulfonate/alkyd, high-solid epoxy, zinc-rich polyurethanes, epoxy mastic, epoxy urethane mastic, and low-VOC epoxy. All of these coating systems contained volatile organic compound (VOC) content less than 340 g/L. Evaluation parameters for coating performance included coating film thickness, coating gloss, hardness, adhesion strength, blistering, rust, and creepages at scribe. The failure modes of these coatings are discussed and the coating performances are compared. Low-VOC solvent-based zinc-rich polyurethane/polyurethane/polyurethane coating systems outperformed the rest of the coatings tested. The epoxy mastic system and the epoxy urethane mastic system developed serious undercuttings at the scribe. The waterborne acrylic system and the waterborne acrylic epoxy system did not protect steel effectively and they blistered rapidly at the scribe. Zinc-rich primers were highly resistant against corrosion without developing any undercutting on steel, but their water-based topcoats exhibited extensive delamination due to the poor adhesion to the zinc primers. Waterborne vinyl blistered badly in all the laboratory tests, but performed fairly well after 28 months of outdoor exposure. The test results obtained in this study were also analyzed by a statistical variance method to determine the difference among the test methods, and coating systems. The cyclic freeze/QUV/Prohesion test results were found to generate a much more promising performance trend when compared to the natural marine exposure results than did the Prohesion test alone. However, salt-log test results exhibited large deviations from those of the natural marine exposure, indicating that salt-fog testing is not a reliable predictor of field performance of coatings. KW - Accelerated weathering KW - Acrylic resins KW - Acrylics KW - Adhesion KW - Alkyd resins KW - Blistering KW - Coatings KW - Corrosion resistance KW - Creep KW - Delamination KW - Epoxy coatings KW - Failure KW - Failure mode KW - Field performance KW - Film thickness KW - Films (Coatings) KW - Hardness KW - Laboratory tests KW - Marine atmospheres KW - Metal bridges KW - Performance KW - Performance evaluations KW - Polyurethane resins KW - Rusting KW - Salt fog tests KW - Seas KW - Steel bridges KW - Test procedures KW - Test results KW - Thickness KW - Vinyl resins KW - Zinc rich paint UR - https://trid.trb.org/view/423086 ER - TY - RPRT AN - 00682832 AU - Dingus, T AU - McGehee, D AU - HULSE, M AU - Jahns, S AU - Manakkal, N AU - Mollenhauer, M AU - Fleischman, R AU - Performance and Safety Sciences, Incorporated AU - Federal Highway Administration TI - TRAVTEK EVALUATION TASK C SUB 3 - CAMERA CAR STUDY. FINAL REPORT PY - 1995/06 SP - 261 p. AB - The goal of the TravTek Camera Car Study was to furnish a detailed evaluation of driving and navigation performance, system usability, and safety for the TravTek system. To achieve this goal, an instrumented "camera car" was developed to provide comprehensive driving performance and behavior measurement capability. Six navigation test configurations were evaluated in the camera car study. These included: TravTek route-map display; TravTek route-map display with supplementary voice guidance; TravTek symbolic guidance-map display; TravTek symbolic guidance-map display with supplementary voice guidance; Paper map; and Paper textual direction list. A primary finding of this research was that turn-by-turn guidance information (whether presented verbally, in a textual list or by a graphic display) enhances the performance, usability, and/or safety when compared with alternatives which provide holistic route information. For this study, the TravTek turn-by-turn with voice condition and a paper direction list (with a large legible font and similar in layout to a computer generated list found at some rental-car counters) provided the best overall performance. The TravTek turn-by-turn without voice and route-map with voice conditions were comparable in many respects to these conditions, but did not perform as well with respect to driving performance and safety-related driver error. In contrast, the TravTek route-map without voice had the greatest overall impact on the driving task and was the least safe of all the navigation conditions tested. However, these safety differences are mitigated by user experience, and by driver selection of other available options (as shown in other TravTek studies). The paper map control condition was the least usable means of navigation in the study and resulted in substantially worse navigation performance than any other condition. KW - Advanced traveler information systems KW - Alternatives analysis KW - Navigational aids KW - Performance evaluations KW - Route guidance KW - Safety UR - https://trid.trb.org/view/423087 ER - TY - RPRT AN - 00682813 AU - George, K P AU - University of Mississippi, University AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - PAVEMENT MANAGEMENT SYSTEM - PHASE II. FINAL REPORT PY - 1995/06 SP - 215 p. AB - Initiated by the Mississippi Department of Transportation (MDOT) in 1991, this study has the objective of establishing a statewide system for managing pavements. The tasks undertaken to accomplish this objective are described in this report. For the purpose of monitoring pavement condition, a distress manual is prepared, using the SHRP-LTPP Distress Manual as a guide. Assisted by a contractor, the monitoring data were collected in 1991 and 1993. The condition interface program developed as a part of the study helps to organize/reduce the field data in a useable format. By pooling the consensus opinion of MDOT engineers, a composite index -- designated pavement condition rating (PCR) -- is put in place to rate and compare pavements. Monitoring data including distresses and roughness are the inputs in maintenance strategy selection algorithms. Designated as decision trees, these algorithms are developed based on the consensus opinion (aided by heuristic rules) of MDOT engineers from maintenance, construction and research divisions. Incorporating various computational steps, such as for data reduction, life cycle cost and vehicle operating cost, a user-friendly PC computer program, designated MPB program, is implemented. Additionally, this program prioritizes the PMS sections in the network employing two approaches: first, based on agency cost -- highest cost first -- and second, relying on functional classification, traffic and PCR. Resulting from the MPB analysis is a list of PMS sections at the district level that would form the annual work program. KW - Algorithms KW - Computer programs KW - Data collection KW - Defects KW - Development KW - Evaluation KW - Field data KW - Field studies KW - Maintenance management KW - Maintenance practices KW - Manuals KW - Mississippi KW - Monitoring KW - Pavement conditions KW - Pavement distress KW - Pavement management systems KW - Pavements KW - Planning KW - Ratings KW - Roughness KW - Strategic planning UR - https://trid.trb.org/view/423073 ER - TY - RPRT AN - 00682802 AU - Aschenbrener, T AU - Colorado Department of Transportation AU - Federal Highway Administration TI - A DOCUMENTATION OF HOT MIX ASPHALT OVERLAYS ON I-25 IN 1994. FINAL REPORT PY - 1995/06 SP - 88 p. AB - In 1994 there were significant changes to the Colorado Department of Transportation's (CDOT's) hot mix asphalt program. Several programs culminated at this time. These programs included 1) aggregate and mix specifications, 2) variable laboratory compactive efforts, 3) field verification, and 4) European testing equipment. Furthermore, the use of the new SUPERPAVE binder tests and gyratory compactor will be implemented soon in Colorado. Coincidentally, 1994 was one of the busiest paving seasons for the CDOT in quite some time. As a result, nine different projects were paved on the I-25 corridor. The purpose of this paper is to document the properties of hot mix asphalt (HMA) used on the projects for I-25. This will provide information that can be correlated to the long-term performance of these pavements 5, 10, and hopefully even 15 years into the future. The tracking of these pavements' performance will then provide valuable information for the development or modification of specifications in the future. They may also provide new data for the use of life-cycle cost analysis and the implementation of the SUPERPAVE binder and gyratory recommendations. KW - Compactors KW - Documentation KW - Documents KW - Gyratory compactors KW - Hot mix asphalt KW - Life cycle costing KW - Long term KW - Overlays (Pavements) KW - Pavement performance KW - Properties of materials KW - Time duration UR - https://trid.trb.org/view/423062 ER - TY - RPRT AN - 00682801 AU - MacKean, C AU - Colorado Department of Transportation AU - Federal Highway Administration TI - FACTORS AFFECTING THE INTER-LABORATORY REPRODUCIBILITY OF THE BULK SPECIFIC GRAVITY OF SAMPLES COMPACTED USING THE TEXAS GYRATORY COMPACTOR. FINAL REPORT PY - 1995/06 SP - 45 p. AB - The Colorado Department of Transportation (CDOT) uses the inter-laboratory variation of bulk specific gravity results from compacted asphalt mix samples to measure the reproducibility of laboratory compactive efforts. Matched asphalt mixes tested in different laboratories had average differences of sample bulk specific gravities which were statistically significant during the 1993 paving season. This investigation identified and addressed some of the causes of these inter-laboratory differences in sample bulk specific gravities. The findings have implications for the Texas gyratory compactor and possibly for the SUPERPAVE gyratory compactor. When this investigation's recommendations were implemented in Colorado, inter-laboratory differences in average bulk specific gravity results dropped dramatically. Absolute differences between CDOT Region laboratories and the CDOT Central laboratory decreased from an average of 0.016 in 1993 to 0.002 in 1994. By taking the following steps, repeatable compaction results were achieved. Formal, scheduled equipment calibration verification was necessary for all laboratories testing asphalt mixes. Also, the loading of the mold and the compaction procedure had to be standardized to a very high degree. The loading and compaction methods must minimize segregation, have strict time limits, be achievable by novice testers, be easily taught, and have high operator acceptance to minimize intentional procedure modification. KW - Asphalt mixtures KW - Calibration KW - Compaction KW - Compactors KW - Gyratory compactors KW - Laboratories KW - Laboratory compaction KW - Laboratory equipment KW - Mechanical analysis KW - Minimization KW - Repeatability KW - Reproducibility KW - Samples KW - Segregation (Aggregates) KW - Specific gravity KW - Standardization KW - Test procedures KW - Testing equipment UR - https://trid.trb.org/view/423061 ER - TY - RPRT AN - 00682782 AU - Hall, K T AU - Darter, M I AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - REHABILITATION OF ASPHALT-OVERLAID CONCRETE PAVEMENTS -- FINAL REPORT PY - 1995/06 SP - 57 p. AB - More than 60% of Illinois' Interstate concrete pavements have already been overlaid with asphalt, and by some estimates nearly 100% of Illinois' Interstate system (excluding recently constructed and reconstructed sections) are expected to have been overlaid at least once by the year 2000. Evaluation and rehabilitation of asphalt-overlaid concrete (AC/PCC) pavements have therefore become increasingly prominent and pressing concerns. Project IHR-532 is a cooperative research study between the Illinois Department of Transportation and the University of Illinois entitled "Rehabilitation of Asphalt-Overlaid Concrete Pavements". The objective of this study is to develop practical guidelines for evaluation and rehabilitation of AC/PCC pavements. These guidelines have been developed and presented in five reports which encompass AC/PCC pavement deterioration and survival, evaluation, rehabilitation, and selected case studies. This final report presents a summary of these guidelines. KW - Bituminous overlays KW - Comminution KW - Concrete KW - Concrete overlays KW - Concrete pavements KW - Driver rehabilitation KW - Guidelines KW - Performance evaluations KW - Rehabilitation KW - Rubblized concrete UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-082.pdf UR - https://trid.trb.org/view/423046 ER - TY - RPRT AN - 00682780 AU - Hall, K T AU - Darter, M I AU - Carpenter, S H AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR REHABILITATION OF ASPHALT-OVERLAID CONCRETE PAVEMENTS. INTERIM REPORT PY - 1995/06 SP - 104 p. AB - This report presents guidelines for selection of rehabilitation strategies for asphalt-overlaid concrete (AC/PCC) pavements, summarizes the performance of second AC overlays of AC/PCC pavements on Illinois Interstates, and presents procedures for design of three types of overlays of AC/PCC pavements: second AC overlay; unbonded PCC overlay; and AC overlay of rubblized PCC with the existing AC removed. The overlay design procedures are based on the 1993 revised AASHTO overlay design procedures, customized for Illinois conditions. A practical catalog of rehabilitation designs is presented for AC/PCC pavements in various categories of condition, traffic level, and PCC pavement type. KW - Bituminous overlays KW - Comminution KW - Concrete KW - Concrete overlays KW - Concrete pavements KW - Design methods KW - Driver rehabilitation KW - Guidelines KW - Interstate Highway System KW - Performance evaluations KW - Rehabilitation KW - Rubblized concrete UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-080.pdf UR - https://trid.trb.org/view/423044 ER - TY - RPRT AN - 00682779 AU - Hall, K T AU - Darter, M I AU - Carpenter, S H AU - Steele, D A AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR EVALUATION OF ASPHALT-OVERLAID CONCRETE PAVEMENTS. INTERIM REPORT PY - 1995/06 SP - 122 p. AB - This report presents guidelines for selection of asphalt-overlaid concrete (AC/PCC) pavements for rehabilitation, collection of distress data, recognition of AC/PCC pavement distress modes, nondestructive deflection testing, materials sampling, and overall project-level evaluation. Key condition indicators (distress, rutting, roughness, serviceability, and CRS) were examined to address their usefulness in AC/PCC rehabilitation project selection. Critical levels for these indicators were identified, and available prediction models were investigated for use in rehabilitation programming. The project-level evaluation procedure includes guidelines for field and laboratory data collection and analysis for structural evaluation, functional evaluation, drainage evaluation, and AC surface material evaluation. A procedure was developed for backcalculation of AC/PCC pavement layer elastic moduli from deflection measurements, and guidelines were developed for practical interpretation of the backcalculation results. The recommended evaluation procedure relies on conventional testing and evaluation methods (visual surveying, deflection testing, coring, materials testing, etc.). New technologies (e.g., ground-penetrating radar, infrared thermography) are developing which have potential for use in pavement evaluation. These technologies are also reviewed in this report. KW - Backcalculation KW - Bituminous overlays KW - Computer programming KW - Concrete pavements KW - Condition surveys KW - Defects KW - Deflection tests KW - Driver rehabilitation KW - Ground penetrating radar KW - Guidelines KW - Infrared radiation KW - Modulus of elasticity KW - Nondestructive tests KW - Pavement distress KW - Pavements KW - Performance evaluations KW - Programming KW - Rehabilitation KW - Roughness KW - Rutting KW - Serviceability KW - Thermographs UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-079.pdf UR - https://trid.trb.org/view/423043 ER - TY - RPRT AN - 00682781 AU - Hall, K T AU - Darter, M I AU - Petko, G S AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - CASE STUDIES IN EVALUATION AND REHABILITATION OF ASPHALT-OVERLAID CONCRETE PAVEMENTS. INTERIM REPORT PY - 1995/06 SP - 151 p. AB - This report demonstrates the application of the AC/PCC pavement evaluation and rehabilitation guidelines to several in-service case studies. The case studies were used throughout this research study to develop, test, and revise the evaluation and rehabilitation guidelines. The product of this iterative development effort is a step-by-step process for selection and design of appropriate rehabilitation strategies for AC/PCC pavements. The case study analyses also demonstrate the difficulty of complete project-level evaluation, the need for accurate and up-to-date data (especially condition data), and the importance of experience and good engineering judgement in the many decisions which must be made regarding pavement rehabilitation planning and design. KW - Bituminous overlays KW - Case studies KW - Concrete pavements KW - Data needs KW - Decision making KW - Design KW - Driver rehabilitation KW - Guidelines KW - Information organization KW - Performance evaluations KW - Rehabilitation KW - Revisions UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-081.pdf UR - https://trid.trb.org/view/423045 ER - TY - RPRT AN - 00682730 AU - Mitchell, G F AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION OF PROPER EROSION AND SEDIMENT CONTROL PRACTICES - MANUAL PY - 1995/06 SP - 95 p. AB - With the increasing awareness among governmental agencies, the construction industry, and the public of the importance of erosion and sediment control, departments of transportation and others are developing and providing educational training to individuals working in construction. This report provides an overview of training in erosion and sediment control practices provided to Ohio Department of Transportation construction personnel. A video and manual were developed to introduce the basics, best management practices, including installation, maintenance and inspection issues, and regulatory information on erosion and sediment control for highway construction. These were used in four workshop sessions in Ohio. Participants evaluated the training materials and workshops immediately after the training and near the end of the construction season. The majority of the participants noted that after the training their perception of the importance of erosion and sediment control was increased and they were better prepared to handle job related erosion and sediment control issues. KW - Education KW - Erosion control KW - Manuals KW - Road construction KW - Sediment control KW - Sediments KW - Training UR - https://trid.trb.org/view/423026 ER - TY - RPRT AN - 00681933 AU - COBB, J AU - Sanders, S AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - BRIDGE MANAGEMENT SYSTEM PHASE II. FINAL REPORT VOLUME II: A STANDARDIZED COST DATABASE FOR THE PONTIS BMS PY - 1995/06 SP - 58 p. AB - At present, more than forty state departments of transportation are planning to implement Pontis, a comprehensive and powerful bridge management system developed by Cambridge Systematics. Pontis requires data input in the form of estimated costs for performing a wide range of bridge maintenance actions. These actions are taken to improve the condition state of various individual bridge elements. In general, the states that plan to implement Pontis do not have historical data in a format that can be readily used to create the Pontis input data file. Research was conducted to solicit, compile, and analyze cost data that could be shared by the Pontis user states. A questionnaire survey was executed and a number of regional workshops were conducted to obtain element and action cost data in three categories: expert opinion, historical costs, and ongoing project costs. Seventeen states contributed 2283 data points that correspond to 447 of 468 Pontis actions. The data were analyzed by data type and geographical region. In addition, the relationship between total project costs and selected categories of indirect cost (mobilization, traffic control and structure disposal) were determined through regression analysis. KW - Bridge maintenance KW - Bridge management systems KW - Bridges KW - Cost data KW - Costs KW - Expert evidence KW - Expert opinion KW - History KW - Maintenance KW - Project costs KW - Project management KW - State departments of transportation UR - https://trid.trb.org/view/422683 ER - TY - RPRT AN - 00681934 AU - Elzarka, H AU - Bell, L C AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - BRIDGE MANAGEMENT SYSTEM PHASE II. FINAL REPORT VOLUME III: PEN-BASED COMPUTER DATA ACQUISITION FOR BRIDGE INSPECTION PY - 1995/06 SP - 48 p. AB - The South Carolina Department of Transportation (SCDOT) is one of approximately forty state agencies that plan to implement Pontis, a powerful and comprehensive bridge management system that was developed by Cambridge Systematics. As part of this research project, the Automated Bridge Inspection System (ABIS) was developed and field tested. ABIS consists of computer program modules and data files that can be utilized on pen-based notebook computers to capture element condition state data that are required as input to Pontis. National Bridge Inventory (NBI) data can similarly be transferred, edited, and returned to Pontis files. The ABIS program modules were developed using the PadBase Software Development System in order to take full advantage of the capabilities of pen-based computing. These advantages include the ability to scroll lists, select options, make handwritten entries, and store field sketches as data files. The ABIS software also permits the user to edit Pontis element files and provides on-line field inspection assistance by displaying definitions of Pontis element conditions. The ABIS software was tested by transferring inspection data from Pontis for 1500 South Carolina bridges into a pen-based notebook computer and performing selected field inspections. KW - Automated bridge inspection system KW - Automation KW - Bridge inspection KW - Bridge management systems KW - Bridges KW - Data collection KW - Field data KW - Field studies KW - Inspection KW - Inventory KW - National bridge inventory KW - United States UR - https://trid.trb.org/view/422684 ER - TY - RPRT AN - 00681932 AU - Jones, T AU - Bell, L C AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - BRIDGE MANAGEMENT SYSTEM PHASE II. FINAL REPORT VOLUME I: DOCUMENT IMAGING TECHNOLOGY FOR BRIDGE MAINTENANCE PY - 1995/06 SP - 87 p. AB - A research project was conducted to determine the feasibility of implementing a computer-based document imaging system within the Bridge Maintenance Department of the South Carolina Department of Transportation (SCDOT). The Department currently maintains a large number of paper documents that include bridge inspection reports, pile logs, load rating calculations, sign inspection reports, and bridge repair plans. A literature review was conducted to determine current trends and cost effective applications for document imaging technology. Interviews were conducted with Department personnel to determine document filing, storage, and retrieval procedures and related costs. These costs were compared to the cost of purchasing and operating a computer-based document imaging system. A cost-benefit analysis predicted the document imaging system would result in annual cost savings of $20,000 for the Bridge Maintenance Department. In addition, intangible benefits including faster document retrieval times, reductions in floor space, and a reduced potential for lost or misfiled documents would result. KW - Benefit cost analysis KW - Bridge maintenance KW - Bridge management systems KW - Bridges KW - Cost control KW - Cost savings KW - Documents KW - Image processing KW - Imaging systems KW - Inspection KW - Inspection records KW - Maintenance KW - Reports UR - https://trid.trb.org/view/422682 ER - TY - RPRT AN - 00680876 AU - SVENSON, A L AU - Federal Highway Administration TI - CRASHWORTHINESS AND SCALING ISSUES IN USING COMPOSITE MATERIALS FOR GUARDRAIL APPLICATIONS. FINAL REPORT PY - 1995/06 SP - 26 p. AB - The Federal Highway Administration (FHWA) is currently evaluating composite materials for roadside safety applications, specifically guardrail and other barrier structures. Much of the testing of these materials has been on small coupon samples of either commercially manufactured or laboratory-fabricated composite material. When testing specimens that are smaller than the actual inservice structure, size effects exist and need to be accounted for in order to use the resulting experimental data. This report examines many of the pertinent issues relating crashworthiness and the effects of scaling composite materials through a review of the literature in these areas. Also, the results from three-point bend drop weight impact tests on two span lengths of glass fiber-reinforced composites are presented and compared. KW - Barriers KW - Barriers (Roads) KW - Composite materials KW - Crashworthiness KW - Drop tests KW - Glass fiber reinforced plastics KW - Guardrails KW - Guides to the literature KW - Impact tests KW - Literature reviews KW - Materials tests KW - Samples KW - Scale effects KW - Test results UR - https://trid.trb.org/view/422285 ER - TY - RPRT AN - 00680875 AU - Cofie, E AU - Federal Highway Administration TI - FINITE ELEMENT MODEL OF A SMALL AUTOMOBILE IMPACTING A RIGID POLE. FINAL REPORT PY - 1995/06 SP - 91 p. AB - A finite element simulation of a small automobile impacting a rigid instrumented pole using the nonlinear finite element code DYNA3D is presented in this report. The vehicle model was based on a 1989 Ford Festiva, a member of the 820C class of vehicles defined in NCHRP Report 350. The Ford Festiva is a good representative of the 820C class based on FOIL tests of three different 820C vehicles. The model consists of beam, shell, and solid elements. The objective of this report was to develop a computationally efficient finite-element model using as few elements as possible, that can be analyzed "overnight", without unduly sacrificing the accuracy of the results. Nodes were merged at junctions where parts met. Contact surfaces were defined between parts of the model where contacts were anticipated during the impact. The rigid pole was modeled as a hollow semicircle of solid elements with a very large mass. Three impact scenarios were analyzed for this study: (1) centerline impact, (2) left-of-centerline impact (strongest spot), and (3) right-of-centerline (weakest spot). Accelerations, velocities, and displacements at the center of gravity of the vehicle and reaction forces on the rigid pole of the finite element model are plotted. Results of the centerline impact are compared with full-scale test results. These finite element analysis results indicate that computationally accurate results can be obtained with a relatively simple vehicle model for the test conditions under consideration. KW - Acceleration (Mechanics) KW - Accuracy KW - Compact automobiles KW - Crashes KW - Dislocation (Geology) KW - Finite element method KW - Impact KW - Impact tests KW - Impact velocity KW - Mathematical models KW - Small car KW - Speed KW - Testing UR - https://trid.trb.org/view/422284 ER - TY - RPRT AN - 00720083 AU - Walkinshaw, J AU - Dumas, C AU - Federal Highway Administration TI - FHWA GEOTECHNICAL METRICATION GUIDELINES. FINAL REPORT PY - 1995/05/30 SP - 55 p. AB - This guide aims to facilitate metric conversion for State transportation departments and agencies and others involved in geotechnical engineering. The guidelines begin with a discussion about basic SI building blocks, and build on this foundation in a logical progression that culminates with proper SI correspondence "grammar". The document covers a full range of geotechnical usages, including physical properties of soil, mechanical properties of soil, properties related to fluids, in-situ tests, practical problems and properties related to geosynthetics. KW - Geosynthetics KW - Geotechnical engineering KW - Guides KW - Guides to information KW - Metric conversion KW - Metric system KW - Soil mechanics UR - https://trid.trb.org/view/454472 ER - TY - RPRT AN - 00713522 AU - Wu, T H AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF REMEDIAL MEASURES FOR EMBANKMENT FAILURES. FINAL REPORT PY - 1995/05/30 SP - 96 p. AB - Two remedial measures were used to repair slope failures on clay embankments. The first measure used geotextile-reinforced, soil-aggregate mix as a surface layer. The second measure used black locust seedlings planted on the rebuilt slope. A field investigation was carried out to determine the performance of the remedial measures. The investigation included measurement of geotextile and soil displacements, measurement of soil moisture and suction, determination of root areas of black locust trees, and observation of slope movements. The measured moisture and suction supported an earlier conclusion that saturation of the slope was caused by rainfall infiltration. The measured strains in the geotextile were small and the slope was stable. In addition, it was observed that the geotextile provided drainage for the embankment. The black locust seedlings showed good growth during the observed period of 4 years. The excavated roots were found to have sufficient size to provide soil reinforcement. The slope planted with black locusts was also stable. Within the time limits of this investigation, both remedial measures appear to be successful. These measures should be applicable to other clay embankments. KW - Clay KW - Drainage KW - Effectiveness KW - Embankments KW - Field investigations KW - Field studies KW - Geotextiles KW - Measures of effectiveness KW - Repairing KW - Repairs KW - Roots KW - Roots (Plants) KW - Slope failure KW - Slope stability KW - Soil aggregate mixtures KW - Soil aggregates KW - Soil suction KW - Soil water KW - Trees UR - https://trid.trb.org/view/448335 ER - TY - RPRT AN - 00682809 AU - Cassidy, M J AU - Chuang, Y AU - Vitale, J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - IMPROVED STRATEGIES FOR DEPLOYING VEHICLE-ACTUATED CONTROL AT ISOLATED SIGNALIZED INTERSECTIONS. FINAL REPORT PY - 1995/05/26 SP - 60 p. AB - This research has sought to demonstrate potential benefits from deploying enhanced vehicle actuation strategies at isolated signalized intersections. The work has exploited microscopic, stochastic simulation to evaluate the impacts of enhanced vehicle-actuated (VA) control schemes for an array of operating conditions. Simulated outcomes (i.e., average vehicle delays) generated under the enhanced strategies were compared with outcomes resulting from more conventional VA control policies. Findings from this work suggest that substantial delay reduction generally occurs by exploiting VA strategies which seek to 1) facilitate the use of the clearance interval by discharging vehicles, 2) shorten the duration of the required clearance interval by only serving, to the extent possible, queued vehicles, and 3) evaluate gaps in individual traffic streams. The enhanced VA strategies described and tested in this research are inconsistent with conventional practice. Nonetheless, these enhanced schemes do not compromise traffic safety as motorists legally entitled to enter the intersection are always allocated clearance interval of sufficient duration. KW - Benefits KW - Clearance interval (Traffic signal cycle) KW - Isolated intersections KW - Isolated signalized intersections KW - Signalized intersections KW - Simulation KW - Traffic actuated controllers KW - Traffic delays UR - https://trid.trb.org/view/423069 ER - TY - RPRT AN - 00713521 AU - Spangler, E B AU - Surface Dynamics, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - COMPUTER SIMULATION AND VALIDATION OF CALIFORNIA PROFILOGRAPH. FINAL REPORT PY - 1995/05/10 SP - 46 p. AB - The California Type Profilograph is presently used by many state transportation agencies to evaluate and accept the ride quality of new Portland Cement Concrete pavements. Although the Profilograph equipment is normally owned by the paving contractor, the state highway agency is often interested in making the same measurements with their own equipment. To meet this need, the Ohio Department of Transportation (Ohio DOT) contracted Surface Dynamics, Inc., to develop a simulation of the California Type Profilograph which uses as its input the profile measurements made with their K.J. Law Profilometer, and has as its output the same output as a McCracken California Type Profilograph which had been used by a paving contractor on an Ohio DOT paving project. In this research project, the output of the computer simulation of the California Type Profilograph compared favorably to the output of the actual McCracken California Type Profilograph on a typical Ohio DOT paving project. KW - Alternatives analysis KW - Profilographs KW - Profilometers KW - Simulation KW - Validation UR - https://trid.trb.org/view/448334 ER - TY - RPRT AN - 01400990 AU - Mendis, K AU - Mani, A AU - Shyu, S - AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - Finite element crash models of motor vehicles PY - 1995/05 IS - FHWA/RD-94-016 SP - 85p AB - This report describes the results of vehicle measurements, finite element modeling, and response verification of a Honda Civic automobile. The objective of this program of work was to create an impact finite element model of the vehicle. The model was developed for frontal impact with a sign or pole type highway structure. KW - Accident analysis KW - Automobiles KW - Car KW - Crash analysis KW - Damage KW - Finite element method KW - Finite element method KW - Frontal crashes KW - Head on collision KW - Mathematical models KW - Modelling UR - https://trid.trb.org/view/1168774 ER - TY - RPRT AN - 01103264 AU - Fraser, James AU - University of South Carolina, Columbia AU - Federal Highway Administration TI - Peer Review of Out of Service Verification PY - 1995/05//Final Report SP - 74p AB - This report presents the results of the first Peer Review created by the Office of Motor Carriers. The specific purpose in this initial effort was to examine practices developed in various parts of the Nation to promote compliance with Out of Service orders, a matter critical to improved highway safety. This report is primarily concerned with conveying the useful ideas the authors found. However, because the Peer Review process is a new method for obtaining input for the Office of Motor Carrier, a discussion of the process is also appropriate. KW - Best practices KW - Commercial transportation KW - Commercial vehicles KW - Compliance KW - Highway safety KW - Inspection stations KW - Motor carriers KW - Out of service KW - Traffic law enforcement KW - Traffic safety UR - http://ntl.bts.gov/lib/21000/21900/21942/PB99149767.pdf UR - https://trid.trb.org/view/863159 ER - TY - RPRT AN - 00680890 AU - Ghosn, M AU - Schilling, C G AU - Moses, F AU - Runco, G AU - City College of New York of the City University of New York AU - Federal Highway Administration TI - BRIDGE OVERSTRESS CRITERIA. FINAL REPORT PY - 1995/05 SP - 213 p. AB - This report presents a reliability-based procedure to determine the optimal allowable loads on highway bridges considering both static and dynamic effects. A truck weight (bridge) formula was developed to provide acceptable levels of safety for bridges designed according to the 15th edition of the AASHTO specifications. Using the safety index as a measure of safety, the truck weight formula was developed to produce a safety index value of 2.5. Twelve bridges of different material types, span lengths and configurations were analyzed for truck loads corresponding to the proposed truck weight formula. The results of the rating evaluation of these bridges showed large variations between the rating values for LFD and WSD procedures and inventory or operating stresses. Application of the higher truck weight limits to a large sample of bridges from the National Bridge Inventory indicated an increase in the number of deficient bridges if the inventory rating stress is used in the evaluation procedure. However, very few of the existing bridges would be considered deficient if the operating ratings are used. A fatigue analysis determined the relative fatigue damage caused by various new truck types and traffic scenarios that might result from changes in truck regulations. The fatigue calculations for actual bridges suggest that many existing bridges would not be affected by the possible truck regulation changes. Even for bridges with fatigue stresses above the fatigue limit, the reduced fatigue lives with the new regulations may still be sufficient for practical requirements. KW - Axle loads KW - Bridges KW - Fatigue (Mechanics) KW - Fatigue analysis KW - Fatigue life KW - Fatigue limit KW - Fatigue stress KW - Highway bridges KW - Laws KW - Loads KW - Ratings KW - Size KW - Size and weight regulations KW - Truck effects (Bridges) KW - Truck laws & regulations KW - Trucks KW - Trucks by weight KW - Weight UR - https://trid.trb.org/view/422298 ER - TY - SER AN - 00681871 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - COMPARISON OF THE SAFETY OF LIGHTING OPTIONS ON URBAN FREEWAYS PY - 1995/05 SP - 4 p. AB - Nationwide accident statistics show that more than 50% of fatal accidents occur during the hours of darkness. Because only 25% of travel occurs during the same period, the fatality rate is about three times higher at night than during the day. The installation of overhead lighting is a potential countermeasure to this nighttime accident problem. However, this is expensive, and much of the research to date offers inconclusive results about its effect on highway safety. This study compared the safety of continuously lighted urban freeways and urban freeways with interchange lighting only. A freeway section with continuous lighting has overhead lighting at the interchanges and between the interchanges, as opposed to overhead lighting at the interchanges only. KW - Benefit cost analysis KW - Continuous lighting KW - Countermeasures KW - Crash data KW - Crash rates KW - Crashes KW - Freeways KW - Interchange lighting KW - Statistics KW - Urban areas KW - Urban freeways UR - https://trid.trb.org/view/426570 ER - TY - RPRT AN - 00793912 AU - Apogee Research, Incorporated AU - Federal Highway Administration TI - EMERGING AND INNOVATIVE FINANCE PROJECTS IN TEXAS PY - 1995/05 SP - 8 p. AB - Two initiatives that use creative financing techniques may be found in Texas. The first project, completion of critical elements of a beltway around the city of Houston, Texas, provides an example of creative financial coordination between a state authority, Texas Department of Transportation and a local government authority, the Harris County Roll Road Authority, two of the key project sponsors. The second project, an international bridge crossing being undertaken by the City of Laredo and the Texas Department of Transportation, provides a case study of how the new options available under the Intermodal Surface Transportation Efficiency Act (ISTEA) and the Federal Highway Administration's (FHWA) Innovative Financing Initiative can be combined to create a complete financing package. This project incorporates innovative financing tools such as flexible funding categories, private matches, and Section 1012 loans. This paper provides an overview of each of these projects, illustrating how creative coordination in the financing of transportation projects may help benefit everyone, as well as how some of these new financing techniques may be used. KW - Beltways KW - Bridges KW - Coordination KW - Financing KW - Flexible funding KW - Innovation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - International borders KW - Loans KW - Local government KW - Private matches KW - State departments of transportation KW - Texas UR - https://trid.trb.org/view/653739 ER - TY - RPRT AN - 00793911 AU - Apogee Research, Incorporated AU - Federal Highway Administration TI - PARTNERSHIP FOR INVESTMENT: EMERGING AND INNOVATING FINANCING ISSUES PY - 1995/05 SP - 24 p. AB - This symposium on innovative finance aims to : Inform stakeholder groups of financial strategies currently being tried; Explore and discuss new financing ideas that could be implemented; Examine barriers to innovative financing and how to overcome them; and Stimulate dialogue and ideas among participants about ways toll authorities, State DOTs, legislators, and other stakeholders can form partnerships which will result in an increase in infrastructure investment. This background paper explores these topics. It first summarizes existing new financing activities apart from, and stemming from FHWA's TE-045 initiative. It then discusses some of the new ideas currently being explored by USDOT and FHWA, by Congress, by State and local governments, and by toll authorities. Finally, the paper reviews some of the barriers that have been faced and issues that may arise in this new world of transportation finance. KW - Barriers (Challenges) KW - Federal government KW - Financing KW - Infrastructure KW - Innovation KW - Investments KW - Local government KW - Partnerships KW - State government KW - Toll collection UR - https://trid.trb.org/view/653738 ER - TY - RPRT AN - 00762428 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY: SUMMARY REPORT FOR PHASE I-SYNTHESIS OF TRUCK SIZE AND WEIGHT (TS&W) STUDIES AND ISSUES PY - 1995/05 SP - 58 p. AB - This is the Summary Report of Phase I of the Comprehensive Truck Size and Weight (TS&W) Study announced by the Federal Highway Administrator in June 1994. It summarizes 13 working papers prepared during Phase I. The study is to be completed in three phases: Phase I - Synthesis of TS&W Studies and Issues - assessed past policy studies and technical research. Technical knowledge about relationships between TS&W policy controls and relevant evaluation and decision criteria was synthesized. State and Federal TS&W regulations were summarized. Research needs for later phases were identified. Thirteen working papers were prepared examining the regulations and TS&W policy controls and: truck accidents, vehicle stability and control, pavements, bridges, roadway geometry, traffic operations, truck costs, shipper logistics costs, truck travel and mode share, enforcement, environment, energy, permits and pricing mechanisms. Phase II - a Preliminary Option Analysis - will evaluate specific policy options using existing databases and analytical tools (completion summer 1995). Phase III - an Extended Impact Analysis - will expand the scope and depth of the policy analysis of Phase II using new databases and analytical capabilities becoming available in late 1995 with projected completion by the end of 1996. KW - Bridges KW - Control KW - Costs KW - Decision making KW - Energy KW - Enforcement KW - Environment KW - Evaluation KW - Geometric design KW - Logistics KW - Modal split KW - Pavements KW - Permits KW - Policy KW - Pricing KW - Regulations KW - Research KW - Shipping KW - Size KW - Stability (Mechanics) KW - Technical reports KW - Travel KW - Truck crashes KW - Truck traffic KW - Trucks KW - Weight UR - http://ntl.bts.gov/DOCS/cts.html UR - https://trid.trb.org/view/496959 ER - TY - RPRT AN - 00760568 AU - Hossain, M M AU - Bendana, L J AU - Yang, W-S AU - New York State Department of Transportation AU - Federal Highway Administration TI - TESTING PROGRAM FOR THE FALLING-WEIGHT DEFLECTOMETER PY - 1995/05 SP - 27 p. AB - The New York State Department of Transportation (NYSDOT) has purchased a nondestructive testing device (the falling-weight deflectometer or FWD) manufactured by Dynatest, Inc., to improve New York pavement design practice. Pavement deflection measured with the FWD can be used to assess pavement structural condition by evaluating parameters of in-situ materials. To serve its intended purpose, however, deflection testing must be conducted consistently, with an accurately calibrated FWD. This report documents procedures followed in 1994 deflection testing at ten selected sites -- seven in NYSDOT Region 1, two in Region 6, and one in Region 9. It describes the testing program, giving guidelines for testing at each site and for field quality assurance, data acquisition, and calibration. In addition to deflection testing, pavements were cored and sampled to provide specimens for laboratory characterization of paving materials, and to verify pavement layer thicknesses. Based on this experience in field testing and data analysis, further guidelines are being developed for future FWD testing. KW - Calibration KW - Cores (Specimens) KW - Data collection KW - Deflection tests KW - Falling weight deflectometers KW - Field tests KW - Laboratory tests KW - Nondestructive tests KW - Quality assurance UR - http://ntl.bts.gov/lib/21000/21100/21120/PB99100174.pdf UR - https://trid.trb.org/view/496308 ER - TY - RPRT AN - 00739854 AU - Hunsucker, D Q AU - Stone, M D AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - PERFORMANCE OF PYRAMENT CEMENT CONCRETE IN A HIGHWAY BRIDGE DECK PY - 1995/05 SP - 16 p. AB - Pyrament Blended Cement (PBC) is a high performance cement that was developed by Lone Star Industries. Concrete that is made with PBC is rapid setting, has high strength and low permeability. The Kentucky Transportation Cabinet chose to use PBC concrete in a full-depth bridge deck. The objectives of this study were to evaluate the construction and performance of a full-depth bridge deck constructed of PBC concrete and to compare the data obtained to historical construction and performance properties of conventional, Class AA bridge deck concrete. This report provides information relative to construction activities, material properties, and a summary of the three-year performance of the experimental bridge deck. KW - Bridge decks KW - Compressive strength KW - Concrete KW - Cracking KW - Elasticity (Mechanics) KW - Freeze thaw durability KW - Mix design KW - Performance evaluations KW - Portland cement UR - https://trid.trb.org/view/573225 ER - TY - RPRT AN - 00739853 AU - Hunsucker, D Q AU - Stone, M D AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - PERFORMANCE OF SHRINKAGE COMPENSATING BRIDGE DECK CONCRETE (CLASS S) I-75, KENTON COUNTY PY - 1995/05 SP - 20 p. AB - Shrinkage Compensating Concrete (Class S) is made with an expansive cement in which the expansion, if restrained, induces compressive stresses that approximately offset tensile stresses induced during drying shrinkage, thereby eliminating or significantly reducing the occurrence of shrinkage cracking in concrete. The objectives of this study were to evaluate the construction and performance of the Shrinkage Compensating Concrete (Class S) and to compare these characteristics to previous Class S concrete data and to conventional Class AA bridge deck concrete. This report summarizes construction activities and provides final performance evaluations and recommendations relative to experimental decks and barrier walls constructed of shrinkage compensating concrete during the widening and reconstruction of I-75 in Kenton County, Kentucky. KW - Bridge decks KW - Compressive strength KW - Cracking KW - Elasticity (Mechanics) KW - Expansive cement KW - Expansive concrete KW - Freeze thaw durability UR - https://trid.trb.org/view/573224 ER - TY - RPRT AN - 00738716 AU - Multisystems, Incorporated AU - Federal Highway Administration AU - Massachusetts Highway Department TI - EVALUATION OF PHASE 3 OF THE "SMARTRAVELER" ADVANCED TRAVELER INFORMATION SYSTEM OPERATIONAL TEST PY - 1995/05 SP - 178 p. AB - The objectives of the Phase III evaluation are to: evaluate the public acceptance and utility of the information provided by SmarTraveler, especially compared with information sources, such as broadcast media traffic reports; determine the natural growth of the market for SmarTraveler series; determine the degree to which the enhanced marketing effort increased usage of the service; determine the existing and potential impact of the service on managing the traffic congestion and improving air quality. The report describes the SmarTraveler operations, the marketing program, effectiveness of the marketing campaign, system usage, impact on traffic congestion and air quality demographic characteristics of users and non-users, trip-making characteristics and influences on call-making. The report also includes three sample surveys that were conducted during the Phase II evaluation. The results of these surveys were used to measure levels of satisfaction and make comparisons between various population groups. KW - Air quality KW - Broadcasting KW - Demographics KW - Marketing KW - Media KW - Operational test and evaluation KW - Operations KW - Passenger information systems KW - Traffic congestion KW - Traveler information and communication systems KW - Trip generation UR - https://trid.trb.org/view/572785 ER - TY - RPRT AN - 00726704 AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - ENHANCED PLANNING REVIEW OF THE NEW YORK CITY METROPOLITAN AREA. FINAL REPORT PY - 1995/05 SP - 48 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 (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 federal agencies engaged in metropolitan planning. KW - City planning KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investment planning KW - Investments KW - Planning KW - Policy making KW - Technical assistance UR - http://web.tongji.edu.cn/~yangdy/plnrpt/Nyc-htm.htm UR - http://ntl.bts.gov/DOCS/enhanpln.html UR - https://trid.trb.org/view/461277 ER - TY - RPRT AN - 00722566 AU - Halseth, M AU - Michael, B AU - Craig, D AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA B: AUTOMATED CHECK-IN PY - 1995/05 SP - 116 p. AB - Requirements for an effective check-in system for vehicles wishing to enter an Automated Highway System are analyzed in depth. The critical vehicle and driver functions are defined. Several methods for validating each function are proposed and analyzed. Infrastructure facilities are proposed to accomplish these tasks efficiently. This study identified many significant issues and risks; these are catalogued in the report. KW - Automated checkin KW - Automated highway systems KW - Infrastructure KW - On ramps KW - Precursor systems UR - https://trid.trb.org/view/459756 ER - TY - RPRT AN - 00722568 AU - HAYES, S AU - Cochran, A AU - Mangarelli, F AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA D: LATERAL AND LONGITUDINAL CONTROL ANALYSIS PY - 1995/05 SP - 89 p. AB - This activity area report presents a preliminary control systems analysis of each of the Representative System Configurations (RSCs) in terms of expected performance, feasibility, complexity, affect on system safety, roadway capacity, driver involvement, operation, and maintainability. Communication systems and sensors are also discussed in their relation to vehicle control. Tradeoffs are presented for a variety of system configurations to emphasize the options available to the Automated Highway System (AHS) designer. KW - Advanced vehicle control systems KW - Alternatives analysis KW - Automated highway systems KW - Automated vehicle control KW - Communication systems KW - Feasibility analysis KW - Highway capacity KW - Longitudinal control KW - Options KW - Performance KW - Precursor systems KW - Safety KW - Sensors KW - System configuration KW - System design KW - Systems analysis UR - https://trid.trb.org/view/459758 ER - TY - RPRT AN - 00722557 AU - Calspan Advanced Technology Center AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. VOLUME II: AHS COMPARABLE SYSTEMS ANALYSIS PY - 1995/05 SP - 298 p. AB - The program described by this eight-volume report identified the issues and risks associated with the potential design, development, and operation of an Automated Highway System (AHS), a highway system that utilizes limited access roadways and provides "hands off" driving. The AHS effort was conducted by a team formed and directed by the Calspan Advanced Technology Center. Primary Team members included Calspan, Parsons Brinckerhoff, Dunn Engineering Associates, and Princeton University. Supporting members of the team were BMW, New York State Thruway Authority, New York State Department of Transportation, Massachusetts Department of Transportation, the New Jersey Department of Transportation, Boston Research, Vitro Corporation, and Michael P. Walsh of Walsh Associates. Calspan provided overall management and integration of the program and had lead responsibility for 5 of the 17 tasks. Parsons Brinckerhoff provided transportation planning and engineering expertise and had lead responsibility for 5 tasks. Dunn Engineering provided traffic engineering expertise and had lead responsibility on 2 tasks. Princeton supported the areas of transportation planning and automated control. The 17 task reports (A through P plus Representative Systems Configurations) are organized into 8 volumes. This volume describes the Comparable Systems Analyses performed under Task G, supervised by Douglas J. Funke of Calspan, supported by consultant Caren Levine; Alain L. Kornhauser, Bart W. Huffman, and Eric C. Huber of Princeton; Robert Riess of Dunn Engineering; Richard Naish of Parsons Brinckerhoff; and Kimberly Witherow of Calspan. KW - Automated highway systems KW - Intelligent transportation systems KW - Precursor systems KW - Systems analysis UR - https://trid.trb.org/view/459747 ER - TY - RPRT AN - 00722562 AU - Calspan Advanced Technology Center AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. VOLUME VII: COMMERCIAL AND TRANSIT AHS ANALYSIS PY - 1995/05 SP - 237 p. AB - The program described by this eight-volume report identified the issues and risks associated with the potential design, development, and operation of an Automated Highway System (AHS), a highway system that utilizes limited access roadways and provides "hands off" driving. The AHS effort was conducted by a team formed and directed by the Calspan Advanced Technology Center. Primary Team members included Calspan, Parsons Brinckerhoff, Dunn Engineering Associates, and Princeton University. Supporting members of the team were BMW, New York State Thruway Authority, New York State Department of Transportation, Massachusetts Department of Transportation, the New Jersey Department of Transportation, Boston Research, Vitro Corporation, and Michael P. Walsh of Walsh Associates. Calspan provided overall management and integration of the program and had lead responsibility for 5 of the 17 tasks. Parsons Brinckerhoff provided transportation planning and engineering expertise and had lead responsibility for 5 tasks. Dunn Engineering provided traffic engineering expertise and had lead responsibility on 2 tasks. Princeton supported the areas of transportation planning and automated control. The 17 task reports (A through P plus Representative Systems Configurations) are organized into 8 volumes. This volume describes Commercial and Transit AHS Analysis (Task F). This task was performed as two independent and parallel efforts. Parsons Brinckerhoff performed the work reported in the main body of the report and Appendix A. That work was supervised by Marvin Gersten and supported by Jeanine Jankowski, both of Parsons Brinckerhoff. A separate and parallel analysis, performed by Princeton University, appears as Appendix B (with its own Executive Summary). This work was developed by Alain Kornhauser. KW - Automated highway systems KW - Commercial vehicles KW - Intelligent transportation systems KW - Precursor systems KW - Public passenger vehicles KW - Systems analysis KW - Transit vehicles UR - https://trid.trb.org/view/459752 ER - TY - RPRT AN - 00722564 AU - Bonderson, L AU - Halseth, M AU - Cochran, A AU - Mangarelli, F AU - Miller, M AU - Schulze, R AU - Roper, D AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. CONTRACT OVERVIEW PY - 1995/05 SP - 192 p. AB - This overview report encompasses all the activity areas of the Precursor Systems Analyses of Automated Highway Systems (AHSs). The report presents the operational requirements, high-level architecture, technical requirements, comparative analysis methodologies, and a preliminary identification of issues and risks for all 16 areas of analysis. Representative System Configurations (RSCs) are generated for use in all analyses whenever a diversity of system attributes is required. The RSCs identify specific alternatives for twenty attributes within the context of three general RSC groups. Highlights of each of the 16 activity areas are included: a summary of each activity, key findings, conclusions, recommendations, and issues and risks. Conclusions and observations that transcend the individual activity areas and/or are best discussed in a manner which allows the development of inter-activity topics are also presented, with liberal cross-references to the 16 individual activity area reports. This inter-activity section discusses system characteristics, impacts, operations/maintenance, AHS deployment, and funding. KW - Automated highway systems KW - Characteristics KW - Deployment KW - Finance KW - Financing KW - Impacts KW - Maintenance practices KW - Operation and maintenance KW - Precursor systems KW - System configuration KW - System design KW - Systems analysis UR - https://trid.trb.org/view/459754 ER - TY - RPRT AN - 00722565 AU - Cochran, A AU - Culver, B AU - Halseth, M AU - HAYES, S AU - Mangarelli, F AU - O'BRIEN, S AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA A: URBAN AND RURAL AHS COMPARISON PY - 1995/05 SP - 72 p. AB - This activity analyzes the technical and operational requirements of an Automated Highway System (AHS) in urban and rural environments. The characteristics of urban freeways and rural highways are compared to define common issues and risks and indicate areas of divergence in compatible system implementations. The comparison addresses three major areas: the tradeoff among the goals of automated control in urban versus rural environments; the distinct operating characteristics of AHS subsystems in rural highways; and the design considerations for several AHS-specific elements. The issues and risks concerning the most cost effective approach to instrumentation content in terms of the control loop dynamics and potential market penetration in both environments are identified. KW - Alternatives analysis KW - Automated highway systems KW - Characteristics KW - Design KW - Freeways KW - Instrumentation KW - Precursor systems KW - Rural areas KW - Rural highways KW - Strategic planning KW - Subsystems KW - System configuration KW - System design KW - Urban areas KW - Urban freeways UR - https://trid.trb.org/view/459755 ER - TY - RPRT AN - 00722572 AU - Schulze, R AU - Lima, P AU - Crowe, E AU - O'BRIEN, S AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA H: AHS ROADWAY DEPLOYMENT ANALYSIS PY - 1995/05 SP - 42 p. AB - This activity addresses highway infrastructure topics that will be encountered when an automated highway system (AHS) is deployed. AHS right-of-way requirements were analyzed, based on the following criteria: width of AHS vehicle, ability of the system to keep the vehicle on the desired path, barrier width (for dedicated systems), presence or absence of shoulder (breakdown lane), and width of the shoulder. AHS capacity was established by utilizing traffic densities based on platoon sizes, inter-platoon spacings, and intra-platoon spacing. Inter-platoon spacing considered several failure assumptions and the requirement that inter-platoon spacing provide safe braking distances based on the failure assumptions. Based on this analysis, it is concluded that AHS capacities as high as 6,000 vehicles per lane per hour would be feasible. This established the range of capacity used in further Precursor Systems Analyses. KW - Automated highway systems KW - Braking performance KW - Deployment KW - Highway capacity KW - Infrastructure KW - Precursor systems KW - Requirements KW - Right of way (Land) KW - Spacing KW - Specifications KW - Traffic platooning UR - https://trid.trb.org/view/459762 ER - TY - RPRT AN - 00722579 AU - Miller, M AU - Waung, P AU - Ryan, F AU - Craig, D AU - HAYES, S AU - Bonderson, L AU - Vogler, R AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA O: INSTITUTIONAL AND SOCIETAL ASPECTS PY - 1995/05 SP - 68 p. AB - This study addresses institutional and societal aspects of Automated Highway Systems (AHSs) in four areas: impact on State and local governmental agencies, environmental issues, privacy and driver comfort, and vehicle-driver interface. Issues relating to the feasibility and practicality of developing and implementing AHS are discussed and potential courses of action for issue resolution are identified. In the discussion on the impact of design, operations, and maintenance issues on State and local government agencies, issues include: uniform design standards, educational capabilities, agency coordination, cost effectiveness, staff training, emergency response, liability, and maintenance needs. Environmental issues are discussed in three main areas: travel issues relating to demand, emissions, fuel usage, noise levels, and others; infrastructure and urban form issues such as visual impact, neighborhood cohesiveness, impact on non-automated roadways, seismic safety, and others; and institutional issues such as barriers among stakeholders, incomplete and inaccurate information, and lack of sufficient involvement by non-highway institutions. Suggestions for resolving these issues include: models to more accurately forecast AHS impacts, education, communication, and participation to help dissolve barriers. Privacy and driver comfort issues include: vehicle and driver information requirements, potential technology requirements, psychological factors, and legal aspects. Vehicle-driver interfaces are illustrated with sketches of potential vehicle displays and controls. Driver interface concepts vary in complexity, hardware usage, and ease of retrofit. Typical AHS situations such as check-in, check-out, entry/exit, maintenance operations, and driver activities are also shown. KW - Automated highway systems KW - Comfort KW - Driver vehicle interfaces KW - Environmental impacts KW - Environmental quality KW - Impacts KW - Institutional issues KW - Local government KW - Precursor systems KW - Privacy KW - Social factors KW - Socioeconomic development KW - State government UR - https://trid.trb.org/view/459769 ER - TY - RPRT AN - 00722575 AU - Schulze, R AU - Roper, D AU - Tsao, J AU - Michael, B AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA K: AHS ROADWAY OPERATIONAL ANALYSIS PY - 1995/05 SP - 108 p. AB - This study considers the roadway operational requirements of an automated highway system (AHS) in light of corresponding operational requirements for existing conventional highways with traffic operations centers (TOCs). Contrasts and similarities between TOC and AHS operations are identified. Maintenance operations and activities are the focus of the study. Similarities and contrasts between AHS and conventional highways are considered, analyzed, and discussed to raise issues and risks. Urban/rural, passenger/heavy vehicle, and representative system configuration differences are covered insofar as there are significant differences among these categories of possible AHS operations. Maintenance needs and incident response requirements as they would impact an AHS operating agency are qualitatively analyzed. Two possible staged deployment scenarios for AHS are presented. The fault tolerance of the AHS is assessed. Results of interviews with personnel in charge of several existing TOCs have been summarized. The role of the driver in an AHS is discussed. KW - Alternatives analysis KW - Automated highway systems KW - Deployment KW - Drivers KW - Forecasting KW - Heavy vehicles KW - Highway operations KW - Maintenance KW - Operational analysis KW - Operations KW - Passenger vehicles KW - Precursor systems KW - Rural areas KW - System configuration KW - System design KW - Traffic KW - Urban areas UR - https://trid.trb.org/view/459765 ER - TY - RPRT AN - 00722576 AU - Tsuruda, B AU - Cochran, A AU - Mangarelli, F AU - Halseth, M AU - Tsao, J AU - Lauritsen, W AU - Tan, H AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA L: VEHICLE OPERATIONAL ANALYSIS PY - 1995/05 SP - 83 p. AB - Present and future designs of automobiles, light duty trucks, and heavy trucks are discussed. The analysis related these hardware systems to the potential critical components of the Automated Highway System (AHS) vehicle. Communications equipment and electronic control hardware and software are reviewed in detail. Reliability and retrofit issues are analyzed. Fail-soft design approaches which could be applied to the AHS vehicle system are discussed. Vehicle technologies which are common to AHS and non-AHS systems are catalogued. KW - Automated highway systems KW - Automobiles KW - Communication devices KW - Electronic control KW - Fail-soft design KW - Hardware KW - Heavy duty trucks KW - Light trucks KW - Operational analysis KW - Operations KW - Precursor systems KW - Reliability KW - Retrofitting KW - Software KW - Technology KW - Vehicles UR - https://trid.trb.org/view/459766 ER - TY - RPRT AN - 00722558 AU - Calspan Advanced Technology Center AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. VOLUME III: AHS ROADWAY ANALYSIS PY - 1995/05 SP - 195 p. AB - The program described by this eight-volume report identified the issues and risks associated with the potential design, development, and operation of an Automated Highway System (AHS), a highway system that utilizes limited access roadways and provides "hands off" driving. The AHS effort was conducted by a team formed and directed by the Calspan Advanced Technology Center. Primary Team members included Calspan, Parsons Brinckerhoff, Dunn Engineering Associates, and Princeton University. Supporting members of the team were BMW, New York State Thruway Authority, New York State Department of Transportation, Massachusetts Department of Transportation, the New Jersey Department of Transportation, Boston Research, Vitro Corporation, and Michael P. Walsh of Walsh Associates. Calspan provided overall management and integration of the program and had lead responsibility for 5 of the 17 tasks. Parsons Brinckerhoff provided transportation planning and engineering expertise and had lead responsibility for 5 tasks. Dunn Engineering provided traffic engineering expertise and had lead responsibility on 2 tasks. Princeton supported the areas of transportation planning and automated control. The 17 task reports (A through P plus Representative Systems Configurations) are organized into 8 volumes. This volume, which describes roadway analyses, covers four tasks in three chapters. KW - Automated highway systems KW - Intelligent transportation systems KW - Precursor systems KW - Systems analysis UR - https://trid.trb.org/view/459748 ER - TY - RPRT AN - 00722567 AU - Mangarelli, F AU - Cochran, A AU - Craig, D AU - Michael, B AU - Halseth, M AU - Schulze, R AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA C: AUTOMATED CHECK-OUT PY - 1995/05 SP - 68 p. AB - This activity evaluates potential automatic-to-manual transition scenarios in terms of relative feasibility, safety, cost, and social implications. The check-out alternatives range from minimal testing of the operator and the vehicle to extensive testing of the operator and vehicle. The vehicle functions analysis presents a summary of functions that are critical to safe manual operation and proposes several options for validation. Two possible check-out processes are discussed, one intended for Automated Highway System (AHS) lanes dedicated to automated traffic and one intended for mixed mode lanes in which AHS and non-AHS vehicles are traveling. The transition to manual control will involve preparing the driver to resume manual operation prior to release of vehicle functions. Proposed tasks which could be used to determine that the driver is ready to receive control of the automated vehicle are examined. KW - Aircraft gates KW - Alternatives analysis KW - Arrivals and departures KW - Automated check out KW - Automated highway systems KW - Control systems KW - Control transfer KW - Costs KW - Driver education KW - Driving tests KW - Feasibility analysis KW - Precursor systems KW - Safety KW - Transfer functions UR - https://trid.trb.org/view/459757 ER - TY - RPRT AN - 00722569 AU - Green, T AU - Cochran, A AU - O'BRIEN, S AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA E: MALFUNCTION MANAGEMENT AND ANALYSIS PY - 1995/05 SP - 82 p. AB - Malfunctions of the Automated Highway System (AHS) vehicle, wayside electronics, roadway, and driver subsystems along with possible methods of detecting the malfunctions are identified. Possible strategies to manage the malfunctions are proposed. Measures of effectiveness by which the strategies may be evaluated are defined. A method of using the measures of effectiveness is shown and based on this, conclusions are drawn as to the effectiveness of the strategies. Issues related to management of AHS malfunctions are identified. KW - Automated highway systems KW - Detection and identification KW - Detectors KW - Management KW - Measures of effectiveness KW - Mechanical failure KW - Precursor systems KW - Strategic planning UR - https://trid.trb.org/view/459759 ER - TY - RPRT AN - 00722571 AU - Hickman, M AU - Bonderson, L AU - Livers, G AU - Craig, D AU - Lewis, D AU - Culver, B AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA G: COMPARABLE SYSTEMS ANALYSIS PY - 1995/05 SP - 88 p. AB - This activity is performed in order to derive benefits from past experience in the design, implementation, deployment, and operation of comparable systems that could be applied to Automated Highway Systems (AHSs). The activity identifies 12 existing systems that share a number of characteristics with AHS. Public interaction, safety, reliability, and complexity are emphasized. Three systems, the Bay Area Rapid Transit system, automotive air bag systems, and the TRAVTEK automotive navigation system, were chosen for analysis in detail. Lessons learned in the development and deployment of these systems offer insight into appropriate techniques for technical systems specifications, verification of system performance, initial pre-deployment, quality assurance, human factors, and maintenance. Non-technical issues are also explored including the effects of political pressure and management/funding philosophy. Concerns about privacy, liability and public confidence are also examined. KW - Automated highway systems KW - Finance KW - Financing KW - Human factors KW - Liability KW - Maintenance KW - Management KW - Performance KW - Political factors KW - Precursor systems KW - Public opinion KW - Quality assurance KW - Reliability KW - Safety KW - Specifications KW - Systems analysis UR - https://trid.trb.org/view/459761 ER - TY - RPRT AN - 00722573 AU - Lima, P AU - Wert, A AU - Crowe, E AU - O'BRIEN, S AU - Roper, D AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA I: IMPACT OF AHS ON SURROUNDING NON-AHS ROADWAYS PY - 1995/05 SP - 54 p. AB - This study considers the influence which automated highway system (AHS) traffic would have on the conventional, non-automated freeway and street system as it approaches and departs from the automated roadway. The higher speeds and capacities possible with an AHS facility will attract traffic into the AHS lane from both the general purpose freeway lanes and the parallel arterials. The increased AHS traffic will have both positive and negative impacts on the surrounding street system. The analysis includes the modeling and evaluation of the operations of a freeway corridor with and without an AHS lane. Operations with and without an AHS lane on the surrounding roadways are then evaluated using traffic operations measures of effectiveness. The surrounding roadways include the general purpose freeway lanes, freeway ramps, parallel arterials, and cross streets. Additional modeling analyzes the impact of the AHS traffic on the cross streets. The Highway Capacity Software (HCS) program is used to evaluate the level-of-service on alternative configurations of the cross streets and parallel arterials. The physical requirements of the AHS lane and ramps are analyzed to determine the impact on the surrounding streets. The modeling results are also used as input to the Activity P analysis. Qualitative as well as quantitative impacts are addressed. AHS is reviewed from the perspective of an urban planner. KW - Automated highway systems KW - City planning KW - Highway capacity KW - Highway operations KW - Impact studies KW - Level of service KW - Measures of effectiveness KW - Precursor systems KW - Software KW - System configuration KW - System design KW - Traffic KW - Traffic simulation KW - Transportation corridors KW - Urban corridors KW - Urban growth UR - https://trid.trb.org/view/459763 ER - TY - RPRT AN - 00722580 AU - Brod, D AU - Lewis-Workman, S AU - O'Conner, M AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA P: PRELIMINARY COST/BENEFIT FACTORS ANALYSIS PY - 1995/05 SP - 97 p. AB - A framework for the evaluation of benefits and costs of a hypothetical Automated Highway System (AHS) project is established. The support of Federal, State, and local agencies for AHS programs will depend on strong projected economic returns from the AHS. Analysis of a hypothetical AHS project examines the main risk elements as well as the principal sources of benefits. Guidelines for strategies of development and further research are provided. The cost/benefit analysis provides key findings in the following areas: travel time, improved convenience, economic activity benefits from congestion relief, urban form and livable communities, AHS and arterial congestion, operation thresholds, and vehicle cost. KW - Automated highway systems KW - Benefit cost analysis KW - Convenience KW - Economic benefits KW - Environmental protection KW - Mitigation KW - Precursor systems KW - Risk analysis KW - Traffic congestion KW - Traffic mitigation KW - Travel time UR - https://trid.trb.org/view/459770 ER - TY - RPRT AN - 00722560 AU - Calspan Advanced Technology Center AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. VOLUME V: MALFUNCTION MANAGEMENT AND SAFETY ANALYSIS PY - 1995/05 SP - 402 p. AB - The program described by this eight volume report identified the issues and risks associated with the potential design, development, and operation of an Automated Highway System (AHS), a highway system that utilizes limited access roadways and provides "hands off" driving. The AHS effort was conducted by a team formed and directed by the Calspan Advanced Technology Center. Primary Team members included Calspan, Parsons Brinckerhoff, Dunn Engineering Associates, and Princeton University. Supporting members of the team were BMW, New York State Thruway Authority, New York State Department of Transportation, Massachusetts Department of Transportation, the New Jersey Department of Transportation, Boston Research, Vitro Corporation, and Michael P. Walsh of Walsh Associates. Calspan provided overall management and integration of the program and had lead responsibility for 5 of the 17 tasks. Parsons Brinckerhoff provided transportation planning and engineering expertise and had lead responsibility for 5 tasks. Dunn Engineering provided traffic engineering expertise and had lead responsibility on 2 Tasks. Princeton supported the areas of transportation planning and automated control. The 17 task reports (A through P plus Representative Systems Configurations) are organized into 8 volumes. This volume describes AHS malfunction management and safety analysis. It covers Malfunction Management and Analysis (Task E), supervised by Philip A. Reynolds of Calspan and supported by Keith Giordano of Calspan and H. Grady Lee of Vitro Corporation; and analysis of AHS Safety Issues (Task N), supervised by Linda O. Parada of Calspan and supported by Mary M. Lloyd, also of Calspan. KW - Automated highway systems KW - Intelligent transportation systems KW - Management KW - Mechanical failure KW - Precursor systems KW - Safety KW - Systems analysis UR - https://trid.trb.org/view/459750 ER - TY - RPRT AN - 00722577 AU - AMANN, C AU - Bonderson, L AU - Herrett, R AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA M: ALTERNATIVE PROPULSION SYSTEMS IMPACT PY - 1995/05 SP - 70 p. AB - This study examines the impact of alternative propulsion systems and fuels on the deployment and operation of the Automated Highway System (AHS). Alternative propulsion systems and fuels are compared to the gasoline-fueled spark-ignition engine in the areas of: specific power, driveability, pleasability, emissions, infrastructure support, production readiness, cost, and energy efficiency. Issues and risks related to the deployment of a large fleet of alternative propulsion vehicles on the AHS are examined. Alternative AHS configurations are identified and analyzed for their compatibility with alternative propulsion systems and fuels. Long-term design issues and enabling technologies required to incorporate alternative propulsion systems and fuels into AHS are identified. KW - Alternate fuels KW - Alternatives analysis KW - Automated highway systems KW - Configurations KW - Costs KW - Design KW - Driveability KW - Energy efficiency KW - Exhaust gases KW - Infrastructure KW - Power KW - Precursor systems KW - Propulsion KW - Propulsion systems KW - Shape KW - Technology KW - Vehicle power plants UR - https://trid.trb.org/view/459767 ER - TY - RPRT AN - 00722578 AU - Cochran, A AU - Ryan, F AU - HAYES, S AU - Halseth, M AU - Culver, B AU - Milner, D AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA N: AHS SAFETY ISSUES PY - 1995/05 SP - 90 p. AB - The issues of automated highway system (AHS) safety are addressed from a system design standpoint. Four general areas of concern: failure prevention in the areas of vehicle subsystems, infrastructure instrumentation, and roadway mechanics; implementation of complex systems in terms of reliability and redundancy; structured methodologies for supporting systems assurance; and collision avoidance in the presence of external disruptions, are discussed. The tradeoffs involved in maintaining a certain level of safety using the most effective approach are addressed. The implications of system configuration in terms of headway maintenance policy and coordination units are presented. Examples are used to illustrate the relative vulnerability of each representative system deployment to a variety of hazards. Recommendations are made concerning specific systems configurations attributes which have significant impact on system safety requirements. KW - Alternatives analysis KW - Automated highway systems KW - Crash avoidance systems KW - Deployment KW - Hazards KW - Headways KW - Precursor systems KW - Redundancy KW - Reliability KW - Safety KW - System configuration KW - System design KW - System safety KW - Systems assurance UR - https://trid.trb.org/view/459768 ER - TY - RPRT AN - 00722563 AU - Calspan Advanced Technology Center AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. VOLUME VIII: AHS INSTITUTIONAL, SOCIETAL, AND COST BENEFIT ANALYSIS PY - 1995/05 SP - 402 p. AB - The program described by this eight-volume report identified the issues and risks associated with the potential design, development, and operation of an Automated Highway System (AHS), a highway system that utilizes limited access roadways and provides "hands off" driving. The AHS effort was conducted by a team formed and directed by the Calspan Advanced Technology Center. Primary Team members included Calspan, Parsons Brinckerhoff, Dunn Engineering Associates, and Princeton University. Supporting members of the team were BMW, New York State Thruway Authority, New York State Department of Transportation, Massachusetts Department of Transportation, the New Jersey Department of Transportation, Boston Research, Vitro Corporation, and Michael P. Walsh of Walsh Associates. Calspan provided overall management and integration of the program and had lead responsibility for 5 of the 17 tasks. Parsons Brinckerhoff provided transportation planning and engineering expertise and had lead responsibility for 5 tasks. Dunn Engineering provided traffic engineering expertise and had lead responsibility on 2 tasks. Princeton supported the areas of transportation planning and automated control. The 17 task reports (A through P plus Representative Systems Configurations) are organized into 8 volumes. This volume describes AHS Institutional, Societal, and Cost Benefit Analysis. Institutional and Societal Issues (Task O) was supervised by Alan Lubliner of Parsons Brinckerhoff and supported by Yuval Cohen and Joseph Sodan, also of Parsons Brinckerhoff. Preliminary Costs/Benefit Factors Analysis (Task P) was supervised by Yuval Cohen of Parsons Brinckerhoff and supported by Tracy Nixon and Richard Naish, also of Parsons Brinckerhoff. KW - Automated highway systems KW - Benefit cost analysis 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/459753 ER - TY - RPRT AN - 00722570 AU - Crowe, E AU - Schulze, R AU - Pluta, J AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA F: COMMERCIAL AND TRANSIT AHS ANALYSIS PY - 1995/05 SP - 62 p. AB - When an Automated Highway System (AHS) is deployed, its design and operational attributes will differ considerably depending on whether or not commercial and transit vehicles are accounted for. This activity analyzes the implications of commercial and transit operations on an AHS. The physical characteristics of large vehicles are analyzed with regard to differences they may cause in AHS design and operation. The influence of operational issues, such as differences in acceleration and braking, on facility design are considered. Human issues, such as acceptance by passenger car occupants, safety, comfort, and actual versus perceived risks, are examined. Issues related to the expected number of heavy vehicles which would use AHS are addressed. Social and political issues related to transit use of AHS are addressed. It is recommended that these issues be weighed along with technical issues as AHS planning proceeds. KW - Automated highway systems KW - Commercial vehicles KW - Design KW - Hazards KW - Heavy vehicles KW - Operational analysis KW - Operations KW - Political factors KW - Politics KW - Precursor systems KW - Public passenger vehicles KW - Risk assessment KW - Safety KW - Social factors KW - Transit vehicles KW - Trucks UR - https://trid.trb.org/view/459760 ER - TY - RPRT AN - 00722574 AU - O'BRIEN, S AU - Schulze, R AU - Lima, P AU - Delco Electronics Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. FINAL REPORT. ACTIVITY AREA J: AHS ENTRY/EXIT IMPLEMENTATION PY - 1995/05 SP - 70 p. AB - This activity focuses on the traffic operational impacts of Automated Highway System (AHS) entry/exit facilities at the points where they interface with the local street network. Information and results from several of the other Precursor Systems Analyses (PSA) activity areas are utilized in the conduct of the entry/exit research. Various strategies of AHS entry and exit are considered and their attributes identified. Analyses determined the operating conditions based on AHS volumes and ramp volumes from other PSA studies. Measures of effectiveness were established to allow comparison of different entry and exit strategies. KW - Alternatives analysis KW - Automated highway systems KW - Entry/exit KW - Highway operations KW - Impacts KW - Measures of effectiveness KW - Precursor systems KW - Strategic planning KW - Traffic UR - https://trid.trb.org/view/459764 ER - TY - RPRT AN - 00722554 AU - Northrop Grumman Corporation AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS: CHECK-IN ACTIVITY PY - 1995/05 SP - 218 p. AB - This document contains research material for the Automated Highway System (AHS) program. The check-in activity is one of 16 areas addressed as part of the "Precursor Systems Analyses of Automated Highway Systems" study. The objective of this report is to identify major requirements, issues, and risks associated with ensuring that a vehicle and its operator can safely enter the AHS. In addition, the results of this precursor analysis provide insights into the technologies, design, deployment, operation, and practicality of the automated check-in element of an AHS. Special emphasis is placed on evaluating aircraft flight test technology and check approaches analogous to systems for AHS check-in. KW - Automated checkin KW - Automated highway systems KW - Deployment KW - Design KW - Entry/exit KW - Precursor systems KW - Requirements KW - Risk analysis KW - Specifications KW - Technological innovations UR - https://trid.trb.org/view/459744 ER - TY - RPRT AN - 00722093 AU - Greene, D L AU - Chin, S-M AU - Gibson, R AU - Oak Ridge National Laboratory AU - Federal Highway Administration TI - AGGREGATE VEHICLE TRAVEL FORECASTING MODEL PY - 1995/05 SP - 74 p. AB - This report describes a model for forecasting total U.S. highway travel by all vehicle types, and its implementation in the form of a personal computer program. The model comprises a short-run, econometrically-based module for forecasting through the year 2000, as well as a structural, scenario-based longer term module for forecasting through 2030. The short-term module is driven primarily by economic variables. It includes a detailed vehicle stock model and permits the estimation of fuel use as well as vehicle travel. The longer-term module depends on demographic factors to a greater extent, but also on trends in key parameters such as vehicle load factors, and the dematerialization of GNP. Both passenger and freight vehicle movements are accounted for in both modules. The model has been implemented as a compiled program in the Fox-Pro database management system operating in the Windows environment. KW - Automobiles by type KW - Demographics KW - Econometric models KW - Estimates KW - Forecasting KW - Freight traffic KW - Fuels KW - Gross national product KW - Highway transportation KW - Load factor KW - Long term KW - Passenger vehicles KW - Personal computers KW - Short term KW - Time duration KW - Travel KW - Vehicle type UR - http://www.osti.gov/servlets/purl/97193-WMPDTw/webviewable/97193.pdf UR - https://trid.trb.org/view/459503 ER - TY - RPRT AN - 00720302 AU - Fambro, D B AU - Nowlin, R L AU - Warren, S P AU - Lienau, K A AU - Mounce, J M AU - Bligh, R P AU - Mak, K K AU - Ross, H E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - GEOMETRIC DESIGN GUIDELINES FOR SUBURBAN HIGH-SPEED CURB AND GUTTER ROADWAYS. FINAL REPORT PY - 1995/05 SP - 253 p. AB - The objective of this study was the development of geometric design guidelines for suburban, high-speed curb and gutter roadways. Design elements that were addressed included design speed, alignment, cross section, drainage, driveways, and sight distance. Safety studies, operational studies and clear zone studies were conducted. Field data collection sites for the studies were selected from various areas throughout the state of Texas. The safety studies analyzed the safety effects of high-speed curb and gutter roadway sections through accident rates, accident severities, and accident characteristic frequencies. The operational studies included a study concerning shoulder requirements and two-way left-turn lane (TWLTL) requirements. The clear zone study was conducted to determine the most appropriate and cost-beneficial clear zone width requirements for suburban high-speed curb and gutter sections. The resultant guidelines were based on the input from a panel of experts and the results of several safety, operational, and computer simulation studies. They were prepared in a format such that they can be inserted into the current edition of the Texas Department of Transportation's Design Manual. The geometric design criteria for suburban highways were prepared in both English and metric units. Adoption of these guidelines should result in a consistent, safe and defensible set of geometric design guidelines for suburban high-speed curb and gutter roadways. KW - Alignment KW - Clear zones KW - Crash rates KW - Crash severity KW - Cross sections KW - Design KW - Design criteria KW - Design speed KW - Drainage KW - Driveways KW - Geometric design KW - Guidelines KW - High speed ground transportation KW - High speed vehicles KW - Highway design KW - Road shoulders KW - Safety KW - Sight distance KW - Speed KW - Suburbs KW - Two way left turn lanes KW - Width UR - https://trid.trb.org/view/454689 ER - TY - RPRT AN - 00720277 AU - Venable, D L AU - Machemehl, R B AU - Euritt, M A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ELECTRONIC TOLL COLLECTION SYSTEMS. INTERIM REPORT PY - 1995/05 SP - 120 p. AB - This research report focuses on the benefits and technology of electronic toll collection (ETC) systems. In addition, it reviews such issues as design and implementation of ETC systems, along with their operation and cost. Finally, this report reviews ETC system applications both within and outside the United States. KW - Applications KW - Automated toll collection KW - Benefits KW - Costs KW - Design KW - Implementation KW - Operations KW - Technology KW - Toll roads UR - https://trid.trb.org/view/454664 ER - TY - RPRT AN - 00713523 AU - Huckelbridge, A A AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FEASIBILITY STUDY FOR SIMPLIFIED LOAD TESTING OF SLAB BRIDGES. FINAL REPORT PY - 1995/05 SP - 45 p. AB - The objective of this investigation was to demonstrate the feasibility of obtaining meaningful quantitative structural response data, suitable for rating purposes, from short span reinforced slab bridges by simplified load testing. Such simplified load testing could be carried out by regular inspection personnel, utilizing preweighed vehicles for loading the structures and collecting the resulting deflection data with readily available instrumentation, such as mechanical dial gages, etc. Quantitative in-situ load performance data, combined with conventional visual inspection, would provide a much sounder basis for load rating than visual inspection alone. Before such a rating procedure can be developed, however, it must be verified that useful data can be collected by the "low-tech" instrumentation alluded to. The investigation revealed that measurable deflections, providing data with more than adequate accuracy and resolution, were indeed possible. The "low-tech" dial gages agreed very well with more sophisticated electronic instrumentation, and simple portable fixturing was demonstrated. Load ratings were estimated for the test structures which would appear to be quite reasonable for the test loads utilized. Reasonably heavy loads (axle weights in excess of 30 kips) still did not load the bridges in question beyond the service limit state, defined as steel stresses in the reinforcement estimated at 50% of yield. KW - Accuracy KW - Bridge decks KW - Deflection KW - Feasibility analysis KW - Instrumentation KW - Load ratings KW - Load tests KW - Loads KW - Low technology KW - Slab bridges KW - Structural analysis KW - Structural mechanics KW - Structural response UR - https://trid.trb.org/view/448336 ER - TY - RPRT AN - 00713516 AU - Shatnawi, S R AU - California Department of Transportation AU - Federal Highway Administration TI - PREMATURE AC PAVEMENT DISTRESS. DISTRICT 2 INVESTIGATION. FINAL REPORT PY - 1995/05 SP - 87 p. AB - In this study, the moisture sensitivity of several conventional asphalt concrete and asphalt rubber mixes was assessed. This included an evaluation of (a) the effect of hydrated lime on the moisture sensitivity of asphalt concrete (AC) mixes, (b) the use of AASHTO T283 in assessing the moisture sensitivity of AC mixes, (c) the effect of variations from the optimum bitumen content on the moisture sensitivity of AC mixes, (d) the effect of changes in air voids on the moisture sensitivity of AC mixes, (e) the moisture sensitivity of asphalt rubber mixes, (f) the effect of maximum aggregate size on the moisture sensitivity of AC mixes, and (g) the potential use of the controlled-strain fatigue beam test in evaluating the moisture sensitivity of AC mixes. Tests performed included the AASHTO T283 test and the controlled-strain fatigue beam test (SHRP Product 1019). It was found that aggregate pre-treatment with hydrated lime in a slurry form could be effective in reducing moisture sensitivity of AC mixes. The degree of its effectiveness was found to depend on the bitumen content, lime content, and aggregate source. Also, it was found that lowering the bitumen content by 0.5% and increasing the level of air voids could adversely affect a mix's resistance to moisture damage. The maximum aggregate size appeared to affect the moisture sensitivity of AC mixes. Asphalt rubber mixes were found to be more sensitive to moisture than conventional dense graded asphalt concrete mixes. The fatigue beam test results indicated that the test has a potential use in moisture sensitivity evaluation. KW - Aashto t283 KW - Aggregate size KW - Aggregate sources KW - Aggregates KW - Aggregates by source KW - Air voids KW - Air voids content KW - American Association of State Highway Officials KW - Asphalt concrete KW - Asphalt rubber KW - Bitumen KW - Calcium hydroxide KW - Defects KW - Fatigue tests KW - Loss and damage KW - Moisture content KW - Moisture damage KW - Moisture sensitivity KW - Pavement cracking KW - Pavement distress KW - Pavements KW - Stripping (Pavements) KW - Water UR - https://trid.trb.org/view/448329 ER - TY - RPRT AN - 00711751 AU - Lane, D S AU - Ozyildirim, H C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - USE OF FLY ASH, SLAG OR SILICA FUME TO INHIBIT ALKALI-SILICA REACTIVITY. FINAL REPORT PY - 1995/05 SP - 41 p. AB - This study had two objectives: (1) to evaluate the effectiveness of particular mineral admixtures when combined with portland cements of varying alkali content in preventing expansion due to alkali-silica reactivity (ASR), and (2) to determine if set minimum amounts of various types of mineral admixtures could be established for use with cements of varying alkali content to provide protection from ASR. Mortar bars made with Pyrex glass aggregate were stored moist at 38 deg C for 366 days and measured periodically for length change. Control mortars were mixed with portland cements having an alkali content ranging from 0.18% to 0.92% Na2O equivalent. Test mortars were mixed replacing various percentages of portland cement with Class F fly ash (15%, 25%, and 35%), slag (20%, 35%, and 50%), or silica fume (3% and 7%). Test mortars were also mixed using IP cement produced using Class F fly ash (18%, 20%. and 22%). Expansions of control mortars with alkali contents of 0.4% or less were negligible through the 336-day test period. With cements having an alkali content above 0.4%, equilibrium between cement alkali content and mortar bar expansion was reached at 56 days, when a strong linear relationship between increasing expansion and increasing alkali content developed. A regression analysis was performed on data from the control batches, and the resulting equation was used to normalize data from the test batches. The expansion of mortars containing fly ash, slag, and silica fume was lower than the expansion of the control batches for portland cement having an alkali content of 0.6% and above for all replacement levels of the tested materials. The amount of expansion varied with the type of material, percentage replacement, and cement alkali content. Using an expansion of 0.10% as the maximum indicative of acceptable performance in inhibiting ASR, minimum amounts of Class F fly ash, slag, and silica fume were established for use with portland cement depending on the alkali content of the cement. KW - Alkali silica reactions KW - Concrete KW - Fly ash KW - Mortar KW - Portland cement KW - Prevention KW - Regression analysis KW - Silica fume KW - Slag KW - Test results UR - https://trid.trb.org/view/447712 ER - TY - RPRT AN - 00682858 AU - Moritz, W E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - BICYCLE FACILITIES AND USE. FINAL RESEARCH REPORT PY - 1995/05 SP - 76 p. AB - Interest is increasing in realizing the transportation potential of the bicycle for purposes other than recreation. At the same time, information is lacking about the relationship between facilities and use. This project addressed this lack of information in four tasks. The first task synthesized the elements required to create a cycling-friendly environment, which is characterized by five elements: coherence, directness, safety, attractiveness, and comfort. Cyclist classification schemes were investigated, along with several important operational characteristics of the bicycle and rider that affect facility design. The second task developed a comprehensive list of bicycle facilities, including 23 major categories with 55 subdivisions. Third, methods for measuring bicycle use were investigated, along with the results from various surveys and counts. The fourth task was the creation of a framework for selecting facilities improvements with the goal of identifying the geographical areas most likely to benefit from such improvements. The framework is a two-step process that looks first at demographic and land-use issues and then focuses on facility and access deficiencies. A case study demonstrated the change in use that resulted from filling a "missing link" in a regional trail near Seattle. A set of appendices to the report provide extensive information on facilities, sample survey forms, and detailed results obtained from 3,000 users of the Burke-Gilman Trail/Sammamish River Trail system in Seattle and King County. KW - Access KW - Bicycle counts KW - Bicycle facilities KW - Bicycle travel KW - Bicycles KW - Bikeways KW - Case studies KW - Data collection KW - Deficiencies KW - Demographics KW - Design KW - Improvements KW - Land use KW - Needs assessment KW - Surveys KW - Traffic counts KW - User needs UR - http://www.wsdot.wa.gov/research/reports/fullreports/370.1.pdf UR - https://trid.trb.org/view/423097 ER - TY - RPRT AN - 00681931 AU - Clemena, G G AU - Lozev, M G AU - Duke, J C AU - Sison, M F AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ACOUSTIC EMISSION MONITORING OF STEEL BRIDGE MEMBERS. INTERIM REPORT PY - 1995/05 SP - 74 p. AB - This interim report describes the current status of acoustic emission (AE) monitoring of steel bridge members. The report includes a brief introduction to the theory of AE and a comprehensive summary of previous efforts to apply AE monitoring to steel bridges, and discusses issues related to AE noise discrimination. Five bridges were field tested. Extensive data from the active cracking of a hanger on the Rte. 29 bridge over the Robinson River at Madison, Virginia, are discussed. The report includes conclusions and recommendations based on extensive field monitoring. Two appendices detail the laboratory fatigue testing of bridge steels and the simulated environmental exposure of AE transducer-mounting adhesives. AE monitoring is sensitive to the acoustic energy emitted by steel bridge members during the formation and growth of cracks. It is the only method that can distinguish between active and benign cracks. It is also possible to discriminate between AE caused by crack growth and irrelevant noise. AE information can be significant in making repair or replacement decisions, and AE could be used for the continuous remote monitoring of critical bridge members or even entire bridges. KW - Acoustic emission tests KW - Cracking KW - Decision making KW - Detection and identification KW - Field tests KW - Metal bridges KW - Monitoring KW - Noise KW - Noise discrimination KW - Remote sensing KW - Steel bridges UR - http://ntl.bts.gov/lib/36000/36900/36933/95-IR1.pdf UR - https://trid.trb.org/view/422681 ER - TY - RPRT AN - 00681888 AU - Dailey, Donald J AU - Haselkorn, M P AU - Elliott, S D AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - IVHS DATA AND INFORMATION STRUCTURE. FINAL SUMMARY REPORT PY - 1995/05 SP - 26 p. AB - This comprehensive research report has been developed as a fundamental resource for providing Washington State Department of Transportation (WSDOT) managers with a better understanding of the current wireless environment that can guide future decisions on mobile communications. The background histories and conclusions developed as a result of this research should prove valuable in helping the WSDOT to make wise choices when investing in wireless technologies. This research project has consisted primarily of a comprehensive literature review of wireless communications technologies to establish an historical backdrop outlining the growth of today's mobile communications systems, while also describing the current state of the art. This extensive literature review has been supplemented by personal interviews with industry representatives and WSDOT officials. KW - Guides to the literature KW - Industries KW - Intelligent transportation systems KW - Interviewing KW - Literature reviews KW - Mobile communication systems KW - State of the art studies KW - Wireless communication systems UR - http://www.wsdot.wa.gov/research/reports/fullreports/360.1.pdf UR - https://trid.trb.org/view/422646 ER - TY - RPRT AN - 00681889 AU - Dailey, Donald J AU - Haselkorn, M P AU - Elliott, S D AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - IVHS DATA AND INFORMATION STRUCTURE. FINAL TECHNICAL REPORT PY - 1995/05 SP - 296 p. AB - This comprehensive research report has been developed as a fundamental resource for providing Washington State Department of Transportation (WSDOT) managers with a better understanding of the current wireless environment that can guide future decisions on mobile communications. The background histories and conclusions developed as a result of this research should prove valuable in helping the WSDOT to make wise choices when investing in wireless technologies. This research project has consisted primarily of a comprehensive literature review of wireless communications technologies to establish an historical backdrop outlining the growth of today's mobile communications systems, while also describing the current state of the art. This extensive literature review has been supplemented by personal interviews with industry representatives and WSDOT officials. KW - Guides to the literature KW - Industries KW - Intelligent transportation systems KW - Interviewing KW - Literature reviews KW - Mobile communication systems KW - State of the art studies KW - Wireless communication systems UR - http://www.wsdot.wa.gov/research/reports/fullreports/360.2.pdf UR - https://trid.trb.org/view/422647 ER - TY - RPRT AN - 00681872 AU - Federal Highway Administration TI - HIGHWAY TAXES AND FEES: HOW THEY ARE COLLECTED AND DISTRIBUTED, 1995 PY - 1995/05 SP - 137 p. AB - This publication presents tabular information on State and Federal laws that provide for the taxation of motor fuel, motor vehicles, motor carriers, and licensed drivers, and the distribution of these taxes and fees. Also included are tables that show the use of other State taxes for highways and the involvement of Federal agencies and Federal funds in highway activities. The information presented is based on data obtained from State authorities and the laws of the various States. KW - Collection KW - Drivers KW - Federal laws KW - Fees KW - Fuels KW - Fund allocations KW - Highway user taxation KW - Motor carriers KW - Motor vehicles KW - Physical distribution KW - State laws KW - Tables (Data) KW - Taxation UR - https://trid.trb.org/view/422630 ER - TY - RPRT AN - 00681840 AU - Ballinger, C A AU - Drake, P G AU - Smith (Wilbur) Associates, BTML Division AU - Federal Highway Administration TI - CULVERT REPAIR PRACTICES MANUAL: VOLUME II - APPENDICES. FINAL REPORT PY - 1995/05 SP - 354 p. AB - All culverts with openings of more than 20 ft (6.1 m), measured parallel to the roadway, must be inspected on a two-year cycle in accordance with the National Bridge Inspection Standards (NBIS). Many highway agencies also inspect smaller culverts on the same cycle. The NBIS, and prudent engineering, requires that culverts that are structurally weak or hydraulically inadequate be inspected on a more frequent cycle. This manual has been developed to provide guidance to highway agencies on procedures that may be used to repair a wide variety of types of problems that beset metal and concrete culverts of all types. Many of the procedures are also applicable to the repair of timber and stone masonry culverts. Procedures are also presented on ways to improve the inlet and outlet ends of culverts as well as the streambed channels leading to and from them. Information presented in this manual has been compiled from numerous contacts with representatives of the culvert industry as well as many highway agencies through the United States and Canada. KW - Culvert inlets KW - Culvert outlets KW - Culverts KW - Linings KW - Maintenance KW - Manuals KW - Repairing KW - Streambeds UR - https://trid.trb.org/view/422603 ER - TY - RPRT AN - 00681839 AU - Ballinger, C A AU - Drake, P G AU - Smith (Wilbur) Associates, BTML Division AU - Federal Highway Administration TI - CULVERT REPAIR PRACTICES MANUAL: VOLUME I. FINAL REPORT PY - 1995/05 SP - 265 p. AB - All culverts with openings of more than 20 ft (6.1 m), measured parallel to the roadway, must be inspected on a two-year cycle in accordance with the National Bridge Inspection Standards (NBIS). Many highway agencies also inspect smaller culverts on the same cycle. The NBIS, and prudent engineering, requires that culverts that are structurally weak or hydraulically inadequate be inspected on a more frequent cycle. This manual has been developed to provide guidance to highway agencies on procedures that may be used to repair a wide variety of types of problems that beset metal and concrete culverts of all types. Many of the procedures are also applicable to the repair of timber and stone masonry culverts. Procedures are also presented on ways to improve the inlet and outlet ends of culverts as well as the streambed channels leading to and from them. Information presented in this manual has been compiled from numerous contacts with representatives of the culvert industry as well as many highway agencies through the United State and Canada. KW - Culvert inlets KW - Culvert outlets KW - Culverts KW - Linings KW - Maintenance KW - Manuals KW - Repairing KW - Streambeds UR - https://trid.trb.org/view/422602 ER - TY - RPRT AN - 00681843 AU - Hawkins, H G AU - Bartoskewitz, R T AU - Fenno, D W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF RURAL GUIDE SIGNING: SECOND YEAR ACTIVITIES AND PRELIMINARY RECOMMENDATIONS. INTERIM REPORT PY - 1995/05 SP - 196 p. AB - This report describes the tasks conducted during the second year of a three-year study evaluating the use of guide signs on conventional highways in rural areas. Some of the major tasks conducted during the second year of the study include: a survey of signing practices in other states, a survey of driver information needs, a laboratory evaluation of alternative designs for the F.M. route marker, a laboratory evaluation of alternative designs for combination signing, and a field study of driver responses to guide signing. The second-year findings were used to develop a series of preliminary recommendations that primarily address the design and placement of conventional guide signs. In general, the recommendations indicate the need for larger state route markers and taller numbers in the route markers, adoption of a new design for the F.M./R.M. route marker, moving guide signing further from the intersection, and reducing the number of unique highway classifications in Texas. KW - Alternatives analysis KW - Data collection KW - Design KW - Driver information systems KW - Driver reaction KW - Drivers KW - Field studies KW - Guide signs KW - Laboratory studies KW - Location KW - Placement KW - Reaction time KW - Recommendations KW - Route markers KW - Rural areas KW - Signs KW - States KW - Surveys KW - Traffic sign design KW - Traffic signs UR - https://trid.trb.org/view/422606 ER - TY - RPRT AN - 00680878 AU - WHITING, D AU - NAGI, M AU - BROOMFIELD, J P AU - Construction Technology Laboratories, Incorporated AU - Federal Highway Administration TI - EVALUATIONS OF SACRIFICIAL ANODES FOR CATHODIC PROTECTION OF REINFORCED CONCRETE BRIDGE DECKS. INTERIM REPORT PY - 1995/05 SP - 115 p. AB - Laboratory evaluations were carried out on a series of anode materials, including aluminum, magnesium, and zinc alloys. Anode/steel couples were placed in simulated concrete environments consisting of sealed containers filled with silica sand treated with a mixed alkali-chloride solution. Measurements of current flow, circuit resistance, potential, and depolarization were made over a period of 18 weeks. Based on results obtained, aluminum and zinc anodes were found to hold the most promise for use as galvanic anodes in reinforced concrete bridge decks. A series of reinforced concrete test slabs were produced for evaluation of the candidate materials. Normal-weight structural concrete, structural lightweight concrete, free-draining concrete, and free-draining latex-modified concrete overlays were placed over the anodes to serve as riding surfaces. Performance of the cathodic protection (CP) systems was evaluated using current flow and depolarization techniques. For aluminum anodes overlaid with normal-weight and lightweight concretes, current densities reached fairly stable values after about 3 months of exposure. Zinc anodes were not functional when overlaid with normal-weight or lightweight concretes. All anodes showed high current outputs when placed under free-draining overlays, but potential problems with freeze-thaw durability preclude their use in actual installations at this time. Based on these data, field trials are recommended using aluminum anodes overlaid with either normal-weight or lightweight concrete. KW - Aluminum KW - Anodes KW - Anodic materials KW - Bridge decks KW - Cathodic protection KW - Concrete overlays KW - Freeze thaw durability KW - Laboratory tests KW - Latex modified concrete KW - Lightweight concrete KW - Magnesium KW - Performance evaluations KW - Reinforced concrete KW - Zinc UR - https://trid.trb.org/view/422287 ER - TY - RPRT AN - 00680869 AU - MENDIS, K AU - Mani, A AU - Shyu, S-C AU - EASI Engineering AU - Federal Highway Administration TI - FINITE ELEMENT CRASH MODELS OF MOTOR VEHICLES. FINAL REPORT PY - 1995/05 SP - 93 p. AB - This report describes the results of vehicle measurements, finite element modeling, and response verification of a Honda Civic Automobile. The objective of this program of work was to create an impact finite element model of the vehicle. The model was developed for frontal impact with a sign or pole type highway structure. KW - Automobiles KW - Collision models KW - Crashes KW - Finite element method KW - Frontal crashes KW - Mathematical models KW - Poles (Supports) KW - Sign structures KW - Sign supports KW - Signs UR - https://trid.trb.org/view/422278 ER - TY - RPRT AN - 00680872 AU - Ridella, S A AU - Mani, A AU - EASI Engineering AU - Federal Highway Administration TI - FINITE ELEMENT MODELS OF AUTOMOTIVE VEHICLES, TASK B: DESIGN VEHICLE SET DEVELOPMENT. FINAL REPORT PY - 1995/05 SP - 56 p. AB - This document describes a systematic survey of the U.S. motor vehicle fleet for vehicle characteristics in relation to highway barrier design. The goal was to define a design vehicle set that represented the fleet based on the results of the surveyed characteristics. Data sources, survey and statistical methods, and specific vehicles are revealed in the final design set. KW - Crash data KW - Crashes KW - Data collection KW - Design vehicle set KW - Finite element method KW - Motor vehicles KW - Statistics KW - Surveys KW - Vehicle characteristics KW - Vehicle design UR - https://trid.trb.org/view/422281 ER - TY - RPRT AN - 00680870 AU - National Center for Earthquake Engineering Research AU - Federal Highway Administration TI - SEISMIC RETROFITTING MANUAL FOR HIGHWAY BRIDGES. TASK REPORT PY - 1995/05 SP - 330 p. AB - This manual is an interim revision of the Federal Highway Administration (FHWA) publication "Seismic Retrofitting Guidelines for Highway Bridges", which was published in 1983 as report number FHWA/RD-83/007. It describes an evaluation procedure for retrofitting seismically deficient highway bridges and outlines various measures to upgrade these structures. The guidance provided in this manual is comprehensive in nature and nationally applicable to bridges in different seismic zones. It includes a revised preliminary screening procedure; two methods of detailed evaluation (which include the capacity/demand ratio method and the lateral strength method); and expanded sections on retrofit measures for bearings, columns, footings, foundations, and soils. A new section on the application of seismic isolation to bridge retrofit is also included. These recommendations are generally compatible with those for the seismic design of new bridges contained in Division I-A of the American Association of State Highway and Transportation Officials (AASHTO) "Standard Specifications for Highway Bridges" and should be used in conjunction with these specifications. The manual is termed an interim revision because the subject matter is still evolving at this time. It is expected to be reissued when the results of on-going research studies are known and have been tested in field applications and demonstration projects. KW - Base isolation KW - Earthquake resistant design KW - Guidelines KW - Highway bridges KW - Manuals KW - Retrofitting UR - https://trid.trb.org/view/422279 ER - TY - RPRT AN - 00680845 AU - Manen, F T AU - Coley, A B AU - Peltor, M R AU - Southeastern Transportation Center AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - USE OF INTERSTATE PASSAGEWAYS BY BLACK BEARS. FINAL REPORT PY - 1995/05 SP - 14 p. AB - Vehicle collisions account for up to forty black bear (Ursus americanus) deaths per year in Tennessee. Historically, a relatively high number of bear deaths have occurred on Interstate Highway 40 between mile marker 440 and the North Carolina state line. To date, use of passageways such as bridges, barrel culverts, or box culverts by black bear and other wildlife has not been studied in the southern Appalachians. Bear and other wildlife movement through 2 culverts and a bridge under Interstate 40 were studied for 4 months. The 2 culverts were equipped with cameras triggered by passive infrared motion detectors. The bridge crossing was visually inspected for animal tracks. The cameras recorded raccoons and small rodents. There were no records of black bears. Fresh tracks of raccoons, small rodents, skunks, and domestic dogs were recorded under the bridge. The results of the study indicate that the camera system functions satisfactorily. However, technical changes were identified which could improve future performance. Based upon the performance of the camera system with raccoons and other animals, it is unlikely that bears used the culverts as passageways during the monitoring period. However, the lack of bear data does not necessarily indicate that bears do not use the passageways. Instead, it may reflect a temporary reduction in bear travel during a good hard mast year. Initial study results indicate that larger culverts shielded by forest cover in natural drainage systems may provide the best wildlife passageways. At this juncture it is impossible to determine what passageways bears prefer. Several years of monitoring may be necessary to account for temporal variations in bear movements. Additional monitoring stations in other culverts and in areas with different habitats and greater topographic variation may improve results. KW - Animal behavior KW - Black bears KW - Bridges KW - Cameras KW - Culverts KW - Highway design KW - Interstate highways KW - Motor vehicle accidents KW - Surveillance KW - Tennessee KW - Traffic crashes KW - Utilization KW - Wilderness areas KW - Wildlife KW - Wildlife crossings UR - https://trid.trb.org/view/422254 ER - TY - RPRT AN - 00680844 AU - Burati, J L AU - Bridges, W C AU - Ackerman, S A AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF QUALITY ASSURANCE PROGRAMS FOR BITUMINOUS PAVING MIXTURES. FINAL PROJECT REPORT PY - 1995/05 SP - 110 p. AB - Over the years, the South Carolina Department of Transportation (SCDOT) has initiated various procedures to improve the Quality Assurance (QA) programs it uses to verify that quality asphalt paving mixtures are used on its projects. The SCDOT QA Program currently consists of the Record Sample, Independent Assurance (known as the Green Tag Program), and Split Sample programs. Because these three programs developed at different times and possibly for different reasons, a study was needed to determine how the three programs mesh together, if there are overlaps or gaps in these programs, and if they are serving the function or functions for which they were intended. The study consisted of a review of the documentation of the existing programs, interviews with the Federal Highway Administration (FHWA) and SCDOT personnel to establish the objectives for each program, a survey of other State Highway Agency Independent Assurance (IA) practices, and an analysis of historical data from each of the programs. ASTM precision statements were also considered when evaluating the allowable tolerances for comparing test results. This report recommends that the Record Sample and Split Sample programs be maintained with some modification in procedures, including using independently obtained samples, as opposed to split samples, for the Record Sample Program, and slightly modified allowable comparison tolerances for both programs. It is concluded that the Green Tag Program is not necessary for the purpose of IA. It primarily serves an enforcement function, and in not needed unless the SCDOT believes that it is necessary to provide an external psychological inducement to assure that its inspectors properly perform their job functions. KW - Bituminous mixtures KW - Evaluation KW - Modifications KW - Program evaluation KW - Programs KW - Quality assurance KW - Sampling KW - Test procedures KW - Tolerances KW - Tolerances (Engineering) UR - https://trid.trb.org/view/422253 ER - TY - RPRT AN - 00979947 AU - Apogee Research, Incorporated AU - Federal Highway Administration TI - IMPLICATIONS OF CHANGES IN PROCEDURES AND LAWS TO ADVANCE PUBLIC-PRIVATE PARTNERSHIPS PY - 1995/04/30 SP - 42 p. AB - Significant barriers continue to inhibit public-private partnerships in highway development. As part of a continuing effort to understand these barriers and, more importantly, to develop ways to overcome them, a five-part research project was conducted for the Federal Highway Administration (FHWA). The project reports are summarized in the body of this final report. Three summary topics are addressed in the executive summary. The first outlines an array of partnership structures or models available for financing infrastructure improvements. In the second, experience from case studies is used to identify and discuss barriers to public-private partnerships. Finally, various means to overcome the barriers are suggested. In the main body of the report, Chapter I presents a literature review; Chapter II presents six prototype models of project development, evolving from public to private; Chapter III presents selected project case studies; Chapter IV summarizes an FHWA seminar on overcoming barriers to public-private partnerships in highway transportation that was held on December 6, 1993; Chapter V highlights the key issues encountered and the barriers associated with developing partnerships between the public and private sectors for the provision and maintenance of highway infrastructure; and Chapter VI contains three appendices: (A) Comparison Chart for Key Features of Models of Highway Delivery; (B) Timeline for Development of a Public Private Partnership; and (C) Project Descriptions. KW - Barriers to partnerships KW - Case studies KW - Development KW - Financing KW - Highways KW - Infrastructure KW - Literature reviews KW - Public private partnerships UR - https://trid.trb.org/view/740725 ER - TY - RPRT AN - 00719171 AU - Federal Transit Administration AU - Federal Highway Administration TI - PLANNING AND ENVIRONMENTAL TRAINING CATALOGUE PY - 1995/04/20 SP - 17 p. AB - The Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) offer a variety of planning and environmental training courses, workshops, and seminars to individuals primarily in Federal, state, and local government, including Metropolitan Planning Organizations and transit authorities. This catalogue identifies courses that are currently available as well as courses that are under development or which are planned for future development. An FTA or FHWA contact is provided for each course that is currently available or under development. These individuals are available to answer technical questions about the training subject. The catalogue also provides details on how agencies and organizations can arrange to sponsor a National Highway Institute (NHI) course and how individuals wishing to attend a particular course can determine when and where that course is being offered. KW - Deployment KW - Environmental policy KW - Policy analysis KW - Technological development KW - Technology KW - Training programs KW - Transportation planning UR - http://ntl.bts.gov/DOCS/423.html UR - https://trid.trb.org/view/453935 ER - TY - RPRT AN - 01104396 AU - Bolezak, Richard AU - MITRE Corporation AU - Federal Highway Administration TI - Meta-Evaluation Applied to Results of ITS Initiatives. Working Note PY - 1995/04 SP - 40p AB - Meta-evaluation is a process to be used for the comparison of results across Intelligent Transportation Systems (ITS). Operational tests, a component of the ITS program administered by the Federal Highway Administration (FHWA), are expected to be the richest source of information and data.Supporting information or data from other ITS initiatives may be used as well. This document describes the steps in the meta-evaluation process. Also included, as an appendix, is an extensive list of Measures of Effectiveness (MOEs) that can be used in the meta-evaluation process. The MOEs are presented in a hierarchy format to reflect the goals, objectives, and activity areas of the ITS Program. KW - Decision making KW - Evaluation and assessment KW - Intelligent transportation systems KW - Measures of effectiveness KW - Performance evaluations KW - Policy, legislation and regulation KW - Regulations KW - Technology assessment KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16500/16550/PB2000104185.pdf UR - https://trid.trb.org/view/863569 ER - TY - RPRT AN - 01018652 AU - Paul, Harold R AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Evaluation of Recycled Projects for Performance PY - 1995/04//Final Report SP - 75p AB - Louisiana constructed two hot mix recycling projects in 1978 in order to determine the feasibility of this technology with respect to design and construction. In 1980-81 four recycled projects were constructed to examine the variations found in recycled asphaltic concrete mixtures based upon plant quality control data and verification testing. This report presents the results of a follow-up study which examined the performance of five of these projects with five conventional construction projects utilized as a control. The five year laboratory and field evaluation examined performance from structural, serviceability and distress perspectives. Structural integrity was evaluated with the Dynaflect; the Mays Ridemeter determined the serviceability index; and a pavement distress type and severity rating was conducted which included such indicators as rutting, ravelling, cracking and patching. Also, materials from each roadway were sampled to determine mix densification and the asphalt binder quality as measured by absolute viscosity, penetration and ductility. After nine years (one project) and six years (four projects) of service life, the recycled pavements have demonstrated the ability to perform similarly to the conventional hot-mix. KW - Bituminous binders KW - Ductility KW - Dynaflect KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Louisiana KW - Mix design KW - Patching KW - Pavement cracking KW - Pavement distress KW - Pavement performance KW - Recycled materials KW - Rutting KW - Serviceability KW - Stripping (Pavements) KW - Structural tests KW - Viscosity UR - http://www.ltrc.lsu.edu/pdf/2005/report_216.pdf UR - https://trid.trb.org/view/771635 ER - TY - RPRT AN - 00760552 AU - Fu, Gongkang AU - New York State Department of Transportation AU - Federal Highway Administration TI - HIGHWAY BRIDGE RATING BY NONDESTRUCTIVE PROOF-LOAD TESTING FOR CONSISTENT SAFETY PY - 1995/04 SP - 76 p. AB - Because of the limitations of the analytical approach to rating bridges in the current AASHTO specifications, proof-load testing is often a desirable alternative rating method. The study reported here examined the feasibility of a proof-load testing program for New York, addressing both economic and technical aspects. Such a program with clearly defined application areas is found to be cost-effective. Two technical objectives are identified, based on review of current practice elsewhere: 1) prescription of the target proof load, and 2) development of a detailed procedure manual to guide typical proof-load tests. These tasks were completed and the results (including a draft text of the manual) are presented in this report. KW - Bearing capacity KW - Cost effectiveness KW - Highway bridges KW - Manuals KW - Nondestructive tests KW - Proof load tests KW - Ratings UR - http://ntl.bts.gov/lib/21000/21100/21112/PB99100091.pdf UR - https://trid.trb.org/view/496292 ER - TY - RPRT AN - 00735934 AU - McCord, M R AU - Merry, C J AU - Bossler, J D AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - THE FEASIBILITY OF TRAFFIC DATA COLLECTION USING SATELLITE IMAGERY PY - 1995/04 SP - 221 p. AB - The objectives of this research were as follows: (1) estimate the performance capabilities of remote sensor technologies to determine vehicle types against a background of pavement types; (2) evaluate the feasibility of determining vehicle types from a simulated data set (digitized aircraft photography); (3) investigate the availability of and specify an ideal satellite sensor system to meet these requirements; and (4) analyze the spatial and temporal coverage that could be expected from various satellite orbit configurations. Section 1 of this report provides an introduction. Section 2 discusses current traffic data collection efforts, methodologies used to collect and monitor traffic data, the potential of remote sensing techniques, and deficiencies in current data collection and advantages for collecting spatially rich data. Section 3 describes a mathematical model developed to work with digital panchromatic imagery from a remote sensing instrument used to image vehicles against pavements. Section 4 describes the orbital coverage problem. Sections 5 and 6 address the commercial feasibility of such a satellite design and describe other potential remote sensing sensors. Section 7 addresses future efforts. Section 8 presents the conclusions of this study, which are briefly summarized as follows: It was determined that the resolutions required would not allow the use of geo-stationary or geosynchronous orbits, and that the resulting coverage would imply that satellite data would augment, rather than replace the traffic data collection task. It was determined that a 1-m resolution is necessary to count and classify vehicles (cars and trucks) with greater than a 90% accuracy. With a satellite design using an inclination angle of 130 deg for a swath width of 15 km to achieve a 1-m resolution, mathematical analysis showed that it is possible to cover approximately 1% of the highways in the United States per day. Systematic analysis showed that the primary limiting constraint to increasing coverage would be data transmission rate when acquiring data at 1-m resolution. Before satellite data could be used routinely to count and classify traffic data on an operational basis, the infrastructure required to process and use the satellite data must be considered. The Eyeglass (trademark) system, which will provide 1-m resolution satellite data, will be launched and operational in 1997. This provides an excellent opportunity to develop the infrastructure required to process and use the satellite data on an operational basis for traffic data collection parameters. KW - Artificial satellites KW - Data collection KW - Feasibility analysis KW - Future KW - Future research KW - Imagery KW - Information processing KW - Infrastructure KW - Mathematical models KW - Orbital coverage KW - Remote sensing KW - Research KW - Satellite imagery KW - Traffic data UR - https://trid.trb.org/view/478527 ER - TY - RPRT AN - 00734577 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 1: TASK ONE REPORT - INITIAL TECHNOLOGY REVIEW PY - 1995/04 SP - 91 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 it 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 1 report identifies the overall project objectives and the intended process for completing the project. The contents are organized in the following chapters: (I) Introduction (background, purpose, definition, technologies, and project team description); (II) Review of Agency Experiences and Related National Research; (III) Detailed Description of Non-Intrusive Technology Types; (IV) Project Evaluation Plan; (V) Vendor Participation and Devices; (VI) Initial Comparison of Detector System Capabilities and Costs; (VII) Project Timeline; and (VIII) Conclusion. Appendix A contains summaries of the interviews of state agencies, Appendix B the project contact list, and Appendix C a detailed vendor and product list. KW - Accuracy KW - Alternatives analysis KW - Data collection KW - Detection and identification technologies KW - Field tests KW - Guides to the literature KW - Interviewing KW - Literature reviews KW - Monitoring KW - Non-intrusive detection devices KW - Performance KW - Programming (Planning) KW - Strategic planning KW - Technology KW - Traffic data KW - Urban areas KW - Vehicle detectors KW - Vehicle operations UR - https://trid.trb.org/view/471431 ER - TY - RPRT AN - 00725503 AU - Ales, J M AU - Yura, J A AU - Engelhardt, M D AU - Frank, K H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - THE CONNECTION BETWEEN A STEEL CAP GIRDER AND A CONCRETE PIER. FINAL REPORT PY - 1995/04 SP - 267 p. AB - At congested highway interchanges, horizontal and vertical clearance requirements may dictate the use of narrow piers and shallow depth cap girders to accommodate the various roadways and overpasses. In situations such as this, the state of Texas uses horizontally curved steel plate girders as the bridge structural system, supported on integral steel cap girders at single column piers. Two bearings are used to connect the steel cap girder to the concrete pier. Owing to the narrow pier, unbalanced loading may produce a transverse overturning moment at the pier; the bearings resist this moment by developing a couple, with one bearing loaded in compression and one bearing loaded in tension. When the unbalanced loading is caused by truck traffic, which is cyclic, the bearing resisting the uplift is subject to fatigue loading. The standard connection used by the state of Texas is an in-house design that comprises a line rocker bearing, which accommodates the horizontal rotation, and embedded anchor bolts that are used to both resist potential uplift and to provide a positive connection from the cap girder to the pier. The behavior of this connection, however, is not well understood and the detailing is complex. The objectives of this research were to examine and categorize the behavior of the existing connection and to develop a new detail that is simpler and cost effective, and to develop design guidelines for steel reinforcement in the concrete pier cap. The research showed that the standard Texas Department of Transportation connection performs adequately with respect to horizontal rotation but that it cannot resist uplift because of the poor fatigue characteristics of threaded anchor bolts. While the fatigue problem may be mitigated by post-tensioning the uplift bearing, this option in not available for the standard connection. Two new connection details were developed, one to be used for situations in which uplift does not occur and one that is capable of resisting uplift. The new details replace the line rocker with a rolled wide-flange section, and the threaded anchor bolts are replaced with high-strength threadbar, which is specifically designed for post-tensioning. The new connections proved to be more cost effective than the standard connection. At the top of the concrete pier, a strut-and-tie model is recommended for designing the steel reinforcement to support the bearing loads. KW - Bridge design KW - Bridge piers KW - Bridges KW - Concrete bridges KW - Connections KW - Cost effectiveness KW - Fatigue (Mechanics) KW - Fatigue loading KW - Innovation KW - Loads KW - Piers (Supports) KW - Reinforcement (Engineering) KW - Steel cap girders KW - Structural design KW - Structural models KW - Strut and tie method KW - Tie bars KW - Uplift pressure UR - https://trid.trb.org/view/460828 ER - TY - RPRT AN - 00724992 AU - Clarke, A AU - Tracy, L AU - University of North Carolina, Chapel Hill AU - Bicycle Federation of America AU - Federal Highway Administration TI - BICYCLE SAFETY-RELATED RESEARCH SYNTHESIS PY - 1995/04 SP - 152 p. AB - This research synthesis is designed to summarize bicycle safety-related research and applied research since 1981 in the United States. The report has been developed for the benefit of researchers and practitioners in the field. The report updates an earlier synthesis prepared for the Federal Highway Administration in 1981. The report reviews research into current levels of bicycle use, potential levels of use, and the benefits bicycling can bring to society; identifies the scale and nature of crashes related to bicycle use; discusses engineering countermeasures that have been tested to prevent crashes; brings readers up-to-date with current practices related to bicycle facility selection and design; highlights surface irregularities that endanger bicyclists as well as countermeasures to correct them; introduces readers to traffic-calming techniques; reviews bicyclists' equipment safety and helmet use; and reviews education programs and enforcement programs to improve safety. Conclusions on the current state of knowledge in this field are offered and, where possible, references to current practices have been included. KW - Benefits KW - Bicycle crashes KW - Bicycle facilities KW - Bicycle safety KW - Bicycle travel KW - Bicycles KW - Bicycling KW - Countermeasures KW - Hazards KW - Helmets KW - Research KW - State of the art studies KW - Traffic calming KW - Traffic law enforcement KW - Traffic safety KW - Traffic safety education UR - https://trid.trb.org/view/460655 ER - TY - RPRT AN - 00722544 AU - Turan, L AU - Ioannou, P AU - Safonov, M G AU - Smith, D AU - Damos, D AU - Raytheon Company AU - University of Southern California, Los Angeles AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEM. FINAL REPORT. VOLUME II: AUTOMATED CHECK-IN PY - 1995/04 SP - 87 p. AB - This document is Volume II of the final report on precursor systems analyses of the Automated Highway System (AHS). It summarizes the research results in the Automated Check-in activity area. Situations in AHS where transition from manual to automated control takes place are analyzed. In particular, vehicle fitness testing to ensure safe and smooth automated operation has been emphasized. The check-in procedures presented here and an effective malfunction management system, together with a reliable control system, would ensure a safe, smoothly operating AHS system. It is concluded that on-board built-in diagnostic tests are practical for sensor testing since crucial sensor tests can be performed via consistency checks on the redundant paths; on-board built-in tests of control actuators and electronics are also practical, provided the systems are designed for testability. This requires certain non-standard design modifications for the brake, throttle, and steering systems that allow on-board built-in diagnostic testing of automatic control electronics and actuators during manual operation. Provided that such testable control system designs are adopted, no on-site tests are expected to be needed. Whenever a malfunction is determined in any redundant path, fall-back procedures to the next lower level of automation not requiring that particular redundancy will have to be initiated. KW - Automated checkin KW - Automated highway systems KW - Diagnostic tests KW - On board KW - Onboard navigational aids KW - Precursor systems KW - Vehicle tests UR - https://trid.trb.org/view/459734 ER - TY - RPRT AN - 00722546 AU - Dickerson, J A AU - Lai, M C AU - Ioannou, Petros A AU - Chien, C C AU - Kanaris, A AU - Damos, D AU - Smith, D AU - Shulman, M AU - Eckert, S AU - Raytheon Company AU - University of Southern California, Los Angeles AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEM. FINAL REPORT. VOLUME IV: LATERAL AND LONGITUDINAL CONTROL ANALYSIS PY - 1995/04 SP - 304 p. AB - This document is Volume IV of the final report on precursor systems analyses of the Automated Highway System (AHS). It analyzes the requirements, issues, and risks associated with lateral and longitudinal control of vehicles operating on the AHS. This report presents a possible evolutionary path for the automation of lateral and longitudinal control. This evolutionary path is characterized by five evolutionary representative system configurations (ERSCs). This analysis looks at the development of longitudinal, lateral and finally combined lateral and longitudinal systems in terms of the performance and reliability requirements and deployment scenarios. The performance requirement analysis covers driver comfort and acceptance issues during automatic control and transitions between automatic and manual control in addition to investigating the sensor, actuator and controller requirements for the control systems. Roadway traffic controllers may improve traffic flow through traffic networks in terms of travel time reduction and congestion avoidance. The reliability requirements analysis uses NHTSA's accident rates data to quantify the reliability requirements in various levels of vehicle automation. This report derives the reliability functional requirements for the automatic systems used in lateral and longitudinal control. The reliability functional requirements allow us to assess the required redundancy and structural complexity in implementing these automatic systems. This information can be used to estimate the cost and difficulty to build the automated highway systems. KW - Advanced vehicle control systems KW - Automated highway systems KW - Control systems KW - Control transfer KW - Deployment KW - Evolution KW - Human factors engineering KW - Longitudinal control KW - Performance KW - Precursor systems KW - Reliability KW - System configuration KW - System design KW - Transfer functions UR - https://trid.trb.org/view/459736 ER - TY - RPRT AN - 00722528 AU - Miller, M AU - YIM, Y B AU - Hellman, P AU - Sharafsaleh, M AU - Hanson, M AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA H: ROADWAY DEPLOYMENT ANALYSIS PY - 1995/04 SP - 103 p. AB - This report investigates the issues and risks associated with the roadway infrastructure deployability of Automated Highway Systems (AHSs) in the context of case studies of both urban and rural area freeway corridors in California. The urban case study corridor, a portion of U.S. Route 101 in Los Angeles, represents the "worst" case corridor in that it poses the most overall constraints to AHS infrastructure deployment. The rural area case study corridors were portions of Interstate 5 in northern and southern California and portions of State Route 99 between Fresno and Sacramento. AHS deployment concepts consisting of at-, above-, and below-grade configurations, were evaluated given the physical roadway characteristics of the case study corridors. Based on an examination of these concepts relative to criteria such as acquisition of right-of-way, cost, and environmental impacts, the deployment potential of each concept was determined. The issues identified pertained to operational features of the at-grade configuration, design considerations for the above- and below-grade configurations, and environmental concerns relating to adjacent land use developments. Operational features include the effects of weaving activities on the capacity of manual lanes where lane changes occur to access the automated lane through a transition lane, requirements of physical barriers and design solutions for separating automated, transition, and manual lanes, vehicle segregation within shared automated/manual facilities, and psychological impact of barriers on drivers. Design requirements include structural engineering of elevated structures, locations of exclusive entry and exit facilities, and accommodation of manual lane splits and merges for automated facilities. Environmental concerns include the design comparability with adjacent development, land use considerations, and traffic impacts on neighborhood arterials. While the issues identified are directly related to the deployment concepts examined for the case studies, they nevertheless, provide valuable information applicable in other corridors. KW - Automated highway systems KW - Barriers KW - Barriers (Roads) KW - Case studies KW - Costs KW - Deployment KW - Environmental impacts KW - Infrastructure KW - Operational analysis KW - Operations KW - Precursor systems KW - Property acquisition KW - Right of way (Land) KW - Rural areas KW - Speed change lanes KW - System configuration KW - System design KW - Transition lanes KW - Urban areas UR - https://trid.trb.org/view/459718 ER - TY - RPRT AN - 00722526 AU - Chatziioanou, A AU - Miller, M AU - Varaiya, P AU - Hall, R AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. CONTRACT OVERVIEW REPORT: ACTIVITY AREAS A, H, J, P PY - 1995/04 SP - 11 p. AB - This report gives an overview of research conducted in the following four activity areas for precursor systems analyses of Automated Highway Systems (AHSs): A - Urban and Rural AHS Comparisons; H - Roadway Deployment Analysis; J - Entry/Exit Implementation; and P - Cost/Benefit Analysis. KW - Alternatives analysis KW - Automated highway systems KW - Benefit cost analysis KW - Deployment KW - Entry/exit KW - Precursor systems KW - Rural areas KW - Urban areas UR - https://trid.trb.org/view/459716 ER - TY - RPRT AN - 00722529 AU - Varaiya, P AU - University of California, Berkeley AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA J: ENTRY/EXIT IMPLEMENTATION PY - 1995/04 SP - 61 p. AB - This is the final report of a study of the following issues in the implementation of entry and exit in an Automated Highway System (AHS): Strategies for merging and leaving the AHS lane via the transition lane and via dedicated ramps; Communication protocols for coordinating entry and exit maneuvers, and lateral and longitudinal control laws for those maneuvers; Alternative ramp configurations; Queue lengths at entry and exit; Transfer of control between human driver and automatic control system; Safety; Length of transition lane; and Disruption of AHS lane flow. KW - Automated highway systems KW - Control systems KW - Control transfer KW - Entry/exit KW - Highway safety KW - Implementation KW - Maneuvering KW - Precursor systems KW - Queuing KW - Ramps KW - Speed change lanes KW - Traffic flow KW - Transfer functions KW - Transition lanes UR - https://trid.trb.org/view/459719 ER - TY - RPRT AN - 00720299 AU - Andrews, E M AU - Smith, R E AU - Beatty, C K AU - Button, J W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF MICRO-SURFACING MIXTURE DESIGN PROCEDURES AND THE EFFECTS OF MATERIAL VARIATION ON THE TEST RESPONSES. INTERIM REPORT PY - 1995/04 SP - 130 p. AB - This study examined the repeatability of the International Slurry Surfacing Association (ISSA) mixture design tests by evaluating the variability of the test results obtained. Consistencies between material combinations and within a given material formulation were evaluated. The repeatability of the tests using materials falling within current micro-surfacing specifications was obtained. Material compositions were varied, and the responses for the various tests were examined to identify any definite trends. This process revealed more about the behavior of materials used in typical micro-surfacing mixtures. The establishment of the repeatability of these tests and the observation of the impact of material variation is an initial investigation that provides a foundation for future micro-surfacing research. KW - Cold mix paving mixtures KW - Materials selection KW - Materials tests KW - Microsurfacing KW - Repeatability KW - Test procedures KW - Test results KW - Trend (Statistics) KW - Variables UR - https://trid.trb.org/view/454686 ER - TY - RPRT AN - 00720274 AU - Salt, B K AU - Carrasquillo, R L AU - Loehr, R C AU - Fowler, D W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - RECYCLING CONTAMINATED SPENT BLASTING ABRASIVES IN PORTLAND CEMENT MORTARS USING SOLIDIFICATION/STABILIZATION TECHNOLOGY. FINAL REPORT PY - 1995/04 SP - 130 p. AB - The use of abrasive blasting to remove lead-based paint from steel bridges produces contaminated spent blasting abrasives that may be classified as hazardous by the Environmental Protection Agency. If the spent abrasives leach lead, chromium, and cadmium greater than the EPA limits, the spent abrasives are classified as hazardous and must be rendered nonhazardous prior to disposal. An alternative to disposing of the spent blasting abrasives is to recycle them in an environmentally sound application. This study investigates the feasibility of recycling spent blasting abrasives in portland cement mortars using solidification/stabilization technology to produce a usable construction material. Field application guidelines for recycling spent blasting abrasives in portland cement mortars are established based upon the results of this study. KW - Admixtures KW - Blast cleaning KW - Cadmium KW - Chromium KW - Guidelines KW - Hazardous wastes KW - Leaching KW - Lead (Metal) KW - Mix design KW - Portland cement KW - Recycling KW - Soil stabilization KW - Solidification KW - Spent blasting abrasives KW - Stabilization KW - Toxicity KW - Wastes UR - https://trid.trb.org/view/454661 ER - TY - RPRT AN - 00720276 AU - Acha-Daza, J AU - Moore, R AU - Mahmassani, H S AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF CONGESTION PRICING FOR REDUCING URBAN CONGESTION AND IMPROVING AIR QUALITY. FINAL REPORT PY - 1995/04 SP - 223 p. AB - The principal goal of this study is to provide Texas Department of Transportation (TxDOT) engineers and officials with information and approaches that would assist in: 1) determining the potential of road pricing for urban congestion control, air quality enhancement, and revenue generation in Texas; and 2) developing a strategy for possible implementation of road pricing in Texas. Previous experience with congestion pricing in the U.S. and overseas is reviewed, revealing successful aspects as well as areas of concern. An integrated methodology for the evaluation of the networkwide traffic and air quality impacts of particular pricing schemes is developed. It is based on the DYNASMART dynamic simulation-assignment framework, expanded to incorporate specific user responses to pricing. An extensive stated preference survey of residents of Dallas, Houston, El Paso, and San Antonio is also conducted, indicating generally negative public attitudes towards pricing. KW - Air quality KW - Attitudes KW - Congestion pricing KW - Data collection KW - Impact studies KW - Reduction (Decrease) KW - Revenues KW - Road pricing KW - Strategic planning KW - Surveys KW - Traffic congestion UR - https://trid.trb.org/view/454663 ER - TY - RPRT AN - 00720271 AU - Rosenblad, B L AU - Stokoe, K H AU - Roesset, J M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF STRESS-WAVE METHODS FOR IMPLEMENTATION INTO A ROLLING SYSTEM TO DETECT PAVEMENT IRREGULARITIES. FINAL REPORT PY - 1995/04 SP - 190 p. AB - Experimental testing was performed to study the feasibility of implementing two stress-wave techniques, the impact-echo and impulse-response methods, into a rolling system for "on-the-fly" detection of subsurface flaws in rigid concrete pavements. These studies have concentrated on flaws such as delaminations within the rigid surface layer, and on voids and debondings directly under the rigid surface layer. Results from previous finite element studies are presented to demonstrate the effects of parameters associated with the flaw (such as size and depth) and the pavement system (such as surface layer thickness and surface-base impedance contrast). Experimental tests were performed under controlled conditions at three test sites, including two full-scale test pavement facilities. Identical locations were tested using the impact-echo and impulse-response techniques so that the applicability of each technique for detection of various flaw conditions could be directly compared. Successful application of these techniques to detecting voids and debondings is presented. Lastly, experimental studies were performed to evaluate the feasibility of receiving the frequencies of interest for the impact-echo and impulse-response methods with a wheel-mounted receiver. These results, along with the experimental field results and numerical modeling results, are used to illustrate the advantages and limitations of each nondestructive testing technique for implementation into a rolling system for project-level studies. KW - Alternatives analysis KW - Cracking KW - Debonding KW - Delamination KW - Impact echo tests KW - Impulse response KW - Nondestructive tests KW - Rigid pavements KW - Stress waves KW - Stresses KW - Testing equipment KW - Void ratios KW - Voids KW - Waves KW - Wheel-mounted receivers KW - Wheels UR - https://trid.trb.org/view/454658 ER - TY - RPRT AN - 00720050 AU - Federal Highway Administration TI - NATIONALLY COORDINATED PROGRAM OF HIGHWAY RESEARCH, DEVELOPMENT, AND TECHNOLOGY: ANNUAL PROGRESS REPORT, FISCAL YEAR 1994 PY - 1995/04 SP - 162 p. AB - This progress report gives an overview of research and technology transfer being conducted under the Nationally Coordinated Program (NCP) of Highway Research, Development, and Technology (RD&T) from October 1, 1993 through September 30, 1994. The NCP is organized into categories, programs, and projects. The NCP categories covered in this 1994 report are: A. Highway Safety, B. Traffic Operations/Intelligent Transportation Systems, C. Pavements, D. Structures, E. Materials and Operations, F. Policy, G. Motor Carrier Transportation, J. Planning, K. Environment, L. Right-of-Way, M. Advanced Research, and N. International Programs. This report highlights the high priority areas to show the research emphasis of the NCP. Each NCP program has a program manager within the Federal Highway Administration (FHWA) Headquarters (Washington, DC and the Turner-Fairbank Highway Research Center in McLean, VA). The program manager coordinates the Federal staff and contract activities with the State Planning and Research (SP&R) program and the National Cooperative Highway Research Program (NCHRP), and networks with other groups, including the American Association of State Highway and Transportation Officials' Standing Committee on Research. This report covers research on all categories, RD&T transfer activities funded by the States, as well as other Government and special programs. This is the seventh NCP Annual Progress report since 1987. KW - Annual reports KW - Development KW - Highways KW - National Cooperative Highway Research Program KW - Nationally coordinated program (Ncp) KW - Research KW - Research and development KW - State planning and research (Sp&r) program KW - Strategic planning KW - Technology transfer KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/454439 ER - TY - RPRT AN - 00713485 AU - Federal Highway Administration TI - THE 1995 ANNUAL REPORT ON HIGHWAY SAFETY IMPROVEMENT PROGRAMS PY - 1995/04 SP - 44 p. AB - This report is the 21st in a series of annual reports on the Federal Highway Administration's (FHWA's) highway safety improvement programs. The report examines 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 in reducing the number and severity of motor vehicle traffic accidents. The report also provides national traffic accident statistics. The report is based upon 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, 1994. The fiscal information is current as of September 30, 1994. The accident data and other information are current as of December 31, 1993, 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) Other Major Safety Activities; Appendix A - Glossary; and Appendix B - Description of Safety Improvements and Service Life. KW - Annual reports KW - Crash data KW - Crash severity KW - Crashes KW - Effectiveness 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/448312 ER - TY - RPRT AN - 00681983 AU - Arockiasamy, M AU - AMER, A AU - Florida Atlantic University, Boca Raton AU - Florida Department of Transportation AU - Federal Highway Administration TI - LOAD DISTRIBUTION ON HIGHWAY BRIDGES BASED ON FIELD TEST DATA. FINAL REPORT PY - 1995/04 SP - 182 p. AB - The study presents the load distribution on the more commonly used bridge types in Florida, viz., slab-on-girder, solid slab, voided slab and double Tee bridges. The existing analytical and field load distribution methods for different bridge types are reviewed in this study. Grillage analogy is used as an analytical tool to study the various parameters affecting wheel load distribution. Both analytical and field studies on the wheel load distribution of solid and voided slab, slab-on-AASHTO girders, slab-on-bulb-Tee and double-Tee bridges are presented. In addition to the analytical study, data from field tests performed by the Structures Research Center, Florida Department of Transportation, are compared with those based on the grillage analogy, AASHTO and LRFD codes. Several parameters such as span length, bridge width, slab thickness, girder type, edge beam, number of lanes, etc., are considered in the parametric studies. Simplified formulae for the effective width of solid slab bridges and shear load distribution of slab-on-AASHTO girder bridges are proposed in this study. In general, the bridge rating based on wheel load distribution factors calculated from measured strains seems to give satisfactory results except for bridges with preexisting cracks. KW - Bridge rating KW - Bridges KW - Field data KW - Field studies KW - Formulas KW - Grillage analogy KW - Highway bridges KW - Ratings KW - Wheel load distribution KW - Wheel loads KW - Width UR - https://trid.trb.org/view/422710 ER - TY - RPRT AN - 00681910 AU - Anderson, C AU - Iowa Department of Transportation AU - Federal Highway Administration TI - ASPHALT RESURFACING STRUCTURAL RESEARCH. CONSTRUCTION REPORT PY - 1995/04 SP - 60 p. AB - Discarded tires present major disposal and environmental problems. One method of recycling tires is to use finely ground rubber from tires in asphalt cement concrete (ACC). This process has been researched in Iowa since 1991. There are currently eight projects being researched. This project involved using crumb rubber modifier (CRM) in ACC using a dry process. This project is located on US 63 in Howard County. It involved 17 test sections. There were five test sections using 20 lb of CRM per ton, four test sections using 10 lb of CRM per ton and eight test sections using a conventional mix. Not only were different mixes used, but the overlay was also placed in various thicknesses ranging from 2 in. to 8 in. (5 cm to 20 cm). The project was completed in August 1994. The project construction went well with only minor problems. This report contains information about procedures and tests that were completed and those that will be completed. Evaluation on the project will continue for five years. KW - Asphalt rubber KW - Crumb rubber KW - Overlays (Pavements) KW - Scrap tires KW - Solid wastes KW - Test procedures KW - Test sections KW - Thickness KW - Tires UR - http://publications.iowa.gov/id/eprint/16903 UR - https://trid.trb.org/view/422660 ER - TY - RPRT AN - 00681911 AU - Heyer, M AU - Marks, V J AU - Iowa Department of Transportation AU - Federal Highway Administration TI - ULTRA THIN PCC OVERLAYS. IOWA 21 WHITETOPPING. FINAL REPORT PY - 1995/04 SP - 89 p. AB - An 11.6 km (7.2 mi) portion of IA 21 in Iowa County from the junction of US 6, north to the junction of IA 212, was selected for the research project. The project was divided into 65 different test sections of a PCC overlay of an existing asphalt concrete (AC) surface with thicknesses of 50 mm (2 in.), 100 mm (4 in.), 150 mm (6 in.), and 200 mm (8 in.). The joint spacings for these sections were 0.6 m (2 ft), 1.2 m (4 ft), 1.8 m (6 ft), 3.7 m (12 ft), and 4.6 m (15 ft). Joints were sealed if the thickness of the pavement was over 100 mm (4 in.), unless specified. Two types of polypropylene fibers, monofilament and fibrillated, were added to the conventional PCC mix for designated sections. Three additional sections consisted of an asphalt overlay for comparison with the concrete overlay. Three different base preparations were used on the project, consisting of: patching and scarifying, patching only, and cold-in-place recycling. Sensors were placed in various test sections to measure the temperature and strain during and after construction of the overlay. Pullout tests were also conducted at various locations. Beam cylinders were made for each of the PCC mixes and tested for flexural and compressive strengths. Evaluation of the performance will be conducted through December 31, 1999. KW - Asphalt pavements KW - Cold in-place recycling KW - Cold weather KW - Compressive strength KW - Concrete overlays KW - Fiber reinforced concrete KW - Flexural strength KW - Joint spacing KW - Joints (Engineering) KW - Overlays (Pavements) KW - Patching KW - Performance evaluations KW - Polypropylene KW - Pull out test KW - Recycling KW - Scarifying KW - Spacing KW - Strain measurement KW - Temperature measurement KW - Test sections KW - Thickness UR - https://trid.trb.org/view/422661 ER - TY - RPRT AN - 00681891 AU - Meldrum, D R AU - Taylor, C E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FREEWAY TRAFFIC DATA PREDICTION USING ARTIFICIAL NEURAL NETWORKS AND DEVELOPMENT OF A FUZZY LOGIC RAMP METERING ALGORITHM. FINAL TECHNICAL REPORT PY - 1995/04 SP - 118 p. AB - This research project develops a fuzzy logic ramp metering algorithm utilizing artificial neural network (ANN) traffic data predictors. Considering the highly beneficial effects of ramp metering, such as reduced travel times and lower accident rates, optimizing metering rates is of great importance. The research objective is to overcome limitations of the current Seattle ramp metering algorithm, which reacts to existing bottlenecks rather than preventing them. An algorithm with predictive capabilities can help prevent or delay bottleneck formation. Hence, an accurate 1-minute ANN prediction provides a powerful asset to the ramp metering algorithm. The research project divides into two stages: the ANN traffic data predictor and the fuzzy logic ramp metering algorithm. This research focuses primarily on the ANN traffic data predictors, but also lays the groundwork for the fuzzy logic ramp metering concepts and algorithm. The ANN predicts 1 minute in advance significantly better than previous techniques in the Seattle area, as well as demonstrates robustness to faulty loop detector data. A multi-layer perceptron (MLP) type of ANN predicts congested mainline volume and occupancy for a station when given past values of volume and occupancy for that particular station and the adjacent upstream station. This data prediction provides an input to the fuzzy logic ramp metering algorithm. The ramp metering rate is then based on both current and predicted traffic flow. By considering the freeway as a control system instead of one section at a time, the new algorithm should avoid an oscillatory ramp metering rate, and achieve equilibrium more quickly and smoothly. KW - Algorithms KW - Bottlenecks KW - Fuzzy logic KW - Multi-layer perceptron KW - Neural networks KW - Prevention KW - Ramp metering KW - Traffic data UR - http://www.wsdot.wa.gov/research/reports/fullreports/365.1.pdf UR - https://trid.trb.org/view/422649 ER - TY - RPRT AN - 00681886 AU - Price, F AU - Yonge, D R AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - STORMWATER CONTAMINANT REMOVAL BY CHEMICALS. SUMMARY REPORT PY - 1995/04 SP - 37 p. AB - The Washington State Department of Transportation designs, operates, and maintains stormwater detention basins for flood control. Initiatives by the Washington State Department of Ecology have prioritized the consideration of stormwater quality as well as quantity for stormwater treatment. Modification of existing stormwater detention basins could afford an efficient mechanism for addressing water quality by enhancing contaminant removal. A scale model of a typical basin was constructed to investigate contaminant removal capabilities of existing detention basins. A simulated highway stormwater runoff was formulated and applied in scale model detention basin testing over a range of flow rates. Four coagulants were evaluated for their ability to enhance removal of sediment and metals. Coagulant addition resulted in significant increases in metal removal over the range of stormwater flow rates studied. The greatest improvement was observed at the higher flow rates. Enhanced metals removal resulted from increased removal of small particles and their sorbed metals. Further improvement in contaminant removal was observed following the addition of an influent baffle, resulting in improved basin hydraulic characteristics which increased solids detention and minimized short circuiting. KW - Baffles KW - Catch basins KW - Coagulation KW - Contaminants KW - Detention basins KW - Drainage KW - Flow KW - Flow rate KW - Hydraulics KW - Improvements KW - Metals KW - Removal KW - Runoff KW - Scale models KW - Sediments KW - Testing KW - Water quality UR - https://trid.trb.org/view/422644 ER - TY - RPRT AN - 00681892 AU - Roeder, C W AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FIELD MEASUREMENTS OF DYNAMIC WHEEL LOADS ON MODULAR EXPANSION JOINTS. FINAL RESEARCH REPORT PY - 1995/04 SP - 76 p. AB - Modular expansion joints are frequently used on bridges with large movements, and fatigue cracking has been noted on a number of these joints. Past studies have examined fatigue design procedures and theoretically predicted joint behavior under traffic loading. These studies have shown that the dynamic characteristics of these joints are variable, and the fatigue design loads must vary with the joint characteristics. This research report describes a field investigation of the dynamic loads and behavior of a swivel joist modular joint system. The study was performed to verify the response predicted in past theoretical studies, to establish the dynamic characteristics of the joint, and to determine appropriate fatigue design loads on the joint. The measurements are described and analyzed in detail. The report develops important conclusions regarding the dynamic loads on the joint, the distribution of load between elements of the joint, and the relative importance of different load components. The subject joint was shown to be more sensitive to vertical loads and less sensitive to horizontal loads than suggested by existing fatigue design methods. Traffic patterns were shown to have a significant impact on the behavior of this joint system. The report includes fatigue design recommendations. KW - Design load KW - Dynamic loads KW - Expansion joints KW - Fatigue (Mechanics) KW - Field measurements KW - Field tests KW - Horizontal loads KW - Load transfer KW - Loads KW - Traffic patterns KW - Travel patterns KW - Vertical loads UR - http://www.wsdot.wa.gov/research/reports/fullreports/369.1.pdf UR - https://trid.trb.org/view/422650 ER - TY - RPRT AN - 00681885 AU - Trucking Research Institute AU - Federal Highway Administration TI - FOR-HIRE TRUCKING INDUSTRY SIZE STUDY. VOLUME II - DATA INVENTORY REPORT PY - 1995/04 SP - 170 p. AB - The focus of this report is on identifying and evaluating all major information sources that include measures of trucking activity. A series of databases are presented and the relevant applications and interpretations for each set of data are described and evaluated. This report is an addendum to the full report on the For-Hire Trucking Industry Size Study (Volume I). KW - Data collection KW - Data needs KW - Data sources KW - Definitions KW - Fleet management KW - Fleet statistics KW - Information organization KW - Inventory KW - Size KW - Sizing apparatus KW - Statistics KW - Trucking UR - https://trid.trb.org/view/422643 ER - TY - RPRT AN - 00681884 AU - Trucking Research Institute AU - Federal Highway Administration TI - FOR-HIRE TRUCKING INDUSTRY SIZE STUDY. VOLUME I - FINAL REPORT PY - 1995/04 SP - 232 p. AB - The For-Hire Trucking Industry Size Study is intended to provide a basis for measuring the extent, size, and activity of carriers involved in for-hire carriage. The study has four key purposes: (1) to build a consensus and establish definitions of the for-hire trucking industry and its components; (2) to identify methods to measure various dimensions of the for-hire industry and its components; (3) to identify data elements, frequencies of collection, and other requirements to support the recommended methods of measurement; and (4) to present guidelines, policies or options for users to incorporate these data. The study draws upon research, discussions and consultation from an established study group and from a group of interested parties. Four primary tasks were included: (A) Identify Interest Groups; (B) General Issues Concerning Definitions and Measurement; (C) Define Methods and Data to Implement the Measures; and (D) Feasibility of Data Acquisition from For-Hire Carriers. In the initial tasks, a framework was developed to evaluate the key issues that affect the measurement and the analysis of trucking activity. Definitions of trucking activity were proposed and discussed. Alternative categorization structures for all trucking, and for individual segments, were evaluated. The measurement issues are not restricted to analysis of the for-hire industry, but also encompass trucking activity among private and government fleets. In general, the term "trucking industry" is used to specify activity among firms whose primary economic output is trucking transportation, i.e., for-hire carriers; the broader term "trucking activity" is used for describing commercial fleet activity for all establishments. The report establishes a common ground for describing individual segments of trucking activity, to identify the most important kinds of data that can be used to measure trucking activity, and begins the process of identifying more appropriate data on this economic segment. A separate Data Inventory Report (Volume II) has been prepared as a companion to this report to identify and evaluate the major information sources of trucking activity. KW - Data collection KW - Data needs KW - Data sources KW - Definitions KW - Fleet management KW - Fleet statistics KW - Information organization KW - Inventory KW - Size KW - Sizing apparatus KW - Statistics KW - Trucking UR - https://trid.trb.org/view/422642 ER - TY - RPRT AN - 00681874 AU - Federal Highway Administration TI - MECHANICAL SUPPORT SERVICES (BROCHURE) PY - 1995/04 SP - 2 p. AB - The Turner-Fairbank Highway Research Center, located in McLean, Virginia, provides mechanical support services for the Federal Highway Administration's various in-house research programs through its Mechanical Design/Fabrication Shop (MD/FS). The MD/FS designs and fabricates special purpose laboratory equipment, models, test specimens, as well as field devices and instruments. This brochure provides information on the history and mission of the MD/FS, discusses modernization efforts under way at the MD/FS, and gives examples of recent accomplishments. KW - Brochures KW - Highways KW - History KW - Instrumentation KW - Laboratory equipment KW - Mechanical support services KW - Modernization KW - Research KW - Scale models KW - Specimens KW - Testing equipment KW - Turner-Fairbank Highway Research Center KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/422632 ER - TY - RPRT AN - 00681847 AU - Fager, G A AU - Kansas Department of Transportation AU - Federal Highway Administration TI - COST EFFECTIVE EVALUATION OF FLY ASH STABILIZED BASE (N.E. 46TH STREET, SHAWNEE COUNTY, KANSAS). FINAL REPORT PY - 1995/04 SP - 29 p. AB - A study was undertaken between 1982 and 1993 to study the use of Type C fly ash as a stabilizer for a subbase. The project started with laboratory studies, followed with construction of three usable test sections. The first section consisted of 3 in. (7.62 cm) of hot mix overlay on 6 in. (15.24 cm) of a lime-fly ash stabilized crushed aggregate base. The second section contained 3 in. (7.62 cm) of hot mix over 6 in. (15.24 cm) of a fly ash (only) stabilized crushed aggregate base. The third section was 9 in. (22.86 cm) of hot mix over subgrade which served more as a control section. The test sections were actively monitored for approximately ten years with dynaflect and crack survey data. The report concluded that both the lime-fly ash and fly ash sections compare favorably with the hot mix only section. The laboratory studies in the report concluded that the flash setting characteristics of Type C fly ash will require a set retarder or that the fly ash be conditioned prior to actual use in the field. Use of Type C fly ash as a subgrade modification has been implemented in the field. Additionally, fly ash is presently being used in cold in-place recycling of bituminous pavements. Ammonia lignosulfonate set retarder has also been implemented. KW - Ammonia lignosulfonate KW - Crushed aggregates KW - Dynaflect KW - Fly ash KW - Hot mix asphalt KW - Laboratory studies KW - Lime fly ash KW - Monitoring KW - Pavement cracking KW - Retarders (Concrete) KW - Set retarders KW - Setting (Concrete) KW - Soil stabilization KW - Stabilization KW - Subbase KW - Subbase (Pavements) KW - Test sections UR - http://kdot1.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003670480 UR - https://trid.trb.org/view/422610 ER - TY - RPRT AN - 00680874 AU - Walcoff and Associates, Incorporated AU - Federal Highway Administration TI - FHWA WORKSHOP ON: MATHEMATICAL MODELING OF RIGID PAVEMENTS. CONFERENCE PROCEEDINGS PY - 1995/04 SP - 70 p. AB - This report presents the draft proceedings of the Federal Highway Administration (FHWA) workshop on mathematical modeling of rigid pavements. The workshop is second in a series of "Load Equivalency Workshops" sponsored by the FHWA's Pavements Division of the Office of Research. It discusses issues pertaining to rigid pavement mechanistic analysis and design and evaluates the mechanistic methods used to estimate the impact of today's heavy vehicles on rigid pavements. KW - Axle loads KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Design KW - Finite element method KW - Heavy vehicles KW - Mathematical models KW - Mechanical analysis KW - Mechanistic design KW - Reinforced concrete pavements KW - Rigid pavements KW - Truck pavement damage KW - Trucks KW - Workshops UR - https://trid.trb.org/view/422283 ER - TY - RPRT AN - 00680859 AU - Sosnovske, D AU - Oregon Department of Transportation AU - Federal Highway Administration TI - DETERMINATION OF PROPER MIXING AND COMPACTING TEMPERATURES OF LABORATORY FABRICATED ASPHALT CONCRETE SPECIMENS. FINAL REPORT PY - 1995/04 SP - 38 p. AB - The Oregon Department of Transportation (ODOT) Materials Unit has historically used one temperature for the mixing and compacting of laboratory fabricated asphalt concrete specimens. Since switching to the performance based asphalt (PBA) specifications in 1991, the Bituminous Design Crew has continued to use the same specimen preparation technique. However, the method of recommending mixing and lay-down temperatures for construction relies on a viscosity based system. The objectives of this study are to evaluate the differences in physical properties between specimens prepared using the constant temperature technique and a viscosity based temperature selection technique. The physical properties analyzed are: air void content, Hveem stability, Index of Retained Modulus and Index of Retained Strength. Because of the small sample size and the small differences in the mixing and compacting temperatures used in this study, no difference in physical properties could be identified for the two temperature selection methods. It is recommended that the Materials Unit adopt the viscosity based temperature selection method in anticipation of switching to the SHRP PG asphalt grading system and the SHRP gyratory method of compaction. KW - Air voids KW - Air voids content KW - Asphalt concrete KW - Compacting temperature KW - Hveem stability KW - Laboratory tests KW - Mixing KW - Mixing temperature KW - Specimens KW - Temperature KW - Viscosity UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DeterminationOfProperMixing.pdf UR - https://trid.trb.org/view/422268 ER - TY - RPRT AN - 00680712 AU - Aschenbrener, T AU - Shuler, S AU - Colorado Department of Transportation AU - Federal Highway Administration TI - HIGH PERFORMANCE HOT MIX ASPHALT PAVEMENTS FOR INTERSECTIONS. FINAL REPORT PY - 1995/04 SP - 71 p. AB - High traffic intersections have become a popular location for substituting portland cement concrete (PCC) pavements in place of hot mix asphalt (HMA). There are four principle reasons for this trend in the U.S.: 1) marginal performance of HMA pavements, 2) a lack of understanding regarding how to eliminate failures in HMA pavements at intersections, 3) a highly effective marketing campaign by the portland cement industry, and 4) an attitude by some in the asphalt industry to let this market go to PCC. A program has begun in Colorado to combat the reasons shown above to prove that HMA pavements can be effectively constructed at intersections and provide significant benefits to the owner. To many highway agencies, performance, construction speed, and cost are the three key issues to consider when rehabilitating or reconstructing high traffic intersections. Therefore, demonstration projects were organized by the Colorado Asphalt Pavement Association (CAPA) to demonstrate performance, construction speed and cost advantages over PCC pavements at high traffic intersections in Colorado. This paper documents the planning, design, and construction processes that were followed to successfully build an HMA pavement at an intersection carrying over 7.7 million 18 kip (8200 kg) ESALs for a 20-year design. Results of this work indicate that some of the new technologies from the Strategic Highway Research Program (SHRP) in conjunction with certain so-called "torture tests" from European experience are important factors in determining which HMA mixtures will perform best under the difficult conditions at intersections. The project was designed to evaluate both conventional and polymer modified asphalt cements, and thin overlay and thick rehabilitation strategies. KW - Asphalt cement KW - Asphalt pavements KW - Case studies KW - Construction speed KW - Costs KW - Demonstration projects KW - Driver rehabilitation KW - Europe KW - High performance KW - Hot mix asphalt KW - Intersections KW - Overlays (Pavements) KW - Pavement performance KW - Performance KW - Polymer asphalt KW - Rehabilitation KW - Testing equipment KW - Thickness UR - https://trid.trb.org/view/422219 ER - TY - RPRT AN - 00680713 AU - Chang, N-Y AU - Chiang, H-H AU - Jiang, L-C AU - Colorado Department of Transportation AU - Federal Highway Administration TI - RESILIENT MODULUS OF GRANULAR SOILS WITH FINES CONTENTS. FINAL REPORT PY - 1995/04 SP - 132 p. AB - This study examined the relationship of resilient modulus with the stabilometer R-values, and with the index properties of Colorado soils. A total of 39 resilient modulus tests were conducted, 20 in this test program and 19 in an earlier test program. Soil types ranged from A-1-a to A-7-6 with varying amounts of fines. Regression analyses were performed to formulate the functional relationship using the least square fit. Two regression equations were formulated to relate resilient modulus to R-value (one linear and one nonlinear), and four linear regression equations to relate resilient modulus to percent fines content, plasticity index, uniformity coefficient, and mean grain size. In general, the values of the Correlation coefficients are small and care should be taken when using these equations, particularly for granular soil samples with less than 30% of fines. It is recommended to abandon the effort to formulate a relationship between resilient modulus and R-value because of the inability of R-value in reflecting dynamic behavior of soils. KW - Equations KW - Fines (Materials) KW - Fines content KW - Grain size (Geology) KW - Granular soils KW - Modulus of resilience KW - Plasticity index KW - Regression analysis KW - Soil r-value KW - Standardization UR - https://trid.trb.org/view/422220 ER - TY - RPRT AN - 00681662 AU - Federal Transit Administration AU - Federal Highway Administration TI - INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT: FLEXIBLE FUNDING FOR TRANSPORTATION INVESTMENTS FY '95 PY - 1995/03/27 SP - 26 p. AB - The Intermodal Surface Transportation Efficiency Act (ISTEA) provides state and local planners and decisionmakers with unprecedented tools to develop and implement plans, improvement programs, and projects which meet locally determined goals and objectives. One such a tool, flexible funding, supports multimodal planning and project development by eliminating strict modal criteria as a condition for use. This report summarizes ISTEA's flexible funding opportunities for a wide range of surface transportation investments, focusing in particular on the transportation planning processes and fund management procedures required to take full advantage of this flexibility. KW - Flexible funding KW - Highways KW - Improvements KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Multimodal transportation KW - Programming (Planning) UR - http://ntl.bts.gov/lib/9000/9100/9132/007437.pdf UR - https://trid.trb.org/view/422508 ER - TY - RPRT AN - 00682798 AU - Drumm, E C AU - REEVES, J AU - Madgett, M R AU - University of Tennessee, Knoxville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - RESILIENT RESPONSE OF TENNESSEE SUBGRADES, PHASE II: VERIFICATION OF PREDICTION METHODS - VOLUME 2: DESIGN HANDBOOK OF INDEX PROPERTIES AND RESILIENT RESPONSE. FINAL REPORT PY - 1995/03/15 SP - 87 p. AB - The resilient modulus, M sub r, is a property used to represent the soil subgrade in mechanistic pavement design procedures. The laboratory determination of M sub r is too complex and time consuming to be applicable on a production basis. Consequently, alternative methods for the determination or estimation of M sub r are appropriate, and are in fact suggested in the AASHTO "Guide for Design of Pavement Structures". During the Phase I research program (1990-1992), three methods for estimating the resilient modulus of fine-grained Tennessee subgrade soils were developed: a) a Design Handbook, b) a Statistical Model and c) an Alternative Test Method (ATM). This investigation, Phase II, was conducted to supplement database of soils, verify the prediction methods, and improve the prototype device for the ATM. Volume 2 of this report is a self-contained Design Handbook of Index Properties and Resilient Properties. It is intended that this volume be used directly for the estimation of the resilient response of fine-grained Tennessee subgrade soils. A procedure is described for the estimation of M sub r using the Design Handbook. Also included is a procedure for the estimation of the decreases in M sub r with increasing saturation of the subgrade. This procedure is consistent with that described in the AASHTO Guide to find a damage factor to determine the effective roadbed M sub r. Volume 1 of this report provides the details of the testing program, and an explanation of the three methods for the estimation of M sub r. The development of the Statistical Model, and the use of the ATM for the determination of M sub r are described. The methods described in this report have reduced the need for complex and time consuming M sub r testing, and should facilitate the application of mechanistic pavement design methods, leading to more rational and cost effective pavement designs. KW - Design KW - Estimating KW - Handbooks KW - Index properties KW - Index tests KW - Mechanical analysis KW - Mechanistic design KW - Modulus of resilience KW - Subgrade (Pavements) UR - https://trid.trb.org/view/423058 ER - TY - RPRT AN - 00682797 AU - Drumm, E C AU - REEVES, J AU - Madgett, M R AU - University of Tennessee, Knoxville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - RESILIENT RESPONSE OF TENNESSEE SUBGRADES, PHASE II: VERIFICATION OF PREDICTION METHODS - VOLUME 1: LABORATORY TEST RESULTS AND IMPROVEMENTS TO THE ALTERNATIVE TEST METHOD. FINAL REPORT PY - 1995/03/15 SP - 97 p. AB - The resilient modulus, M sub r, is a property used to represent the soil subgrade in mechanistic pavement design procedures. The laboratory determination of M sub r is too complex and time consuming to be applicable on a production basis. Consequently, alternative methods for the determination or estimation of M sub r are appropriate, and are in fact suggested in the AASHTO "Guide for Design of Pavement Structures". During the Phase I research program (1990-1992), three methods for estimating the resilient modulus of fine-grained Tennessee subgrade soils were developed: a) a Design Handbook, b) a Statistical Model and c) an Alternative Test Method (ATM). This investigation, Phase II, was conducted to supplement database of soils, verify the prediction methods, and improve the prototype device for the ATM. Volume 1 of this report describes a new series of triaxial tests conducted on an additional 6 Tennessee soils. The Design Handbook (Volume 2 or this report) and Statistical Model were updated to include results from all 14 soils. The Handbook and Statistical Model were shown to be effective for the estimation of the M sub r response based on minimum index test data. In addition to the standard triaxial tests, a series of resilient modulus tests was designed to investigate the decrease in M sub r due to a post-compaction increase in water content. The decrease in M sub r was found to be related to the soil type, and a method for correcting M sub r for increasing water content was included in the new Design Handbook. The device for the ATM, which is based on a falling weight striking a compacted proctor sample, was improved and integrated with a computer to directly record the soil response and perform the calculations to determine M sub r. The device was then demonstrated on 14 Tennessee subgrade soils. The ATM was shown to provide a good estimate of the M sub r, with a minimum of testing effort. Since the need for complex and time consuming M sub r testing has been reduced, the three estimation methods described in this report should facilitate the application of mechanistic pavement design methods, leading to more rational and cost effective pavement designs. KW - Design KW - Estimating KW - Laboratory tests KW - Mechanical analysis KW - Mechanistic design KW - Modulus of resilience KW - Subgrade (Pavements) KW - Test procedures KW - Test results KW - Testing equipment KW - Triaxial shear tests KW - Triaxial tests UR - https://trid.trb.org/view/423057 ER - TY - RPRT AN - 00681894 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 II. FINAL REPORT PY - 1995/03/09 SP - 100 p. AB - This report examines five special noise barrier applications that exist in addition to the conventional vertical reflective barrier. The acoustic, aesthetic, and economic feasibility of absorptive T-top, Y-top, slanted-top, single-wall absorptive, and absorptive parallel noise barriers are addressed as they compare to a conventional noise barrier. KW - Acoustic properties KW - Aesthetics KW - Alternatives analysis KW - Economics KW - Noise barriers UR - http://www.wsdot.wa.gov/research/reports/fullreports/378.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/378.2.pdf UR - https://trid.trb.org/view/422652 ER - TY - ABST AN - 01463204 TI - Determination of Safe/Cost Effective Roadside Slopes and Associated Clear Distances AB - The objective of this research is to develop relationships between recovery-area distance and roadway and roadside features, vehicle factors, encroachment parameters, and traffic conditions for the full range of highway functional classes and design speeds. KW - Distance KW - National Cooperative Highway Research Program KW - Research projects KW - Roadside hazards KW - Slopes KW - Vehicle dynamics UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=426 UR - https://trid.trb.org/view/1231429 ER - TY - RPRT AN - 00675348 AU - BARRETT, R AU - Jet Propulsion Laboratory AU - Intelligent Transportation Society of America AU - Federal Highway Administration TI - INTELLIGENT TRANSPORTATION SYSTEM ARCHITECTURE DEVELOPMENT: STANDARDS AND PROTOCOLS CATALOG PY - 1995/03/01 SP - 113 p. AB - This first edition of the ITS Standards Catalog focuses primarily on the ITS-related standards that already exist. It provides guidance to the ITS industry on existing standards relevant to the development of ITS products and services. The catalog, which will evolve over time, will contain both technology standards and interface protocols. In this version of the catalog ITS User Services are grouped under the following headings: Advanced Traffic Information Systems (ATIS); Advanced Traffic Management Systems (ATMS); Advanced Public Transportation Systems (APTS); Electronic Toll Collection (ETC); Commercial Vehicle Operations (CVO); and Advanced Vehicle Safety Systems. KW - Advanced public transportation systems KW - Advanced traffic information systems KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Automated toll collection KW - Catalogs KW - Commercial vehicle operations KW - Intelligent transportation systems KW - Protocols KW - Standards KW - Vehicle safety UR - https://trid.trb.org/view/412332 ER - TY - RPRT AN - 01542876 AU - Hartle, Raymond A AU - Amrhein, William J AU - Wilson, Kenneth E AU - Baughman, Dennis R AU - Tkacs, John J AU - Michael Baker Jr., Incorporated AU - Federal Highway Administration TI - Bridge Inspector's Training Manual/90 PY - 1995/03//Final Report SP - 646p AB - This document, the Bridge Inspector's Training Manual (BITM) 90, is a comprehensive manual on programs, procedures, and techniques for inspecting and evaluating a variety of in-service highway bridges. It is intended to replace the BITM 70 which was first published in 1970 to assist in training highway personnel for the new discipline of bridge safety inspection. BITM 70 has been in use for 20 years and has been the basis for several training programs varying in length from a few days to two weeks. Comprehensive supplements to BITM 70 have been developed to cover inspection of fracture critical bridge members, movable bridges, and culverts. BITM 90 is a revision and upgrading of the previous manual. Improved bridge inspection techniques are presented, and state-of-the-art inspection equipment is included. New or expanded coverage is provided on culverts, fracture critical members, cable-stayed bridges, prestressed segmental bridges, and underwater inspection. Previous supplemental manuals on culvert inspection, fracture critical inspection, movable bridge inspection, and nondestructive testing are excerpted and referenced. These previous special manuals are still valid supplements to BITM 90. A three-week comprehensive training program on bridge inspection, based on the BITM 90, has been developed. The program consists of a one-week course, "Engineering Concepts for Bridge Inspectors," and a two-week course, "Safety Inspection of In-Service Bridges." Together, these two courses meet the definition of a comprehensive training program in bridge inspection as defined in the National Bridge Inspection Standards. The one-week course is optional for technicians, inspectors, or engineers who have an adequate background in bridge engineering concepts. March 1995 revisions include various minor changes to text, photographs, and schematics. KW - Cable stayed bridges KW - Culverts KW - Evaluation KW - Highway bridges KW - Inspection KW - Inspection equipment KW - Manuals KW - Nondestructive tests KW - Prestressed concrete bridges KW - Training UR - https://trid.trb.org/view/1329152 ER - TY - RPRT AN - 01401110 AU - Knoblauch, R AU - Nitzberg, M AU - Reinfurt, D AU - Council, F AU - Zegeer, C AU - Popkin, C AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - Traffic operations control for older drivers PY - 1995/03 IS - FHWA/RD-94-119 SP - 96p AB - The objectives of this project were to define the problems older drivers and pedestrians have at intersections, and make recommendations for changes. A literature review, a detailed accident analysis, and eight focus groups were conducted to identify the specific kinds of traffic -control-related problems experienced by older drivers and pedestrians at intersections. Three problem areas were targeted. The Left-Turn Signal Comprehension Study examined the lack of understanding associated with a variety of protected and permitted left-turn signal displays. It was found that many drivers, young and old alike, do not understand the protected/permitted signal phasing. Efforts to improve motorist comprehension of left-turn signal phasing should be targetted at the entire driving population. Older pedestrians frequently indicated that they don't have enough time to cross the street. This complaint is exaggerated by the lack of understanding of the clearance - Flashing Don't Walk - phase. The Pedestrian Signal Comprehension Study involved the development and evaluation of a pedestrian signal explanation placard. The wording of the placard was empirically developed. Field-testing failed to demonstrate a change in pedestrian comprehension or compliance. However, the placard did produce a small but significant increase in pedestrian comprehension level. Recommendations for the wording of the pedestrian signal education placard are made. The Driver Signal Response and Stopping Behavior Study compared the responses of older and younger drivers to amber onsets and the braking ability of older and younger drivers. Testing was done in a controlled field-test facility with the subjects driving their own cars. No important differences between older and younger drivers were found. Current standards for amber signal duration and red signal onset do not need to be modified. KW - Aged KW - Aged driver KW - Aged drivers KW - Aged person KW - Comprehension KW - Comprehension KW - Crossing the road KW - Driver performance KW - Driver performance KW - Pedestrian KW - Pedestrian movement KW - Pedestrians KW - Red interval (Traffic signal cycle) KW - Red light KW - Road user education KW - Signal timing KW - Traffic safety education KW - Traffic signal KW - Traffic signal timing KW - Traffic signals KW - Turn KW - Turning traffic KW - Yellow interval (Traffic signal cycle) KW - Yellow light UR - https://trid.trb.org/view/1168894 ER - TY - RPRT AN - 01173190 AU - Ravani, Bahram AU - Velinsky, S A AU - Lasky, Ty A AU - Broverman, I AU - Stroup, A AU - University of California, Davis AU - California Department of Transportation AU - Federal Highway Administration TI - A Precursor System Analysis of Automated Construction, Maintenance, and Operational Requirements for Automated Highway Systems (AHS) : Resource Materials PY - 1995/03//Final Report SP - 134p AB - This report documents work performed by the University of California at Davis in collaboration with the California Department of Transportation (Caltrans) in relationship to a Precursor System Analysis dealing with a study of automated construction, maintenance, and operational requirements for Automated Highway Systems (AHS). This study was conducted in the activity area "K" dealing with AHS roadway operational analysis. The report documents a design analysis for a robotic system for automated installation of discrete magnetic markers for AHS. The design includes a manpower assessment and a cost-benefit analysis. Summaries for supporting research are included in appendices, including: a literature review, a reference architecture and classification system for AHS, and a computer simulation and animation of the prototype discrete magnetic marker placement system described in this report. KW - Automated highway systems KW - Benefit cost analysis KW - Construction and maintenance KW - Highway maintenance KW - Highway operations KW - Magnetic markers KW - Maintenance KW - Road construction KW - Robots UR - http://ntl.bts.gov/lib/33000/33700/33754/FHWA-RD-95-088.pdf UR - https://trid.trb.org/view/933251 ER - TY - SER AN - 00681870 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - INVESTIGATION OF CRASHES WITH ANIMALS PY - 1995/03 SP - 4 p. AB - There has been a continuing interest in hit-animal crashes for a number of years, both because of the loss of human life and animal life and the damage to property. Crashes between motor vehicles and animals account for a large percentage of the total crashes in many areas. Motor vehicle crashes involving animals have been increasing over the years. Because of the relatively large number of animal-related crashes reported in previous studies, there was a need to quantify the magnitude and severity of animal-related crashes. This analysis was undertaken to define the nature of animal crashes. KW - Animals KW - Average daily traffic KW - Classification KW - Crash rates KW - Crash severity KW - Highway classification KW - Highways KW - Motor vehicle accidents KW - Periods of the day KW - Rural areas KW - Traffic crashes KW - Trend (Statistics) KW - Urban areas UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/94156.cfm UR - https://trid.trb.org/view/426569 ER - TY - RPRT AN - 00760566 AU - Morgan, R L AU - Bendana, L J AU - New York State Department of Transportation AU - Federal Highway Administration TI - REHABILITATION OF FAULTED JOINTS IN RIGID PAVEMENTS PY - 1995/03 SP - 25 p. AB - Faulting at transverse joints and cracks in rigid pavements is a common problem not only in New York but across the United States and Canada. This report summarizes New York State current practices and past research, as well as results of a survey of methods of other transportation agencies in dealing with this problem. Many techniques are being used, both short- and long-term. Among the former are slab grinding, thin flexible overlays, and slab shimming (either with asphalt cement concrete or through microsurfacing with a latex-modified asphalt emulsion). Among long-term solutions are slab grinding, thicker flexible overlays (either alone or in conjunction with cracking/breaking-and-seating, rubblizing or undersealing), rigid overlays, retrofitting load-transfer devices, slab lifting, and joint replacement. Each method has its advantages and disadvantages, and should be evaluated according to each agency's experience and preferences. KW - Bituminous overlays KW - Concrete overlays KW - Crack and seat treatment KW - Failure KW - Grinding KW - Joint replacement KW - Load transfer KW - Microsurfacing KW - Rehabilitation (Maintenance) KW - Rigid pavements KW - Rubblizing KW - Slab lifting KW - Slab shimming KW - Thickness KW - Transverse joints KW - Undersealing UR - http://ntl.bts.gov/lib/21000/21100/21122/PB99100190.pdf UR - https://trid.trb.org/view/496306 ER - TY - RPRT AN - 00760565 AU - Lorini, R A AU - Hossain, M M AU - New York State Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF CURING ON BRIDGE-DECK CONCRETE SHRINKAGE CRACKING PY - 1995/03 SP - 26 p. AB - This report describes performance of concrete overlays placed on concrete bridge decks before and after issuance of New York State Department of Transportation Engineering Instruction 86-24, which mandated discontinuance of monomolecular film and specified desirable rates of moisture evaporation from the newly poured plastic concrete during the curing period. It required rapid placement of wet burlap as needed to retard rapid evaporation of moisture, and prohibited concrete placement when a maximum evaporation rate might be exceeded. For field evaluation, 18 bridges were randomly selected, 9 built before and 9 after the change of policy. All were single-span with high-density concrete deck overlays. Cracking was surveyed, and information collected and reviewed on condition of the bridge decks at the time of concrete placement. Statistical analysis indicated that subsequent incidence of cracking did not differ significantly between the two groups of deck overlays. KW - Before and after studies KW - Bridge decks KW - Concrete curing KW - Concrete overlays KW - Cracking KW - Performance evaluations KW - Shrinkage KW - Specifications UR - http://ntl.bts.gov/lib/21000/21100/21126/PB99100232.pdf UR - https://trid.trb.org/view/496305 ER - TY - RPRT AN - 00760567 AU - Elwell, D J AU - Fu, Gongkang AU - New York State Department of Transportation AU - Federal Highway Administration TI - COMPRESSION TESTING OF CONCRETE: CYLINDERS VS. CUBES PY - 1995/03 SP - 28 p. AB - Concrete cylinder and cube specimens for compression testing were compared through a survey of past research, including testing procedures, factors affecting the cylinder/cube strength ratio, and conversion factors and equations. The main difference between cylinder and cube testing procedures is capping. Cylinder ends are usually not plane or parallel enough to mate properly with platens of compression testing machines, and thus must be capped with sulphur, neoprene, or other suitable material for proper distribution of the applied load. Cubes, however, are not capped but cast in rigid molds with sides that are plane and parallel. When tested, they are flipped on their sides so that machine platens mate properly with cube surfaces. Factors affecting the cylinder/cube strength ratio are 1) casting, curing, and testing procedure; 2) specimen geometry; 3) level of strength; 4) direction of loading and machine characteristics; and 5) aggregate grading. Past efforts to determine empirical conversion relationships and conversion factors have shown that it is difficult (if not impossible) to predict relationships between cylinder and cube strengths. Past research has also shown the cylinder/cube strength ratio to be between about 0.65 and 0.90, although ratios outside that range have also been observed. Based on this survey of past research, replacing cylinder testing with cube testing is not recommended. KW - Compression tests KW - Compressive strength KW - Concrete tests KW - Conversion factors KW - Cubes KW - Cylinders (Geometry) KW - Specimens UR - http://ntl.bts.gov/lib/21000/21100/21121/PB99100182.pdf UR - https://trid.trb.org/view/496307 ER - TY - RPRT AN - 00738952 AU - Fleckenstein, L J AU - Allen, D L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - FIELD PERFORMANCE REPORT ON PVC PIPE, CAMPBELL COUNTY PY - 1995/03 SP - 38 p. AB - This report documents the installation and performance of PVC pipe installed on KY 9 in Campbell County. The pipe installed was Perma-Loc, manufactured by J-M Manufacturing Company, Inc. The pipes appear to be performing well with the clean coarse sand backfill. It is apparent that the pipe is brittle at lower temperatures, and caution should be exercised during cold weather construction. It is apparent that the contractor achieved substantial compaction around the haunches and the side of the pipe which is helping to reduce pipe deflection. In July 1995, the pipes will have been installed for approximately two years. Minor changes in pipe deflection are still occurring in approximately 40% of the pipes. The other 60% appear to be stabilized. KW - Backfilling KW - Backfills KW - Brittleness KW - Building KW - Compaction KW - Deflection KW - Facilities KW - Field performance KW - Installation KW - Low temperature KW - Performance KW - Performance evaluations KW - Pipe KW - Polyvinyl chloride KW - Sand UR - https://trid.trb.org/view/572947 ER - TY - RPRT AN - 00735943 AU - Hudson, C A AU - Federal Highway Administration TI - FINITE ELEMENT POST-PROCESSOR FOR ANALYSIS OF HIGHWAY BRIDGES PY - 1995/03 SP - 91 p. AB - This report describes the development of an interactive, graphically based post-processor for the finite element analysis of highway bridges with high-speed engineering work stations. The post-processor gives engineers the choice of using either keyboard or mouse styles of interaction to describe and edit bridge geometries, to set boundary conditions, and to position trucks at the desired locations on the bridge. The post-processor is designed to be part of a finite element program, XBUILD, developed by researchers at the University of Maryland. XBUILD is designed to execute the finite-element software, both pre-processor and post-processor, on separate work stations. Their communication is by means of message passing and socket-based Interprocess Communication. The objectives of this study were: construction of a message-passing data structure format for the Interprocess Communication system to enhance the engineer's interaction with the ensuing finite element analysis, the generation of interactive procedures for creating engineering systems in the pre-processor phase, and development of prototype modules for eventual use in an object-oriented design system for highway bridges. The report contains examples of analysis of three different types of structures. KW - Computer programs KW - Finite element method KW - Graphical analysis KW - Graphics KW - Highway bridges KW - Interactive computing KW - Post-processor KW - User interfaces (Computer science) UR - https://trid.trb.org/view/478536 ER - TY - RPRT AN - 00722586 AU - Lukas, R G AU - Ground Engineering Consultants, Incorporated AU - Federal Highway Administration TI - GEOTECHNICAL ENGINEERING CIRCULAR NO. 1: DYNAMIC COMPACTION PY - 1995/03 SP - 105 p. AB - This manual provides state-of-the-practice methods and techniques to assist the highway engineer in the planning, design, and construction monitoring of dynamic compaction to improve the load supporting capacity of weak foundation soils. Guidelines are presented for: completing a preliminary evaluation to determine if dynamic compaction is appropriate for the site and subsurface conditions; detailed design for site improvement; preparation of a specification; and construction monitoring. Two case histories of actual projects are presented to demonstrate the use of the guidelines. KW - Bearing capacity KW - Case studies KW - Compaction KW - Construction KW - Dynamic compaction KW - Foundation soils KW - Guidelines KW - Improvements KW - Manuals KW - Monitoring KW - Site investigation KW - Soil bearing capacity KW - Soils KW - State of the art studies UR - https://trid.trb.org/view/459776 ER - TY - RPRT AN - 00722550 AU - Ioannou, P AU - Kanaris, A AU - Xu, T AU - Shulman, M AU - Eckert, S AU - Raytheon Company AU - SSC Systems AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEM. FINAL REPORT. VOLUME 8: VEHICLE OPERATIONAL ANALYSIS PY - 1995/03 SP - 311 p. AB - This document is Volume 8 of the final report on precursor systems analyses of the Automated Highway System (AHS). It analyzes the reliability requirements and issues associated with the development, operation and deployment of vehicles for five evolutionary representative system configurations (ERSCs) of AHSs. The ERSCs are chosen so that the number of automated vehicle and roadway functions increases from ERSC 1 to ERSC 5 where fully automated vehicles are guided by the roadway. The emphasis of the report is on the issues associated with the evolution of vehicle control, reliability and safety, vehicle and driver diagnostic requirements, maintenance, retrofitting, and deployment scenarios for each ERSC. The report documents the results of a failure modes and effects analysis (FMEA) that includes a list of potential failure modes, their potential causes and effects, their severity and occurrence ratings and a list of design requirements and recommendations for each ERSC. The results of the FMEA indicate that the reliability requirements are becoming higher and higher as the level of vehicle automation increases from one ERSC to a higher ERSC. These requirements call for a considerable number of redundancies and on board diagnostics that increase the complexity of the vehicle considerably. The current sensor technology cannot meet the design requirements for reliable automated vehicle operation and yet remain within reasonable cost constraints. In addition to reliability, the report discusses key issues associated with vehicle and driver diagnostics, maintenance, retrofitting as well as the feasibility of deploying automated highway systems in stages by following an evolutionary path. KW - Alternatives analysis KW - Automated highway systems KW - Automated vehicle control KW - Costs KW - Deployment KW - Design KW - Diagnostic tests KW - Diagnostics KW - Drivers KW - Evolution KW - Failure KW - Failure analysis KW - Failure mode KW - Forecasting KW - Maintenance KW - Operational analysis KW - Operations KW - Precursor systems KW - Reliability KW - Retrofitting KW - Safety KW - System configuration KW - System design KW - Vehicles UR - https://trid.trb.org/view/459740 ER - TY - RPRT AN - 00722548 AU - Bottiger, F AU - Chemnitz, H D AU - Doorman, J AU - Franke, U AU - Zimmerman, T AU - Zomotor, Z AU - Raytheon Company AU - Daimler-Benz AG AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEM. FINAL REPORT. VOLUME 6: COMMERCIAL VEHICLE AND TRANSIT AHS ANALYSIS PY - 1995/03 SP - 59 p. AB - This document is Volume 6 of the final report on precursor systems analyses of the Automated Highway System (AHS). It reports on the Commercial Vehicle and Transit AHS Analysis activities. KW - Automated highway systems KW - Commercial vehicles KW - Precursor systems KW - Public passenger vehicles KW - Transit vehicles UR - https://trid.trb.org/view/459738 ER - TY - RPRT AN - 00722545 AU - Turan, L AU - Ioannou, P AU - Safonov, M G AU - Smith, D AU - Damos, D AU - Raytheon Company AU - University of Southern California, Los Angeles AU - Federal Highway Administration TI - PRECURSOR SYSTEM ANALYSES OF AUTOMATED HIGHWAY SYSTEM. FINAL REPORT. VOLUME III: AUTOMATED CHECK-OUT PY - 1995/03 SP - 68 p. AB - This document is Volume III of the final report on precursor systems analyses of the Automated Highway System (AHS). It summarizes the research results in the Automated Check-out activity area. Situations in AHS where transition from automated to manual control takes place are analyzed. In particular, driver readiness testing to ensure safe and smooth transition from automated to manual control has been emphasized. The authors show that, by appropriate design considerations, driver readiness testing procedures can be created such that they measure driving performance directly, while they appear natural and reasonable to the driver. The novel testing procedure also ensures a safe, effective, and smooth transition from automated to manual driving mode. In this procedure, the authority of the automatic controller is gradually decreased, while the manual control authority is gradually increased. This gradual transfer of control continues as long as the driver is capable of performing the manual control part of this hybrid, automatic/manual controller. The system monitors the driver's progress and accelerates or slows down the transfer of control from automatic to manual. The system will not sacrifice safety at any point; hence, whenever the driver's performance is determined to be unsatisfactory, the automatic control authority may be increased to adequately control the vehicle. This could be achieved by letting the automatic controller provide an admissible envelope of trajectories for manual control. KW - Aircraft gates KW - Arrivals and departures KW - Automated check out KW - Automated highway systems KW - Control systems KW - Control transfer KW - Driver education KW - Driver performance KW - Drivers KW - Driving tests KW - Monitoring KW - Personnel performance KW - Precursor systems KW - Transfer functions UR - https://trid.trb.org/view/459735 ER - TY - RPRT AN - 00722549 AU - Youngblood, W R AU - Leonard, J D AU - Parsonson, P S AU - Raytheon Company AU - University of Georgia, Experiment AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES OF AUTOMATED HIGHWAY SYSTEM. FINAL REPORT. VOLUME 7: ENTRY/EXIT IMPLEMENTATION STRATEGY PY - 1995/03 SP - 98 p. AB - This document is Volume 7 of the final report on precursor systems analyses of the Automated Highway System (AHS). It identifies and analyzes the most important issues with the roadway implementation of AHS entry and exit associated functions. The analysis takes a broad systems engineering approach to assure that all entry/exit occasions on the AHS are considered. The top level issues addressed are: the impact of entry and exit strategies and configurations on the overall performance of the AHS; the relative viability of potential entry and exit strategies and physical configurations; and the design parameters and design guidelines for potential entry and exit strategies and configurations. The approach to this analysis consisted of the following major steps: develop detailed descriptions of the representative system configurations to be analyzed; define the sequence of functions for nominal and problem travel on the AHS, particularly the entry and exit; identify entry/exit evaluation criteria; define specific entry/exit types and configurations; map the functional flows onto the entry/exit configurations; perform qualitative analysis of the entry/exit configurations; and perform quantitative analysis of entry/exit configurations as feasible within time and resource limits. KW - Automated highway systems KW - Design KW - Entry/exit KW - Implementation KW - Performance KW - Precursor systems KW - Strategic planning KW - System configuration KW - System design KW - Systems engineering UR - https://trid.trb.org/view/459739 ER - TY - RPRT AN - 00722553 AU - Whitney, D A AU - Hansen, A J AU - Pisano, J J AU - TASC, Incorporated AU - Federal Highway Administration TI - HIVAL: A SIMULATION AND DECISION SUPPORT SYSTEM FOR AHS (AUTOMATED HIGHWAY SYSTEMS) CONCEPTS ANALYSIS PY - 1995/03 SP - 79 p. AB - In order to meet the present and future needs of Automated Highway System (AHS) concept analysis and tradeoff studies, a prototype integrated modeling, simulation, and decision support testbed, called HiVal, has been developed under the AHS Precursor Systems Analyses (PSA) Program. HiVal accommodates a range of user expertise and objectives, ranging from high-level, aggregate AHS performance metrics and tradeoffs, to low-level, detailed simulation of individual AHS subsystem elements. HiVal provides a computing environment which integrates a variety of simulations, models, and databases from both PSA activities and the broader AHS research community. More than a dozen simulations and models have been incorporated into the prototype system. HiVal uses a modular, distributed client-server computing architecture. Modern workstation technology (Unix & X-Motif, DOS/MS Windows, DCE, TCP/IP) is used throughout to support a wide variety of modeling and simulation needs, and allow for continued system growth. All of HiVal's basic interfaces, protocols, and control software uses COTS (Commercial Off The Shelf) technology. A functional prototype of HiVal has been implemented and provided to FHWA. KW - Automated highway systems KW - Decision support systems KW - Precursor systems KW - Prototypes KW - Simulation KW - Software KW - Systems analysis UR - https://trid.trb.org/view/459743 ER - TY - RPRT AN - 00722541 AU - Pickler, R AU - Gelb, G AU - Chatziioanou, A AU - Bostick, B AU - TRW Systems Group AU - Federal Highway Administration TI - PRECURSOR SYSTEMS ANALYSES FOR AUTOMATED HIGHWAY SYSTEMS. ACTIVITY AREA M: ALTERNATIVE PROPULSION SYSTEMS IMPACTS PY - 1995/03 SP - 90 p. AB - The study documented in this report is one of the Precursor Systems Analyses for Automated Highway Systems (AHSs). The document describes the analyses and results for Activity Area M, Alternative Propulsion Systems Impacts. The objectives of this activity were to assess the impact of Alternative Propulsion Systems (APSs) on the deployment of AHSs in terms of issues and risks, including costs/benefits tradeoffs, operational and performance issues and requirements, infrastructure impacts, and technology. The unique vehicle modeling and AHS parameterization approaches used in this study enabled the identification and quantification of APS performance issues under various roadway, terrain and operating conditions that should be considered in the design and operation of advanced guideways and vehicles. The study also provides a survey of APS technologies, battery technology and alternative fuels. APSs considered include the baseline internal combustion engine (ICE) passenger vehicle, the all electric vehicle (EV), roadway powered electric vehicles (RPEVs), advanced battery concepts, and hybrid vehicles. The automated highway concept considers four stages of AHS evolution. The AHS concept starts with today's highways, begins the evolution with advanced vehicle-centered intelligence, then evolves the infrastructure and vehicle to arrive at concepts that feature an active guideway that supports vehicle platooning. KW - Alternate fuels KW - Alternatives analysis KW - Automated highway systems KW - Benefit cost analysis KW - Electric batteries KW - Electric vehicles KW - Evolution KW - Hazards KW - Hybrid vehicles KW - Infrastructure KW - Intelligent vehicles KW - Internal combustion engines KW - Performance KW - Precursor systems KW - Propulsion KW - Propulsion systems KW - Risk assessment KW - Roadway powered electric vehicles KW - Simulation KW - Vehicle power plants UR - https://trid.trb.org/view/459731 ER - TY - RPRT AN - 00722542 AU - Ravani, B AU - Velinsky, S AU - Lasky, T AU - Broverman, I AU - Stroup, A AU - University of California, Davis AU - Federal Highway Administration TI - A PRECURSOR SYSTEM ANALYSIS OF AUTOMATED CONSTRUCTION, MAINTENANCE, AND OPERATIONAL REQUIREMENTS FOR AUTOMATED HIGHWAY SYSTEMS (AHS) PY - 1995/03 SP - 131 p. AB - This report documents work performed by the University of California at Davis in collaboration with the California Department of Transportation (Caltrans) in relationship to a Precursor System Analysis dealing with a study of automated construction, maintenance, and operational requirements for Automated Highway Systems (AHSs). This study was conducted in the activity area "K" dealing with AHS roadway operational analysis. The report documents a design analysis for a robotic system for automated installation of discrete magnetic markers for AHSs. The design includes a manpower assessment and a cost-benefit analysis. Summaries for supporting research are included in appendices, including: a literature review, a reference architecture and classification system for an AHS, and a computer simulation and animation of the prototype discrete magnetic marker placement system described in this report. KW - Automated highway systems KW - Benefit cost analysis KW - Building KW - Construction KW - Facilities KW - Guides to the literature KW - Installation KW - Labor market KW - Literature reviews KW - Magnetic markers KW - Maintenance KW - Precursor systems KW - Prototypes KW - Robotics KW - Simulation UR - https://trid.trb.org/view/459732 ER - TY - RPRT AN - 00720275 AU - Leidy, J P AU - Lee, C E AU - Harrison, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - MEASUREMENT AND ANALYSIS OF TRAFFIC LOADS ACROSS THE TEXAS-MEXICO BORDER. INTERIM REPORT PY - 1995/03 SP - 107 p. AB - Axle load and gross-vehicle weight characteristics of Mexican-origin commercial trucks processed through the U.S. Customs yard in the city of Laredo, Texas, are described in this report. Investigation of these characteristics particular to Mexican-origin trucks is directed by a Texas Department of Transportation (TxDOT)-sponsored study entitled "Multi-Modal Planning and the U.S.-Mexico Free Trade Agreement" as a prerequisite to evaluating the potential damage to Texas highways posed by international trade traffic. Justifiable concern exists not just with the increasing volume of trade-related truck traffic, but also with the loads carried by Mexican-origin trucks. This study is facilitated by the installation of a weigh-in-motion (WIM) system at the preeminent Southwestern commercial truck port-of-entry (Laredo). Load summaries are presented on five basic truck classes (by axle count) and are based on the original Association of American State Highway and Transportation Officials (AASHTO) pavement damage relationships. Load characteristics of each basic class include: 1) load status (empty or loaded), 2) ESAL factors (ESALs per truck), and 3) distribution of axle loads and gross-vehicle weights. Histogram summaries are provided for axle-group loads and gross-vehicle weights with the greatest propensity for exceeding current U.S. legal load limits. Finally, damage implications are explored for the hypothetical integration of Mexican-origin commercial traffic, typified by that currently crossing at Laredo, and by that typified in a 1991 Mexican truck weight survey, into the current Texas traffic population. KW - Axle loads KW - Equivalent single axle loads KW - Gross vehicle weight KW - Histograms KW - International borders KW - International trade KW - Laredo (Texas) KW - Load transfer KW - Mexico KW - North American Free Trade Agreement KW - Texas-Mexico Border region KW - Traffic equivalence factor KW - Traffic loads KW - Truck pavement damage KW - Trucks KW - Weigh in motion KW - Weight KW - Weight distribution UR - https://trid.trb.org/view/454662 ER - TY - RPRT AN - 00713105 AU - Morris, C D AU - Gowin, D L AU - Hesterberg, M C AU - University of Missouri, Rolla AU - Missouri Highway and Transportation Department AU - Federal Highway Administration TI - SCUPPER INTERCEPTION EFFICIENCY PY - 1995/03 SP - 62 p. AB - This report contains the hydraulic interception efficiency and flow capacity of the bridge deck drain design used by the Missouri Highway and Transportation Department (MHTD). Hydraulic interception efficiency is defined as the fraction of gutter flow removed by the bridge deck drain (scupper) expressed in percentages. This research ascertained the hydraulic interception efficiency for scuppers of a circular and a 4 in. x 8 in. (10 cm x 20 cm) rectangular section. To analyze the rectangular section, parallel and perpendicular orientation of the 8-in. (20-cm) dimension to the direction of flow were both used. Also, the rectangular scupper was recessed 3/4 in. (2 cm) below the pavement to improve hydraulic interception efficiency. A further attempt to improve efficiency was to grout a smooth transition to the recessed scupper. These configurations were built and hydraulic interception efficiency was determined. Variables affecting the fraction of gutter flow removed by the scupper, scupper efficiency, and the basic form of the relationship were all determined. These measures of interception efficiency are consistent with and can be used with procedures shown in Federal Highway Administration Report No. FHWA/RD-87/014, "Bridge Deck Drainage Guidelines". Public safety on state highways is an important focus in this report. If bridge drainage systems (scuppers) are not properly designed, then hydroplaning can occur on bridges during a summer rainstorm, resulting in accidents. During the winter, if scuppers do not drain excess water from the bridge deck, then water will freeze, resulting in accidents. KW - Bridges KW - Capacity KW - Drainage structures KW - Economic efficiency KW - Efficiency KW - Geometric design KW - Hydraulic design KW - Hydraulics KW - Safety KW - Structural design UR - https://library.modot.mo.gov/RDT/reports/MCHRP/MCHRP92-2.pdf UR - https://trid.trb.org/view/448230 ER - TY - RPRT AN - 00713085 AU - Graddy, J C AU - Burns, N H AU - Klingner, R E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - FACTORS AFFECTING THE DESIGN THICKNESS OF BRIDGE SLABS. FINAL REPORT PY - 1995/03 SP - 204 p. AB - An experimental investigation was conducted into the punching shear fatigue behavior of bridge decks, including the effects of arching action. Static and pulsating fatigue tests were performed on both cast-in-place (CIP) and precast prestressed panel (PCP) test specimens. S-N curves suitable for pulsating and rolling fatigue design and assessment purposes were developed and are included in this report. Finite element analytical models were used to develop test specimens that would reflect the actual behavior of bridge decks, and to apply the test results to real bridges. Both a full bridge and test specimens were modeled; this process included a sequence of linear elastic analyses to model a fully cracked state. Results from the finite element analyses agreed well with experimental test results of this research. Static tests resulted in punching shear failures in CIP test specimens. The failure modes observed during both static and pulsating fatigue tests on PCP test specimens were complicated combinations of punching shear, flexural hinging, and separation of the panels from the cast-in-place topping. The failure mode was the result of the support conditions used for tests, and it is not clear whether or not this failure mode can occur in a real bridge. A method for including the effects of membrane compression in the calculation of punching shear capacity is proposed that gives reasonable agreement with experimental results. The following fundamental conclusions were reached: (1) punching shear capacity is significantly increased by the presence of membrane compression that results from arching action; (2) finite element models can be used to predict the distribution of membrane forces throughout a cracked bridge deck; (3) rolling loads produce more fatigue damage than do fixed, pusating loads of the same magnitude; (4) two-way flexure in a bridge deck constructed with precast prestressed panels may result in capacities well below those predicted by current design models, and in a loss of composite behavior between the panels and the cast-in-place concrete topping; (5) the thickness of a bridge deck should be based initially on the empirical provisions established for the design of isotropically reinforced decks; (6) standard AASHTO truck traffic on typically TxDOT isotropically reinforced bridge decks would not be expected to result in punching shear fatigue failures; and (7) overload truck traffic may result in punching shear fatigue failures in typical TxDOT isotropic bridge decks. KW - Bridge decks KW - Cast in place structures KW - Compression KW - Elastic analysis KW - Failure KW - Failure mode KW - Fatigue (Mechanics) KW - Fatigue tests KW - Finite element method KW - Linear elastic analysis KW - Membrane compression KW - Membrane encapsulated soil layers KW - Precast concrete KW - Punching shear KW - Puncture resistance KW - S-n curves KW - Shear stress KW - Slabs KW - Test results KW - Thickness KW - Thickness design UR - https://trid.trb.org/view/448211 ER - TY - RPRT AN - 00713084 AU - Nash, P T AU - Jayawickrama, P AU - Tock, R W AU - Senadheera, S AU - Viswanathan, K AU - Woolverton, B AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - USE OF GLASS CULLET IN ROADWAY CONSTRUCTION. PHASE I: LITERATURE REVIEW AND IDENTIFICATION OF SOURCES AND SUPPLIERS PY - 1995/03 SP - 64 p. AB - The purpose of this study is to develop specifications for using glass cullet in roadway construction. Glass cullet results from collecting and crushing post consumer glass containers. Using glass cullet in roadway construction avoids expensive sorting to prevent color contamination and presents an opportunity to use glass cullet as a construction aggregate and reduce landfill requirements. A number of other states and organizations have investigated the use of glass cullet in various aspects of construction. Specifications for using glass cullet for roadway construction in the state of Texas are being developed in three phases: (1) Literature review and identification of available sources and suppliers; (2) Laboratory testing; and (3) Specification development. This report covers Phase I, literature review and identification of available sources and suppliers. Findings from the literature review reveal a number of states have investigated the use of glass cullet in roadway construction and several have developed applicable specifications. An extensive study was performed by the Clean Washington Center and their report served as a primary source of information for the study reported herein. Specifications for other states can be used as guidelines for developing specifications for the state of Texas. Only a limited number of suppliers were located in Texas. Samples from Texas suppliers were evaluated in limited laboratory testing and the samples were found to match well with glass cullet evaluated by the Clean Washington Center. The glass cullet samples obtained from Texas suppliers were found to be free of lead, a potentially toxic substance. No hazardous materials were found in the samples. Recommendations are presented for further laboratory testing and completion of the specifications. KW - Glass KW - Glass cullet KW - Guides to the literature KW - Literature reviews KW - Road construction KW - Sources KW - Specifications KW - Suppliers UR - https://trid.trb.org/view/448210 ER - TY - RPRT AN - 00681976 AU - Hawkins, H G AU - Womack, K N AU - Mounce, J M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MOTORIST UNDERSTANDING OF TRAFFIC CONTROL DEVICES: STUDY RESULTS AND RECOMMENDATIONS. INTERIM REPORT PY - 1995/03 SP - 258 p. AB - This report describes a study in which driver understanding of 53 traffic control devices was evaluated through five different evaluation procedures. The traffic control devices evaluated in the study include 13 regulatory signs, 18 warning signs, 10 other types of signs, 7 pavement markings, and 5 signal indications. The five procedures described in the report include a statewide survey of 1,745 drivers, two different surveys administered at auto shows to a total of 608 drivers, a Spanish-language survey of 31 drivers, and 3 focus groups of 10 drivers each. The statewide, 1992 Auto Show, and Spanish-language surveys used a multiple-choice format, while the 1993 Auto Show and focus groups utilized an open-ended response format. In all, 2,414 drivers participated in the evaluations. The report also describes the findings, recommendations, and implementation efforts associated with each of the 53 traffic control devices. Recommendations include changes to the Texas MUTCD, changes in TxDOT practices, revisions of the "Texas Drivers Handbook", changes in the driver education/driver safety course curriculums, a public information campaign, and the conduct of additional research. KW - Comprehension KW - Data collection KW - Drivers KW - Evaluation KW - Recommendations KW - Regulatory signs KW - Road markings KW - Surveys KW - Traffic control devices KW - Traffic signals KW - Warning signs UR - https://trid.trb.org/view/422703 ER - TY - RPRT AN - 00681980 AU - Oswald, C J AU - Lee, C AU - Euritt, M A AU - Machemehl, R B AU - Harrison, R AU - Walton, C M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - TEXAS PUBLIC OPINION REGARDING TOLL ROADS. INTERIM REPORT PY - 1995/03 SP - 92 p. AB - The Texas Department of Transportation is facing a severe shortfall in funds needed to address the state's growing transportation requirements. In response, the Texas Transportation Plan is exploring various funding alternatives, including toll roads. A statewide survey undertaken for this project reveals that toll roads are seen as an acceptable alternative to increasing motor fuel taxes. Adjusting the results to account for gender bias, the survey reveals that 61.7% of Texans favor toll roads over motor fuel tax increases to address transportation needs. Support for toll roads comes primarily from urban areas. Rural areas support toll roads over motor fuel tax increases, principally because residents oppose any increases in taxes. The survey results also indicate that a larger percentage, though not a majority, would accept tolls on existing non-tolled roads and the use of toll revenues for non-tolled roads. These findings have important implications for the development of a comprehensive toll road policy. KW - Attitudes KW - Data collection KW - Fuels KW - Public opinion KW - Rural areas KW - Surveys KW - Taxation KW - Texas KW - Toll roads KW - Urban areas UR - https://trid.trb.org/view/422707 ER - TY - RPRT AN - 00681907 AU - Rufolo, A M AU - Bronfman, L M AU - Strathman, J G AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration TI - LEAST-COST TRANSPORTATION PLANNING IN ODOT. FEASIBILITY REPORT PY - 1995/03 SP - 98 p. AB - Least-Cost Planning or Integrated Resource Planning is used in the electric utility industry to broaden the scope of choices to meet service requirements. This typically includes methods to reduce the demands for electricity as well as the more traditional electric generation options. Techniques have been developed to compare the cost of electricity generation with the cost of meeting service requirements by reducing electrical usage. In addition to cost considerations, utilities typically take account of uncertainty associated with forecasts and a variety of other considerations in specifying their least-cost plan. The basic economic rationale, that users pay a price less than the cost of providing additional service, is the same between the utilities and transportation. However, there are also fundamental differences. Consumers are more concerned about the nature of the service for transportation, the use of the transportation system is affected by the quality of service provided, transportation modes have system or network relations that make it harder to treat sections in isolation, and transportation funding levels determine the amount of service to be provided. Hence, although least-cost principles hold promise to improve transportation planning, the techniques used in the utility industry can not be directly transferred to transportation. KW - Feasibility analysis KW - Integrated resource planning KW - Least cost planning KW - Least overall cost KW - Transportation planning UR - https://trid.trb.org/view/422657 ER - TY - RPRT AN - 00681887 AU - Poulenez-Donovan, C J AU - Ulberg, C AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - AN ANALYSIS OF FACTORS ACCOUNTING FOR SUCCESSES AND FAILURES IN THE ACCEPTANCE AND UTILIZATION OF EMPLOYER TDM PROGRAMS BY EMPLOYEES. FINAL TECHNICAL REPORT PY - 1995/03 SP - 111 p. AB - Washington State's Commute Trip Reduction (CTR) legislation was created to reduce traffic congestion, energy consumption, and air pollution. Among other actions, it requires certain businesses to develop programs that will meet single-occupancy vehicle and vehicle miles traveled reduction goals. Many companies will attempt to reach these goals through transportation demand management (TDM) programs. Before the passage of this legislation, a number of large employers around the country had created and implemented TDM programs. However, little detailed information existed about these companies' efforts. Although some limited studies had documented the types of incentives they offered to workers, they had not included any information concerning the reasons that some organizations' TDM efforts had succeeded while others had failed. This project studied a select population of employers in a tri-county area (King, Snohomish, and Pierce counties) in order 1) to gain a detailed understanding of what other TDM programs have done, 2) to uncover the factors that help determine a program's effectiveness and its utilization by an organization's employees, and 3) to give direction to research and planning as the state's legislated TDM efforts begin and develop. The findings of this study led to several conclusions and recommendations regarding the ways that TDM policies can be reformulated to better accomplish their desired goals. Six specific recommendations arose from a combination of survey, interview, and program review findings: 1) jurisdictions and organizations must first identify all policies that relate to the targeted behavioral changes and then make those policies consistent in their support of the change goals; 2) the primary means of communication about an organization's TDM program efforts should be informational sessions provided in work group settings; 3) extensive, specific "how-to" information on selecting and utilizing HOV commute modes should be provided to all employees; 4) behavioral change goals should be graduated and public; 5) program efforts should include public monitoring and specific feedback regarding behavioral change goal attainment; and 6) supervisors and managers should be encouraged or required to model and reinforce the importance of HOV commuting by doing so themselves. KW - Behavior KW - Behavioral objectives KW - Commuting KW - Employers KW - Feedback KW - Feedback control KW - High occupancy vehicles KW - Legislation KW - Monitoring KW - Policy KW - Travel demand management KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/359.1.pdf UR - https://trid.trb.org/view/422645 ER - TY - RPRT AN - 00681868 AU - Scientex Corporation AU - Federal Highway Administration TI - INSPECTIONS OF INTERSTATE COMMERCIAL VEHICLES 1992 PY - 1995/03 SP - 93 p. AB - This document presents aggregate statistics derived from the 1992 Interstate Motor Carrier Inspection Database. The database was compiled from the records of driver-vehicle inspections conducted during Calendar Year 1992 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, U.S. Department of Transportation. 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). It covers inspections of vehicles of carriers engaged in interstate commerce, which in 1992 amounted to 1,449,226 inspections. This report provides a general overview of 1992 inspection activity, including aggregate summaries of inspection outcomes, identification of major defects identified during the inspection process, and the examination of key variables which appear to influence inspection outcomes. A glossary of terms and a depiction of common vehicle configurations are presented in the Appendix. KW - Automobiles KW - Databases KW - Defects KW - Driver-vehicle inspections KW - Drivers KW - Inspection KW - Interstate commerce KW - Motor carriers KW - Statistics UR - https://trid.trb.org/view/422623 ER - TY - RPRT AN - 00680846 AU - Lewis, R L AU - Lewis, M AU - Navstar Mapping Corporation AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - GPS DATA COLLECTION SYSTEM UPGRADES. FINAL REPORT PY - 1995/03 SP - 79 p. AB - The Tennessee Department of Transportation (TENNDOT) was the original DOT pioneer in the application of Global Positioning System (GPS) technology for developing Geographic Information System (GIS) base map networks. The feasibility of this technology application was demonstrated through a joint development program between TENNDOT and Rockwell International during the 1986-88 period. Following that, TENNDOT purchased GPS data collection equipment to continue GPS data collection in-house. TENNDOT's GPS data collection system had been designed before Selective Availability (S/A) became a reality in the GPS world, and has never had an effective differential correction capability. The primary objective of this contract was for Navstar Mapping Corporation (NMC) to upgrade TENNDOT's GPS data collection system by incorporating NMC's ROADMAPPER II (trademark) data collection system hardware and software. This upgrade took place during 1994 and TENNDOT's upgrade to the ROADMAPPER II (trademark) system configuration was completed in February 1995. A secondary objective was to explore and evaluate the feasibility of using the GPS data collected and processed by this new system to generate degree-of-curve and degree-of-slope data which could be used by TENNDOT to update the Tennessee Road Information Management System (TRIMS) Horizontal Alignment File and the TRIMS Vertical Alignment File. The feasibility of both of these techniques was successfully demonstrated under this contract. A third objective, completed in 1994, was to deliver and install Trimble's Universal Reference Station (URS) (trademark) software in the TENNDOT GPS Base Station and train TENNDOT user personnel. All contract objectives have been successfully completed. This report contains a summary of the major program tasks and milestones, a description of the new GPS data collection system and its current operating procedures, a copy of the Phase IIB degree-of-curve and degree-of-slope feasibility report, and a copy of the GPS Base Station User's manual. KW - Building KW - Computer program documentation KW - Data collection KW - Facilities KW - Global Positioning System KW - Hardware KW - Installation KW - Manuals KW - Modernization KW - Software KW - Tennessee KW - Tennessee Roadway Information Management System KW - Training KW - Trimble's universal reference station UR - https://trid.trb.org/view/422255 ER - TY - RPRT AN - 00680840 AU - Chang, N-Y AU - Pearson, W AU - Chang, JIJ AU - Gross, A AU - Meyer, M AU - Jolly, M AU - Vang, B AU - Samour, H AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - ENVIRONMENTALLY SENSITIVE SANDING AND DEICING PRACTICES. FINAL REPORT PY - 1995/03 SP - 196 p. AB - Growth in the Denver-metro area has led to an increased impact on the environment due to winter maintenance activities. According to the Regional Air Quality Council, the use of sand as a traction aid contributes up to 45% of the particulate air pollution (PM sub 10) in the Denver area. The Environmentally Sensitive Sanding and Deicing Practices at the University of Colorado at Denver investigated literature and current practices from a wide variety of sources to arrive at a document which summarizes the current state of knowledge about deicing practices and their effect on human health and the environment. Topics include: properties of snow and ice, roadway traction, anti-skid materials, air quality impacts of anti-skid materials, water quality impacts of deicing chemicals, deicing chemicals, equipment to apply deicers, snow and ice management practices, and current practices obtained from interviews and site visits. Topics for further research are also discussed. This report recommends that the use of sand be reduced, that sand be swept up as soon as practical, that the use of alternative deicers be considered, that winter maintenance activities be timed for optimal efficiency, and that the Colorado Department of Transportation conduct technology transfer seminars around the State to increase awareness of environmental impacts. KW - Air quality KW - Deicing chemicals KW - Environmental impacts KW - Equipment KW - Future KW - Future research KW - Health KW - Particulates KW - Recommendations KW - Research KW - Sanding KW - Snow and ice control KW - State of the art studies KW - Traction KW - Water quality KW - Winter maintenance UR - https://trid.trb.org/view/422249 ER - TY - RPRT AN - 00680841 AU - Liu, J-J AU - Kalevela, S AU - Rushton, D AU - Hanson, G AU - Corum, D AU - Kiefer, D AU - Harper, J AU - Lehman, D AU - Scofield, L A AU - Arizona Department of Transportation AU - Federal Highway Administration TI - PRIDE (PRODUCT EVALUATION PROGRAM) ANNUAL REPORT - 1994. FINAL REPORT PY - 1995/03 SP - 238 p. AB - This report describes the Arizona Department of Transportation's (ADOT's) product evaluation activities for the 1994 calendar year. ADOT utilized 3 committees: the Traffic Control Products Evaluation Committee (TPEC), the Materials Products Evaluation Committee (MPEC), and the New Products Policy Committee (NPPC). The Arizona Transportation Research Center (ATRC) is the administrator of the PRIDE (Product Resource Investment Development and Employment) Program. The Products Evaluation Committees reviewed 212 requests. The committees approved 167 products, disapproved 25 products, assigned 1 product as a specialty product, recommended 2 products for field testing, and denied 9 requests for field testing. Ten products were incorporated into 3 experimental projects. ATRC processed 277 requests in 1994. Sixteen requests remain active pending proposals from the vendors. KW - Annual reports KW - Arizona KW - Materials evaluation KW - Materials selection KW - New products KW - Product evaluation program KW - Traffic control products UR - https://trid.trb.org/view/422250 ER - TY - RPRT AN - 00680683 AU - Clemena, G G AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - USE OF THE IMPACT-ECHO METHOD IN NONDESTRUCTIVE MEASUREMENTS OF THE THICKNESS OF NEW CONCRETE PAVEMENTS. FINAL REPORT PY - 1995/03 SP - 38 p. AB - The non-destructive impact-echo (IE) method offers a simple means for introducing compressional stress waves into a concrete element or slab and measuring the resonance frequencies associated with the reflections of the waves from any internal voids and the bottom of the slab. It is relatively effective for detecting internal voids or delaminations in concrete, which is the application for which it was developed. It may also be possible to use the method for indirect measurement of the thickness of a slab if the wave propagation velocity in the concrete is known. This study was conducted to determine whether the IE method, by itself, could replace the use of coring for quality-assurance measurements of the thickness of concrete slabs in newly built pavements. The results from tests conducted on three pavements indicated that the wave velocity varied so much, not only between pavements but also within a pavement, that unacceptable errors can result when an average velocity is determined (through limited coring) for a pavement and subsequently assumed for the entire pavement. To reduce the error to an acceptable level, the wave velocity at a test location must be measured to within an acceptable accuracy by another independent method. In pursuit of this approach, an indirect-transmission procedure based on ultrasonic (UT) measurement was incorporated and tested. This combined IE/UT procedure was able to measure thickness with absolute errors of 5 mm in one pavement and 7 mm in another, at a 90% probability. These results can be considered encouraging since the current procedure requires that the length of a core--reported to the nearest 3 mm--be the average of several measurements around the core and, in some cores, these measurements can have a spread of as much as 13 mm. In addition, it is expected that these errors can be reduced easily with the use of a transducer with a smaller contact face that would be less sensitive to roughness on the surface of grooved concrete pavements. KW - Accuracy KW - Concrete pavements KW - Impact echo tests KW - Measurement KW - Nondestructive tests KW - Pavement thickness KW - Pavements KW - Quality assurance KW - Thickness KW - Ultrasonic tests KW - Wave motion KW - Wave velocity UR - http://ntl.bts.gov/lib/36000/36900/36923/95-R10.pdf UR - https://trid.trb.org/view/422190 ER - TY - RPRT AN - 00680685 AU - Fitch, G M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - USE OF GLOBAL POSITIONING SYSTEM FOR CAPTURE OF ENVIRONMENTAL DATA. FINAL REPORT PY - 1995/03 SP - 26 p. AB - The purpose of this study was to determine the feasibility of using the Global Positioning System (GPS), composed of 24 NAVSTAR satellites emitting individually coded radio signals with accurate timing and ephemeris information, to capture environmental field data. The accuracy of data collected in diverse environments and the practicality of transferring the data into a geographic information system (GIS) or computer aided design system (CADD) were tested. Three different data sets were collected: point, line, and area data. A Trimble GeoExplorer mapping grade GPS was used as the rover for data collection tests. Trimble base stations in North Carolina were used as the source of postprocessing data. Data collection was accurate and conversion of the data into GIS or CADD formats was practical. GPS technology is a highly feasible way to capture environmental location data. KW - Accuracy KW - Computer aided design KW - Data collection KW - Environment KW - Environmental data KW - Feasibility analysis KW - Field data KW - Field studies KW - Geographic information systems KW - Global Positioning System KW - Information organization KW - Wetlands UR - http://ntl.bts.gov/lib/36000/36900/36922/95-R18.pdf UR - https://trid.trb.org/view/422192 ER - TY - RPRT AN - 00680684 AU - Garber, N J AU - Black, K A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ADVANCED TECHNOLOGIES FOR IMPROVING LARGE-TRUCK SAFETY ON TWO-LANE SECONDARY ROADS. FINAL REPORT PY - 1995/03 SP - 68 p. AB - The use of large trucks has steadily increased since the passage of the Surface Transportation Assistance Act to the point where they now account for over 50% of vehicle traffic on some highways in Virginia. Projections now forecast that large-truck travel will grow at twice the rate of personal vehicle travel in the near future. Although several studies have been conducted to determine the effects of large trucks on safety on multilane primary and interstate highway systems, the effects on two-lane secondary roads have been largely ignored. This study identified the causal factors and predominant types of large-truck crashes on two-lane secondary roads in Virginia and compared the large-truck crash rates for two-lane secondary roads and two-lane primary roads. The study also identified advanced technologies associated with intelligent transportation systems (ITS) that can be used to minimize the causal factors of large-truck crashes on these roads. The results showed that large-truck crash rates are significantly higher on two-lane secondary roads than on two-lane primary roads, with the predominant types of crashes being angle, rear end, sideswipe same direction, and sideswipe opposite direction. The study identified several ITS technologies that can be used to mitigate the predominant causal factors and recommends a pilot study to test the effectiveness of one such system. KW - Crash causes KW - Crash rates KW - Crash types KW - Highway safety KW - Intelligent transportation systems KW - Mitigation KW - Prevention KW - Safety KW - Secondary roads KW - Traffic mitigation KW - Trucks KW - Two lane highways UR - http://ntl.bts.gov/DOCS/435.html UR - https://trid.trb.org/view/422191 ER - TY - RPRT AN - 00676617 AU - Federal Highway Administration TI - RESEARCH & TECHNOLOGY TRANSPORTER PY - 1995/03 SP - 8 p. AB - This publication is intended to transmit current research, technology accomplishments, and technical assistance information concerning highways and highway related areas. It is issued under FHWA's Research and Technology Program. This issue contains the following articles: POLICY: Secretary Pena Highlights Transportation Investment and Innovative Financing; SAFETY: National Work Zone Safety Conference Unfolds, Reverse Engineering Vehicles to Produce Finite Element Crash Simulation Models, and Visiting Scholars Program Offers Advanced Automotive Safety Research; PAVEMENTS: What to Do About Rutting? New Georgia Rut Tester Developed, Pavement Management Course Planned for Mexico, and FHWA Contributes to ASTM Concrete Publication; STRUCTURES: Hands Up for Bridge Engineering Training; INTERNATIONAL: International Coordinators Discuss LTPP Projects, and Geosynthetics Seminar Comes to Argentina; SHRP IMPLEMENTATION: High Performance Concrete to be Showcased, and Queue Detector is Now Commercially Available. KW - Bridges KW - Development KW - Highway safety KW - Highways KW - Implementation KW - International KW - Pavements KW - Research KW - Research and development KW - Strategic Highway Research Program KW - Technical assistance KW - Technological innovations KW - Technology KW - Transportation policy UR - https://trid.trb.org/view/421349 ER - TY - RPRT AN - 00676582 AU - Knoblauch, R AU - Nitzburg, M AU - Reinfurt, D AU - Council, F AU - Zegeer, C AU - POPKIN, C AU - Center for Applied Research, Incorporated AU - Federal Highway Administration TI - TRAFFIC OPERATIONS CONTROL FOR OLDER DRIVERS. FINAL REPORT PY - 1995/03 SP - 101 p. AB - The objectives of this project were to define the problems older drivers and pedestrians have at intersections, and make recommendations for changes. A literature review, a detailed accident analysis, and eight focus groups were conducted to identify the specific kinds of traffic-control-related problems experienced by older drivers and pedestrians at intersections. Three problem areas were targeted. The Left-Turn Signal Comprehension Study examined the lack of understanding associated with a variety of protected and permitted left-turn signal displays. It was found that many drivers, young and old alike, do not understand the protected/permitted signal phasing. Efforts to improve motorist comprehension of left-turn signal phasing should be targeted at the entire driving population. Older pedestrians frequently indicated that they don't have enough time to cross the street. This complaint is exaggerated by the lack of understanding of the clearance--Flashing DON'T WALK--phase. The Pedestrian Signal Comprehension Study involved the development and evaluation of a pedestrian signal explanation placard. The wording of the placard was empirically developed. Field testing failed to demonstrate a change in pedestrian comprehension or compliance. However, the placard did produce a small, but significant, increase in pedestrian comprehension level. Recommendations for the wording of the pedestrian signal education placard are made. The Driver Signal Response and Stopping Behavior Study compared the responses of older and younger drivers to amber onset and the braking ability of older and younger drivers. Testing was done in a controlled field test facility with the subjects driving their own cars. No important differences between older and younger drivers were found. Current standards for amber signal duration and red signal onset do not need to be modified. KW - Aged KW - Aged drivers KW - Compliance KW - Comprehension KW - Crash analysis KW - Exclusive permissive phasing KW - Field tests KW - Guides to the literature KW - Highway operations KW - Intersections KW - Left turn phase KW - Left turn phasing KW - Literature reviews KW - Operations research KW - Pedestrian actuated controllers KW - Pedestrian movement KW - Pedestrian phase KW - Pedestrians KW - Recommendations KW - Signal explanation placard KW - Time KW - Traffic control KW - Traffic crashes KW - Traffic operations research KW - Yellow interval (Traffic signal cycle) UR - https://trid.trb.org/view/421336 ER - TY - RPRT AN - 00676583 AU - Harmelink, D AU - Aschenbrener, T AU - Wood, K AU - Colorado Department of Transportation AU - Federal Highway Administration TI - DEMONSTRATION OF THE PLACEMENT OF STONE MATRIX ASPHALT IN COLORADO. INTERIM REPORT PY - 1995/03 SP - 90 p. AB - The Stone Matrix Asphalt (SMA) experimental feature on SH-119, from SH-52 East to Longmont, is the Colorado Department of Transportation's (CDOT's) first attempt under contract to construct test sections for evaluation. The project successfully demonstrated the design, production, and placement of the European SMA. The research experiment on the project consisted of placing 11,000 tons (9,979,200 kg) of SMA using three different mix designs (two polymer stabilized mixtures and one fiber mixture). The two polymers were 1) Vestoplast S from Huls America and 2) PM-ID from Koch Materials Co. The fiber mixture used a cellulose fiber in pellet form from Arbocel. The material specifications used for the design of the SMA were adequate with a few exceptions. Several plant modifications were required to add the mineral filler and additives. Production through the plant was reduced significantly because of the addition of mineral filler. The rate of production was virtually cut in half from the normally expected 250 tons (226,800 kg) per hour to 150 tons (136,080 kg) per hour. Field performance data will be evaluated on an annual basis. Results will be available in approximately 3 years. Based on the European torture tests, it is expected that the SMAs will have very good field performance with respect to rutting and moisture damage. KW - Additives KW - Cellulose KW - Fiber reinforced concrete KW - Fiber reinforcement KW - Materials KW - Materials specifications KW - Mix design KW - Paving KW - Polymer additives KW - Polymers KW - Productivity KW - Specifications KW - Stone matrix asphalt KW - Test sections UR - https://trid.trb.org/view/421337 ER - TY - RPRT AN - 00676556 AU - Arockiasamy, M AU - Sowrirajan, R AU - Qu, R AU - Florida Atlantic University, Boca Raton AU - Florida Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL STUDIES ON THE FEASIBILITY OF USE OF CARBON FIBER REINFORCED PLASTICS IN REPAIR OF CONCRETE BRIDGES. FINAL REPORT PY - 1995/03 SP - 300 p. AB - The report presents the experimental and analytical studies on the feasibility of using Carbon Fiber Reinforced Plastic (CFRP) plates in the repair of concrete bridges. The flexural behavior of concrete beams strengthened with varying number of externally bonded CFRP plates are presented. The magnitude of increases in strength and stiffness of the beams provided by the bonded plates, over another beam tested without plates, were evaluated. Failure load of the beams were determined by the ACI strain compatibility method. The predicted collapse load agrees reasonably well with the actual failure load. The contribution of CFRP plate retrofit to the flexural resistance was evaluated for solid slab, voided slab and AASHTO girder bridge models. The slabs and girders were precracked up to ultimate load and then retrofitted with varying number of CFRP plates. The magnitudes of increases in the strength and stiffness of the retrofitted slabs and girders were evaluated based on the deflections, strains and crack patterns at ultimate load. Theoretical analyses to predict the load-deflection behavior of the retrofitted sections were performed using ANSYS software. The predicted curve agrees reasonably well with the experimental results. KW - Alternatives analysis KW - Beams KW - Carbon fibers KW - Concrete KW - Concrete beams KW - Concrete bridges KW - Deflection KW - Failure KW - Failure load KW - Feasibility analysis KW - Flexural strength KW - Forecasting KW - Laboratory tests KW - Load deflection KW - Loads KW - Plates (Engineering) KW - Plates (Structural members) KW - Reinforced plastics KW - Repairing KW - Repairs KW - Retrofitting KW - Software KW - Stiffness KW - Strength of materials KW - Strengthening (Maintenance) KW - Test results KW - Theory UR - https://trid.trb.org/view/421320 ER - TY - RPRT AN - 00675293 AU - Appleman, B R AU - Weaver, REF AU - Bruno, J A AU - Steel Structures Painting Council AU - Federal Highway Administration TI - MAINTENANCE COATING OF WEATHERING STEEL: FIELD EVALUATION AND GUIDELINES. FINAL REPORT PY - 1995/03 SP - 130 p. AB - This report describes a 4-year bridge and test fence evaluation of protective coatings for maintaining weathering steel bridges. The test specimens consisted of steel panels cut from existing aged weathering steel bridges, along with some new mill scale bearing weathering steel as a control. The condition of the specimens ranged from extensively pitted and corroded (from chloride exposure) to mildly corroded and non-pitted. Specimens were cut from angle irons, stiffeners, cover plates, and web areas of bridges. Three methods of surface preparation were used: dry abrasive blasting, wet abrasive blasting, and power tool cleaning using rotary peening and non-woven abrasive discs. The chloride levels of the test specimens were measured after surface preparation to determine the coatings' ability to tolerate different levels of chloride or other soluble salts on the surface. Chloride levels measured ranged from less than 5 to 150 microg/sq cm. The test specimens were exposed at five sites, which included three bridges (Michigan, Pennsylvania, and Louisiana) and two test fence locations: a severe marine site and a moderate industrial site. The following six coating systems were applied to each combination of surface preparations, steel conditions, and sites: epoxy zinc rich system, urethane zinc-rich system, epoxy mastic system, ethyl silicate zinc/vinyl system, water-borne alkali silicate/acrylic system, and oil-alkyd control. Additional systems tested included a thermal spray zinc system and a low VOC ethyl silicate system. The rusting and scribe undercutting of the test panels were evaluated over a 4-year period. The data were analyzed using comparison of means, analysis of variance, and linear correlation methods. The effect of each variable was evaluated and a comparison made between the ranking of the coatings in the field testing compared to the various types of laboratory testing. A total of 564 specimens was included in the test matrix. Each combination of surface preparation, coating system, substrate type, and test site was replicated. Based on these data and evaluation of other bridge studies, a set of guidelines was developed for maintenance coating of weathering steel bridges. Recommendations were given for three field conditions: new A-588, non-corroded weathered A-588 (low-chloride), and corroded (weathered) A-588 (high chloride). Recommendations were also based on the bridge exposure conditions which were classified as severe or mild/moderate. KW - Blast cleaning KW - Chloride content KW - Cleaning KW - Field tests KW - Guidelines KW - Laboratory tests KW - Maintenance KW - Metal bridges KW - Performance evaluations KW - Power tool cleaning KW - Protective coatings KW - Recommendations KW - Rusting KW - Specimens KW - Steel bridges KW - Surface preparation KW - Tools KW - Weathering steel UR - https://trid.trb.org/view/412310 ER - TY - RPRT AN - 00798945 AU - Hopkins, T C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - BEARING CAPACITY ANALYSIS OF PAVEMENTS PY - 1995/02/28 SP - 244 p. AB - A multilayered, mathematical model for analyzing the ultimate bearing capacity of soil subgrades and asphalt pavements is presented. Theoretical considerations and mathematical derivations of limit equilibrium equations, based on plasticity principles, for analyzing the ultimate bearing capacity of soil subgrades and partially completed asphalt pavements, and the extension of these equations to the analyses of asphalt pavements composed of multiple layers, are presented. The model is unique since shear strength parameters, phi and c (the angle of internal friction and cohesion, respectively), are used to describe each layer of material of the pavement structure and a factor of safety against failure is calculated. Problems involving total stress and effective stress analyses may be solved using the new model. Theoretical derivations of the shear surface selected for the model analyses are presented. The theoretical failure mass consists of three failure zones: active and passive wedges connected by a central wedge whose shear surface is a logarithmic spiral curve. Credibility of the model is established by solving three classes of pavement bearing capacity problems. Bearing capacity factors are computed from the new theoretical model and compared to the classical bearing capacity factors (Prandtl). Solutions obtained from a two-layered, semi-empirical formula described by Vesic are compared to solutions obtained from the new mathematical model. Finally, factors of safety of asphalt pavements that failed during construction are analyzed. Factors of safety obtained from the model are compared to the failure factor of safety. These different analyses and comparisons show that the new model yields very reasonable solutions. Additionally, factors of safety of some 237 pavement sections of Loops 3, 4, 5, and 6 of the AASHO Road Test (1962) are computed and correlated to weighted, 18-kip, ESAL applications (P=2.0). Analyses of the AASHO (flexible pavement) Road Test Equation (1962) and the 1981 Kentucky asphalt pavement curves using the new model show that there are situations where these design methods may yield pavement designs that may fail. Analyses of soil subgrades under typical construction traffic loadings using the model show that subgrade CBR values should be in the range of about 6 to 8.5 to avoid bearing capacity failures during construction of subgrades and pavements. Several deficiencies of current design methods are identified and recommendations are made to correct these design and construction deficiencies. KW - AASHO Road Test KW - Asphalt pavements KW - Bearing capacity KW - California bearing ratio KW - Coefficient of internal friction KW - Cohesion KW - Design methods KW - Effective stress KW - Equations KW - Failure KW - Mathematical models KW - Safety factors KW - Shear strength KW - Subgrade (Pavements) KW - Total stress UR - https://trid.trb.org/view/665918 ER - TY - RPRT AN - 00711747 AU - Hughes, R G AU - University of North Carolina, Chapel Hill AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION GUIDE FOR CARAT (CONGESTION AVOIDANCE AND REDUCTION FOR AUTOS AND TRUCKS). FINAL REPORT PY - 1995/02/28 SP - 194 p. AB - This report completes the technical assistance provided by the University of North Carolina Highway Safety Research Center (HSRC) to the North Carolina Department of Transportation (NCDOT) on the development of a General Evaluation Plan for the project entitled, "Congestion Avoidance and Reduction for Autos and Trucks" (CARAT). This was an additional effort performed under Contract Number FHWA-IVH-9937 (601), the primary focus of which was human factors considerations in the system design, operation, and maintenance of the CARAT program. This report follows an Interim Report submitted to the NCDOT in March 1994 which addressed the need to clarify program goals and objectives as a basis for more clearly establishing the scope of the CARAT evaluation. The present report identifies CARAT goals and objectives in light of (a) recommendations of a CARAT Evaluation Task Force, and (b) ATMS goals and objectives identified in the ITS System Architecture Study. The proposed evaluation reflects the consensus of the task force that the primary focus should be on CARAT's incident management function and the use of the system's real time traffic measurement capability for establishing an objective traffic performance baseline against which subsequent CARAT capabilities could be evaluated. The results of preliminary cost benefit analyses are reported as a basis for establishing incident management performance parameters. The impacts of current geometric improvements on the establishment of a meaningful pre-CARAT baseline are discussed as is the caution that the CARAT evaluation remain focused on current system capabilities rather than future system goals and expectations. KW - Advanced traffic management systems KW - Benefit cost analysis KW - Guides KW - Guides to information KW - Implementation KW - Incident management KW - Intelligent transportation systems KW - Reduction (Decrease) KW - Traffic congestion UR - https://trid.trb.org/view/447708 ER - TY - RPRT AN - 00682859 AU - Papagiannakis, T AU - Gujarathi, M AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A ROUGHNESS MODEL DESCRIBING HEAVY VEHICLE-PAVEMENT INTERACTION. FINAL RESEARCH REPORT PY - 1995/02/28 SP - 58 p. AB - This study deals with the pavement roughness characteristics that affect pavement-heavy vehicle interaction. Dynamic vehicle response data from two sources were analyzed, namely experimental data obtained with the instrumented vehicle developed by the National Research Council of Canada (NRCC) and simulated data obtained with a quarter-vehicle simulation. It was found that the vehicle response parameter of interest in this interaction is the sprung mass vehicle acceleration because it relates to both pavement/vehicle damage as well as to ride quality/cargo damage. The sprung mass vertical acceleration transfer function showed a distinct sensitivity to a pavement roughness excitation frequency of 3.5 Hz. A pavement roughness statistic was proposed based on the vertical sprung acceleration of the sprung mass. It is calculated by multiplying the spectral density of the roughness profile by the square of a reference transfer function and integrating the result. This procedure was implemented into a PC-based computer software program called TRRI (Truck Response to Roughness Index). KW - Acceleration (Mechanics) KW - Cargo damage KW - Cargo handling KW - Defects KW - Heavy vehicles KW - Interactions KW - Loss and damage KW - Motor vehicles KW - Pavement damage KW - Pavements KW - Ride quality KW - Roughness KW - Software KW - Vehicle damage KW - Vehicle dynamics KW - Vehicle responses UR - http://www.wsdot.wa.gov/research/reports/fullreports/372.1.pdf UR - https://trid.trb.org/view/423098 ER - TY - RPRT AN - 01001273 AU - Perkins, Steven W AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - Feasibility of the Use of Existing Analytical Models and Experimental Data to Assess Current Design Methods for Pavement Geogrid-Reinforced Base Layers PY - 1995/02/23/Final Report SP - 39p AB - In recent years polymer geogrids have been proposed and used to improve the performance of paved roadways and/or to reduce base course thickness. Performance improvements have been demonstrated for design conditions where relatively large rut depths are acceptable and where relatively weak pavement sections have been used. This work was undertaken to examine existing literature concerning laboratory and field experimental studies, and analytical studies pertaining to the inclusion of geogrid polymer materials in roadway pavement sections for the purpose of improving performance or to allow for a reduction in the constructed section thicknesses. The original goal of this study was to examine the feasibility of using existing data from laboratory or field studies and existing finite element models to validate and calibrate the model and then use the model to predict the response of pavement sections not included in the experimental studies. This study has indicated that this approach is feasible and has been accomplished by a previous project. Furthermore, the literature reviewed in this study has shown conflicting results pertaining to the level of improvement that is realized by inclusion of a geogrid in the base course layer of a pavement section. While additional laboratory and analytical studies may aid in resolving these conflicts it is concluded that the most productive approach at this point is to construct well-instrumented, full-scale field sections to assess improvement levels. These sections should be designed and constructed to include variables identified in previous studies as having the greatest impact on pavement performance. KW - Base course (Pavements) KW - Design methods KW - Experimental data KW - Feasibility analysis KW - Field studies KW - Geogrids KW - Laboratory studies KW - Literature reviews KW - Mathematical models KW - Pavement performance KW - Thickness UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/analytical_model.pdf UR - http://ntl.bts.gov/lib/45000/45800/45820/analytical_model41.pdf UR - https://trid.trb.org/view/757017 ER - TY - RPRT AN - 00682808 AU - Meir, J V AU - Cicciarelli, M R AU - Ramirez, J A AU - Lee, R H AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - ALTERNATIVES TO THE CURRENT AASHTO STANDARD BRIDGE SECTIONS. FINAL REPORT PY - 1995/02/18 SP - 158 p. AB - The main objective of this study was to evaluate feasible alternatives to the current AASHTO bridge girders used in Indiana. This evaluation included precast pretensioned bridge girders for spans from 30 to 130 ft (9.14 to 39.62 m) with girder spacing between 5 and 10 ft (1.52 and 3.05 m) and up to 12 ft (3.66 m) for the longer spans. Other criteria included girder design concrete compressive strengths up to 7000 psi (48,265 kPa), 8 in. (20.32 cm) total concrete deck thickness with design strength of 4000 psi (27,580 kPa), grade 60 steel for slab reinforcement and stirrups and 0.5 in. (1.27 cm) special grade 270 low-relaxation strand for prestressing steel. Post-tensioning and pretensioned box girders were outside the scope of the study. Approximately 100 alternate sections were received from surveys sent to various departments of transportation, consultants, and precasters in the United States. The girder cross sections were then evaluated for their structural efficiency and cost effectiveness. This was done using the computer program, PCBM, developed by Professor Robert H. Lee at Purdue University and currently used by the Indiana Department of Transportation (INDOT). The AASHTO I, II, and III girders were found to be economical for spans 30 to 70 ft (9.14 to 21.34 m). No alternate sections were therefore recommended in this span range. In the range from 70 to 90 ft (21.34 to 27.43 m) the Illinois 54 in. (137.16 cm) section is considered the most economical. This section is currently being used as the only alternate section in Indiana. Other alternate sections were found to be more economical for spans over 90 ft (27.43 m). The Kentucky Bulb Tees were recommended for use in spans from 90 to 130 ft (27.43 to 39.62 m) to provide considerable savings over the standard AASHTO girders. This would result in a savings of as much as 20 to 25% of the bridge superstructure for the longer spans. Design Aids were created for these Kentucky Bulb Tees as well as for the AASHTO standards and the Illinois 54 in. (137.16 cm) section. The use of these sections is supported by this research study and recommended to INDOT. Adopting these alternate sections would result in considerable savings in Indiana's bridge construction. KW - Bridge design KW - Bridges KW - Cost effectiveness KW - Cross sections KW - Girders KW - Structural design UR - https://trid.trb.org/view/423068 ER - TY - RPRT AN - 01024463 AU - Sargand, Shad AU - Beegle, David AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Three Dimensional Modeling of Rigid Pavement PY - 1995/02/17/Final Report SP - 78p AB - A finite-element program has been developed to model the response of rigid pavement to both static loads and temperature changes. The program is fully three-dimensional and incorporates not only the common twenty-node brick element but also a thin interface element and a three-node beam element. The interface element is used in the pavement-soil interface and in the joints between slabs. The dowel bars in the joints are modeled by the beam element, which includes flexural and shear deformations. Stresses, strains, and displacements are computed for body forces, traffic loads, and temperature changes individually so that the program can be used to obtain either total stresses for design, or strain changes to compare with experimental data. The effects of varying the material properties in the pavement, base, subgrade, interfaces, and dowels are investigated to identify those parameters which most influence the solution. Results of various interface thicknesses and dowel diameters also are presented. A further study is conducted to determine the effect of average pavement temperature on the curling stresses and displacements. Finally, results from the program are compared with experimental curling displacements and stresses. KW - Beam element KW - Bending stress KW - Curling (Pavements) KW - Deformation KW - Displacement (Pavements) KW - Finite element method KW - Interfaces KW - Pavement joints KW - Rigid pavements KW - Slabs KW - Static loads KW - Strain (Mechanics) KW - Stresses KW - Subgrade (Pavements) KW - Temperature KW - Three dimensional modeling KW - Tie bars KW - Traffic loads UR - http://www.dot.state.oh.us/research/1999%20and%20Older/Pavements/14537-es.pdf UR - http://www.dot.state.oh.us/research/1999%20and%20Older/Pavements/14537-FR.pdf UR - https://trid.trb.org/view/781629 ER - TY - RPRT AN - 00762429 AU - Fancher, P AU - Campbell, K AU - Federal Highway Administration AU - University of Michigan Transportation Research Institute TI - TRUCK SIZE AND WEIGHT STUDY PHASE I: WORKING PAPERS 1 AND 2 COMBINED. VEHICLE CHARACTERISTICS AFFECTING SAFETY PY - 1995/02/06 SP - 23 p. AB - This paper addresses the relationship of truck size and weight (TS&W) policy, vehicle handling and stability, and safety. Handling and stability are the primary mechanisms relating vehicle characteristics and safety. Vehicle characteristics may also affect safety by mechanisms other than handling and stability. For example, vehicle length may affect safety through interactions with other vehicles, such as passing maneuvers and in clearing intersections, in addition to its influence on vehicle handling and safety. However, the safety effect of vehicle length due to its influence on handling and stability is within the scope of this paper, while safety effects arising through mechanisms other than handling and stability, such as passing and intersection clearance, are not. KW - Handling characteristics KW - Length KW - Size KW - Stability (Mechanics) KW - Trucking safety KW - Trucks KW - Vehicle characteristics KW - Weight UR - http://wwwcf.fhwa.dot.gov/reports/tswstudy/TSWwp1.pdf UR - http://ntl.bts.gov/lib/11000/11100/11181/TSWwp1.pdf UR - https://trid.trb.org/view/496960 ER - TY - RPRT AN - 01620262 AU - Denio, R J AU - Yura, J A AU - Kreger, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Behavior of Reinforced Concrete Pier Caps Under Concentrated Bearing Loads PY - 1995/02//Interim Report SP - 118p AB - At congested highway interchanges, the Texas Department of Transportation (TxDOT) uses narrow concrete piers and shallow depth steel cap girders. Research Project 0-1302 is concerned with the connection detail between these two elements. This report deals with the shear strength and reinforcement details at the top of the concrete pier in the vicinity of the bearings. Since no formal design procedure currently exists for determining the required amount and distribution of reinforcing steel in a pier cap, this research also had the purpose of providing design guidelines for the pier cap. To investigate the behavior of the pier caps, six test specimens were constructed at a 30% scale. Five different reinforcing steel patterns were used in the six specimens to examine the contributions of different reinforcing types to the pier cap strength. Eleven static load tests were conducted to failure on the six pier caps. For all specimens, load on the pier cap was carried primarily by the action of a tied arch which transferred load from the base plates into the column. Overall, specimens that had a greater quantity of horizontal reinforcing steel and adequate development of horizontal reinforcing had a greater capacity. Three design methods were used to analyze the strength of the pier caps tested: (1) AASHTO (1992) Corbel Provisions; (2) ACI 318-89 Deep Beam Provisions; and (3) Strut-and-TIe Method. The corbel and deep beam provisions were very conservative in predicting the capacity of the pier cap because they consider only concrete capacity in shear. On average, these two methods underestimated the pier strength by a factor of 3 to 4. Testing showed that the pier cap resisted loads through a tied arch, which is a much stronger load-carrying mechanism than concrete in shear. The strut-and-tie models used were much more accurate than conventional design methods in predicting the capacity of the pier caps because they model the compression arch action observed during testing. The strut-and-tie method is suggested for design because strut-and-tie analyses gave the best correlation with test results, modeled true behavior, and were still conservative. To detail the use of the strut-and-tie method, a design example using a proposed strut-and-tie model is presented. Also, recommendations are given for evaluating existing pier caps through field inspection. KW - Bridge design KW - Bridge piers KW - Design methods KW - Girders KW - Guidelines KW - Interchanges KW - Load tests KW - Pier caps KW - Reinforcement (Engineering) KW - Reinforcing steel KW - Scale models KW - Shear strength KW - Structural connection KW - Strut and tie method UR - http://library.ctr.utexas.edu/digitized/texasarchive/phase1/1302-1-ctr.pdf UR - https://trid.trb.org/view/1440529 ER - TY - RPRT AN - 01547822 AU - Elliott, R P AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Detection of Moisture Damage from Laboratory Tests PY - 1995/02//Final Report SP - 18p AB - This study was an attempt to develop a laboratory test procedure for measuring the stripping potential of asphalt mixes. The approach was to establish field simulated conditions in a testing vessel that would generate stripping. It was expected that by testing specimens while subjected to the simulated conditions a method could be established for use as a practical stripping test. The study was successful in developing the testing vessel and in generating field-like stripping. However, the testing of specimens using the equipment and methodology developed did not provide a clear indication of when stripping was developing or even a clear delineation between mixes that stripped and those that did not strip. As a result, it was concluded that a practical test procedure could not be developed using the methodology and it was recommended that the study not be continued. KW - Asphalt mixtures KW - Laboratory tests KW - Moisture damage KW - Stripping (Pavements) KW - Test procedures UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209113.pdf UR - https://trid.trb.org/view/1334828 ER - TY - RPRT AN - 01390042 AU - Federal Highway Administration (FHWA) AU - Battelle Team TI - Comprehensive truck size and weight (TS&W) study: phase 1: synthesis PY - 1995/02 SP - 1 vol (various pagings) KW - Bridge-vehicle interaction KW - Direct costs KW - Energy conservation KW - Energy conservation KW - Environment KW - Environment KW - Geometric segments KW - Heavy vehicle KW - Heavy vehicles KW - Highway safety KW - Law enforcement KW - Law enforcement KW - Logistics KW - Logistics KW - Modal split KW - Modal split KW - Overdimensional vehicle KW - Oversize loads KW - Regulations KW - Road geometry KW - Road pricing KW - Road pricing KW - Road safety KW - Rolling contact KW - Vehicle bridge interaction KW - Vehicle costs KW - Vehicle pavement interaction KW - Vehicle regulations KW - Vehicle size KW - Vehicle weight KW - Vehicle weight KW - Vehicles UR - https://trid.trb.org/view/1157808 ER - TY - RPRT AN - 00981898 AU - Gordon, P AU - Richardson, H W AU - Federal Highway Administration TI - GEOGRAPHIC FACTORS EXPLAINING WORKTRIP LENGTH CHANGES. CHAPTER 2, VOLUME III SPECIAL REPORTS ON TRIP AND VEHICLE ATTRIBUTES - IN: 1990 NPTS SPECIAL REPORTS PY - 1995/02 SP - 43 p. AB - Analyzing the 1983-1990 growth of almost 40% in U.S. vehicle miles traveled (VMT), Pisarski shows that much of it is accounted for by a 35.9% jump in average vehicle trip lengths (the other contributors being population growth, decline in vehicle occupancy, mode shifts to privately operated vehicles, and increased trips per capita). Work trip VMT grew by even more, increasing by nearly 50%. Again, the contributors were more people and more workers, although the latter grew faster, largely because of greater female labor force participation. Although annual work trips per worker fell slightly (from 450 to 425), there were in aggregate 8.2% more person work trips. Because workers per vehicle fell (less transit use, fewer auto passengers) and because walking to work also diminished, the growth in vehicle work trips grew much faster, 18.2%, in the 7-year interval. Yet, most of the work trip VMT growth was explained by the almost 27% growth in average distance traveled (from 8.6 to 10.9 miles, one-way). In spite of this and depending on how the data are aggregated, average work trip durations either fell slightly or grew by much smaller percentages than distances. Either way, there were significant increases in average trip speeds. This casts doubt on reports of worsening congestion, such as those emanating from the Texas Transportation Institute (TTI). Of greater significance, however, is the idea that the welfare inferences to be drawn from the data will vary significantly, depending on whether increased trip distances (and TTI congestion measures) or whether higher average speeds and shorter (or nonincreasing) average trip times are emphasized. A third view reconciles the seeming paradox: suburbanization of jobs and residences is such that people are able to exercise the choice to live further away from activity centers but, because of higher speeds on less congested roads, are paying a modest cost (if any) in terms of extra time traveled. This paper analyzes commuting data from the 1983 and 1990 Nationwide Personal Transportation Survey (NPTS). The results of this study support the third view. KW - Commuting KW - Distance KW - Geography KW - Jobs KW - Mode choice KW - Nationwide Personal Transportation Survey KW - Population growth KW - Public transit KW - Residential location KW - Speed KW - Suburbs KW - Time duration KW - Traffic congestion KW - Travel surveys KW - Trip length KW - United States KW - Vehicle miles of travel KW - Vehicle occupancy KW - Walking KW - Work trips UR - http://nhts.ornl.gov/1990/doc/attributes.pdf UR - https://trid.trb.org/view/743161 ER - TY - RPRT AN - 00981899 AU - Pisarski, A E AU - Federal Highway Administration TI - THE DEMOGRAPHY OF THE U.S. VEHICLE FLEET: OBSERVATIONS FROM THE NPTS. CHAPTER 3, VOLUME III SPECIAL REPORTS ON TRIP AND VEHICLE ATTRIBUTES - IN: 1990 NPTS SPECIAL REPORTS PY - 1995/02 SP - 44 p. AB - One of the important trends observed in the 1990 Nationwide Personal Transportation Survey (NPTS) data has been the increasing share of vehicle miles of travel generated by the older vehicle fleet. This is a product of two factors: the increasing proportion of the fleet that consists of older vehicles; and the increasing travel activity of these older vehicles. This study uses NPTS data as the fundamental source to examine the characteristics of the vehicle fleet specifically in terms of age, identify the characteristics of the owners of the vehicles in the aging fleet, and describe the ways in which those vehicles are used. KW - Aging (Materials) KW - Demographics KW - Nationwide Personal Transportation Survey KW - Ownership KW - Travel surveys KW - Trend (Statistics) KW - United States KW - Utilization KW - Vehicle fleets KW - Vehicle miles of travel UR - http://nhts.ornl.gov/1990/doc/attributes.pdf UR - https://trid.trb.org/view/743162 ER - TY - RPRT AN - 00981900 AU - Kitamura, R AU - Federal Highway Administration TI - TIME-OF-DAY CHARACTERISTICS OF TRAVEL: AN ANALYSIS OF 1990 NPTS DATA. CHAPTER 4, VOLUME III SPECIAL REPORTS ON TRIP AND VEHICLE ATTRIBUTES - IN: 1990 NPTS SPECIAL REPORTS PY - 1995/02 SP - 57 p. AB - This study is an attempt to gain a better understanding of temporal aspects of travel behavior. The focus of the analysis is on the timing of trips made for various purposes. The nature of the study is largely descriptive and explorative. The rich information contained in the 1990 Nationwide Personal Transportation Survey (NPTS) data is utilized to reveal temporal characteristics of trip making. Explorative analysis is also performed to examine history dependence in out-of-home activity engagement and trip making. The study in addition contains an initial modeling effort to examine the interplay between activity duration and activity timing (therefore trip timing). It is hoped that some general tendencies in temporal aspects of travel behavior can be revealed and directions for future research can be identified through this effort. KW - Activity choices KW - Nationwide Personal Transportation Survey KW - Periods of the day KW - Time duration KW - Travel KW - Travel behavior KW - Travel surveys KW - United States UR - http://nhts.ornl.gov/1990/doc/attributes.pdf UR - https://trid.trb.org/view/743163 ER - TY - RPRT AN - 00981897 AU - Strathman, J G AU - Dueker, K J AU - Federal Highway Administration TI - UNDERSTANDING TRIP CHAINING. CHAPTER 1, VOLUME III SPECIAL REPORTS ON TRIP AND VEHICLE ATTRIBUTES - IN: 1990 NPTS SPECIAL REPORTS PY - 1995/02 SP - 28 p. AB - Person trips are a basic unit of measurement in the Nationwide Personal Transportation Survey (NPTS). The "trip" element in this measure is defined as one-way travel from one place (address) to another by any means of transportation, while the "person" element identifies the subject. Analyzing trip chaining (combining trips) activity may lead to better understanding of travel behavior and provide a more appropriate framework for examining some transportation policy issues. This next section of this paper defines the trip chaining typology employed in the report, and describes the procedure used to generate trip chains from person trips in the NPTS. Then trip chaining patterns distinguished by travel purpose, geographic, socio-economic and demographic factors are presented. The bias associated with equating work trips with work commutes is also estimated. The report concludes with a discussion of research needs and opportunities. KW - Commuting KW - Demographics KW - Geography KW - Nationwide Personal Transportation Survey KW - Needs assessment KW - Person trips KW - Research KW - Socioeconomic factors KW - Transportation policy KW - Travel behavior KW - Travel surveys KW - Trip chaining KW - Trip purpose KW - United States KW - Work trips UR - http://nhts.ornl.gov/1990/doc/attributes.pdf UR - https://trid.trb.org/view/743160 ER - TY - RPRT AN - 00981893 AU - Al-Kazily, J AU - Barnes, C AU - Coontz, N AU - Federal Highway Administration TI - HOUSEHOLD STRUCTURE AND TRAVEL BEHAVIOR. CHAPTER 5, VOLUME I DEMOGRAPHIC SPECIAL REPORTS - 1990 NPTS SPECIAL REPORTS PY - 1995/02 SP - 80 p. AB - This report presents a social structural method for analyzing and understanding personal travel behavior. This method is intended to enhance the understanding of personal travel behavior within the context of household structure and the individual's role within the household. Household structures are based on the presence or absence of dependents, on the number of independent adults in the household, and on relationships among household members. Similarly, person roles are based on the dependence or independence of the traveler, on the presence or absence of other independent or dependent persons in the household, and on certain relationships among household members. In all, twelve household structures and twelve person roles were developed for this study. Profiles of each of the 12 household structures used in the study were drawn from descriptive statistics, including household size, household income, vehicle ownership, gender of household members, person role of household members, and work status of independent persons in the household. The travel behavior of households by household structure was studied to determine differences between household structure groups. The household structure profiles are used to relate household structure and the roles of persons within households to travel behavior. KW - Adults KW - Automobile ownership KW - Demographics KW - Dependents KW - Employed KW - Gender KW - Household structure KW - Households KW - Income KW - Nationwide Personal Transportation Survey KW - Relationships KW - Size KW - Social factors KW - Social psychology KW - Travel behavior KW - Travel surveys KW - Unemployed KW - United States UR - http://nhts.ornl.gov/1990/doc/demographic.pdf UR - https://trid.trb.org/view/743156 ER - TY - RPRT AN - 00981892 AU - Soot, S AU - Sen, A AU - Marston, J AU - Thakuriah, P AU - Federal Highway Administration TI - MULTIWORKER HOUSEHOLD TRAVEL DEMAND. CHAPTER 4, VOLUME I DEMOGRAPHIC SPECIAL REPORTS - IN: 1990 NPTS SPECIAL REPORTS PY - 1995/02 SP - 30 p. AB - The purpose of this study is to examine the travel behavior and related characteristics of multiworker households (MWHs) (defined as households with at least two workers) and how they contribute to the ever-increasing demand for transportation services. On average they have incomes which exceed the national household average and often have multiple automobiles and as households they generate a considerable number of trips. The virtual dearth of previous studies of MWHs makes an overview of their characteristics and their travel behavior necessary. This study reveals that the number of MWHs has continued to grow, as has their use of highways; they are found in disproportionate numbers in low density urban areas distant from public transportation. They also have new vehicles, and drive each vehicle more miles than other households. As households, MWHs travel more than do other households. However, an individual worker's ability and desire to travel is constrained by time factors, among others, and transportation use by MWHs, when calculated on a per worker basis, is relatively low. KW - Automobile ownership KW - Demographics KW - Employed KW - Highway travel KW - Households KW - Income KW - Multiworker households KW - Nationwide Personal Transportation Survey KW - New products KW - Population density KW - Travel behavior KW - Travel surveys KW - Trip generation KW - United States KW - Urban areas KW - Vehicle miles of travel UR - http://nhts.ornl.gov/1990/doc/demographic.pdf UR - https://trid.trb.org/view/743155 ER - TY - RPRT AN - 00981890 AU - Rosenbloom, S AU - Federal Highway Administration TI - TRAVEL BY WOMEN. CHAPTER 2, VOLUME I DEMOGRAPHIC SPECIAL REPORTS - IN: 1990 NPTS SPECIAL REPORTS PY - 1995/02 SP - 57 p. AB - Our society has undergone profound social and demographic changes in the last 30 years, changes differentially affecting women and their children. Today most women live in low density communities, and most have salaried employment even if they have very young children. The number of families headed by a woman alone has increased substantially and many such families - including some with a parent in the paid labor force - are living in poverty. As women obtain jobs, increase their income, and acquire licenses they drive longer and use the car for more of their trips, just as men in the paid labor force have traditionally done. However, because their work duties are added to their childcare and domestic responsibilities they also exhibit markedly different patterns than working fathers. This report analyzes data from the 1990 Nationwide Personal Transportation Survey (NPTS) in order to identify and evaluate the differences, if any, in the travel behavior of women in different household and family settings today. KW - Demographics KW - Driver licenses KW - Employment KW - Families KW - Females KW - Households KW - Income KW - Jobs KW - Low income groups KW - Nationwide Personal Transportation Survey KW - Population density KW - Travel KW - Travel patterns KW - Travel surveys KW - United States UR - http://nhts.ornl.gov/1990/doc/demographic.pdf UR - https://trid.trb.org/view/743153 ER - TY - RPRT AN - 00981891 AU - Rosenbloom, S AU - Federal Highway Administration TI - TRAVEL BY THE ELDERLY. CHAPTER 3, VOLUME I DEMOGRAPHIC SPECIAL REPORTS - IN: 1990 NPTS SPECIAL REPORTS PY - 1995/02 SP - 49 p. AB - The elderly are the fastest growing component of the U.S. population and the very old are the fastest growing component of the elderly. Most elderly people today are drivers and over three fourths live in low density suburban or non-metropolitan places - places where the use of the private car is either encouraged or absolutely necessary. Although a declining percentage of the elderly live in rural areas, there is often a high concentration of elderly in the rural areas where they do live - areas where they face severe isolation if they lack transportation options. Moreover, the diversity seen among younger Americans is increasingly being seen among those now elderly and there is little doubt that it will increase in the future. Cultural and ethnic preferences have important transportation implications; people will bring to their senior years the social, personal, and recreational patterns shaped by these preferences - including their traditional travel patterns - which include a very significant dependence on the private vehicle. This report identifies socio-demographic changes in the older population and then ties the patterns to the travel patterns seen in the 1983 and 1990 Nationwide Personal Transportation Survey (NPTS). The analyses are based on unpublished tape-readable data from the 1990 NPTS as well as unpublished calculations originally made from the 1983 tapes. KW - Aged KW - Aged drivers KW - Culture (Social sciences) KW - Demographics KW - Ethnic groups KW - Nationwide Personal Transportation Survey KW - Population density KW - Private passenger vehicles KW - Recreation KW - Rural areas KW - Social factors KW - Suburbs KW - Travel KW - Travel patterns KW - Travel surveys KW - United States UR - http://nhts.ornl.gov/1990/doc/demographic.pdf UR - https://trid.trb.org/view/743154 ER - TY - RPRT AN - 00981889 AU - Rey, J R AU - Polzin, S E AU - Bricka, S G AU - Federal Highway Administration TI - AN ASSESSMENT OF THE POTENTIAL SATURATION IN MEN'S TRAVEL. CHAPTER I, VOLUME I DEMOGRAPHIC SPECIAL REPORTS - IN: 1990 NPTS SPECIAL REPORTS PY - 1995/02 SP - 63 p. AB - This study addresses the hypothesis that male travel trends may be approaching or have reached saturation. In analyzing this particular issue, this study examined the overall and gender-based trends in four indicators of travel (vehicle trips, vehicle miles of travel, person trips, and person miles of travel) as well as the trends in related factors (e.g., licensed drivers, household vehicle availability). In addition, the changes in average daily per person travel rates were analyzed for specific segments of the male population as defined by a selection of demographic, economic, and geographic characteristics that contribute to male travel. Results of the study reveal that total male travel has not indicated signs of stabilization, but has actually increased over time at an accelerated rate. However, analysis of the contributing characteristics shows that various segments of the male population did experience saturation in their average daily travel rates, especially for their person travel measures (trips and miles of travel). KW - Average daily travel rates KW - Demographics KW - Driver licenses KW - Economic conditions KW - Geography KW - Households KW - Males KW - Nationwide Personal Transportation Survey KW - Passenger miles KW - Person trips KW - Saturation flow KW - Travel KW - Trend (Statistics) KW - United States KW - Vehicle miles of travel KW - Vehicles UR - http://nhts.ornl.gov/1990/doc/demographic.pdf UR - https://trid.trb.org/view/743152 ER - TY - RPRT AN - 00933843 AU - North Central Texas Council of Governments AU - Texas Department of Transportation AU - Federal Highway Administration AU - Federal Transit Administration TI - DART FIXED-ROUTE SERVICE REVIEW STUDY: EXECUTIVE SUMMARY PY - 1995/02 SP - 222 p. AB - This presentation discusses capital projects that the Dallas Area Rapid Transit (DART) had underway in 1995 and ones that were planned at that time. The presentation covers - as listed in the table of contents - the existing service, bus/light rail interface, bus/commuter rail interface, grid network, central business districts transfer centers, and route privatization. KW - Bus transit KW - Capital investments KW - Central business districts KW - Commuters KW - Dallas (Texas) KW - Dallas Area Rapid Transit KW - Fixed routes KW - Grids (Coordinates) KW - Light rail transit KW - Privatization KW - Public transit KW - Transfer centers UR - http://ntl.bts.gov/lib/7000/7000/7053/759.pdf UR - https://trid.trb.org/view/724904 ER - TY - SER AN - 00681869 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - ACCIDENT ANALYSIS OF OLDER DRIVERS AT INTERSECTIONS PY - 1995/02 SP - 4 p. AB - As the proportion of Americans 65 years of age and older continues to increase, motor vehicle accidents involving older drivers and pedestrians are becoming a significant traffic safety concern. Intersections appear to be particularly hazardous to both elderly drivers and pedestrians. In addition to a literature review and focus groups examining a number of questions of interest with respect to crashes at intersections, this study examined the specific nature of intersection-related crashes involving elderly drivers through a detailed analysis of accident data from the Highway Safety Information System (HSIS). The analyses were conducted as part of the Federal Highway Administration (FHWA) research study, "Traffic Operations Control for Older Drivers". KW - Aged drivers KW - Crash analysis KW - Crash data KW - Guides to the literature KW - Intersections KW - Literature reviews KW - Traffic crashes UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/94021.cfm UR - https://trid.trb.org/view/426568 ER - TY - RPRT AN - 00766248 AU - Rey, J R AU - Polzin, S E AU - Bricka, S G AU - University of South Florida, Tampa AU - Federal Highway Administration TI - AN ASSESSMENT OF THE POTENTIAL SATURATION IN MEN'S TRAVEL PY - 1995/02 SP - 63 p. AB - This study addresses the hypothesis that male travel trends may be approaching or have reached saturation. The study examined the overall and gender-based trends in four indicators of travel (vehicle trips, vehicle miles of travel, person trips, and person miles of travel) as well as the trends in related factors, such as licensed drivers and household vehicle availability. In addition, the changes in average daily per person travel rates were analyzed for specific segments of the male population as defined by a selection of demographic, economic, and geographic characteristics that contribute to male travel. Results of the study reveal that total male travel has not indicated signs of stabilization, but has actually increased over time at an accelerated rate. However, analysis of the contributing characteristics shows that various segments of the male population did experience saturation in their average daily travel rates, especially for their person travel measures (trips and miles of travel on all modes). From these findings, it can be concluded that total male vehicle travel (trips and miles of travel driving a personal vehicle) has not yet exhibited signs of stabilized growth, and its future saturation can only be assumed based on the stability of the trends for licensed driver and household vehicle availability growth. It can also be concluded that the Nationwide Personal Transportation Survey (NPTS) data did not truly evidence the current saturation in total male person travel. However, the stability shown by the various segments of the male population for their average daily person travel rates indicates that the stabilization in total male person travel has already begun and should be more evident in subsequent NPTS data. KW - Average daily traffic KW - Demographics KW - Forecasting KW - Gender KW - Males KW - Nationwide Personal Transportation Survey KW - Travel behavior KW - Travel demand KW - Travel patterns UR - https://trid.trb.org/view/502564 ER - TY - RPRT AN - 00764606 AU - Zhou, H AU - Nodes, S E AU - Gower, J L AU - Oregon Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ADJACENT AC AND CRC PAVEMENT LANES ON AN INTERSTATE HIGHWAY PY - 1995/02 SP - 35 p. AB - On some of Oregon's highways, particularly on the interstate freeways in eastern Oregon, most of the heavy trucks travel in the outside lane (right lane). With this kind of truck traffic pattern, the right lane experiences significantly higher axle loadings than the left lane, and consequently, the right lane deteriorates much faster than the left lane. After years of service, the left lane pavement is still in good condition while the right lane pavement shows severe surface distress and has to undergo some major rehabilitation in order for the pavement to provide satisfactory service. Maintenance activities, which add additional costs, are often necessary before the major rehabilitation. In 1989, to resolve this type of pavement problem, the Federal Highway Administration (FHWA) and the Oregon Department of Transportation (ODOT) jointly developed an experimental features project constructing a pavement with Asphalt Concrete (AC) material in the left travel lane and Continuously Reinforced Concrete (CRC) material in the right travel lane (AC/CRC adjacent lane), on a section of Interstate 84 (I-84) in eastern Oregon. The construction of the pavement was completed in 1989. This final report of the experimental features project presents a description of the feasibility of the AC/CRC adjacent lane construction and an evaluation of the cost-effectiveness and performance of the AC/CRC adjacent pavement. KW - Ac/crc adjacent lanes KW - Asphalt concrete pavements KW - Continuously reinforced concrete pavements KW - Cost effectiveness KW - Experimental roads KW - Feasibility analysis KW - Oregon KW - Pavement performance UR - https://trid.trb.org/view/497632 ER - TY - RPRT AN - 00762440 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 13 - PERMITS AND PRICING MECHANISMS AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 39 p. AB - This paper (1) summarizes the most relevant current experience and practice regarding permits (provisions, administrative requirements) and highway use pricing mechanisms (use taxes, permit fees, tolls) of importance for truck size and weight (TS&W) policy considerations; (2) examines implications for TS&W policy; and (3) identifies knowledge gaps and related research needed to address policy objectives and questions. Most heavier and longer combination trucks currently operate under some form of overweight and/or oversize permit system, and arguments have been made that the most promising approach to achieve improvements in motor carrier productivity, safety, and other goals is through substantially improved permit systems. In addition, truck size and weight policy improvements could be used as a means to develop a more rational relationship between (a) size and weights of vehicles and the costs they impose, and (b) the pricing system for highway use. That rational relationship can be achieved through the permit fee structure, tolls, and/or the highway user tax structure. Even if these policy approaches are not pursued, changes in national size and weight limits and/or regulations could have significant impact on current permit systems and their effectiveness. KW - Costs KW - Fees KW - Highway user taxation KW - Motor carriers KW - Oversize loads KW - Overweight loads KW - Permits KW - Policy KW - Pricing KW - Regulations KW - Research KW - Size KW - Tolls KW - Trucks KW - User charges KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp13.pdf UR - http://ntl.bts.gov/lib/19000/19200/19239/PB2002105219.pdf UR - http://ntl.bts.gov/lib/9000/9300/9326/TSWwp13.pdf UR - https://trid.trb.org/view/496971 ER - TY - RPRT AN - 00762436 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 9 - EFFECTS OF TRUCK SIZE AND WEIGHT REGULATIONS ON TRUCK TRAVEL AND MODE SHARE PY - 1995/02 SP - 26 p. AB - The intention of this working paper is to provide researchers and policy analysts with as much information about estimating the effects of potential policy changes on usage of alternative truck configurations and on modal diversions as it is practical to assemble within a limited period of time. The first section of this paper contains an extended discussion of the ways in which size and weight policy affects vehicle usage and modal diversion. The second section provides a brief discussion of several areas requiring more investigation. The concluding section contains a bibliography of material relating to issues addressed in this report. Topics covered include: the effect of changes in truck size and weight regulations on vehicle configurations currently used for different hauls; the effect of those regulations on diversion between rail and truck; effect on ton-miles transported by truck; and effect on truck vehicle miles. KW - Modal diversion KW - Policy KW - Regulations KW - Size KW - Ton miles KW - Travel KW - Trucks KW - Vehicle miles of travel KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp9.pdf UR - http://ntl.bts.gov/lib/11000/11100/11180/TSWwp9.pdf UR - http://ntl.bts.gov/lib/19000/19200/19246/PB2002105226.pdf UR - http://ntl.bts.gov/lib/9000/9300/9330/TSWwp9.pdf UR - https://trid.trb.org/view/496967 ER - TY - RPRT AN - 00762437 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 10 - ENFORCEMENT AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 19 p. AB - This paper gives particular attention to the importance of enforcement actions as an integral part of Truck Size and Weight Regulations, and to the potential impacts of changes in TS&W regulations, on the costs and effectiveness of enforcement activities. A great deal of recent research has been conducted on the problems of overweight travel and enforcement strategies to reduce overweight travel. Because of the relative importance of the economic consequences of overweight travel, such as pavement damage and industry costs and revenues, less attention has been given to vehicle dimension or vehicle specification enforcement issues. Little attention has been given to the specifics of whether and how potential changes in TS&W regulations will impact enforcement. Enforcement activities related to combined weight and safety enforcement are discussed in this paper. KW - Costs KW - Effectiveness KW - Law enforcement KW - Overweight loads KW - Regulations KW - Size KW - Trucks KW - Vehicle weight KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp10.pdf UR - http://ntl.bts.gov/lib/19000/19200/19236/PB2002105216.pdf UR - http://ntl.bts.gov/lib/9000/9300/9329/TSWwp10.pdf UR - https://trid.trb.org/view/496968 ER - TY - RPRT AN - 00762441 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 14 - DOCUMENTATION OF TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - v.p. AB - This document contains tables summarizing the basic and most important size and weight limits which generally apply in each State, on the Interstate System and on other non-Interstate State highways. The four tables include 1) Vehicle Weight Limits in normal operation, including "routine" permit limits, 2) Maximum Semitrailer Lengths, 3) Cargo Carrying Length Limits for longer combination vehicles (LCVs), and 4) LCV Weight Limits. The definition of "LCV" used in tables 3 and 4 is that provided by Congress in the ISTEA of 1991; that is, any combination of truck tractor and 2 or more trailers or semitrailers which operates on the Interstate System at a gross vehicle weight greater than 80,000 pounds. KW - Interstate highways KW - Length KW - Longer combination vehicles KW - Permits KW - Regulations KW - Size KW - State highways KW - Tables (Data) KW - Tractor trailer combinations KW - Trailers KW - Trucks KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp14.pdf UR - http://ntl.bts.gov/lib/19000/19200/19240/PB2002105220.pdf UR - http://ntl.bts.gov/lib/9000/9300/9325/TSWwp14.pdf UR - https://trid.trb.org/view/497833 ER - TY - RPRT AN - 00762438 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 11 - ENVIRONMENT AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 27 p. AB - In general, very little work has been done relating the impact of changing truck size and weight (TS&W) regulations to impacts on the environment. Some work was done by the American Trucking Associations in the late 1970s and early 1980s. Other work by the Society of Automotive Engineers, the Environmental Protection Agency and several European sources has focused a great deal on characterizing the heavy duty engine. This includes emission requirements and standards, noise levels, performance standards, noise abatement, and fuel economy. While this is all useful information and a great deal of it was used for the development of this paper, most of the work related directly to truck size and weight issues has focused on the physical and structural impacts to bridges, pavements, etc. The majority of sources for this paper regarding environmental impacts focus on heavy duty engine emissions, noise levels, and other topical areas, not specifically the environmental impact associated with changes in truck size and weight regulations. Topics covered in the paper include: alternative fuel use; vehicle weight; vehicle configuration; intermodalism; truck usage; engine emissions; environmental modeling capabilities; vehicle related noise considerations; and truck induced vibrations. KW - Air quality models KW - Alternate fuels KW - Emission requirements KW - Emission standards KW - Engine emissions KW - Engines KW - Environmental impacts KW - Fuel consumption KW - Heavy duty vehicles KW - Intermodal transportation KW - Noise control KW - Regulations KW - Size KW - Trucks KW - Vehicle configuration KW - Vehicle weight KW - Vibration KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp11.pdf UR - http://ntl.bts.gov/lib/11000/11100/11179/TSWwp11.pdf UR - http://ntl.bts.gov/lib/19000/19200/19237/PB2002105217.pdf UR - http://ntl.bts.gov/lib/9000/9300/9328/TSWwp11.pdf UR - https://trid.trb.org/view/496969 ER - TY - RPRT AN - 00762439 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 12 - ENERGY CONSERVATION AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 20 p. AB - The research on various truck size and weight considerations and energy conservation is limited. Following the energy crisis in the mid 1970s, there was significant interest and research on energy conservation. Most of the references cited in this working paper are from this period. With the stabilization of fuel supplies and the decline in fuel prices, interest and research in energy conservation was greatly reduced. However, there has been renewed interest in energy conservation in the 1990s, and it appears that some recent research has been conducted which addressed some of the weaknesses of the older research. This paper covers research into the effects on energy conservation of the following: vehicle weight, vehicle dimension, intermodalism, tires, environmental laws, equipment specifications and technology, vehicle performance, and indirect energy consumption. KW - Energy conservation KW - Energy consumption KW - Environment KW - Height KW - Indirect KW - Intermodal transportation KW - Laws KW - Length KW - Regulations KW - Research KW - Size KW - Technology KW - Tires KW - Trucks KW - Vehicle performance KW - Vehicle weight KW - Weight KW - Width UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp12.pdf UR - http://ntl.bts.gov/lib/19000/19200/19238/PB2002105218.pdf UR - http://ntl.bts.gov/lib/9000/9300/9327/TSWwp12.pdf UR - https://trid.trb.org/view/496970 ER - TY - RPRT AN - 00762431 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 4 - BRIDGES AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 29 p. AB - The fourth working paper in Phase 1 of the Comprehensive Truck Size and Weight Study discusses the technical relationships of policy consequence concerning bridges. It presents information on bridge design considerations, truck characteristics affecting bridges, recommended bridge formulae for computing the maximum weights for axle group to protect bridges, and estimates from recent studies of changes in bridge costs associated with changes in truck size and weight limits. KW - Axles KW - Bridges KW - Costs KW - Design KW - Regulations KW - Size KW - Trucks KW - Vehicle characteristics KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp4.pdf UR - http://ntl.bts.gov/lib/19000/19200/19243/PB2002105223.pdf UR - http://ntl.bts.gov/lib/9000/9300/9335/TSWwp4.pdf UR - https://trid.trb.org/view/496962 ER - TY - RPRT AN - 00762435 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 8 - LOGISTICS AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 22 p. AB - This paper: (1) describes current logistics practices as they are affected by truck size and weight limits; (2) examines how changes in truck size and weight limits might affect logistics practices; and (3) where possible, identifies research needed to close knowledge gaps regarding truck size and weight limits and how they affect logistics practices. The paper focuses on the shippers' perspectives. KW - Logistics KW - Regulations KW - Research KW - Shippers KW - Size KW - Trucks KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp8.pdf UR - http://ntl.bts.gov/lib/19000/19200/19245/PB2002105225.pdf UR - http://ntl.bts.gov/lib/9000/9300/9331/TSWwp8.pdf UR - https://trid.trb.org/view/496966 ER - TY - RPRT AN - 00762432 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 5 - ROADWAY GEOMETRY AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 28 p. AB - Geometry-related effects of changes in truck size and weight regulations include a diverse set of highway design elements related to virtually every aspect of vehicle design and operation. The turning, stopping, acceleration, hill-climbing, and other characteristics of trucks determine their ability to conform to the geometric design of existing highways. Changes in these characteristics may also affect the adoption of new geometric design standards used in the construction of highways and in the reconstruction of existing highways to provide better harmony between roadway and vehicle characteristics. The fifth working paper of Phase 1 of the Comprehensive Truck Size and Weight Study presents information on the technical relationships of policy consequence concerning roadway geometry and the implications of policy options. KW - Acceleration (Mechanics) KW - Design standards KW - Geometry KW - Highway design KW - Hills KW - Policy KW - Regulations KW - Size KW - Steering KW - Stopping KW - Trucks KW - Vehicle characteristics KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp5.pdf UR - http://ntl.bts.gov/lib/19000/19200/19243/PB2002105223.pdf UR - http://ntl.bts.gov/lib/9000/9300/9334/TSWwp5.pdf UR - https://trid.trb.org/view/496963 ER - TY - RPRT AN - 00762434 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 7 - TRUCK COSTS AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 44 p. AB - The Federal Highway Administration has recently embarked on a major study of potential changes in federal policy relating to truck size and weight. The intention of this working paper is to provide researchers and policy analysts involved in this study with as much information about estimating the effects of potential policy changes on truck transport costs as it is practical to assemble within a limited period of time. The first section of the paper contains an extended discussion of the ways in which size and weight policy affects truck transport costs and sources of data for estimating these effects. The second section provides a brief discussion of several areas requiring more investigation. The concluding section contains a bibliography of material relating to issues addressed in this paper. KW - Operating costs KW - Policy KW - Regulations KW - Size KW - Trucks KW - Weight UR - http://ntl.bts.gov/lib/19000/19200/19242/PB2002105222.pdf UR - http://ntl.bts.gov/lib/9000/9300/9328/TSWwp11.pdf UR - https://trid.trb.org/view/496965 ER - TY - RPRT AN - 00762430 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 3 - PAVEMENTS AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 30 p. AB - Pavement related effects of changes in truck size and weight regulations include the following: (1) Increased traffic loadings require thicker pavements which, in turn, increase the construction cost of pavements. (2) For existing pavements, increases in traffic loadings would affect pavement rehabilitation in two ways. First, an increase in traffic loadings would shorten the time interval to the next resurfacing, which would increase the real cost for resurfacing. Second, at the time resurfacing is required, higher traffic loadings would either increase overlay thickness or require more frequent resurfacing in the future. (3) Costs for routine maintenance might also be affected by changes in traffic loadings. A pavement in new or very good condition requires relatively little expenditures for maintenance. However, as pavement condition worsens expenditures for activities such as filling cracks and patching potholes increase. (4) If traffic loadings are increased and highway agencies do not increase pavement-related expenditures to compensate for the increase, then pavement condition will deteriorate, in turn forcing users to travel over worse roads. Truck characteristics affecting pavements include the following: axle weights; tire characteristics; suspension systems; axle spacing; liftable axles; and tridems. These truck characteristics and their effects on policy are further discussed in the paper. KW - Axles KW - Construction KW - Costs KW - Liftable axles KW - Maintenance KW - Overlays (Pavements) KW - Pavement conditions KW - Pavement performance KW - Regulations KW - Rehabilitation (Maintenance) KW - Resurfacing KW - Size KW - Spacing KW - Suspension systems KW - Thickness KW - Tires KW - Traffic loads KW - Tridem axles KW - Trucks KW - Vehicle characteristics KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp3.pdf UR - http://ntl.bts.gov/lib/19000/19200/19241/PB2002105221.pdf UR - http://ntl.bts.gov/lib/9000/9300/9336/TSWwp3.pdf UR - https://trid.trb.org/view/496961 ER - TY - RPRT AN - 00762433 AU - Federal Highway Administration AU - Battelle Team TI - COMPREHENSIVE TRUCK SIZE AND WEIGHT STUDY PHASE 1 SYNTHESIS: WORKING PAPER 6 - TRAFFIC OPERATIONS AND TRUCK SIZE AND WEIGHT REGULATIONS PY - 1995/02 SP - 45 p. AB - Truck size and weight regulations affect the numbers, physical characteristics, load characteristics, and operating capabilities of trucks on highways. These factors affect highway capacity (expressed in terms of the total number of vehicles a facility can handle) and the level of service experienced by highway users. This paper examines these effects. Topics covered include truck speeds on grades; merging, weaving, and lane changing; capacity effects and passenger car equivalents by truck type and grade; marginal costs to other vehicles; signalized intersections; longitudinal barriers; and sign placement. KW - Barriers (Roads) KW - Highway capacity KW - Highway grades KW - Lane changing KW - Level of service KW - Marginal costs KW - Merging traffic KW - Operations KW - Passenger car equivalence KW - Regulations KW - Signalized intersections KW - Signs KW - Size KW - Speed KW - Truck traffic KW - Trucks KW - Weaving traffic KW - Weight UR - http://www.fhwa.dot.gov/reports/tswstudy/TSWwp6.pdf UR - http://ntl.bts.gov/lib/19000/19200/19244/PB2002105224.pdf UR - http://ntl.bts.gov/lib/9000/9300/9333/TSWwp6.pdf UR - https://trid.trb.org/view/496964 ER - TY - RPRT AN - 00746792 AU - Federal Highway Administration TI - TOLL FACILITIES IN THE UNITED STATES: BRIDGES-ROADS-TUNNELS-FERRIES. FEBRUARY 1995 PY - 1995/02 SP - 38 p. AB - This report contains selected information on toll facilities in the United States. The information is based on a survey of facilities in operation, financed, or under construction as of January 1, 1995, and is presented in four tables. Table T-1 contains information such as the name, financing or operating authority, location and termini, feature crossed, length, and road system for toll roads, bridges, tunnels, and ferries that connect highways. Table T-2 contains a list of those projects under serious consideration as toll facilities, awaiting completion of financing arrangements, or proposed as new toll facilities that are being studied for financial and operational feasibility. Table T-3 contains data on receipts of toll facilities. Table T-4 contains data on disbursements of toll facilities. KW - Ferries KW - Tables (Data) KW - Toll bridges KW - Toll disbursements KW - Toll ferries KW - Toll receipts KW - Toll roads KW - Toll tunnels KW - Tolls UR - http://ntl.bts.gov/lib/5000/5700/5741/toll95.pdf UR - https://trid.trb.org/view/473296 ER - TY - RPRT AN - 00736811 AU - Smiley, D L AU - Army Corps of Engineers, Construction Engineering Laboratory AU - Federal Highway Administration TI - FIRST YEAR PERFORMANCE OF THE EUROPEAN CONCRETE PAVEMENT ON NORTHBOUND I-75 - DETROIT, MICHIGAN PY - 1995/02 SP - 22 p. AB - This report describes the performance of the I-75 European concrete pavement reconstruction project approximately one year after construction. The experimental features of the pavement design were assimilated from designs used in Germany and Austria. The objective 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. The European pavement is part of a major Michigan project to reconstruct 2.3 miles (3.7 km) of the I-75 (Chrysler) freeway in downtown Detroit. I-75 is six to eight lanes wide and carries about 111,000 vehicles a day that includes 11% trucks. The approximately 1 mile (1.6 km) long European pavement is located on northbound I-75 just north of I-94. It will be monitored for five years. The experimental pavement appears to be performing as expected, except for the disappointing results pertaining to the exposed aggregate surface as a means to reduce traffic noise levels. Specific points of interest are as follows: No surface distress features, except for minor popouts, have developed on the European pavement, in contrast to the Michigan pavement, where 50% of the pavement panels have one or two transverse cracks. The ethylene propylene diene terpolymer (EPDM) joint seals are performing satisfactorily. The exposed aggregate surface appears to have lost macrotexture in the two inner lanes of northbound I-75, where traffic was during most of 1994 while southbound I-75 was being reconstructed. Surface friction increased as expected. The exposed aggregate surface provides only a slight reduction (0.4 dBA) in exterior and interior car noise levels, as compared to a reported 4 to 5 and 3.5 to 4.5 dBA, respectively, in Europe. KW - Concrete pavements KW - Cost effectiveness KW - Europe KW - Experimental roads KW - Macrotexture KW - Pavement design KW - Pavement joints KW - Pavement performance KW - Pavements KW - Reconstruction KW - Sound level KW - Surface course (Pavements) KW - Surface friction KW - Surface friction (Geophysics) KW - Technology KW - Texture UR - https://trid.trb.org/view/479011 ER - TY - RPRT AN - 00735941 AU - Rao, K S AU - Oh, Heekuck AU - Krammes, R A AU - Texas Transportation Institute AU - Federal Highway Administration TI - USERS MANUAL FOR THE HIGHWAY GEOMETRIC DESIGN CONSISTENCY PROGRAM (ENGLISH UNITS) PY - 1995/02 SP - 13 p. AB - The Highway Geometric Design Consistency (HGDC) program is a menu-driven microcomputer-based procedure for evaluating the geometric design consistency of rural two-lane highways in level or rolling terrain. The program estimates two measures of horizontal alignment design consistency: the decrease in 85th percentile operating speed, and the increase in driver workload, from an approach tangent to a horizontal curve. These consistency measures are estimated based on models developed under the subject contract and documented in Publication No. FHWA-RD-94-034 (TRIS 00674248), entitled "Horizontal Alignment Design Consistency for Rural Two-Lane Highways" (Jan. 1995). This report is the users manual for the English-unit version of the HGDC program. (There is a separate metric version of the program.) This manual describes the capabilities and input data requirements of the program. It also describes the mechanics of using this menu-driven program, including the meaning of each option on the program menus. KW - Alignment KW - Computer program documentation KW - Computer programs KW - Driver workload KW - Drivers KW - Geometric design KW - Highway design KW - Horizontal alignment KW - Manuals KW - Microcomputers KW - Operating speed KW - Rural highways KW - Two lane highways KW - Workload UR - https://trid.trb.org/view/478534 ER - TY - CONF AN - 00732078 AU - Weatherby, C AU - Texas Transportation Institute TI - SUMMARY OF WORKSHOP OBSERVATIONS AND RECOMMENDATIONS PY - 1995/02 SP - p. 1-5 AB - Six workshop groups were convened during this conference. On the first day each group examined how well existing land use modeling and forecasting methods address the current issues and mandates, the advantages and disadvantages of existing models, and how they may be improved to address the current needs. The second day's discussions centered on new land use modeling and forecasting techniques. Approaches and techniques were discussed that have recently been developed but have not yet been implemented or validated in "real world" applications and others that are still conceptual. Additionally, issues surrounding data requirements, model architecture and the model development process were examined. U1 - Land Use Modeling Conference ProceedingsTexas Transportation InstituteFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationEnvironmental Protection AgencyDepartment of EnergyArlington, Texas StartDate:19950219 EndDate:19950221 Sponsors:Texas Transportation Institute, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, Environmental Protection Agency, Department of Energy KW - Conferences KW - Forecasting KW - Land use KW - Land use forecasting KW - Land use models KW - Workshops UR - https://trid.trb.org/view/470828 ER - TY - CONF AN - 00732081 AU - Batty, M AU - Cote, C J AU - HOWES, D AU - Pelligrini, P AU - Zheng, X AU - Texas Transportation Institute TI - DRAFT: DATA REQUIREMENTS FOR LAND USE MODELING: FIRST THOUGHTS AND A PRELIMINARY ASSESSMENT PY - 1995/02 SP - p. 41-63 AB - This paper provides a preliminary assessment of various data resources for land use modeling and forecasting. Since land use models were first applied to problems of large-scale metropolitan growth and structure in the 1960s, the idea of what now constitutes a good model conceptually, as well as the array of data resources needed to develop new models, have radically changed, as have the data and data sources which can now be utilized for such modeling. This paper sketches what now might be possible. But it also voices many cautionary notes which imply that although more digital data now exists across a wide variety of spatial scales, this data does not appear to be very accurate, nor is it the kind of data which might be immediately applicable to a new generation of models. U1 - Land Use Modeling Conference ProceedingsTexas Transportation InstituteFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationEnvironmental Protection AgencyDepartment of EnergyArlington, Texas StartDate:19950219 EndDate:19950221 Sponsors:Texas Transportation Institute, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, Environmental Protection Agency, Department of Energy KW - Data collection KW - Data sources KW - Forecasting KW - Land use KW - Land use forecasting KW - Land use models KW - Mathematical models KW - Models KW - Spatial abstraction UR - https://trid.trb.org/view/470831 ER - TY - CONF AN - 00732077 AU - Texas Transportation Institute TI - TRAVEL MODEL IMPROVEMENT PROGRAM. LAND USE MODELING CONFERENCE PROCEEDINGS PY - 1995/02 SP - 126p AB - The sponsors of the Travel Model Improvement Program organized the Land Use Model Conference to bring together experts and practitioners in an effort to identify: (1) The needs for land use forecasting to meet the ISTEA requirements; (2) Other planning needs and mandates for land use forecasts; (3) Required improvements in existing procedures to address those needs; (4) Advances needed beyond improving the existing procedures; and (5) Research and development to accomplish the advances. U1 - Travel Model Improvement Program. Land Use Modeling Conference ProceedingsDepartment of TransportationFederal Highway AdministrationFederal Transit AdministrationEnvironmental Protection AgencyDepartment of EnergyArlington, Texas StartDate:19950219 EndDate:19950221 Sponsors:Department of Transportation, Federal Highway Administration, Federal Transit Administration, Environmental Protection Agency, Department of Energy KW - Forecasting KW - Improvements KW - Land use KW - Land use forecasting KW - Land use models KW - Travel patterns KW - Workshops UR - https://trid.trb.org/view/470827 ER - TY - CONF AN - 00732082 AU - Dunphy, R T AU - Texas Transportation Institute TI - UNDERSTANDING THE DECISION MAKERS: POLICY REQUIREMENTS FOR LAND USE MODELING PY - 1995/02 SP - p. 65-77 AB - In examining the needs of real estate decision makers, it is useful to have a feel for the current markets and product trends - what's hot and what's not. While planners and modelers often need to deal with long-term trends of 20 years or more, private real estate decisions are much more focused on the here and now. Understanding today's real estate market also offers a window on longer term trends. U1 - Land Use Modeling Conference ProceedingsTexas Transportation InstituteFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationEnvironmental Protection AgencyDepartment of EnergyArlington, Texas StartDate:19950219 EndDate:19950221 Sponsors:Texas Transportation Institute, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, Environmental Protection Agency, Department of Energy KW - Decision making KW - Land KW - Land use models KW - Long term KW - Ownership KW - Planning KW - Real estate development KW - Time duration UR - https://trid.trb.org/view/470832 ER - TY - CONF AN - 00732079 AU - Deakin, E AU - Texas Transportation Institute TI - LAND USE MODELING CONFERENCE KEYNOTE ADDRESS PY - 1995/02 SP - p. 7-12 AB - This paper looks at why this conference on land use models took place, and why land use models are important. The author discusses five reasons why land use models are worth studying. Lastly, the author discusses who the users of this information might be. U1 - Land Use Modeling Conference ProceedingsTexas Transportation InstituteFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationEnvironmental Protection AgencyDepartment of EnergyArlington, Texas StartDate:19950219 EndDate:19950221 Sponsors:Texas Transportation Institute, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, Environmental Protection Agency, Department of Energy KW - Addresses, essays, lectures KW - Conferences KW - Land use KW - Land use models KW - Lectures KW - Models-simulation KW - Simulation UR - https://trid.trb.org/view/470829 ER - TY - CONF AN - 00732080 AU - WEGENER, M AU - Texas Transportation Institute TI - CURRENT AND FUTURE LAND USE MODELS PY - 1995/02 SP - p. 13-40 AB - The paper reviews the current state of the art of operational land use transportation models using criteria such as comprehensiveness, overall structure, theoretical foundations, modeling techniques, dynamics, data requirements, calibration and validation, operationality and applicability and evaluates their suitability with respect to the new requirements and speculates about the most promising avenues to further improvement and diffusion of this kind of model. U1 - Land Use Modeling Conference ProceedingsTexas Transportation InstituteFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationEnvironmental Protection AgencyDepartment of EnergyArlington, Texas StartDate:19950219 EndDate:19950221 Sponsors:Texas Transportation Institute, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, Environmental Protection Agency, Department of Energy KW - Calibration KW - Future KW - Future research KW - Land use models KW - Mathematical models KW - Research KW - Theoretical data KW - Transportation KW - Transportation models UR - https://trid.trb.org/view/470830 ER - TY - RPRT AN - 00724977 AU - Bell, C E AU - Benson, J D AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TEXAS MOBILE SOURCE EMISSIONS SOFTWARE VERSION 2.0: USER'S GUIDE. INTERIM REPORT PY - 1995/02 SP - 172 p. AB - This research report, which updates Research Report 1279-2, is a user's guide with operating instructions for each program. The mainframe programs were developed to estimate mobile source emissions and vehicle miles traveled (VMT). The PREPIN program allows the analyst to factor a 24-hour assignment to estimate the VMT and speeds for a subject time period. The POLFAC5A program is used to apply MOBILE5a to obtain emission factors without HC species. The POLFAC5B program is used to apply MOBILE5a to obtain emission factors including HC species. The COADJ is used to add two sets of emission factors and subtract a third set of emission factors from the POLFAC5A program to produce a combined set of emission factors. RATEADJ, a special utility program, combines emission factors from three applications of the POLFAC5B program to produce a new set of emission factors. IMPSUMA facilitates the computation of emissions by using the emission factors from POLFAC5B and RATEADJ. SUMALLA sums the emission results from two or more time periods plus diurnals. IMPSUMA and SUMALLA have the additional capability of producing gridded emission estimates by vehicle type. A microcomputer program, JCFBATCH, was added to document POLFAC5B, IMPSUMA, SUMALLA, RATEADJ, and VMTSUM runs on the microcomputer and to make these runs easier. KW - Computer program documentation KW - Computer programs KW - Estimating KW - Pollutants KW - Software KW - Vehicle miles of travel UR - https://trid.trb.org/view/460640 ER - TY - RPRT AN - 00720272 AU - McCullough, B F AU - Zollinger, D G AU - Dossey, T AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EFFECT OF AGGREGATES ON PAVEMENT PERFORMANCE. FINAL REPORT PY - 1995/02 SP - 15 p. AB - In Texas, rigid (or portland cement concrete) pavements and flexible (or asphaltic concrete) pavements are most often constructed using crushed limestone and/or siliceous river gravel as the coarse aggregate. Project 1244, sponsored by the Texas Department of Transportation (TxDOT), evaluated the performance of rigid pavements and flexible pavements made with siliceous river gravel and with crushed limestone as coarse aggregates, in order to develop specifications that obtain equal and adequate performance from the different aggregates. KW - Aggregate characteristics KW - Aggregates KW - Coarse aggregates KW - Construction KW - Construction specifications KW - Crushed limestone KW - Flexible pavements KW - Gravelly soils KW - Pavement performance KW - Properties of materials KW - Rigid pavements KW - Rivers KW - Silica stone KW - Siliceous river gravel KW - Specifications UR - https://trid.trb.org/view/454659 ER - TY - RPRT AN - 00720158 AU - Outcalt, W AU - Colorado Department of Transportation AU - Federal Highway Administration TI - KEYWAY CURB CONSTRUCTION REPORT PY - 1995/02 SP - 12 p. AB - This report describes the procedures, problems, and costs of installation of a keyway type curb. Cost effectiveness of keyway curbs will be evaluated during this study by tracking the performance, durability, and cost of maintaining a section of curb that was installed on US 24 in Colorado Springs. Based on the findings of this study, recommendations for uses of keyway curbs will be made. KW - Concrete KW - Construction management KW - Cost effectiveness KW - Costs KW - Curbs KW - Durability KW - Performance KW - Slip form paving KW - Slip formed concrete UR - https://trid.trb.org/view/454547 ER - TY - RPRT AN - 00720043 AU - Osterberg, J O AU - Osterberg (JO), Limited AU - Federal Highway Administration TI - THE OSTERBERG CELL FOR LOAD TESTING DRILLED SHAFTS AND DRIVEN PILES. FINAL REPORT PY - 1995/02 SP - 92 p. AB - The Osterberg Cell (CELL) technology is a new concept of load testing conceived to revolutionize conventional deep foundation load testing, facilitate future refinement of design methods, and realize significant cost savings. Instead of applying a downward load at the top of a drilled shaft or pile, the load is applied at the bottom, using the shear resistance on the shaft's side as a reaction to the downward end bearing load. A specially designed CELL placed at the bottom expands as hydraulic pressure is applied. No surface reaction system in needed because, at any pressure, upward force is always equal to downward force. The pressure is increased until the shaft or pile reaches its ultimate capacity in side shear resistance, end bearing, or both. From an applied pressure-total load calibration, the upward and downward force is obtained for any applied pressure. A tell-tale extends from the CELL bottom to the ground surface and measures the downward movement of the bottom of the CELL, from which the end bearing load-deflection curve can be plotted. A dial at the top of the shaft and/or a tell-tale at the top of the load CELL measures the upward movement of the shaft, from which the side shear load-deformation curve can be plotted. CELLs as large as 1.2 m (4 ft) in diameter have been used, and load tests to an equivalent top load of greater than 53,400 kN (6,000 tons) have been performed. Installation, testing, results and the types of applications are discussed in the text. Descriptions of many job applications are given in the appendices. Calibration and accuracy of the CELL and test methods are reviewed. Advantages and limitations of the CELL are compared to conventional load testing methods. KW - Accuracy KW - Calibration KW - Deflection KW - Drilled shafts KW - Driven piles KW - Load deflection KW - Load tests KW - Loads KW - Osterberg cells KW - Pile foundations KW - Piles (Supports) KW - Testing equipment UR - https://trid.trb.org/view/454432 ER - TY - RPRT AN - 00675187 AU - Knoblauch, R AU - Nitzburg, M AU - Dewar, R AU - Templer, J AU - Pietrucha, M AU - Center for Applied Research, Incorporated AU - Federal Highway Administration TI - OLDER PEDESTRIAN CHARACTERISTICS FOR USE IN HIGHWAY DESIGN. FINAL REPORT PY - 1995/02 SP - 128 p. AB - The objective of this project was to develop traffic planning and engineering guidelines for the design of pedestrian facilities that are sensitive to the needs of older pedestrians. A detailed task analysis and literature review were conducted to identify the aspects of the pedestrian's tasks that are difficult for older persons, including motor, sensory, perceptual, cognitive, and behavioral factors. Several activities were undertaken to identify specific problems experienced by older pedestrians that could be addressed by changes in design standards and operational practices. These activities included analysis of accident exposure data, a survey of older pedestrians, focus group discussions, and a survey of practitioners. It was determined that older pedestrians experience difficulties at signalized intersections and often do not have sufficient time to cross. A field study was conducted to determine the walking speed, startup time, and stride length of older pedestrians. More than 7,000 pedestrians in 4 cities were observed in order to measure these parameters. Specific recommendations for changes to highway design and operational practices are described. KW - Aged KW - Crash exposure KW - Data collection KW - Design KW - Field studies KW - Guides to the literature KW - Highway design KW - Literature reviews KW - Pedestrian areas KW - Pedestrian startup time KW - Pedestrian stride length KW - Pedestrians KW - Recommendations KW - Signalized intersections KW - Speed KW - Structural design KW - Surveys KW - Traffic engineering KW - Walking KW - Walking speed UR - https://trid.trb.org/view/412217 ER - TY - RPRT AN - 00674295 AU - WEKEZER, J W AU - Federal Highway Administration TI - FINITE ELEMENT MODELING OF MOTOR VEHICLES. PROTOCOL FOR DEVELOPING INGRID DATA INPUT DECKS FOR DYNA3D COMPUTER CODE. FINAL REPORT PY - 1995/02 SP - 97 p. AB - Techniques and procedures to develop finite element models of motor vehicles in INGRID preprocessor for DYNA3D computer code are presented in this report. DYNA3D is a powerful, nonlinear, explicit finite element code, which is used by FHWA for computer simulation of vehicle impacts. The Protocol developed provides a systematic guidance to developing finite element models useful for impact simulations. A model of 1992 Ford Festiva is used as an example to illustrate the development process. The Ford Festiva is a member of the 820c class of vehicles defined in NCHRP Report 350. Three full scale crash tests of Ford Festiva were performed at the Federal Outdoor Impact Laboratory (FOIL) and results are available from the National Crash Analysis Center (NCAC). These results were used for validation of the 820c finite element model. The protocol uses a front bumper, a right frame horn and a front wheel of the Ford Festiva as representative examples of almost 30 parts used to build the model. These parts were used to illustrate a concept of geometric modeling in INGRID, which is a public domain pre-processor to DYNA3D. Four DYNA3D material types, which are the most popular for impact modeling, were also discussed. The report examines the use of the DYNA3D sliding surfaces, control and interactive commands and provides listing of two short, illustrative data input decks for DYNA3D. A complete listing of the 820c model is included in the appendix. The report examines all major characteristics of the 820c impact with a rigid pole. Differences between full scale crash tests and DYNA3D computer simulation results are examined. A quantitative validation procedure is proposed for evaluation of the performance of the model. KW - Crashes KW - Finite element method KW - Impact tests KW - Motor vehicles KW - Simulation KW - Testing KW - Validation UR - https://trid.trb.org/view/411914 ER - TY - RPRT AN - 00713520 AU - Cohn, L F AU - Technology Group AU - Colorado Department of Transportation AU - Federal Highway Administration TI - REFERENCE ENERGY MEAN EMISSION LEVELS USED IN STAMINA 2.0 FOR HIGHWAY NOISE PREDICTION IN THE STATE OF COLORADO. FINAL REPORT PY - 1995/02 SP - 18 p. AB - This report documents the test done on noise emission levels found on vehicles in Colorado. It justifies modifications of the STAMINA 2.0 traffic noise prediction model for use in Colorado. Vehicle noise emission measurements were made in accordance with FHWA Report No. DP-45-1R. It was determined that STAMINA 2.0 (with FHWA default emission rates) over predicts the noise levels by approximately 4 dBA and that adjustments to the emission rates in the model should be made. Based on this study CDOT was allowed by FHWA to change the emission rates in STAMINA 2.0. This change in the model has reduced the cost of noise mitigation by reducing height and extent of noise barriers. KW - Adjustment factors KW - Adjustments KW - Computer models KW - Cost control KW - Cost reduction KW - Forecasting KW - Motor vehicles KW - Noise KW - Noise barriers KW - Sound level KW - Traffic noise KW - Vehicle noise UR - https://trid.trb.org/view/448333 ER - TY - RPRT AN - 00711821 AU - Woods, D L AU - Rowan, N J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DETECTOR LOCATION FOR COMPUTERIZED ARTERIAL STREET SAMPLING DETECTORS. INTERIM REPORT PY - 1995/02 SP - 28 p. AB - This report provides a systematic method of identifying and evaluating sites for arterial street sampling detectors to compliment computerized traffic control on arterial streets. The research literature failed to identify significant written documents on the locations of arterial detectors. Contacts with several signal manufacturers and many engineers who have designed computerized signal systems produced no consistent method for detector location. One of the most significant findings is that the cost of detailed volume counts and correlation with downstream traffic problems commonly exceeds the cost of installing detectors at all tentative locations. The data collection and correlation can then be accomplished using the system. Recommended average sampling detector spacing is 800 meters (one-half mile) along the controlled arterial street. KW - Arterial highways KW - Control systems KW - Highway traffic control KW - Information processing KW - Location KW - Spacing KW - Vehicle detectors UR - https://trid.trb.org/view/447727 ER - TY - RPRT AN - 00711819 AU - Chang, EC-P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION GUIDELINES FOR ACTUATED CONTROLLERS IN COORDINATED SYSTEMS. FINAL REPORT PY - 1995/02 SP - 42 p. AB - This report summarizes the recommended coordination strategies and implementation guidelines for using actuated controllers effectively in coordinated signal systems. This research has developed a reliable analytical methodology for improving the overall design and operation of actuated controllers in coordinated systems, and for generating the parameters for coordinated arterial or network operations. KW - Actuated traffic signal controllers KW - Coordinated signals KW - Guidelines KW - Implementation KW - Traffic actuated controllers KW - Traffic signal control systems UR - https://trid.trb.org/view/447725 ER - TY - RPRT AN - 00682778 AU - Schutzbach, A M AU - Illinois Department of Transportation AU - Federal Highway Administration TI - BITUMINOUS OVERLAY POLICY - A PERFORMANCE EVALUATION. FINAL REPORT PY - 1995/02 SP - 50 p. AB - To address an increasing backlog of roadways in need of rehabilitation, the Illinois Department of Transportation (IDOT) began use of a standard overlay thickness policy in the early 1980s. On the non-interstate, or primary, system, first resurfacings or overlays over pavements being widened and resurfaced were allowed 2.5 in. (6.35 cm). Subsequent resurfacings were limited to 2 in. (5.08 cm). A provision in the policy allowed for exceptions. This report presents the results of an evaluation of the performance of bituminous overlays constructed on the primary system in accordance with IDOT's overlay policy. Twelve projects were selected for monitoring. The results of visual surveys, deflection testing, and Condition Rating Survey (CRS) histories were analyzed. The standard overlay thickness policy met the FHWA-required minimum 5-year performance period for Federal-aid rehabilitation projects on the primary system. Subsequent overlays were found to have shorter life spans than first overlays. Records of requests for exceptions to the standard overlay thickness policy were also reviewed. Information gathered from the records review was incorporated into the policy and used to create a more efficient process for reviewing requests for exceptions. KW - Bituminous overlays KW - Condition surveys KW - Deflection tests KW - Durability KW - Illinois KW - Overlays (Pavements) KW - Performance evaluations KW - Policy KW - Primary highways KW - State departments of transportation KW - Surveying KW - Thickness KW - Visual surveys UR - http://ntl.bts.gov/lib/5000/5700/5774/bop.pdf UR - https://trid.trb.org/view/423042 ER - TY - RPRT AN - 00682732 AU - Selig, E T AU - University of Massachusetts, Amherst AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - LONG TERM PERFORMANCE OF POLYETHYLENE PIPE UNDER HIGH FILL. TECHNICAL REPORT. PART 2 PY - 1995/02 SP - 39 p. AB - The performance of a corrugated high density polyethylene (HDPE) pipe under high earth load was investigated. The cross-sectional shape of the pipes were essentially round after 6 years of burial. However, visual observations showed the development and growth of circumferential cracks in the unlined corrugated pipe and buckling of the unsupported portions of the liner in the smooth wall corrugated pipe. The cracks were mainly in the inside corrugation crests within the coupling length. The liner buckles were in the bottom half of the pipe. Material property tests on HDPE specimens cut from pieces of pipe showed the existence of longitudinal residual tensile stress in the pipe wall that was close to the yield stress of the HDPE. These residual stresses combined with longitudinal tensile stress induced by the coupling were probably the main cause of the crack development in the field. Laboratory tests were conducted on short lengths of pipe in ring bending and in hoop compression. The ring bending tests showed that the material modulus under short-term deflection increments does not diminish with time, whereas the apparent modulus under sustained deflection decreases with time. The hoop compression tests showed circumferential shortening, corrugation closure and liner buckling under external radial pressure consistent with the field observations. KW - Buckling KW - Ethylene resins KW - Field observation KW - Field studies KW - Fracture mechanics KW - High density KW - High density polyethylene KW - Laboratory tests KW - Long term KW - Modulus KW - Performance evaluations KW - Plastic pipe KW - Residual stress KW - Residual stresses KW - Tensile stress KW - Tension KW - Time duration UR - https://trid.trb.org/view/423028 ER - TY - RPRT AN - 00681977 AU - Stephenson, A R AU - Heath, G L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN ANNOTATED BIBLIOGRAPHY OF TRANSPORTATION-RELATED AIR QUALITY DOCUMENTS: 1989-1994 PY - 1995/02 SP - 201 p. AB - This bibliography represents the collection of transportation-related air quality materials collected by the Texas Transportation Institute in support of research for the Texas Department of Transportation and the Federal Highway Administration. The bibliography is arranged by subject and contains abstracts for most of the citations. Information is also given on where to obtain some of the federal documents listed. KW - Air pollution KW - Air quality KW - Alternate fuels KW - Bibliographies KW - Buses KW - California KW - Carbon monoxide KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Economics KW - Electric vehicles KW - Fuel conservation KW - High occupancy vehicle lanes KW - Intelligent transportation systems KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Mathematical models KW - Motor vehicles KW - Nitric oxide KW - Nitrogen oxides KW - Ozone KW - Pollutants KW - Ridesharing KW - Texas KW - Traffic congestion KW - Traffic flow KW - Transportation KW - Transportation models KW - Transportation planning KW - Vehicle miles of travel UR - https://trid.trb.org/view/422704 ER - TY - RPRT AN - 00681918 AU - Williams, G G AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL PRODUCTS AND EQUIPMENT FOR HIGHWAY CONSTRUCTION AND MAINTENANCE. ANNUAL REPORT PY - 1995/02 SP - 34 p. AB - This publication consists of a listing of experimental products and equipment that are being considered or evaluated by the Oklahoma Department of Transportation, other transportation departments, or other agencies. The listing is continuously updated as new information is received. A status of the evaluation is indicated for each item, showing the progress or result of the evaluation. The following categories are covered in this year's report: Adhesives; Barriers, Fencing and Roadside Structures; Bituminous Materials; Culverts and Drainage Structures; Deicing Chemicals; Joint Sealers and Fillers; Miscellaneous; Mulch and Erosion Control; Patching Materials; Paving Fabrics; PCC Admixtures; PCC Curing Materials; PCC Finishing Products; Rust Passivators; Soil Sterilization and Weed Control; Soil Treatments; Structural Paints; Testing and Construction Equipment; Traffic Marking Materials; Waterproofing Membranes and Materials. KW - Adhesives KW - Admixtures KW - Annual reports KW - Barriers KW - Barriers (Roads) KW - Bituminous materials KW - Construction equipment KW - Culverts KW - Deicing chemicals KW - Equipment KW - Experimental equipment KW - Experimental products KW - Fabrics KW - Herbicides KW - Highway maintenance KW - Joint fillers KW - Joint sealers KW - Mulches KW - Paint KW - Performance evaluations KW - Road construction KW - Road marking materials KW - Rust prevention KW - Soil stabilization KW - Soil treatment KW - Testing equipment KW - Traffic marking materials KW - Waterproofing materials UR - https://trid.trb.org/view/422668 ER - TY - RPRT AN - 00681890 AU - Kim, S G AU - Koehne, J AU - Mannering, F AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - I-90 LANE CONVERSION EVALUATION. FINAL TECHNICAL REPORT PY - 1995/02 SP - 98 p. AB - The purpose of the project is to evaluate the effectiveness of converting a general purpose traffic lane to an HOV lane on Interstate 90 between Issaquah and Bellevue Way. The research effort included consideration of vehicle occupancies, travel time, safety, and public support. A successful lane conversion would demonstrate the potential to save the cost of constructing new highway lanes when existing highway lanes were available for conversion. From an operational perspective, we can conclude that the HOV lane conversion did not have an adverse impact on travel speeds or travel time. Moreover, a reduction in speed variance was observed after the HOV lane conversion, which suggests a possible improvement in safety. Finally, an analysis of speed-flow relationships showed that the HOV lane had a significant impact, but the adverse consequences of this impact would be felt only in highly congested conditions. A relatively low HOV violation rate of 4.6% was observed, possibly indicating that the benefit gained from using the HOV lane may have been minimal. No change was noted in the average vehicle occupancy for the overall facility. The accident investigation was limited because of time constraints and hampered by outside factors; nearly half of the accidents were possibly attributable to unrelated construction. From a public opinion standpoint, the I-90 lane conversion in the Seattle area can be classified as a qualified success. While a slight majority of commuters oppose the conversion, public opinion for and against is surprisingly close. It appears that with effective marketing and careful implementation, lane conversions can be successfully undertaken. However, it is important to recognize that significant opposition may arise from young commuters, from higher income households with a high number of adults, from commuters with fixed work times, from regular HOV users, and from commuters who will be forced to make departure time changes. To reduce their opposition, commuters who fit this mold should be addressed through informational campaigns and other strategies. KW - Effectiveness KW - Flow speed relationships KW - High occupancy vehicle lanes KW - Information dissemination KW - Lane conversion KW - Marketing KW - Measures of effectiveness KW - Public relations KW - Public support KW - Speed flow relationships KW - Traffic safety KW - Traffic speed KW - Travel time KW - Vehicle occupancy KW - Violations UR - http://www.wsdot.wa.gov/research/reports/fullreports/362.1.pdf UR - https://trid.trb.org/view/422648 ER - TY - RPRT AN - 00681893 AU - Wilson, D L AU - Henley, E H AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THIN POLYMER BRIDGE DECK OVERLAYS: WSDOT'S 10 YEAR EVALUATION. FINAL REPORT PY - 1995/02 SP - 116 p. AB - This report summarizes the Washington State Department of Transportation's (WSDOT's) 10 years of experience with "epoxy" and "methyl methacrylate" (MMA) thin polymer bridge deck overlays. WSDOT uses a modified concrete as its primary type of bridge deck overlay, but in some cases a bridge's physical characteristics, such as lightweight design or narrow roadway width, will not allow using a modified concrete overlay. Thin polymer overlays provide an alternative. Thin polymer overlays offer more rapid construction, curing in 4 to 8 hours compared to 42 hours for a modified concrete overlay. Thin polymer overlays are lightweight (due to their 3/8 in. thickness, approximately 5 lb/SF versus 19 lb/SF for a modified concrete overlay and are generally less labor intensive and require less specialized equipment than a modified concrete overlay. KW - Benefits KW - Bridge decks KW - Epoxides KW - Epoxy KW - Methyl methacrylate KW - Overlays (Pavements) KW - Performance evaluations UR - http://www.wsdot.wa.gov/research/reports/fullreports/374.1.pdf UR - https://trid.trb.org/view/422651 ER - TY - RPRT AN - 00680879 AU - JHK & Associates AU - Federal Highway Administration TI - CTPP HANDBOOK: AN INSTRUCTIONAL GUIDE TO THE 1990 CENSUS TRANSPORTATION PLANNING PACKAGE PY - 1995/02 SP - 130 p. AB - This handbook is designed for technical staff as an instructional guide to the 1990 Census Transportation Planning Package (CTPP) and its potential uses. The CTPP contains 1990 social and economic data by place of residence, place of work, and journey to work, at various levels of detail and geography. The CTPP is the largest national sample of commuter travel characteristics, and is available for each state and metropolitan area in the U.S. This handbook gives users an overview of the CTPP, and includes discussions of basic Census definitions and CTPP organization into tables and parts. Users are also oriented in: preparing to use the CTPP for analysis; the potential for applying the CTPP to transportation planning; conducting reasonableness checks of the data; using the CTPP in travel demand forecasting; and accessing CTPP tables and technical assistance. Self instructional case studies are also included which make use of simple spreadsheets and provide hands-on experience with concepts and potential uses of the CTPP data. KW - 1990 Census KW - Case studies KW - Census Transportation Planning Package KW - Definitions KW - Demand KW - Economic forecasting KW - Guides KW - Guides to information KW - Handbooks KW - Instructions KW - Socioeconomic data KW - Socioeconomic factors KW - Transportation planning KW - Travel behavior KW - Travel demand KW - Utilization UR - http://ntl.bts.gov/lib/20000/20100/20177/PB98114465.pdf UR - https://trid.trb.org/view/422288 ER - TY - RPRT AN - 00680871 AU - Bellomo, S J AU - Bellomo-McGee, Incorporated AU - Federal Highway Administration TI - RESPONSIVE MULTIMODAL TRANSPORTATION MANAGEMENT STRATEGIES AND IVHS. FINAL REPORT PY - 1995/02 SP - 162 p. AB - The purpose of this study was to investigate new and innovative ways to incorporate Intelligent Vehicle Highway System (IVHS) technologies into multimodal transportation management strategies. Much of the IVHS research done to date has addressed the modes individually. This project focused on integrating Travel Demand Management (TDM) strategies with the IVHS to provide the synergy and the cost saving achievable by utilizing an (assumed) already available IVHS infrastructure for implementation of TDM strategies. Specifically this study was aimed at developing multimodal IVHS applications for (1) increasing the market share of mass transit, HOV, and ride-sharing, (2) enhancing the efficiency of urban goods movement, (3) reducing transportation demand in congested areas, (4) improving mobility in urban and rural areas, (5) improving operations at ports, rail facilities, and airports, and (6) addressing air quality issues. A process was also developed for evaluating the potential utility and costs of these new applications. Supplementing these evaluations were a series of 8 1-day workshops held at sites across the country to obtain input and feedback on these scenarios from transportation professionals. KW - Air quality management KW - Airport operations KW - High occupancy vehicles KW - Intelligent transportation systems KW - Management KW - Market share KW - Mobility KW - Multimodal transportation KW - Port operations KW - Public transit KW - Railroad terminals KW - Ridesharing KW - Strategic planning KW - Travel demand KW - Travel demand management KW - Urban goods movement UR - https://trid.trb.org/view/422280 ER - TY - RPRT AN - 00680843 AU - Rutkowski, T S AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SEAL COATS AS A PREVENTIVE MAINTENANCE TACTIC FOR PREMATURE DISTRESS IN ASPHALTIC PAVEMENTS. FINAL REPORT PY - 1995/02 SP - 42 p. AB - A study in the early 1980s determined that chip seal coats were an effective treatment for several asphalt pavement distress types. This resulted in Maintenance Policy 43.10 being implemented in 1986. Recycled asphaltic pavements placed in Wisconsin from 1983 to 1985 experienced premature distress. By 1986 there were problems with many recycled and some virgin asphaltic concrete pavements. These pavements tended to be prematurely brittle. Previous research had not resolved either the value of a seal coat to reduce age-hardening or the effects of a seal coat on segregation. The present study was begun in 1986. The objectives of this study were: to determine the distress severity level which should trigger a seal coat; to evaluate the benefits of a seal coat with respect to segregation; and, to determine the benefit-cost ratio of seal coats for treating premature distress of hot mix asphalt pavements. Each of the five projects selected for this study was formatted with one-mile test sections that consisted of one for control and up to five test sections for seal coats to be placed in successive years. Results of the study indicate that it was not possible to differentiate a seal coat optimal placement time or critical distress level. Seal coats could not stop distresses from developing in segregated areas (identified by their open texture). There was no substantial difference in pavement distress index, present serviceability index or surface friction between control and seal coat sections. The asphaltic concrete penetration results indicate a range of test variation too large for the sensitivity needed in this study. Therefore, it was not possible to determine the effect of seal coat on age hardening. The Wisconsin Department of Transportation does not build pavements today with the premature aging and brittleness of the mixes used in this study. For these types of pavements, a seal coat is not cost-effective and its use is not recommended. KW - Age hardening KW - Asphalt pavements KW - Benefit cost analysis KW - Benefits KW - Brittleness KW - Chip seals KW - Defects KW - Mechanical analysis KW - Pavement distress KW - Pavements KW - Preventive maintenance KW - Seal coats KW - Segregation (Aggregates) KW - Serviceability KW - Serviceability Index KW - Surface friction KW - Surface friction (Geophysics) UR - https://trid.trb.org/view/422252 ER - TY - RPRT AN - 00680695 AU - Klastorin, T AU - Pivo, G AU - Pilcher, M AU - Carlson, D AU - Hyman, C AU - Hansen, S AU - Hess, P AU - Thatte, A AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - URBAN GOODS AND INTERCITY FREIGHT MOVEMENT. FINAL RESEARCH REPORT PY - 1995/02 SP - 116 p. AB - This study examined the freight movement and logistics patterns of six businesses located in urban and suburban centers of metropolitan Seattle. Its two principle objectives were (1) to identify key factors that influence location and transportation choices, patterns, and times and (2) to build a sound foundation for future research regarding urban freight movement's relationship to compact urban form. The study found that firm location decisions are driven more by land costs than by transportation costs; proximity to denser urban areas means more business for four of six firms investigated; transportation managers adjust to increased congestion; innovations such as smaller trucks and urban-edge transfer stations facilitate freight movement in dense areas; and site and roadway design can have a big impact on urban goods movement. A variety of new approaches, including freight consolidation, congestion pricing, freight friendly urban design, and insights of truckers, were suggested for further analysis. KW - Congestion pricing KW - Decision making KW - Freight consolidation KW - Freight consolidators KW - Freight transportation KW - Industrial location KW - Innovation KW - Intercity freight movement KW - Land costs KW - Logistics KW - Seattle (Washington) KW - Urban design KW - Urban goods movement UR - http://www.wsdot.wa.gov/research/reports/fullreports/373.1.pdf UR - https://trid.trb.org/view/422202 ER - TY - RPRT AN - 00676581 AU - SMITH, L M AU - Tinklenberg, G L AU - Pinney (SG) and Associates, Incorporated AU - Federal Highway Administration TI - LEAD-CONTAINING PAINT REMOVAL, CONTAINMENT, AND DISPOSAL. FINAL REPORT PY - 1995/02 SP - 274 p. AB - Approximately 90% of the steel highway bridges in the United States are protected from corrosion with lead-based paints. Maintenance of the coating system requires the work to be performed in compliance with environmental and worker health/safety regulations. Conforming to these regulations has had a significant impact on procedures and cost. A comprehensive study was performed to evaluate the various factors involved with lead-paint removal. Containment and ventilation systems were studied and recommendations were developed for containment materials, design of joints, design of air inputs, negative pressure, and air flow within containment. Waste disposal is a significant issue due to long-term liability and cost. Tests were performed on hazardous waste characterization, waste minimization, methods of generating non-hazardous waste, and long-term stability of lead-containing wastes and stabilized wastes. Alternate surface preparation methods and costs were evaluated. Recyclable steel abrasive was found to be cost-competitive and to reduce the amount of debris by approximately 90% compared to expendable abrasive. Other surface preparation methods tested were found to have advantages and disadvantages. Advantages included reducing the amount of waste generated and worker exposure (though not below the OSHA Permissible Exposure Limit). Disadvantages included the inability to prepare all surfaces typically found on a bridge and low production rates. The cost of meeting environmental and worker health regulations has increased the cost of the average project by a factor of two or three. KW - Blast cleaning KW - Bridge maintenance KW - Bridges KW - Containing equipment KW - Containment KW - Costs KW - Hazardous wastes KW - Lead (Metal) KW - Maintenance KW - Metal bridges KW - Occupational safety KW - Paint KW - Removal KW - Steel bridges KW - Surface preparation KW - Waste disposal UR - https://trid.trb.org/view/421335 ER - TY - RPRT AN - 00676453 AU - Aschenbrener, T AU - Colorado Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF LOW TEMPERATURE THERMAL CRACKING IN HOT MIX ASPHALT. FINAL REPORT PY - 1995/02 SP - 53 p. AB - A study was performed to determine the influence of material properties on the thermal cracking performance of hot mix asphalt (HMA), and to determine the ability to predict thermal cracking from pavements of known field performance. The testing device used to measure the HMA properties was the thermal-stress, restrained-specimen test (TSRST), and the device used to measure the binder properties was the bending beam rheometer (BBR). The laboratory study was conducted to determine the variability of test results as an influence of 1) asphalt cement stiffness, 2) asphalt cement quantity, 3) mixes with various aggregate qualities, 4) aging, and 5) the presence of hydrated lime. The influence of the asphalt cement stiffness was the single largest factor that controlled the test results. The field study was performed with 9 sites of known thermal cracking performance. Correlation of the test results to the known field performance was not very good. The best correlation was with the fracture strength measured by the TSRST and the m-value from the BBR. For samples prepared and aged in the laboratory, the BBR results on the binder gave approximately 2 deg C warmer temperatures than the TSRST results on the mix. For field samples, the BBR results on the binder gave approximately 2 deg C cooler temperatures than the TSRST results on the mix. KW - Correlation analysis KW - Correlations KW - Cracking KW - Field performance KW - Fracture properties KW - Hot mix asphalt KW - Laboratory tests KW - Low temperature KW - Performance KW - Properties of materials KW - Rheometers KW - Stiffness KW - Test results KW - Thermal degradation KW - Thermal stresses KW - Thermal-stress restrained-specimen test UR - https://trid.trb.org/view/416222 ER - TY - RPRT AN - 00675373 AU - Lozev, M G AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - DEVELOPING AND TESTING A CRAWLING ROBOTICS SYSTEM FOR THE REMOTE VISUAL INSPECTION OF HIGH-MAST LIGHT POLES IN VIRGINIA. WORK PLAN PY - 1995/02 SP - 9 p. AB - This is the work plan for a study which has the following objectives: (1) develop a crawling robotics system for remote visual inspection of high-mast light poles in Virginia; (2) evaluate the system's sensitivity and ability to detect cracks; and (3) propose design characteristics for a multipurpose robotics system with additional sensors and attachments. Currently, the poles are inspected by visual examination of the slip joints from ground level with binoculars. If cracks are seen, a 33-mm camera is used to photograph them. However, the crack resolution in the photographs is often inferior and some cracks cannot be photographed. The potential direct benefit of this study will be a system for the nondestructive evaluation of high-mast light poles, thus increasing the reliability and safety of the inspection while decreasing the cost. KW - Benefits KW - Cost effectiveness KW - Cracking KW - Design KW - Design features KW - Detection and identification KW - Detectors KW - High mast lighting KW - Inspection equipment KW - Nondestructive tests KW - Poles (Supports) KW - Reliability KW - Robotics KW - Safety KW - Sensitivity KW - Sensors UR - https://trid.trb.org/view/412357 ER - TY - RPRT AN - 00675372 AU - Cragg, C A AU - Demetsky, M J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - SIMULATION ANALYSIS OF ROUTE DIVERSION STRATEGIES FOR FREEWAY INCIDENT MANAGEMENT. FINAL REPORT PY - 1995/02 SP - 29 p. AB - Freeway incident management has become an important issue in departments of transportation nationwide. With many of the nation's roadways operating very close to capacity under the best of conditions, the need to reduce the impact of incident-related congestion has become critical. One way to achieve this reduction is to improve the management of traffic after an incident has occurred, including the use of traffic diversion strategies. Very often, however, diversion strategies are employed without proper consideration given to the effect of such a strategy on the alternate route, which in many cases is congested prior to the addition of diverted traffic. Careful analysis of diversion strategies, which includes examinations of the operational characteristics of both the freeway and alternate routes, can lead to much more efficient and effective strategies. This project establishes a methodology for analyzing diversion strategies using CORSIM, a microscopic simulation model developed by the Federal Highway Administration capable of simultaneously analyzing freeway and arterial roadways. The model process for incident specification and simulation was tested and applied to several case studies. The results of the study show that the model is a valuable tool in analyzing diversion strategies; the critical freeway volume at which diversion becomes advantageous can be determined, as can bottleneck locations on the alternate routes. Signal timing adjustments can be tested and fine-tuned to achieve the ideal maximum flow along the diversion route. KW - Adjustment factors KW - Adjustments KW - Alternate routes KW - Bottlenecks KW - Case studies KW - Critical volume KW - Detours KW - Freeways KW - Highway traffic control KW - Incident management KW - Operational analysis KW - Operations KW - Routes KW - Simulation KW - Traffic congestion KW - Traffic diversion KW - Traffic signal timing UR - http://www.bts.gov/NTL/DOCS/434.html UR - http://ntl.bts.gov/DOCS/434.html UR - https://trid.trb.org/view/412356 ER - TY - RPRT AN - 00675188 AU - Tabatabai, Habib AU - Dickson, T J AU - Construction Technology Laboratories, Incorporated AU - Federal Highway Administration TI - THE HISTORY OF THE PRESTRESSING STRAND DEVELOPMENT LENGTH EQUATION. FINAL REPORT PY - 1995/02 SP - 112 p. AB - A research study was conducted to determine the history of the AASHTO prestressing strand development length equation and to evaluate the significance, with respect to development length, of changes in the AASHTO provisions for the determination of steel stress at ultimate flexural strength. The accuracy of the AASHTO provisions in determining steel stress at ultimate flexural strength was also evaluated for a number of typical cross sections used in bridge construction. The strand development length equation was first introduced in the 1963 ACI Building Code and was adopted by AASHTO in 1973. The original research that formed the basis for the equation was conducted at the Portland Cement Association (PCA) in the late 1950s and early 1960s. ACI Committee 423 derived and proposed the development length equation based on a reappraisal of the PCA results. The intent of the committee in developing the development length equation was to come up with a "reasonable mean" for the data points rather than a conservative estimate. A comparison of calculated steel stress at ultimate flexural strength using AASHTO Equation 9-17 and compatibility analyses using the RESPONSE computer program indicated that for AASHTO I-beams, bulb-tees, and box sections with deck slabs, the results were within 5%. The differences were higher (up to 8%) in the cases of box beams without deck slabs (high reinforcement ratios) and prestressed concrete piles. KW - Accuracy KW - Bridges KW - Development length KW - Equations KW - History KW - Prestressing KW - Prestressing strands KW - Specifications KW - Steel KW - Stresses KW - Ultimate flexural strength UR - https://trid.trb.org/view/412218 ER - TY - RPRT AN - 00675181 AU - Ardani, A AU - Outcalt, W AU - Colorado Department of Transportation AU - Federal Highway Administration TI - PCCP TEXTURING METHODS. INTERIM REPORT PY - 1995/02 SP - 87 p. AB - This report describes the testing and construction details of nine test sections with varying textural characteristics. The impacts of various surface textures (sawed vs. tined, longitudinal vs. transverse, and random vs. uniform spacing) on the frictional and noise characteristics of pavement surface were examined. Skid numbers were acquired according to ASTM E 274 procedure with ribbed- and smooth-tire (ASTM E 501 and 524) at 40, 50, and 65 mph (64 km/h, 80 km/h and 105 km/h) for all the test sections. Six different types of texture measuring devices were used to measure and compare the amount of texture in each of the test sections. To examine the noise properties of the test sections, noise data were acquired in three different locations: inside the test vehicle, 25 ft (7.62 m) from the center line, and near the right rear tire of the test vehicle away from the exhaust pipe. The smooth-tire showed more sensitivity to both micro- and macrotexture than the ribbed-tire. Longitudinal textures are more quiet than transverse textures. KW - Concrete pavements KW - Friction KW - Frictional properties KW - Longitudinal textures KW - Macrotexture KW - Microtexture KW - Pavements KW - Paving KW - Skid number KW - Skidding KW - Sound level KW - Surface course (Pavements) KW - Test sections KW - Texture KW - Transverse textures UR - https://trid.trb.org/view/412211 ER - TY - RPRT AN - 00668987 AU - Strathman, J AU - Dueker, K AU - Gordon, P AU - Richardson, H AU - Pisarski, A AU - Kitamura, R AU - Federal Highway Administration TI - 1990 NPTS REPORT SERIES: SPECIAL REPORTS ON TRIP AND VEHICLE ATTRIBUTES. BASED ON DATA FROM THE 1990 NATIONWIDE PERSONAL TRANSPORTATION SURVEY (NPTS) PY - 1995/02 SP - 184 p. AB - The papers in this report were commissioned by the Federal Highway Administration (FHWA), Office of Highway Information Management. The papers utilize data from the 1990 Nationwide Personal Transportation Survey (NPTS) to explore specific issues in travel behavior. The papers are as follows: Understanding Trip Chaining, J. Strathman and K. Dueker; Geographic Factors Explaining Work Trip Length Changes, P. Gordon and H. Richardson; The Demography of the U.S. Vehicle Fleet, A. Pisarski; and Time-of-Day Characteristics of Travel, R. Kitamura. KW - Demographics KW - Geography KW - Nationwide Personal Transportation Survey KW - Periods of the day KW - Travel behavior KW - Trip chaining KW - Trip length KW - United States KW - Vehicle fleets KW - Work trips UR - https://trid.trb.org/view/410619 ER - TY - RPRT AN - 00668985 AU - Rey, J R AU - Polzin, S E AU - Bricka, S G AU - Rosenbloom, S AU - Soot, S AU - Sen, A AU - Al-Kazily, J AU - Barnes, C AU - Coontz, N AU - Federal Highway Administration TI - 1990 NPTS REPORT SERIES: DEMOGRAPHIC SPECIAL REPORTS. BASED ON DATA FROM THE NATIONWIDE PERSONAL TRANSPORTATION SURVEY (NPTS) PY - 1995/02 SP - 293 p. AB - The papers in this report were commissioned by the Federal Highway Administration (FHWA), Office of Highway Information Management. The papers utilize data from the 1990 Nationwide Personal Transportation Survey (NPTS) to explore specific issues in travel behavior. The papers are as follows: An Assessment of the Potential Saturation in Men's Travel, J.R. Rey, S.E. Polzin, and S.G. Bricka; Travel by Women, S. Rosenbloom; Travel by the Elderly, S. Rosenbloom; Multiworker Household Travel Demand, S. Soot and A. Sen; and Household Structure and Travel Behavior, J. Al-Kazily, C. Barnes, and N. Coontz. KW - Aged KW - Demographics KW - Females KW - Households KW - Males KW - Nationwide Personal Transportation Survey KW - Travel KW - Travel behavior KW - Travel demand KW - Trend (Statistics) UR - https://trid.trb.org/view/410617 ER - TY - RPRT AN - 00680839 AU - Tawfiq, K S AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - CRACKING AND SHEAR CAPACITY OF HIGH STRENGTH CONCRETE BRIDGE GIRDERS. FINAL REPORT PY - 1995/01/24 SP - 145 p. AB - In this study, field and laboratory tests were performed to investigate the transfer length as well as the shearing capacity of high strength concrete girders. For this purpose, six full-scale AASHTO type II prestressed girders were prepared with 8,000 psi, 10,000 psi and 12,000 psi concrete strengths and tested under controlled testing conditions. The girders were instrumented with both internal and external gages. The internal gages were used in the field to investigate the transfer length of the girders during the releasing of the prestress strands. From the results of these tests a relationship was developed to predict the transfer length of high strength prestressed girders. It has been found that using high strength concrete reduces the transfer length in pretensioned prestressed girders. To further investigate the behavior of the prestress strands during load transfer, forty direct pullout tests were performed in the laboratory to examine the bonding characteristics between the prestressing strands and the concrete. The strand sizes ranged from 3/8 in. to 0.6 in. and the concrete compressive strength ranged from 6,000 psi to 12,000 psi. Results from these tests showed that small strand diameters experienced higher bond stresses, and high concrete strength can withstand higher hoop stresses that develop after initial bond failure. In the laboratory, both ends of each AASHTO type II girder were tested to failure. Most of the girders failed after a bond failure between the prestressing strand and concrete. The ultimate shear capacity was then compared with the predicted shear capacity using different approaches. High concrete strength was found not to affect the ultimate strength of girders that failed due to bonding failure. KW - Bonding KW - Compressive strength KW - Concrete KW - Concrete strength KW - Diameter KW - Failure KW - Field tests KW - Girders KW - High strength concrete KW - Laboratory tests KW - Prestressed concrete KW - Prestressed concrete girders KW - Prestressing KW - Prestressing strands KW - Pull out test KW - Shear capacity KW - Shear properties KW - Strength of materials KW - Time duration KW - Transfer length KW - Transfers KW - Ultimate strength UR - https://trid.trb.org/view/422248 ER - TY - RPRT AN - 00675370 AU - Hasan, H O AU - Ramirez, J A AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - BEHAVIOR OF CONCRETE BRIDGE DECKS AND SLABS REINFORCED WITH EPOXY COATED STEEL. FINAL REPORT PY - 1995/01/12 SP - 269 p. AB - Thirty-four slab specimens with splices and transverse steel were tested in the laboratory to evaluate the structural performance of concrete bridge decks reinforced epoxy-coated steel subjected to fatigue loading. Thirty specimens were tested under fatigue loading, and four were tested monotonically. Evaluations were made by comparing the performance of uncoated specimens with epoxy-coated specimens under service and ultimate load conditions. In addition, a field evaluation of six bridges was conducted to assess the in-service condition of concrete bridge decks reinforced with epoxy-coated steel in Indiana. The laboratory results indicated fewer but wider cracks in specimens with epoxy-coated reinforcement. No significant differences in the first cracking load were found between uncoated specimens and epoxy-coated specimens. The splitting crack load and failure load were lower for epoxy coated specimens. Deflections of epoxy-coated specimens were larger. The differences in crack width and deflection were reduced with repeated loading. The average bond ratios were 0.78 and 0.75 for repeated loading test. No sign of corrosion was found for the steel extracted from coring samples in the six bridges evaluated. Evaluation of the field data and samples revealed that the combination of adequate concrete cover and epoxy coating has provided a good corrosion protection. This evaluation included the first bridge in Indiana where epoxy coated reinforcement had been placed (circa 1976). KW - Accelerated tests KW - Bond ratios KW - Bridge decks KW - Concrete KW - Corrosion protection KW - Cracking KW - Deflection KW - Epoxy coatings KW - Fatigue (Mechanics) KW - Fatigue loading KW - Field investigations KW - Field studies KW - Laboratory tests KW - Loads KW - Performance evaluations KW - Reinforcing steel KW - Repeated loads UR - https://trid.trb.org/view/412354 ER - TY - RPRT AN - 00682805 AU - Badaruddin, S AU - White, T AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - ASPHALT MIX DESIGN AND PERFORMANCE. FINAL REPORT PY - 1995/01/11 SP - 197 p. AB - Premature flexible pavement distress became a major concern in Indiana. As a result, a study was conducted investigating the major underlying factors. Pavement sections were investigated based on a factorial study with four factors comprised of climate, truck traffic, pavement base type, and wheel path. The distresses evaluated were rutting, thermal cracking and stripping. All were evaluated against control sections with zero distress. The pavement condition of each section was determined. Laboratory tests of field samples included physical properties, dynamic creep and recompaction. Results of the study indicate that the Asphalt Institute mix design criteria identify an asphalt content that is too high. Inplace densities were found to be inadequate and a recommendation was made to use higher field compactive effort. The USAE Gyratory Testing Machine (GTM) was used in laboratory studies to recompact bulk samples of mixtures. Good agreement was shown between GTM and in situ bulk density and air voids. Tests confirm that the in situ asphalt content was too high. Gap graded gradations were found to be prone to rutting. Benefit is shown in using dynamic modulus to evaluate mixtures. A statistical analysis method, discriminant analysis, was used to accurately predict mixture field performance using laboratory data. KW - Asphalt content KW - Base course (Pavements) KW - Climate KW - Compaction KW - Compactors KW - Defects KW - Discriminant analysis KW - Discriminate analysis KW - Dynamic modulus of elasticity KW - Evaluation KW - Field performance KW - Flexible pavements KW - Forecasting KW - Gyratory compactors KW - In place density KW - Laboratory tests KW - Mix design KW - Pavement conditions KW - Pavement cracking KW - Pavement distress KW - Pavements KW - Performance KW - Recompaction KW - Rutting KW - Stripping (Pavements) KW - Trucks KW - Wheel path UR - https://trid.trb.org/view/423065 ER - TY - RPRT AN - 01453872 AU - Pittenger, Robert Allan AU - West, Terry R AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Effects of Salt and Trace Minerals for Bituminous Pavement Literature Review, Information Gathering, and Research Plan Development PY - 1995/01//Interim Report SP - 59p AB - A review of current literature on the effects of deicing salt and trace minerals, such as sulfate, on aggregate deterioration was conducted. Such deterioration in both Portland cement concrete, and bituminous pavements was reviewed. For Portland cement concrete, it was determined that current research on the effects of moisture and deicing salt on aggregates concrete matrix durability, with little discussion on the effects on aggregates. The effects of trace minerals in deicing salt are also rarely discussed. Pore size distribution, insoluble residue, absorption, and susceptibility to alkali-silica reaction all appear to affect aggregate durability in the presence of moisture of freeze-thaw. Based on available research, it is concluded that salt in solution exacerbates the damaging effects of moisture and freeze-thaw on aggregates. Several researchers currently are evaluating other features of aggregate deterioration by deicing salts. Moisture damage effects on aggregates in bituminous pavements have been widely studied. Damage potential is strongly related to the susceptibility of stripping of the bituminous covering from the aggregate surface. Research has been conducted on the use of various additives to reduce stripping, some of which consist of proprietary commercial formulations. There is also extensive research on testing procedures, which predict stripping potential of aggregates. However, the added effect of deicing salt has received relatively little attention. Some researchers have speculated that deicing salts may increase the brittleness of asphalt pavements thereby increasing susceptibility to moisture. Determining specific effects of deicing salts on aggregate may prove difficult because of the numerous properties that affect the stripping potential of aggregates for bituminous pavements. Mixture type, placement techniques and traffic, as well as aggregate properties, appear to be related to a bituminous pavement’s susceptibility to moisture damage. KW - Bituminous pavements KW - Deicing chemicals KW - Deterioration KW - Freeze thaw durability KW - Moisture damage KW - Permeability UR - http://dx.doi.org/10.5703/1288284313201 UR - https://trid.trb.org/view/1218861 ER - TY - ABST AN - 01400503 AU - Federal Highway Administration TI - Intelligent transportation systems: user services summary PY - 1995/01 IS - FHWA-JPO-95-004 SP - 22p KW - Commercial vehicle operations KW - Commercial vehicle operations (CVO) KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Local government KW - Local government KW - State government KW - State government KW - Technology transfer KW - Technology transfer KW - Transport authority KW - Transportation departments UR - https://trid.trb.org/view/1168287 ER - TY - RPRT AN - 01398998 AU - Krammes, R A AU - Brackett, R Q AU - Shafer, M A AU - Ottesen, J L AU - Anderson, I B AU - Fink, K L AU - Collins, K M AU - Pendleton, O J AU - Messer, C J AU - United States. Federal Highway Administration (FHWA). Office of Safety and Traffic Operations R&D TI - Horizontal alignment design consistency for rural two-lane highways PY - 1995/01 IS - FHWA/RD-94-034 SP - 127p AB - The state of the practice in highway geometric design consistency was determined through a review of US and foreign geometric design policy, practice and research. Models and a menu-driven microcomputer procedure for their use, were developed for operating-speed and driver-workload consistency evaluations of rural two-lane highway horizontal alignments. The operating-speed model was calibrated based upon speed and geometry data for 138 horizontal curves and 78 of their approach tangents in 5 states. The driver workload model was calibrated based upon two occluded vision test studies on a total of 55 subjects. The operating-speed data suggest that 85th percentile speeds generally exceed the design speed of horizontal curves whose design speed is less than drivers' desired speed (ie 85th percentile speed on long tangents). A preliminary evaluation comparing model-estimated operating-speed reductions versus degree of curvature as predictors of accident experience was conducted using a data base of 1,126 curve sites in three states. The evaluation suggests that accident experience increases as the required speed reduction from an approach tangent to a horizontal curve increases. KW - Accident analysis KW - Alignment KW - Alignment KW - Crash analysis KW - Curve KW - Driver performance KW - Driver performance KW - Geometric design KW - Geometric design KW - Highway curves KW - Mathematical models KW - Modelling KW - Rural highways KW - Rural road KW - Speed KW - Speed KW - Two lane highways KW - Two lane road UR - https://trid.trb.org/view/1166782 ER - TY - RPRT AN - 01397095 AU - Rada, G R AU - Elkins, G E AU - Henderson, B AU - Van Sambeek, R J AU - Lopez, A AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - LTPP Seasonal Monitoring Program: instrumentation installation and data collection guidelines PY - 1995/01 IS - FHWA-RD-94-110 SP - 1 vol (various pagings) KW - Data collection KW - Data collection KW - Field test KW - Field tests KW - Freeze thaw durability KW - Freezing thawing cycle KW - Frost KW - Frost KW - Measurement KW - Measurement KW - Moisture content KW - Moisture content KW - Pavement evaluation KW - Pavement testing KW - Pavements KW - Season KW - Seasons KW - Temperature KW - Temperature KW - Tests for suitability, service and quality UR - https://trid.trb.org/view/1164874 ER - TY - RPRT AN - 01079074 AU - Tonya, Incorporated AU - Federal Highway Administration TI - Retroreflectivity of Pavement Markings and Their Minimum Values: Summary of Studies PY - 1995/01 SP - 90p AB - Congress mandated that the Secretary of Transportation revise the Manual on Uniform Traffic Control Devices (MUTCD) to include a standard for the minimum level of retroreflectivity that must be maintained for pavement markings on all public roadways. This project collected the information on this subject from several sources. It was found that there is a general consensus on the minimum values for dry and wet pavements, for day and night conditions, and for normal, aged, and reduced vision drivers. The minimum and acceptable retroreflectivity readings are a function of contrast with the pavement and of the measuring instrument. A table is presented with the minimum or replacement retroreflectivity values of pavement markings that have been reported in the literature. KW - Literature reviews KW - Manual on Uniform Traffic Control Devices KW - Retroreflectivity KW - Road markings UR - https://trid.trb.org/view/838888 ER - TY - RPRT AN - 00987799 AU - Federal Highway Administration TI - ADVANCED TRAVELER INFORMATION SYSTEMS FOR RURAL AREAS: PRELIMINARY CONCEPTS PY - 1995/01 SP - 4 p. AB - In early 1993, the U.S. Federal Highway Administration initiated a comprehensive study of rural applications of Advanced Traveler Information Systems (ATIS). The study objectives are to guide federal programs with respect to Intelligent Transportation Systems (ITS) technologies in rural and small urban areas and to provide guidelines for ATIS implementation by state and local governments to meet rural travelers' needs. This pamphlet is one of a series of pamphlets summarizing preliminary findings of the study. It briefly describes some preliminary concepts identified in response to the information needs of travelers in rural and small urban areas. KW - Advanced traveler information systems KW - Brochures KW - Intelligent transportation systems KW - Rural areas KW - Small towns UR - http://ntl.bts.gov/lib/jpodocs/brochure/3733.pdf UR - https://trid.trb.org/view/753673 ER - TY - RPRT AN - 00674280 AU - Federal Highway Administration AU - Federal Transit Administration AU - National Highway Traffic Safety Administration AU - Department of Transportation TI - INTELLIGENT TRANSPORTATION SYSTEMS (ITS) PROJECTS PY - 1995/01 SP - 435 p. AB - The Intelligent Transportation Systems (ITS) program applies advanced and emerging technologies in such fields as information processing, communications, control, and electronics to surface transportation needs. As described in the National ITS Program Plan, the ITS program is focused on the development and deployment of a collection of user services. Twenty-nine inter-related user services have been defined to date as part of the national program planning process. Deployment of these user services will help to attain the goals defined for the national ITS program by creating safer and better informed travelers, improved traffic control systems, and more efficient transit and commercial vehicle operations. This report describes those ITS projects that are wholly or partially funded by the Department of Transportation's modal administrations, including the Federal Highway Administration, the Federal Transit Administration, and the National Highway Traffic Safety Administration. The report is a complement to the National ITS Program Plan, and is organized to describe those DOT-sponsored activities which support the development of user services, national compatibility planning, deployment, deployment support, and program assessment. KW - Deployment KW - Intelligent transportation systems KW - National compatibility planning KW - Program assessment KW - Project management KW - Projects KW - Technological innovations KW - User services UR - https://trid.trb.org/view/411897 ER - TY - RPRT AN - 00765954 AU - Morrissey, M AU - DeBlasio, A J AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - ITS INSTITUTIONAL AND LEGAL ISSUES PROGRAM: REVIEW OF THE TRAVELAID OPERATIONAL TEST PY - 1995/01 SP - 54 p. AB - The TravelAid operational test was chosen by the Federal Highway Administration to be the subject of a case study. Several case studies were performed under the Intelligent Transportation Systems (ITS) Institutional and Legal Issues Program, which was developed in response to the Intermodal Surface Transportation Efficiency Act of 1991. The objective of each case study was to determine (1) the institutional issues and legal impediments encountered during the establishment of partnerships and deployment of ITS services and products during the operational test, (2) the point in the life cycle of the operational test at which the impediments occurred, (3) how project partners and participants overcame impediments, and (4) lessons that were learned that are applicable to future deployments of ITS products and services. This case study also describes the operational test and documents its history. Interviews for this case study were conducted during the summer of 1994. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Case studies KW - Demonstration projects KW - Deployment KW - Institutional issues KW - Intelligent transportation systems KW - Legal issues KW - Partnerships UR - https://trid.trb.org/view/502418 ER - TY - RPRT AN - 00738954 AU - Slepak, M E AU - Hopkins, T C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - PERSONAL COMPUTER (PC) PROGRAM FOR ANALYSIS OF EMBANKMENTS WITH TENSILE ELEMENTS PY - 1995/01 SP - 64 p. AB - UKSLOPE is a comprehensive, personal computer (PC)-based, slope stability computer program that can be used to design and analyze reinforced and unreinforced earth structures. The computer program consists of two parts: limit equilibrium models and a computerized method for determining the spacing, length, and number of tensile reinforcement elements. The design of reinforcement elements generally follows guidelines developed by the Tensar Corporation. However, some modifications and improvements to the original methods have been made. The slope stability analysis portion of UKSLOPE is based partly on the original mainframe version. The following are the main features of the program: (a) UKSLOPE is an extremely user-friendly, menu-driven, computer program with a Graphical User Interface that offers a convenient way to input data and to analyze the results; (b) The program can be used for both design and analysis of earth structures; (c) Both reinforced and unreinforced earth structures can be analyzed by the program; (d) A variety of limiting equilibrium methods can be used for stability analysis, including newly developed statically consistent methods, which can be used to analyze both circular and noncircular failure surfaces, and also the traditional Bishop's method; and (e) Four options, covering most practical cases, are offered to simulate pore pressures in an unstable soil mass. Many example problems were considered in the research study. These examples were analyzed by both UKSLOPE and other computer programs. The results of the analyses show that UKSLOPE yields reasonable answers and can be used in practical applications. KW - Computer programs KW - Design KW - Embankments KW - Equilibrium (Mechanics) KW - Graphical user interfaces KW - Limit equilibrium KW - Personal computers KW - Pore pressure KW - Reinforcement (Engineering) KW - Simulation KW - Slope stability KW - Slopes KW - Tensile strength KW - User interfaces (Computer science) UR - https://trid.trb.org/view/572949 ER - TY - RPRT AN - 00735942 AU - Rao, K S AU - Oh, Heekuck AU - Krammes, R A AU - Texas Transportation Institute AU - Federal Highway Administration TI - USERS MANUAL FOR THE HIGHWAY GEOMETRIC DESIGN CONSISTENCY PROGRAM (METRIC UNITS) PY - 1995/01 SP - 13 p. AB - The Highway Geometric Design Consistency (HGDC) program is a menu-driven microcomputer-based procedure for evaluating the geometric design consistency of rural two-lane highways in level or rolling terrain. The program estimates two measures of horizontal alignment design consistency: the decrease in 85th percentile operating speed, and the increase in driver workload, from an approach tangent to a horizontal curve. These consistency measures are estimated based on models developed under the subject contract and documented in Publication No. FHWA-RD-94-034 (TRIS 00674248), entitled "Horizontal Alignment Design Consistency for Rural Two-Lane Highways" (Jan. 1995). This report is the users manual for the metric-units version of the HGDC program. (There is a separate English-units version of the program.) This manual describes the capabilities and input data requirements of the program. It also describes the mechanics of using this menu-driven program, including the meaning of each option on the program menus. KW - Alignment KW - Computer program documentation KW - Computer programs KW - Driver workload KW - Drivers KW - Geometric design KW - Highway design KW - Horizontal alignment KW - Manuals KW - Microcomputers KW - Operating speed KW - Rural highways KW - Two lane highways KW - Workload UR - https://trid.trb.org/view/478535 ER - TY - RPRT AN - 00722582 AU - Federal Highway Administration TI - 1994 TFHRC ACHIEVEMENT REPORT PY - 1995/01 SP - 32 p. AB - This report highlights the Federal Highway Administration's 1994 Research and Technology (R&T) Program and covers research under way, and working with customers to use R&T advances for transportation improvements. It discusses the new approach to R&T, emphasizing staff, reaching out to the private sector for solutions, participating in national and international forums, reshaping the Intelligent Transportation Systems Program, and training and educating customers. The report also features R&T on the following: Intelligent Transportation Systems and cutting-edge technologies and products; structures, pavements, and materials; teaming and sharing with national and international partners and technology sharing; safety for the driver and safety tomorrow; creating tools that work, facilitating change, and improving efficiency and productivity; and conserving by improving air quality and minimizing impact. KW - Conservation KW - Cooperation KW - Customers KW - Education KW - Highways KW - Intelligent transportation systems KW - International KW - International compacts KW - Materials KW - Pavements KW - Private enterprise KW - Productivity KW - Research KW - Research and technology program KW - Safety KW - Structures KW - Technological innovations KW - Technology sharing KW - Technology transfer KW - Training KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/459772 ER - TY - RPRT AN - 00720236 AU - Federal Highway Administration TI - INNOVATIVE DEVICES FOR SAFER WORK ZONES PY - 1995/01 SP - 16 p. AB - The Federal Highway Administration (FHWA) has mounted a comprehensive program to help State and local highway agencies implement the work zone safety devices developed under the 5-year Strategic Highway Research Program (SHRP). Highway agencies seeking sources for these devices routinely turn to FHWA for information on product availability. This brochure is intended to answer their questions and to briefly describe the concepts behind these new work zone safety devices. The specific product descriptions are based on information provided by the manufacturers. KW - Brochures KW - Innovation KW - Strategic Highway Research Program KW - Traffic control devices KW - Work zone traffic control UR - https://trid.trb.org/view/454623 ER - TY - RPRT AN - 00720177 AU - Whited, J AU - Kadolph, S AU - Iowa Department of Transportation AU - Federal Highway Administration TI - AUTOMATED COLLECTION OF SIGN INVENTORY INFORMATION BY INTEGRATING GLOBAL POSITIONING SYSTEM (GPS) WITH VIDEOLOGGING DATA COLLECTION ACTIVITIES PY - 1995/01 SP - 76 p. AB - Advances in communication, navigation and imaging technologies are expected to fundamentally change methods currently used to collect data. Electronic data interchange strategies will also minimize data handling and automatically update files at the point of capture. This report summarizes the outcome of using a multi-camera platform as a method to collect roadway inventory data. It defines basic system requirements as expressed by users who applied these techniques and examines how the application of the technology met those needs. A sign inventory case study was used to determine the advantages of creating and maintaining the database. The project determined that at least 75% of the data elements needed for a sign inventory can be gathered by viewing a high resolution image. KW - Automatic data collection systems KW - Electronic data interchange KW - Global Positioning System KW - Inventory KW - Road inventory KW - Roads KW - Traffic signs KW - Video imaging detectors KW - Videologging UR - https://trid.trb.org/view/454566 ER - TY - RPRT AN - 00720063 AU - Ruth, B E AU - Bloomquist, D AU - Wattleworth, T AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT AND EVALUATION OF A TESTING DEVICE FOR ACCELERATED AGE HARDENING OF BITUMINOUS MATERIALS. FINAL REPORT PY - 1995/01 SP - 144 p. AB - Equipment was designed, constructed, and modified to spray a thin film of asphalt onto the inside surface of Pyrex (Trademark) glass cylinders and to process the coated cylinders in a special forced draft oven system at process temperatures of 85 deg C and 110 deg C. The spray coating unit yielded film thicknesses of 3 to 5 micrometers. The age hardening device circulated hot air through the cylinders while rotating the cylinders to minimize flow and change in film thickness. Other test methods (e.g., TFOT, RTFOT, PAV, and CTO) were used for aging. Their viscosity results were compared to those from the age hardening device. The test results indicated that the PAV and accelerated age hardening device were more effective in producing age hardened asphalt than the other methods. It was recommended that the age hardening device could be substituted for the PAV since it produced hardening only slightly less than the PAV after 20 hours of aging. KW - Accelerated tests KW - Age hardening KW - Alternatives analysis KW - Asphalt KW - Bituminous materials KW - Test procedures KW - Test results KW - Testing equipment KW - Viscosity UR - https://trid.trb.org/view/454452 ER - TY - RPRT AN - 00675285 AU - Lerner, N D AU - Huey, R W AU - McGee, H W AU - Sullivan, A AU - Comsis Corporation AU - Federal Highway Administration TI - OLDER DRIVER PERCEPTION-REACTION TIME FOR INTERSECTION SIGHT DISTANCE AND OBJECT DETECTION. VOLUME I: FINAL REPORT PY - 1995/01 SP - 116 p. AB - Four on-road experiments investigated whether the assumed values for driver perception-reaction time (PRT) used in AASHTO design equations adequately represent the range of actual PRT for older drivers. The Case III (stop controlled) intersection sight distance (ISD) experiment found that older drivers did not have longer PRT than younger drivers; 85th percentile PRT closely matched the AASHTO design equation value of 2.0 s. In the stopping sight distance (SSD) experiment involving brake reaction times to an unanticipated event (crash barrel suddenly rolling toward roadway), there were apparent differences in the distribution of PRT among age groups. Younger drivers accounted for most of the fastest PRT, but there were no age differences in the 50th or 85th percentiles. All observed PRT were encompassed by the current AASHTO design value of 2.5 s. The decision sight distance (DSD) experiment measured when drivers recognized the need to make a lane change maneuver, from the first visibility of the roadway cue used by the driver. Although observed DSD values were generally longer with increasing driver age, the 85th percentile PRT for all age groups were well below AASHTO design assumptions. The final experiment collected judgments about the acceptability of gaps and lags in traffic. Younger subjects accepted shorter gaps and rejected lags later than older subjects. Based on these findings, and consideration of the implications of changes in PRT for sight distance requirements, no changes to design PRT values, based on older driver performance, were recommended for ISD, SSD, or DSD. Alternative models for ISD, based on gap acceptance or lag rejection, were explored. Based on limited data, it is not clear whether these models offer any significant benefits to the current AASHTO model. KW - Aged drivers KW - Drivers KW - Gap acceptance KW - Lag rejection KW - Motion perception KW - Reaction time KW - Sight distance UR - https://trid.trb.org/view/412303 ER - TY - RPRT AN - 00674249 AU - Rada, G R AU - Elkins, G E AU - Henderson, B AU - Van Sambeek, R J AU - Lopez, A AU - PCS/Law Engineering AU - Federal Highway Administration TI - LTPP SEASONAL MONITORING PROGRAM: INSTRUMENTATION INSTALLATION AND DATA COLLECTION GUIDELINES. FINAL REPORT PY - 1995/01 SP - 214 p. AB - This report describes the operation theory, installation procedures and operation guidelines for instrumentation selected to monitor changes in internal pavement moisture and thermal regimes, frost/thaw conditions, and external climate at test sections in the long-term pavement performance seasonal monitoring study. The instrumentation includes time domain reflectometry to measure moisture content of unbound materials, thermistor sensors to measure pavement temperature gradients and air temperature, electrical resistivity probes to measure frost locations, a piezometer to measure the depth of ground water table and tipping-bucket rain gauge to measure precipitation. These measurements of the external climate and the resulting changes in the pavement material will be coupled with monthly or more frequent deflection measurements, seasonal roughness measurements, elevation profile and distress surveys to study the cause and effects of seasonal changes in pavement structural response. Guidelines and procedures for the collection of these data are also described in this report. KW - Climate KW - Data collection KW - Defects KW - Deflection KW - Elevation profile KW - Field tests KW - Freeze thaw conditions KW - Frost KW - Groundwater KW - Groundwater level KW - Heat KW - Instrumentation KW - Long-Term Pavement Performance Program KW - Moisture content KW - Monitoring KW - Pavement deflection KW - Pavement distress KW - Pavement performance KW - Pavement tests KW - Pavements KW - Rain KW - Roughness KW - Seasonal variations KW - Seasons KW - Structural analysis KW - Structural mechanics KW - Structural response KW - Structural tests KW - Temperature KW - Temperature gradients KW - Test sections KW - Thermal conditions KW - Unbound materials KW - Water table UR - https://trid.trb.org/view/411864 ER - TY - RPRT AN - 00713633 AU - Balloffet and Associates, Incorporated AU - Federal Highway Administration TI - EXAMPLES OF STATEWIDE TRANSPORTATION PLANNING PRACTICES PY - 1995/01 SP - v.p. AB - The transportation sector is faced with new legislative mandates as reflected by the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991. ISTEA, coupled with the Clean Air Act Amendments (CAAA) of 1990, provides an impetus for change in transportation planning and project implementation. Statewide transportation planning is one of the mechanisms for change that ISTEA provides. Statewide transportation plans integrate planning for multiple transport modes to balance the mobility needs of the state with future revenue sources. To support this requirement, FHWA and FTA have issued statewide transportation planning rules. These rules identify twenty-three factors to be addressed in statewide plans. The case studies included in this report demonstrate examples of coordination. KW - Case studies KW - Clean Air Act Amendments KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Legislation KW - Mobility KW - Multimodal transportation KW - State action KW - State government KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/processes/statewide/practices/ UR - https://trid.trb.org/view/450473 ER - TY - RPRT AN - 00713030 AU - Janson, B AU - Robles, J AU - Colorado Transportation Institute AU - Colorado Department of Transportation AU - Federal Highway Administration TI - DYNAMIC TRAFFIC MODELLING OF THE I-25/HOV CORRIDOR SOUTHEAST OF DENVER. FINAL REPORT PY - 1995/01 SP - 99 p. AB - Traffic modelling is one means of being able to predict time-varying traffic conditions in an urban roadway network to support traveler information systems and traffic management advisories. The development and testing of DYMOD (a dynamic traffic assignment model) was implemented in the Denver metro area to predict observed volumes and speeds during a typical weekday peak period (5am - 10am). On average, predicted flows agreed to within 12% of actual 5-minute volumes on I-25 through lanes at the detector locations. DYMOD was also able to model incident conditions to generate route diversion planning strategies during lane blocking accidents and to estimate vehicle hours of delay. This research is a building block for the future implementation of real-time traveler information systems that are integral components of traffic management centers to encourage alternate route diversion strategies and departure times. KW - Denver (Colorado) KW - Driver information systems KW - Dynamic models KW - Estimating KW - Forecasting KW - Incidents KW - Metropolitan areas KW - Traffic assignment KW - Traffic congestion KW - Traffic crashes KW - Traffic delays KW - Traffic diversion KW - Traffic incidents KW - Traffic models KW - Traffic speed KW - Traffic volume UR - https://trid.trb.org/view/448180 ER - TY - RPRT AN - 00711658 AU - Pearson, D F AU - Bell, C E AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRIPCAL5 DOCUMENTATION MANUAL, REVISED EDITION. INTERIM REPORT PY - 1995/01 SP - 152 p. AB - This manual is designed to provide technical documentation for the trip generation program TRIPCAL5. It was originally published in February 1992 and is published here in revised form to include documentation on the default models; this documentation is presented as a technical appendix. In an effort to update the Texas Department of Transportation's transportation planning process, the trip generation program, TRIPCAL5, was developed in 1990. TRIPCAL5 is a multi-functional, flexible program for estimating trip productions and attractions for multiple trip purposes via user-specified models. Trip productions and attractions may be estimated for up to 10 trip purposes and 9,999 zones. The program includes such features as user-specified trip production and attraction models, input of user-developed disaggregate data at the zone level, and/or the disaggregation of the zonal data using default models within the program. The program's flexibility allows the trip generation process to be designed to maximize the use of local data and provides a quantum improvement in the trip generation process. Included in this report are program options; a brief discussion of the function and purpose of each subroutine; cross-reference of the subroutines and functions; description of each of the variables by labeled common statements; description of the sorts and sort keys; data set formats; how the data flow through the program; discussion of the results of the program tests which were done; and a summary. The appendix provides technical documentation on the default models which provide flexibility to the user in the application of TRIPCAL5. The use of a disaggregate cross-classification trip generation model is assisted by the provision of these default models in TRIPCAL5. These models will disaggregate households at the zone level and produce reasonable estimates of the percentages of households by household size, household income, and vehicle availability. A default model is also included which estimates the total truck and taxi trip productions within the urban area. KW - Alternatives analysis KW - Computer program documentation KW - Default models KW - Disaggregate analysis KW - Disaggregate models KW - Manuals KW - Options KW - Subroutines KW - Transportation planning KW - Trip generation UR - https://trid.trb.org/view/447695 ER - TY - RPRT AN - 00682792 AU - Bell, C E AU - Benson, J D AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF EMISSION ESTIMATES FOR THE CONFORMITY ANALYSIS OF THE JOHRTS FY-94 TIP AND MTP. INTERIM REPORT PY - 1995/01 SP - 422 p. AB - This report documents the mobile source emission estimation methodology used for the conformity analysis of the Transportation Improvement Program (TIP) and the metropolitan transportation plan (MTP) for Jefferson and Orange Counties and a portion of Hardin County. Included in the report is a brief overview of the emission estimation methodology and the 24-hour traffic assignments used in the analyses; the methods used to estimate the seasonally adjusted time-of-day vehicle miles of travel and associated operating speeds; the estimation of the emission rates using the EPA's MOBILE5a program; and brief outlines of the method used to develop the emission estimates using the MOBILE5a emission rates and comparisons of the emission estimates for the Build and No-Build Options. An appendix presents the emission rates developed for conformity analysis. KW - Air quality KW - Building KW - Conformity KW - Counties KW - Decision making KW - Estimates KW - Methodology KW - Metropolitan transportation plan/mtp KW - No build KW - Pollutants KW - Texas KW - Transportation Improvement Program KW - Transportation improvement program/tip UR - https://trid.trb.org/view/423052 ER - TY - RPRT AN - 00682729 AU - Miller, R A AU - Parekh, K AU - Halsey, J T AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - DESTRUCTIVE LOAD TESTING OF A DAMAGED AND DETERIORATED PRESTRESSED BOX BEAM. FINAL REPORT PY - 1995/01 SP - 123 p. AB - A deteriorated prestressed box beam was tested. The beam was a 23.3 m (76 ft 6 in.) long box section, 0.91 m (36 in.) wide and 0.84 m (33 in.) high with 127 mm (5 in.) thick walls. Originally, the beam had 18 13 mm (1/2 in.) diameter prestressing strands with each strand having an area of 99 sq mm (0.154 sq in.). At the time of the tests, three prestressing strands in one corner of the beam had corroded due to chloride intrusion and concrete in this area had spalled off. An undamaged replica of the beam was also tested. Tests showed that the deterioration had little effect on the precracking behavior of the beam. The AASHTO cracking moment provided a reasonable estimate of the cracking load for the deteriorated beam when the loss of strands, cross section and prestressing force were taken into account. After cracking, the post cracking stiffness was much less than the undamaged beam, even when loss of prestressing strands and cross section were taken into account. In addition, the deteriorated beam failed in a brittle manner by crushing of the top flange concrete. The beam also exhibited 28 mm (1.1 in.) of lateral deflection during the test. The calculated AASHTO moment was found to be 8% unconservative for this beam. It is believed that the deteriorated beam failed due to lateral instability. In Part II, test specimens were tested from a 40-year-old prestressed concrete bridge made of inverted "T" beams placed side by side, and covered with fill concrete. Two specimens, approximately 610 mm (24 in.) wide and 380 mm (15 in.) high, were cut from the bridge, consisting of two "T" beams and the associated fill concrete. Each "T" beam had a 305 mm (12 in.) bottom flange, a 152 mm (6 in.) wide top flange, was 305 mm (12 in.) high and was reinforced with 14 6 mm (1/4 in.) diameter strands in the bottom flange and 2 strands in the top flange. These specimens matched specimens tested in 1954 as the prototype for this bridge. Destructive testing consisted of applying a single point load at midspan. The tests revealed that the beams remained strong and ductile even after 40 years. The AASHTO Code provided reasonable estimates of the cracking moments and conservative estimates of the ultimate moment. An excellent correlation was found between the beams tested in this research and the prototype tests of 1954 in terms of load vs. deflection behavior, cracking moments and ultimate moments. This indicates that after 40 years the beam performance did not deteriorate. KW - Destructive testing KW - Deterioration KW - Ductility KW - Mechanical tests KW - Prestressed box beams KW - Prestressed concrete bridges KW - Specimens KW - Strength of materials KW - T beams UR - https://trid.trb.org/view/423025 ER - TY - RPRT AN - 00681877 AU - Kent, E W AU - National Institute of Standards and Technology AU - Federal Highway Administration TI - ROBOTICS APPLICATION TO HIGHWAY TRANSPORTATION. VOLUME IV: PROPOSALS FOR POTENTIAL RESEARCH PY - 1995/01 SP - 125 p. AB - The National Institute of Standards and Technology, at the request of the Federal Highway Administration, has conducted a study of potential applications of automation and robotics technology in construction, maintenance, and operation of highway systems. The study included a workshop exploring industry perceptions of needs and barriers to adoption, a workshop and a literature search to assess current state of the art practices and trends, and site visits by automation experts to typical highway worksites. Potential technology opportunities were highlighted for short, medium, and long-term efforts in a matrix of intersections between common highway jobs and areas of current technological thrust. From among the opportunities identified, six potential research areas were developed as specific proposals, and subjected to life-cycle cost-benefits analysis. Four were projected to return significant savings by comparison with current practice. Of these, two were identified as also likely to return benefits of significant impact on total highway expenditures and the national economy due to their ability to leverage savings across large numbers of jobs or their effect on a large percentage of highway traffic. KW - Applications KW - Automation KW - Benefit cost analysis KW - Highway maintenance KW - Highway operations KW - Highway transportation KW - Life cycle costing KW - Road construction KW - Robotics UR - https://trid.trb.org/view/422635 ER - TY - RPRT AN - 00680807 AU - Kent, E W AU - National Institute of Standards and Technology AU - Civil Engineering Research Foundation AU - Federal Highway Administration TI - ROBOTICS APPLICATION TO HIGHWAY TRANSPORTATION. VOLUME III: PROPOSED RESEARCH TOPICS AND COST/BENEFIT EVALUATIONS BY CERF (RESOURCE MATERIALS) PY - 1995/01 SP - 466 p. AB - The National Institute of Standards and Technology, at the request of the Federal Highway Administration, has conducted a study of potential applications of automation and robotics technology in construction, maintenance, and operation of highway systems. The study included a workshop exploring industry perceptions of needs and barriers to adoption, a workshop and a literature search to assess current state of the art practices and trends, and site visits by automation experts to typical highway worksites. Potential technology opportunities were highlighted for short, medium, and long term efforts in a matrix of intersections between common highway jobs and areas of current technological thrust. From among the opportunities identified, six potential research areas were developed as specific proposals, and subjected to life-cycle cost-benefits analysis. Four were projected to return significant savings by comparison with current practice. Of these, two were identified as also likely to return benefits of significant impact on total highway expenditures and the national economy due to their ability to leverage savings across large numbers of jobs or their effect on a large percentage of highway traffic. KW - Applications KW - Automation KW - Benefit cost analysis KW - Highway maintenance KW - Highway operations KW - Highway transportation KW - Life cycle costing KW - Research KW - Road construction KW - Robotics UR - https://trid.trb.org/view/422231 ER - TY - RPRT AN - 00680806 AU - Kent, E W AU - National Institute of Standards and Technology AU - Robotic Technology, Incorporated AU - Federal Highway Administration TI - ROBOTICS APPLICATION TO HIGHWAY TRANSPORTATION. VOLUME II: LITERATURE SEARCH (RESOURCE MATERIALS) PY - 1995/01 SP - 114 p. AB - The National Institute of Standards and Technology, at the request of the Federal Highway Administration, has conducted a study of potential applications of automation and robotics technology in construction, maintenance, and operation of highway systems. The study included a workshop exploring industry perceptions of needs and barriers to adoption, a workshop and a literature search to assess current state of the art practices and trends, and site visits by automation experts to typical highway worksites. Potential technology opportunities were highlighted for short, medium, and long term efforts in a matrix of intersections between common highway jobs and areas of current technological thrust. From among the opportunities identified, six potential research areas were developed as specific proposals, and subjected to life-cycle cost-benefits analysis. Four were projected to return significant savings by comparison with current practice. Of these, two were identified as also likely to return benefits of significant impact on total highway expenditures and the national economy due to their ability to leverage savings across large numbers of jobs or their effect on a large percentage of highway traffic. KW - Applications KW - Automation KW - Benefit cost analysis KW - Guides to the literature KW - Highway maintenance KW - Highway operations KW - Highway transportation KW - Life cycle costing KW - Literature reviews KW - Road construction KW - Robotics UR - https://trid.trb.org/view/422230 ER - TY - RPRT AN - 00680700 AU - Deatherage, J H AU - Chou, K C AU - Southeastern Transportation Center AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - EVALUATION AND TESTING OF THE SOFTWARE PROGRAM FOR THE ANALYSIS OF OVERWEIGHT VEHICLES ON TENNESSEE HIGHWAY BRIDGES. VOLUME 1 - FINAL REPORT PY - 1995/01 SP - 39 p. AB - Any vehicle whose gross weight exceeds 80,000 lb (36,288 kg) requires a permit to use the Tennessee highway system. The Department of Transportation receives in excess of 1000 permit applications per month. A method has been developed to efficiently extract any potentially hazardous overweight vehicles requesting a permit. The technique utilizes the combination of gross weight, axle loads, and axle spacings. Software has been developed for a PC-XT personal computer or higher. The analysis is intended to be conservative and yet reduce the number of structural analyses required under the present operational procedures. Research has been done to evaluate the technical merit of the method. Over 2460 overload truck-bridge configurations were analyzed using the software developed and the results were compared to structural analyses using BRASS to evaluate the effectiveness of the program. A statistical alpha test was performed which indicated that the probability that the software would yield a wrong conclusion (based on approving an application which would cause overstress on a bridge) is under 4.0 x 10 to the -14th power. The odds that the software would make a wrong recommendation are 1 in 2.6 x 10 to the 13th power. Based on these statistical data, the software evaluated is a powerful and effective tool to evaluate overweight vehicle permits. KW - Axle loads KW - Axle spacings KW - Axles KW - Evaluation KW - Heavy vehicles KW - Oversize loads KW - Overweight loads KW - Permits KW - Software KW - Spacing KW - Tennessee UR - https://trid.trb.org/view/422208 ER - TY - RPRT AN - 00680701 AU - Maser, K R AU - INFRASENSE, Incorporated AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - BRIDGE DECK SURVEY TECHNIQUE USING HIGH-SPEED RADAR. FINAL REPORT PY - 1995/01 SP - 27 p. AB - A highway speed bridge deck condition assessment system using ground penetrating radar was evaluated. The evaluation was carried out on five asphalt overlaid bridge decks. The radar based results were compared both to actual removal quantities and to estimates made by Tennessee Department of Transportation personnel prior to the rehabilitation work. The comparisons show the radar based quantities are much closer to actual removal quantities rather than to estimated quantities. Budget estimates, on average, were within 20% of actual rehabilitation costs, vs. 53% based on estimates made prior to actuals. The survey identified which sections of decks had higher levels of deterioration than other sections. Exact locations, however, were not always in agreement with concrete removal. KW - Accuracy KW - Bridge decks KW - Budgeting KW - Condition surveys KW - Deterioration KW - Forecasting KW - Ground penetrating radar UR - https://trid.trb.org/view/422209 ER - TY - RPRT AN - 00680703 AU - Arockiasamy, M AU - Sandepudi, K S AU - Florida Atlantic University, Boca Raton AU - Florida Department of Transportation AU - Federal Highway Administration TI - ACTIVE DEFORMATION CONTROL OF BRIDGES PRESTRESSED WITH ARAMID FIBER REINFORCED PLASTIC (AFRP) CABLES. FINAL REPORT PY - 1995/01 SP - 276 p. AB - Fiber reinforced plastics (FRPs) can successfully be used in concrete structures, in lieu of steel, as reinforcing and/or prestressing elements, owing to high tensile strength, immunity towards corrosion, low Young's modulus, light weight and high fatigue resistance. Very little experimental results and performance data are available regarding the properties of FRP composites and their application in concrete structures. This investigation was conducted to establish the feasibility of using Aramid FRP (AFRP) cables as reinforcing/prestressing elements in concrete bridge structures. Besides investigating durability of AFRP cables in adverse environments (alkali and seawater), static and ultimate load tests were performed on single Double-Tee beam, together with static, fatigue and ultimate load tests on a half scale model Double-Tee beam bridge system prestressed with AFRP. Large deformations at ultimate load conditions and good fatigue resistance were observed in the experimental studies. A computer code was developed to perform flexural analysis of beams prestressed/reinforced/strengthened by FRP elements. Analytical results showed good correlation with experimental findings. An active deformation/vibration control model is suggested, which can be incorporated in prototype bridges for safety and performance data evaluation. Feasibility of application of AFRP tendons in bridge structures is assessed based on the experimental and analytical parameters such as deflections, strains, crack distributions, crack widths, and energy considerations. KW - Advanced materials KW - Beams KW - Breaking loads KW - Cables KW - Composite materials KW - Computer programs KW - Concrete bridge structures KW - Concrete bridges KW - Correlation analysis KW - Correlations KW - Deformation KW - Double tee beams KW - Durability KW - Fatigue (Mechanics) KW - Feasibility analysis KW - Fiber reinforced plastics KW - Model tests KW - Performance evaluations KW - Prestressing KW - Seawater KW - Static loads KW - Test results UR - https://trid.trb.org/view/422211 ER - TY - RPRT AN - 00680693 AU - Spyridakis, J AU - Plumb, C AU - Haselkorn, M AU - Michalak, S AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - AN ASSESSMENT OF WASHINGTON STATE TRAVELER INFORMATION SYSTEMS BASED ON A GENERAL ATIS TAXONOMY. FINAL TECHNICAL REPORT PY - 1995/01 SP - 132 p. AB - This project provided an early, objective assessment of selected efforts to develop Washington State Advanced Traveler Information Systems (ATISs). To accomplish this goal, the study team developed a taxonomy of current ATISs nationwide; this taxonomy was used to develop instruments for the assessment. In addition to the specific assessments done under this project, the taxonomy and assessment tools developed could, with some refinement, be used as a model for iterative, standardized assessment of ATIS projects nationwide. Using these assessment tools, some of the study team's conclusions were as follow: (1) FLOW's system goals are appropriate to the audience but cannot be fully achieved in the location at which it was assessed, and an interactive interface would be more appropriate for the delivery of FLOW's information; (2) Traffic Reporter has a high degree of user acceptance, but it is hindered in achieving its implicit goals because of location; (3) the proposed Canadian Border Crossing ATIS would not achieve its goals with two of the three technologies proposed; and (4) although Bellvue Smart Traveler achieves two of its goals, the other two are not fully achieved, mainly because of an appropriate audience. KW - Advanced traveler information systems KW - Evaluation and assessment KW - Taxonomy KW - Washington (State) UR - https://trid.trb.org/view/422200 ER - TY - RPRT AN - 00676553 AU - Lewis, D AU - Liner, D AU - Harvey, J AU - Hickling Corporation AU - Arizona Department of Transportation AU - Federal Highway Administration TI - COST/BENEFIT AND RISK ASSESSMENT PROCEDURE FOR THE PRODUCT EVALUATION PROGRAM. VOLUME I: PRODUCT EVALUATION MODEL FINAL REPORT PY - 1995/01 SP - 94 p. AB - The Product Evaluation Model (PEM) is designed to enable the Product Resource Investment Deployment and Evaluation (PRIDE) program of the Arizona Department of Transportation (ADOT) to determine the likelihood that a new product is a worthwhile investment from an economic point of view, namely that its benefits outweigh its costs. The model defines characteristics, (or "attributes"), associated with products, utilizes their appropriate units of measure (metrics) and translates these product characteristics into the estimated costs and benefits that occur over a user-defined analysis period. The main feature of the model is to measure the relative change in metrics that occurs with the use of a new product and to forecast the net present value (NPV), or the discounted, present day value of all benefits minus all costs, associated with this change. The resulting estimate of economic benefits allows transportation officials to rank or choose among alternative products based on economic criteria. This volume is the first in a series of two. Volume II contains the Reference Manual and User's Guide for the PEM. KW - Benefit cost analysis KW - Economic benefits KW - Economic conditions KW - Economic impacts KW - Forecasting KW - Mathematical models KW - Models KW - Net present value KW - New products KW - New transportation products KW - Risk assessment KW - Transportation UR - https://trid.trb.org/view/421317 ER - TY - RPRT AN - 00676554 AU - Lewis, D AU - Liner, D AU - Harvey, J AU - Hickling Corporation AU - Arizona Department of Transportation AU - Federal Highway Administration TI - COST/BENEFIT AND RISK ASSESSMENT PROCEDURE FOR THE PRODUCT EVALUATION PROGRAM. VOLUME II: PRODUCT EVALUATION MODEL REFERENCE MANUAL AND USER'S GUIDE PY - 1995/01 SP - 260 p. AB - The Product Evaluation Model (PEM) is designed to enable the Product Resource Investment Deployment and Evaluation (PRIDE) program of the Arizona Department of Transportation (ADOT) to determine the likelihood that a new product is a worthwhile investment from an economic point of view, namely that its benefits outweigh its costs. The model defines characteristics, (or "attributes"), associated with products, utilizes their appropriate units of measure (metrics) and translates these product characteristics into the estimated costs and benefits that occur over a user-defined analysis period. The main feature of the model is to measure the relative change in metrics that occurs with the use of a new product and to forecast the net present value (NPV), or the discounted, present day value of all benefits minus all costs, associated with this change. The resulting estimate of economic benefits allows transportation officials to rank or choose among alternative products based on economic criteria. This volume is the second in a series of two. Volume I is the final project report, containing information on the technical background, analytic approach and verification of the PEM. KW - Benefit cost analysis KW - Economic benefits KW - Economic conditions KW - Economic impacts KW - Forecasting KW - Guides KW - Guides to information KW - Manuals KW - Mathematical models KW - Models KW - Net present value KW - New products KW - New transportation products KW - Risk assessment KW - Transportation UR - https://trid.trb.org/view/421318 ER - TY - RPRT AN - 00675179 AU - Demetsky, M J AU - Shepard, F D AU - Miller, J S AU - Blackwell, S R AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - EVALUATION OF THE USE OF LIVE AERIAL VIDEO FOR TRAFFIC MANAGEMENT. FINAL REPORT PY - 1995/01 SP - 37 p. AB - This report describes the evaluation of an intelligent transportation system (ITS) demonstration project in which live aerial video of traffic conditions was captured by a rotary wing aircraft operated by the Fairfax County (Virginia) Police Department. The video was transmitted to ground stations for use by Fairfax County and the Virginia Department of Transportation for incident and congestion management. The evaluation had three foci: (1) the capture and transmission of the video picture; (2) related institutional issues; and (3) the utility of the video information in incident management and traffic control. The evaluation covered a 10-month demonstration period from July 1993 to April 1994. The demonstration showed that aerial video can capture and transmit pictures of traffic flow and incidents to aid in decision making by traffic management. Throughout the evaluation period, the reliability of the system was greatly improved, resulting in a continuous daily operation (except for emergency interruptions). The aerial video has enhanced incident management in the application area and has potentially unlimited on-line applications for traffic surveillance in conjunction with the various traffic management systems. Examples of off-line applications are training, planning, operational improvements, and before and after studies. KW - Aerial photography KW - Decision making KW - Demonstration projects KW - Helicopters KW - Highway traffic control KW - Incidents KW - Intelligent transportation systems KW - Reliability KW - Traffic congestion KW - Traffic control KW - Traffic incidents KW - Traffic surveillance UR - http://ntl.bts.gov/DOCS/lav.html UR - http://ntl.bts.gov/lib/38000/38500/38542/94-R14.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/9511.pdf UR - https://trid.trb.org/view/412209 ER - TY - RPRT AN - 00674239 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. INTERIM REPORT PY - 1995/01 SP - 148 p. AB - This report describes tests on 22 bendable and 11 nonbendable organic coatings on steel reinforcing bars. New cleaning and chemical treatments on the steel surface were used with 17 coatings to enhance adhesion. The bars, in straight and 4D bent shapes, were tested for coating adhesion, development of blisters, new holidays or defects, and corrosion following 28-d immersion tests in four solutions at 55 deg C (131 deg F), representative of environments that coated bars may experience. Adhesion was also tested after severe cathodic disbondment tests on 4D bent bars with an intentional hole in the coatings. Reduction of adhesion was observed in the four solutions at pH 7 and pH 13.3, with and without NaCl. The high-pH solutions, with or without NaCl, were the most aggressive as related to adhesion reduction. Of the 33 coatings, 8 bendable and 10 nonbendable coatings on straight bars achieved excellent to marginal average adhesion ratings (1 to 3) in all 4 solutions. After bending to 4D, the adhesion of many bendable coatings after immersion was poor. None of the 22 bendable coatings and 2 of the 6 tested nonbendable coatings had excellent to very good average adhesion ratings (1 to 1.5) in all 4 solutions. The prebent bars to the 4D shape with nonbendable coatings achieved significantly better adhesion than bendable coatings. The 6 tested nonbendable coatings provided much better adhesion following CD tests when compared to the 21 bendable coatings that all had poor adhesion. Adhesion reduction for those coatings that provide excellent adhesion generally occurs only at the intentional hole in the coating, and the adhesion away from the hole under wet or dry conditions was not reduced by either immersion or CD tests. Further testing was deemed necessary to better define the bendability and adhesion performance of the best performing coatings following bending to 4D, 6D, and 8D shapes and CD tests on straight and bent bars. This testing will start in September 1994. KW - Adhesion KW - Bendability KW - Bending KW - Cracking KW - Debonding KW - Laboratory tests KW - Organic coatings KW - Performance evaluations KW - pH value KW - Reinforcing bars KW - Sodium chloride UR - https://trid.trb.org/view/411855 ER - TY - RPRT AN - 00674248 AU - Krammes, R A AU - Brackett, R Q AU - Shafer, M A AU - Ottesen, J L AU - Anderson, I B AU - Fink, K L AU - Collins, K M AU - Pendleton, O J AU - Messer, C J AU - Texas Transportation Institute AU - Federal Highway Administration TI - HORIZONTAL ALIGNMENT DESIGN CONSISTENCY FOR RURAL TWO-LANE HIGHWAYS. FINAL REPORT PY - 1995/01 SP - 137 p. AB - The state of the practice in highway geometric design consistency was determined through a review of U.S. and foreign geometric design policy, practice, and research. Models, and a menu-driven microcomputer procedure for their use, were developed for operating-speed and driver-workload consistency evaluations of rural two-lane highway horizontal alignments. The operating-speed model was calibrated based upon speed and geometry data for 138 horizontal curves and 78 of their approach tangents in 5 States. The driver workload model was calibrated based upon 2 occluded vision test studies on a total of 55 subjects. The operating-speed data suggest that 85th percentile speeds generally exceed the design speed of horizontal curves whose design speed is less than drivers' desired speed (i.e., 85th percentile speed on long tangents). A preliminary evaluation comparing model-estimated operating-speed reductions versus degree of curvature as predictors of accident experience was conducted using a data base of 1,126 curve sites in 3 States. The evaluation suggests that accident experience increases as the required speed reduction from an approach tangent to a horizontal curve increases. KW - Alignment KW - Crashes KW - Curvature KW - Design speed KW - Driver workload KW - Drivers KW - Forecasting KW - Geometric design KW - Highway design KW - Horizontal alignment KW - Mathematical models KW - Microcomputers KW - Operating speed KW - Rural highways KW - Speed control KW - Speed reduction KW - State of the art studies KW - Traffic speed KW - Two lane highways KW - Workload UR - https://trid.trb.org/view/411863 ER - TY - RPRT AN - 00674228 AU - Russell, J S AU - Hanna, A S AU - Lawrence, S P AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF THE PERFORMANCE OF PARTING STRIPS IN THE FORMATION OF LONGITUDINAL JOINTS IN PCC PAVEMENTS. FINAL REPORT PY - 1995/01 SP - v.p. AB - The Wisconsin Department of Transportation (WisDOT) first permitted constructors to use polyethylene parting strips for forming longitudinal joints in Portland Cement Concrete (PCC) pavements during the 1984 construction season. Prior to that time all longitudinal joints in PCC pavements were formed by sawing the pavement during initial curing. Recently several districts within the WisDOT have noticed deterioration along the longitudinal joints of pavements whose longitudinal joints were formed using parting strip. Data collection for this research project consisted of 1) observing the approximately 1,500 miles (2,414 km) of highways constructed in rural areas of Wisconsin since 1984; 2) selecting 20 sites for further study; 3) making observations of longitudinal joint performance and parting strip installation at the 20 sites; 4) collecting three core samples at each site; and 5) measuring the depth of the parting strip from the surface, angle from the vertical, and the amount of curvature for each of the 60 cores. Finally, a comparative analysis was performed between parting strip constructed pavements and those constructed by sawing, the currently accepted alternative longitudinal joint forming technique. This analysis was aimed at determining the relative performance of the two construction methods. This research concluded that improper installation of the parting strip leads to an increase in the amount of spalling along the longitudinal joint. However, based on a random sampling of projects it appears that parting strip constructed pavements exhibit less longitudinal joint distress than pavements constructed by sawing the longitudinal joint. As a result of this research investigation, the researchers recommend that polyethylene parting strip be allowed to continue as a method by which longitudinal joints are formed in PCC pavements for Wisconsin highways. However, it is recommended that the specification be modified so that the depth from the pavement surface to the uppermost edge of the parting strip be 1.8 in. +/- 1.8 in. (4.6 cm +/- 4.6 cm) at an angle between 0 deg and 7 deg from the vertical. Finally, it is recommended that a method by which the installation of the parting strip can be inspected be developed to ensure adherence to the specification. KW - Alternatives analysis KW - Concrete pavements KW - Construction KW - Construction specifications KW - Core analysis KW - Cores (Specimens) KW - Deterioration KW - Field observation KW - Field studies KW - Inspection KW - Longitudinal joints KW - Paving KW - Polyethylene parting strips KW - Recommendations KW - Rural highways KW - Sawing KW - Spalling KW - Specifications UR - https://trid.trb.org/view/412752 ER - TY - RPRT AN - 00674226 AU - Kent, E W AU - National Institute of Standards and Technology AU - Federal Highway Administration TI - ROBOTICS APPLICATION TO HIGHWAY TRANSPORTATION. VOLUME I: FINAL REPORT PY - 1995/01 SP - 28 p. AB - The National Institute of Standards and Technology, at the request of the Federal Highway Administration, has conducted a study of potential applications of automation and robotics technology in construction, maintenance, and operation of highway systems. The study included a workshop exploring industry perceptions of needs and barriers to adoption, a workshop and a literature search to assess current state of the art practices and trends, and site visits by automation experts to typical highway worksites. Potential technology opportunities were highlighted for short, medium, and long term efforts in a matrix of intersections between common highway jobs and areas of current technological thrust. From among the opportunities identified, six potential research areas were developed as specific proposals, and subjected to life-cycle cost-benefits analysis. Four were projected to return significant savings by comparison with current practice. Of these, two were identified as also likely to return benefits of significant impact on total highway expenditures and the national economy due to their ability to leverage savings across large numbers of jobs or their effect on a large percentage of highway traffic. KW - Applications KW - Automation KW - Benefit cost analysis KW - Highway maintenance KW - Highway operations KW - Highway transportation KW - Life cycle costing KW - Road construction KW - Robotics UR - https://trid.trb.org/view/411842 ER - TY - SER AN - 01105786 JO - VTRC ; AU - FREEMAN, THOMAS E AU - McGhee, Kenneth H AU - Federal Highway Administration AU - Virginia Transportation Research Council TI - Evaluation of a laser road surface tester PY - 1995 SP - iii, 10 p. KW - Equipment KW - Evaluation KW - Measurement KW - Pavement distress KW - Riding qualities KW - Road meters KW - Roads KW - Roughness KW - Testing UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/95-r25.pdf UR - http://ntl.bts.gov/lib/37000/37500/37502/95-R25.pdf UR - https://trid.trb.org/view/865398 ER - TY - RPRT AN - 01062245 AU - Federal Highway Administration TI - TN 840 North from I-40 East near Lebanon in Wilson County to I-40 West in Dickson County, Wilson County, Dickson County, Sumner County, Robertson County, Montgomery County, Cheatham County : environmental impact statement PY - 1995///Volumes held: Draft(2v),Dsum KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/821741 ER - TY - RPRT AN - 01062213 AU - Federal Highway Administration TI - Improvements to US Highway 82 (East-West freeway) and the relocation of the Seagraves, Whiteface, and Lubbock Railroad : environmental impact statement PY - 1995///Volumes held: Dv1,Dv1app,Dv2, Final(3v) KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/821709 ER - TY - RPRT AN - 01062209 AU - Federal Highway Administration TI - SR 20, Fredonia (SR 536) to Burlington (Interstate 5), Skagit County : environmental impact statement PY - 1995///Volumes held: Draft KW - Environmental impact statements UR - https://trid.trb.org/view/821705 ER - TY - RPRT AN - 01062198 AU - Federal Highway Administration TI - MD 100 highway improvements, MD 104 to I 95, Howard County : environmental impact statement PY - 1995///Volumes held: Final supplement to the final(2v); Distribution list B1 KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/821694 ER - TY - RPRT AN - 01062183 AU - Federal Highway Administration TI - US 219 transportation project, improvement from I-68 to Somerset and US to Meyersdale, Somerset County : environmental impact statement PY - 1995///Volumes held: Dv.1,Dv.2(fol), Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821679 ER - TY - RPRT AN - 01062182 AU - Federal Highway Administration TI - Route 180 between Temperance Avenue and Cove Road, Construction, Fresno County : environmental impact statement PY - 1995///Volumes held: Draft, Final(2v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821678 ER - TY - RPRT AN - 01062181 AU - Federal Highway Administration TI - I-65 from the Ohio River to SR 311, Reconstruction project, Clark County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/821677 ER - TY - RPRT AN - 01062178 AU - Federal Highway Administration TI - Route 41 route adoption project, Route 41 between El Paso and Route 145, Fresno County, Madera County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821674 ER - TY - RPRT AN - 01062159 AU - Federal Highway Administration TI - Wisconsin 13, regional mobility study, City of Marshfield, Wood County, Marathon County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/821655 ER - TY - RPRT AN - 01062158 AU - Federal Highway Administration TI - Interstate 81 interchange project, S.R. 8016, Franklin County : environmental impact statement PY - 1995///Volumes held: Draft, Final, Final supplement to the final(2v) KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821654 ER - TY - RPRT AN - 01062157 AU - Federal Highway Administration TI - Whittier access project, Seward Highway to Port of Whittier, Section 4(f) evaluation, Municipality of Anchorage, Chugach N.F. : environmental impact statement PY - 1995///Volumes held: Draft, Revised draft, Revised draftApp, Revised draftSupA, Revised draftSupB, Final KW - Alaska KW - Environmental impact statements UR - https://trid.trb.org/view/821653 ER - TY - RPRT AN - 01062152 AU - Federal Highway Administration TI - Interchange 26/Mohawk River Crossing, New York State Thruway, Cities of Rotterdam and Glenville, Schenectady County : environmental impact statement PY - 1995///Volumes held: Draft, Final; Cultural resources survey B1; Air quality study report B2; Noise study report B3; Hazardous waste assessment report B4; Wetland delineation report B5; Visual resource assessment B6; Energy analysis report B7 KW - Environmental impact statements KW - New York (State) UR - https://trid.trb.org/view/821648 ER - TY - RPRT AN - 01062148 AU - Federal Highway Administration TI - SR 525 / Paine Field Boulevard improvement project, Snohomish County, City of Mukilteo : environmental impact statement PY - 1995///Volumes held: Draft, Final(2v) KW - Environmental impact statements UR - https://trid.trb.org/view/821644 ER - TY - RPRT AN - 01062141 AU - Federal Highway Administration TI - Proposed construction of a new interchange at M-59 and Squirrel Road, Relocation of the M-59/ Adams Road Interchange, Oakland county : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/821637 ER - TY - RPRT AN - 01062139 AU - Federal Highway Administration TI - Port of the Dalles (Chenoweth) Interchange, Columbia River Highway, Interstate 84, Wasco county : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Oregon UR - https://trid.trb.org/view/821635 ER - TY - RPRT AN - 01062138 AU - Federal Highway Administration TI - Canal Parkway development study, from MD 51 to the Wiley Ford Bridge in Cumberland, Allegany county : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/821634 ER - TY - RPRT AN - 01062135 AU - Federal Highway Administration TI - Waupun-Fond du Lac, US Highway 151, Fond du Lac county : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/821631 ER - TY - RPRT AN - 01062128 AU - Federal Highway Administration TI - US 52 (Tolsia highway) improvement, Kenova to Nolan (I-64-US 119), Wayne and Minoga County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - West Virginia UR - https://trid.trb.org/view/821624 ER - TY - RPRT AN - 01062124 AU - Federal Highway Administration TI - Corridor improvements and construction between 104th Avenue N.E. and West Lake Sammamish Parkway (formerly WA-901), King County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/821620 ER - TY - RPRT AN - 01062118 AU - Federal Highway Administration TI - Omaha Northwest Connector (Sorensen Parkway) Construction, Douglas County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Nebraska UR - https://trid.trb.org/view/821614 ER - TY - RPRT AN - 01062114 AU - Federal Highway Administration TI - NH Route 16 and US Route 302 improvements, Conway Project, Carroll County : environmental impact statement PY - 1995///Volumes held: Draft, Draft AppendixA-D, Final(2v) KW - Environmental impact statements KW - New Hampshire UR - https://trid.trb.org/view/821610 ER - TY - RPRT AN - 01062113 AU - Federal Highway Administration TI - Corridor L (US-19) improvements from Nicholas County High School to I-79, Nicholas and Braxton counties : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - West Virginia UR - https://trid.trb.org/view/821609 ER - TY - RPRT AN - 01062089 AU - Federal Highway Administration TI - River Route US 22/322, Dauphin to Speeceville, and PA 255, northwest of City of Harrisburg, Dauphin County : environmental impact statement PY - 1995///Volumes held: Draft, Supplement to the draft, Supplement to the draftapp, Final(2v) KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821585 ER - TY - RPRT AN - 01062075 AU - Federal Highway Administration TI - US 421, from just west of the South Fork New River to SR-1361, Watauga County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/821571 ER - TY - RPRT AN - 01062074 AU - Federal Highway Administration TI - Reconstruction of US Highway 2 between Columbia Heights and Hungry Horse, Flathead County : environmental impact statement PY - 1995///Volumes held: Draft, Final, Final Appendix KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/821570 ER - TY - RPRT AN - 01062070 AU - Federal Highway Administration TI - SR-180, new freeway and expressway construction, between Chestnut and Highland Avenues, Fresno County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821566 ER - TY - RPRT AN - 01062068 AU - Federal Highway Administration TI - SH 99/SH 3E/US 377 reconstruction north of Ada, Pontotoc and Seminole counties : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Oklahoma UR - https://trid.trb.org/view/821564 ER - TY - RPRT AN - 01062067 AU - Federal Highway Administration TI - Elliott Bridge no.3166 replacement, King County : environmental impact statement PY - 1995///Volumes held: Draft, Final, Draft supplement to the final, Final supplement to the final KW - Environmental impact statements UR - https://trid.trb.org/view/821563 ER - TY - RPRT AN - 01062061 AU - Federal Highway Administration TI - US-421, east of Secondary Road 2433 to west of I-77, Wilkes, Yadkin counties : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/821557 ER - TY - RPRT AN - 01062047 AU - Federal Highway Administration TI - Stillaguamish River bridges replacement, SR 9 and 530, Snohomish County : environmental impact statement PY - 1995///Volumes held: Draft, Final(2v) KW - Environmental impact statements UR - https://trid.trb.org/view/821542 ER - TY - RPRT AN - 01062046 AU - Federal Highway Administration TI - I-35W reconstruction, Washington Ave. to I-35E in Burnsville, Hennepin County, Dakota County : environmental impact statement PY - 1995///Volumes held: Draft, Supplement to the draft, Final, Final supplement to the final[1996] KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/821541 ER - TY - RPRT AN - 01062044 AU - Federal Highway Administration TI - I-85 Greensboro bypass, I-85 south of Greensboro to I-40/85 east of Greensboro, Guilford County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/821539 ER - TY - RPRT AN - 01062033 AU - Federal Highway Administration TI - Greensboro western urban loop, from Lawndale Dr. to I-85 south, Guilford County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/821528 ER - TY - RPRT AN - 01062026 AU - Federal Highway Administration TI - US-1 improvements, SR-1853 at Lakeview to SR-1180 south of Sanford, Lee and Moore counties : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/821521 ER - TY - RPRT AN - 01061978 AU - Federal Highway Administration TI - I-59 and I-759 interchange, US-11, US-431 and US-278 connector, Etowah County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Alabama KW - Environmental impact statements UR - https://trid.trb.org/view/821473 ER - TY - RPRT AN - 01061885 AU - Federal Highway Administration TI - US-29 intersection improvements, Sligo Creek to Howard County line, Montgomery County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/821379 ER - TY - RPRT AN - 01061879 AU - Federal Highway Administration TI - Route 29, Madison Heights bypass construction, Lynchburg : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/821373 ER - TY - RPRT AN - 01061843 AU - Federal Highway Administration TI - Mill Creek bridge, West 6th St, The Dalles : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - Environmental impact statements KW - Oregon UR - https://trid.trb.org/view/821336 ER - TY - RPRT AN - 01061837 AU - Federal Highway Administration TI - Twin Bridges replacement project, South Bay Boulevard, City of Morro Bay : environmental impact statement PY - 1995///Volumes held: Draft, Final, Final Appendix, Final AppendixL; Technical appendices B1 KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821330 ER - TY - RPRT AN - 01061767 AU - Federal Highway Administration TI - Route 4 improved access to Quonset Point-Davisville, East Greenwich and North Kingtown : environmental impact statement PY - 1995///Volumes held: D,F; Development and evaluation of alternatives and selection of the preferred alternative B1; Comments and responses B2; Wetlands delineation data sheets B3; Wetlands and water resources inventory impact and analysis B4; Air quality ana KW - Environmental impact statements KW - Rhode Island UR - https://trid.trb.org/view/821257 ER - TY - RPRT AN - 01061620 AU - Federal Highway Administration TI - Rincon Creek bridge replacements, Santa Barbara County / Ventura County : environmental impact statement PY - 1995///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821108 ER - TY - RPRT AN - 00963587 AU - Lyttle, Jeff AU - Wales, Craig AU - National Automated Highway System Consortium AU - Federal Highway Administration AU - Federal Highway Administration TI - THE AUTOMATED HIGHWAY SYSTEM : A PATH TO PROGRESS PY - 1995 SP - 1 videocassette (13 mins.) AB - This video previews the automated highway system (AHS) program promoted by the U.S. Federal Highway Administration KW - Automated highways UR - https://trid.trb.org/view/661821 ER - TY - RPRT AN - 00962429 AU - Federal Highway Administration TI - THE FEDERAL HIGHWAY ADMINISTRATION : A VIGILANT AND VISIONARY FEDERAL AGENCY : PROGRAM ACCOMPLISHMENTS JUNE 1993 TO JUNE 1995 PY - 1995 AB - The partnership of state and local agencies and FHWA, successfully obligated, for the first time ever, more than $20 billion worth of highway and bridge projects in each of the last two years, 1993-1995. The Federal-aid Highway Program delivers a product essential to the economic well-being of the nation and continues to improve, thanks to the dedicated efforts and commitment of the transportation professionals making up the FHWA family. On December 9, 1993, ahead of schedule, Secretary Federico Pena and Administrator Slater recommended that Congress designate the National Highway System, (NHS), a system of more than 160,000 miles of the nations most important roads that forms the backbone of Americas transportation system. Administrator Slater has traveled throughout the United States and Puerto Rico on several road tours, experiencing how important the NHS is to the nations economy. The NHS traverses 90 percent of all U.S. counties which collectively account for 99 percent of the jobs. On June 22 1995, the Senate passed S. 440, the National Highway System Designation Act of 1995. This bill would approve the NHS and give the Secretary of Transportation authority to make subsequent changes without congressional approval. Reduced congestion, improved travel time, better connections with other transportation modes, lower vehicle operating costs, greater access for seniors to medical facilities and shopping locations, improved access to jobs, and the companion quality-of-life impacts are just some of the benefits of focusing limited federal resources on this system of national importance. KW - Finance KW - Policy KW - Traffic control KW - Transportation buildings KW - Transportation facilities UR - http://ntl.bts.gov/lib/jpodocs/repts_te/2571.pdf UR - https://trid.trb.org/view/661753 ER - TY - RPRT AN - 00933052 AU - Ostria, Sergio J AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Research and Special Programs Administration TI - QUALITATIVE ASSESSMENT OF IVHS EMISSION AND AIR QUALITY IMPACTS FINAL REPORT PY - 1995 SP - 84 p. in various pagings AB - In this study, the authors present a qualitative assessment of the potential effects of various ITS strategies on pollutant emission from motor vehicles. They first provide an overview of the major issues defining the possible relationships between IVHS, travel,a and emissions. individual technologies are then grouped into bundles which address similar aspects of the transportation system. An analytical framework is then outlined with respect to geographic scale, timing and comparison baseline. The authors present a qualitative assessment of the potential effects of various ITS strategies on pollutant emission from motor vehicles and travel. For each of the technology bundles, the analysis first presents a detailed definition of the bundle. This is then followed by a discussion of the expected type and magnitude of the travel and emission impacts. The authors finally discuss the specific analytic tools necessary for quantifying the travel and emission impacts of IVHS. They focus on the theoretical and modeling advances, as well as the types of data, that the transportation demand, traffic simulation, and mobile source emission modeling communities require. KW - Environmental impacts UR - https://trid.trb.org/view/725731 ER - TY - RPRT AN - 00924499 AU - Hughes Aircraft Company AU - JHK & Associates AU - Federal Highway Administration TI - VEHICLE DETECTOR FIELD TEST SPECIFICATIONS AND TEST PLAN PY - 1995 SP - vi, 39 p. AB - This report describes Task C of the Detection Technology for IVHS project. It presents the test specifications and plans for field tests designed to evaluate the potential of detector technologies in supporting Intelligent Transportation Systems (ITS) applications under a wide range of environmental conditions. The detector technologies to be evaluated include: ultrasonic, microwave radar, active and passive infrared, video image processor, acoustic, inductive loop, and magnetometers. The test site locations include Minneapolis, Orlando Phoenix, and Tucson at freeways and surface streets. The gathered data will be used for quantifying the performance of detector technologies used for measuring traffic flow parameters under various environmental and vehicle traffic flow density conditions. KW - Vehicle detectors UR - https://trid.trb.org/view/707817 ER - TY - RPRT AN - 00924500 AU - Hughes Aircraft Company AU - JHK & Associates AU - Federal Highway Administration TI - DEVELOPMENT OF IVHS TRAFFIC PARAMETER SELECTIONS PY - 1995 SP - 1 v. (various pagings) AB - This report describes Task A of the Detection Technology for IVHS project. It presents the results of an effort to define traffic parameter specifications for the following application areas: 1) interconnected intersection control; 2) isolated intersection control; 3) freeway incident detection; 4) traffic data collection; 5) real- time traffic adaptive control; and, 6) vehicle-roadway communications. The report first gives an overview of detector data requirements. Traffic flow characterization is then discussed, looking at traffic flow parameters, measures of data uniformity, and statistical measures for characterizing traffic parameter data. A review of current applications for detector data is presented. The report next describes various detector technologies such as video image processors microwave, infrared, ultrasonic, passive acoustic detector arrays inductive loop, and magnetometers. The report concludes with a discussion on traffic parameter specifications for ITS applications. KW - Traffic flow KW - Vehicle detectors UR - https://trid.trb.org/view/708174 ER - TY - CONF AN - 00711726 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Ralls, M L AU - Transportation Research Board TI - HIGH-PERFORMANCE CONCRETE U-BEAM BRIDGE: FROM RESEARCH TO CONSTRUCTION SN - 0309061091 PY - 1995 IS - 7 SP - p. 207-212 AB - The Louetta Road Overpass on State Highway 249 in Houston, Texas, is a high-performance concrete bridge design and construction project that is sponsored by FHWA and the Texas Department of Transportation in cooperation with the Center for Transportation Research at The University of Texas at Austin. The overpass, being constructed in 1995, incorporates high-performance concrete in the precast pretensioned U-beams, the composite precast/cast-in-place deck, and the precast posttensioned substructure. Beam concrete design strengths reach 90 MPa (13,000 lb/sq in.), with 15.2-mm (0.6-in.) diameter, 1862-MPa (270-ksi) prestressing strands required to fully use the higher concrete capacity. The use of high-performance concrete in bridge construction is anticipated to be cost-effective at the time of construction and during the life of the structure. Implementing its use in bridge construction is a dynamic process that requires flexibility as new information and concerns arise. The ability of all parties involved to work as a team, with open lines of communication, is of extreme importance. U1 - Fourth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; Federal Railroad Administration; American Association of State Highway and Transportation Officials; and California Department of Transportation.San Francisco, California StartDate:19950828 EndDate:19950830 Sponsors:Transportation Research Board; Federal Highway Administration; Federal Railroad Administration; American Association of State Highway and Transportation Officials; and California Department of Transportation. KW - Beams KW - Bridge decks KW - Bridge substructures KW - Concrete bridges KW - Conferences KW - Cost effectiveness KW - High performance concrete KW - Overpasses KW - Precast concrete KW - Prestressing KW - Prestressing strands KW - U beams UR - https://trid.trb.org/view/450967 ER - TY - CONF AN - 00711684 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Lwin, M M AU - Bruesch, A W AU - Evans, C F AU - Transportation Research Board TI - HIGH-PERFORMANCE CONCRETE FOR A FLOATING BRIDGE SN - 0309061091 PY - 1995 IS - 7 SP - p. 155-162 AB - A high-performance concrete mix was developed for the construction of the new I-90 Lacey V. Murrow Floating Bridge (LVM Bridge) on Lake Washington in Seattle, Washington. The LVM Bridge is 2013 m (6,600 ft) long, consisting of 20 prestressed concrete pontoons rigidly connected to form a continuous structure. A typical pontoon measures 110 m (360 ft) long, 18.3 m (60 ft) wide, and 5.4 m (17.85 ft) deep. About 38,000 cu m (49,60 cu yd) of high-performance concrete went into the construction of the pontoons. The high-performance concrete contains silica fume and fly ash, and its average 28-day compressive strength is more than 69 MPa (10,000 psi). The high-performance concrete has low permeability and low shrinkage. The contractor learns to work with the high-performance concrete by constructing test sections. The lessons from the test sections are put into practice, resulting in improved placement, finishing, and curing procedures. The construction of the LVM Bridge has shown that it is feasible and cost-effective to use high-performance concrete in highway structures for which high strength, impermeability, and durability are of prime importance. U1 - Fourth International Bridge Engineering ConferenceTransportation Research Board; Federal Highway Administration; Federal Railroad Administration; American Association of State Highway and Transportation Officials; and California Department of Transportation.San Francisco, California StartDate:19950828 EndDate:19950830 Sponsors:Transportation Research Board; Federal Highway Administration; Federal Railroad Administration; American Association of State Highway and Transportation Officials; and California Department of Transportation. KW - Bridges KW - Compressive strength KW - Concrete KW - Concrete shrinkage KW - Conferences KW - Cost effectiveness KW - Durability KW - Floating structures KW - Fly ash KW - High performance KW - High performance concrete KW - Mix design KW - Performance KW - Permeability KW - Pontoon bridges KW - Pontoons KW - Shrinkage KW - Silica fume UR - https://trid.trb.org/view/450925 ER - TY - RPRT AN - 00814686 AU - McCord, Mark R AU - Ohio State University, Columbus AU - Ohio State University, Columbus AU - Federal Highway Administration AU - Ohio Department of Transportation TI - INSTITUTIONAL BARRIERS TO THE DEPLOYMENT OF CVO/IVHS INNOVATIONS IN OHIO PY - 1995 SP - xiv, 245 p. AB - This report investigates the institutional barriers in Ohio to deploying innovations involving Intelligent Transportation Systems (ITS) that affect commercial vehicle operations (CVO). The investigation is limited to those innovations concerned with transparent borders and safety inspections. The study is divided into three phases. Phase I describes the responsibilities of the Ohio agencies that issue and enforce credentials allowing interstate carriers to operate in Ohio and of those agencies that conduct driver and vehicle safety inspections. Phase II documents the desirability and potential institutional barriers to a small set of CVO innovations. Phase III analyzes the results of a written survey of Ohio-based motor carriers. KW - Commercial vehicle operations KW - Deployment KW - Intelligent transportation systems KW - Socioeconomic factors UR - https://trid.trb.org/view/681916 ER - TY - RPRT AN - 00786365 AU - Bloomfield, J R AU - Honeywell AU - Federal Highway Administration TI - HUMAN FACTORS ASPECTS OF THE TRANSFER OF CONTROL FROM THE DRIVER TO THE AUTOMATED HIGHWAY SYSTEM PY - 1995 SP - vi, 77 p. AB - This document reports on a experiment investigating the transfer of control from the driver of a vehicle entering an automated lane to the Automated Highway System (AHS). The experiment focused on a generic AHS configuration in which the left lane was reserved for automated vehicle, the center and right lanes were reserved for unautomated vehicles, and in which there was no transition lane and no barrier. KW - Advanced vehicle control systems KW - Automated highways KW - Human factors KW - Traffic flow UR - https://trid.trb.org/view/637724 ER - TY - RPRT AN - 00799485 AU - Blumentritt, C W AU - Science Applications International Corporation AU - Federal Highway Administration TI - TRAVTEK EVALUATION. ARCHITECTURE EVALUATION STUDY PY - 1995 SP - xiii, 236 p. AB - This report presents an evaluation of the system architecture for the TravTek program. The evaluation covered the entire system and operation, including person/machine interface,but excluding driver interpretation and action. Three broad areas of the system architecture were examined: system effectiveness, system verification ,and system architecture. In addition, the hardware, software and database triad as a system was studied, as were assessing system design alternatives, and examining system staffing and operation requirements. KW - System architecture KW - System design KW - Travtek (Program) UR - https://trid.trb.org/view/666067 ER -