TY - RPRT AN - 00773671 AU - Federal Highway Administration TI - THE INTELLIGENT VEHICLE HIGHWAY SYSTEM (IVHS) ARCHITECTURE PROGRAM PY - 1994 SP - [11] p. AB - This document presents the Intelligent Vehicle Highway System (IVHS) architecture program as defined by the Federal Highway Administration. It defines the architecture, explains the reason for its existence and discusses its development and current status. KW - Intelligent transportation systems KW - System architecture KW - System design UR - https://trid.trb.org/view/489696 ER - TY - SER AN - 00774048 JO - Metropolitan planning technical report ; no. 2 PB - Federal Highway Administration AU - Federal Highway Administration TI - CONGESTION MANAGEMENT SYSTEMS PY - 1994 SP - 1 v. (various pagings) AB - The purpose of this report is to continue to provide a timely update on the CMS (Congestion Management Systems) development that is taking place at selected sites throughout the United States. The first report is a summary of various CMS activities in five states and five metropolitan planning organizations (MPOs). The other reports are interim documents from a research project to develop analytical procedures to support a CMS. The first of the two interim reports is a literature review that focuses on the analytical methods available for evaluating the performance of transportation systems in general and CMSs in particular. The second interim report describes candidate transportation system performance measures applicable to the movement of vehicles, persons, and goods that can be incorporated into a CMS. KW - Traffic congestion KW - Traffic flow UR - https://trid.trb.org/view/491363 ER - TY - RPRT AN - 00775409 AU - Federal Highway Administration AU - IVHS America TI - IVHS ARCHITECTURE VIDEO PRIMER PY - 1994 SP - 1 videocassette (27 min.) AB - This video begins with a look at the problems of traffic congestion and safety in the United States. Although new roadbuilding can't keep up with congestion, the associated communication and control technologies called Intelligent Vehicle Highway Systems show promise in alleviating congestion and improving safety. IVHS America, formed to advise the U.S. Dept. of Transportation, has identified 28 IVHS user services intended to work together as a system. There are presently four teams of consultants developing a system architecture for IVHS. Stakeholder input is being solicited KW - Intelligent transportation systems KW - Safety KW - System architecture KW - System design KW - Traffic congestion UR - https://trid.trb.org/view/491597 ER - TY - RPRT AN - 00773670 AU - Federal Highway Administration TI - INTELLIGENT VEHICLE HIGHWAY SYSTEMS PROGRAM PROGRESS REPORT PY - 1994 SP - 23 p. AB - This document summarizes progress in major areas of the U.S. Department of Transportation's Intelligent Vehicle Highway Systems (IVHS) program. Areas of discussion include: program planning, system architecture, institutional and legal issues, research and development, operational tests, and early deployment. It concludes with a list of DOT IVHS contacts. KW - Intelligent transportation systems KW - Policy UR - https://trid.trb.org/view/489695 ER - TY - RPRT AN - 00773906 AU - Kelly, Michael J AU - Gerth, Jeffrey M AU - West, Philip D AU - Georgia Institute of Technology, Atlanta AU - Federal Highway Administration TI - COMPARABLE SYSTEMS ANALYSIS : EVALUATION OF TEN COMMAND CENTERS AT POTENTIAL SITES PY - 1994 SP - vi, 41 p. AB - This report presents a background and summary of traffic-related operational management centers. Study sites were evaluated to define the state of the art in user support and user interface technology that might be adapted to future Traffic Management Centers (TMC) and to identify human factors lessons learned in the design and implementation of it. Site visits were made to 10 comparable systems. A correlational analysis of ratings comparing each site to an idealized TMC was used to select four sites for followup study. Approach and methods to developing rating dimensions and conducting the correlational analysis are presented. The report concludes with recommendations for the followup site visits. KW - Advanced traffic management systems KW - Human factors KW - Intelligent transportation systems KW - Traffic control centers UR - https://trid.trb.org/view/489868 ER - TY - RPRT AN - 00774257 AU - Allgood, G O AU - Oak Ridge National Laboratory AU - Federal Highway Administration AU - Department of Energy TI - TRAFFIC FLOW WIDE-AREA SURVEILLANCE DEFINITION PY - 1994 SP - xiv, 91 p. AB - This report focuses on Traffic Flow Wide-Area Surveillance (TFWAS) systems. It examines currently used and possible future traffic sensing technologies. Criteria for selecting TFWAS sensors are discussed. Primary sensor technologies and special sensing categories or subcategories are described. The capabilities of each of these sensors for providing TFWAS measures are analyzed and discussed. KW - Traffic flow KW - Traffic surveillance KW - Vehicle detectors UR - https://trid.trb.org/view/490120 ER - TY - RPRT AN - 00773696 AU - Fancher, P AU - Federal Highway Administration AU - University of Michigan Transportation Research Institute TI - POTENTIAL SAFETY APPLICATIONS OF ADVANCED TECHNOLOGY PY - 1994 SP - xii, 310 p. AB - This report identifies and evaluates the application of new technology to known highway safety problems, including an assessment of functional requirements, feasibility, costs and potential safety benefits. The findings of the study include: 1) identifying prevalent crash types, 2) developing descriptions of postulated countermeasure systems, 3) relating these systems and their functional requirements to advanced technology, and 4) assessing reductions in risks and severity in selected crash types. KW - Crashes KW - Intelligent transportation systems KW - Safety KW - Vehicle dynamics UR - https://trid.trb.org/view/489711 ER - TY - RPRT AN - 00773803 AU - Federal Highway Administration TI - NATIONAL PROGRAM PLAN FOR INTELLIGENT VEHICLE-HIGHWAY SYSTEMS (IVHS) PY - 1994 SP - 2 v. AB - This document is the second draft of the National Intelligent Vehicle Highway Systems (IVHS) Program Plan. It is in response to the need for a tactical program plan to assure coordination and integration of IVHS activities among all participants of the intermodal U.S. IVHS program. The Plan starts with the goals and objectives and the vision of IVHS presented in the U.S. DOT's IVHS Strategic Plan Report to Congress, the IVHS AMERICA's Strategic Plan for Intelligent Vehicle- Highway Systems in the United States, and the ISTEA legislation. Volume I contains six chapters that address principally the issues related to IVHS deployment. The chapters focus on: overview, user services, user services integration, deployment, deployment support and program assessment. Volume II contains 28 user service development plans. The plans present the features, considerations issues, and activities associated with bringing each user service to a state of readiness for deployment. KW - Intelligent transportation systems KW - Planning KW - Policy UR - https://trid.trb.org/view/491545 ER - TY - RPRT AN - 00774304 AU - Loral AeroSys AU - Federal Highway Administration TI - ATMS FUNCTIONAL REQUIREMENTS AND SPECIFICATIONS PY - 1994 SP - 214 p. in various pagings AB - This document is part of a series describing the results of a project whose purpose is to define, design, prototype, and evaluate the baseline support systems for the implementation of ADvanced Traffic Management Systems (ATMS). This report describes the Functional Requirements and Specifications for ATMS Support Systems. It provides a description of support systems, system level requirements design/deployment considerations, and future directions. KW - Advanced traffic management systems KW - System architecture KW - System design KW - Traffic control centers UR - http://web.tongji.edu.cn/~yangdy/its/ATMS/65s01!.pdf UR - http://ntl.bts.gov/lib/16000/16600/16669/PB2000104477.pdf UR - https://trid.trb.org/view/491560 ER - TY - RPRT AN - 00739848 AU - Hancher, D E AU - Mahboub, K C AU - Federal Highway Administration AU - Kentucky Transportation Cabinet AU - University of Kentucky, Lexington TI - DEVELOPMENT OF GUIDELINES AND PERFORMANCE FOR ASPHALT CONCRETE CONTAINING RECYCLED RUBBER PY - 1994 SP - 115 p. AB - The primary objective of this study was to investigate the feasibility of implementation of the crumb rubber technology in Kentucky. The impetus for this study was provided by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). This study included an overview of existing literature on the subject from an implementation point of view for Kentucky's conditions. Upon completion of this phase of the study, guidelines were developed by the KTC research team and were submitted to the Transportation Cabinet for field implementation of the crumb rubber modifier (CRM) technology. From the ease of the implementation point of view, the Cabinet opted to build a field trial section using the "wet process" which utilized a fine ground rubber (80 mesh) material. The rationale for this decision was based upon the fact that the fine ground CRM mix closely resembles the polymer modified HMA, and that both the Cabinet and Kentucky contractors have an extensive amount of experience with polymer modified asphalt. In July 1993, a field trial project was constructed on a portion of the US 421, Franklin County, Kentucky. The project involved milling of nominally one inch (25.40 mm) of the wearing surface followed up by a nominally one inch overlay. The four-lane trial project (two lanes in each direction) was divided into two approximately half-mile (0.804 km) sections. This allowed for a comparison of performance between the CRM hot mix asphalt (HMA) and the conventional HMA. The trial implementation of the CRM technology in Kentucky has proved to be a success. The 177-micron (80-mesh) fine ground rubber at 7.5% by weight of asphalt cement provided a material similar to polymer modified asphalt. Construction of the field project was possible with existing specifications and practices in Kentucky. The nonintrusive nature of the fine ground technology was most desirable from the ease of implementation point of view. KW - Asphalt concrete KW - Crumb rubber KW - Flexible pavements KW - Hot mix asphalt KW - Paving materials KW - Polymer asphalt KW - Recycled materials KW - Road materials KW - Rubber compounds UR - https://trid.trb.org/view/573219 ER - TY - CONF AN - 00730761 AU - BAE, C-HC AU - Richardson, H W AU - Lincoln Institute of Land Policy TI - AUTOMOBILES, THE ENVIRONMENT AND METROPOLITAN SPATIAL STRUCTURE PY - 1994 SP - 18p AB - More than 20 years ago, in a conference on Cities, Regions and Public Policy held at the University of Glasgow, a basic theme emerged that negative externalities should not be addressed or other urban problems that tamper with city sizes. Rather, these externalities should be handled via direct policies. This paper argues a variation of that theme--it is not efficient to correct these negative externalities via attempts to change metropolitan spatial structure. More specifically, trying to put suburbanization and decentralization in reverse is not a sound strategy for reducing air pollution levels. Discussions focus on suburbanization and air quality, air pollution and urban form, jobs-housing balance, congestion pricing and air quality, and emissions technology and control. U1 - Conference on Metropolitan America in Transition: Implications for Land Use and Transportation PlanningFederal Highway Administration and Lincoln Institute of Land PolicyArlington, Virginia StartDate:19930909 EndDate:19930910 Sponsors:Federal Highway Administration and Lincoln Institute of Land Policy KW - Air pollution KW - Air quality management KW - Automobile travel KW - Congestion pricing KW - Decentralization KW - Employment KW - Housings KW - Land use KW - Metropolitan areas KW - Policy making KW - Population density KW - Suburbs KW - Traffic distribution UR - https://trid.trb.org/view/469699 ER - TY - CONF AN - 00724898 AU - Michigan Office of Highway Safety Planning TI - SAFER HIGHWAYS THROUGH COLLABORATION. CONFERENCE PROCEEDINGS, TRAFFIC SAFETY INFORMATION CONFERENCE, ANN ARBOR, MICHIGAN, APRIL 13-15, 1994 PY - 1994 SP - 52p AB - This regional traffic records conference brought together a cross section of traffic data collectors and users. The discussions covered a variety of issues vital to improving the quality of traffic crash data as well as access to this vital information. In addition, the conference looked at new and emerging technologies that will continue to change how data are collected, analyzed and disseminated. Breakout sessions featured roundtable discussions that allowed active participation and the opportunity to share unique experiences. Christopher Hart, NHTSA acting administrator and keynote speaker, spoke of the importance of demonstrating the effectiveness of all traffic safety programs, pointing out that quantifiable results are imperative to assuring future funding for efforts to reduce deaths and injuries on our nation's roadways. The proceedings conclude with the State Action Plans for each participating state -- Indiana, Illinois, Ohio, Wisconsin, Minnesota, and Michigan. U1 - Safer Highways Through CollaborationMichigan Office of Highway Safety Planning; National Highway Traffic Safety Administration Region V; and Federal Highway Administration Region 5.Ann Arbor, Michigan StartDate:19940413 EndDate:19940415 Sponsors:Michigan Office of Highway Safety Planning; National Highway Traffic Safety Administration Region V; and Federal Highway Administration Region 5. KW - Conferences KW - Crash data KW - Crash records KW - Data collection KW - Effectiveness KW - Finance KW - Financing KW - Illinois KW - Indiana KW - Measures of effectiveness KW - Michigan KW - Minnesota KW - Ohio KW - Planning KW - Quality KW - Quality control KW - Safety programs KW - Technological innovations KW - Traffic safety KW - Wisconsin UR - https://trid.trb.org/view/463764 ER - TY - RPRT AN - 00720049 AU - Fleming, G G AU - Rickley, E J AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - PERFORMANCE EVALUATION OF EXPERIMENTAL HIGHWAY NOISE BARRIERS. FINAL REPORT PY - 1994 SP - 140 p. AB - During the period October 1986 through April 1994, the U.S. Department of Transportation, Research and Special Programs Administration, John A. Volpe National Transportation Systems Center, in support of the Federal Highway Administration and 17 sponsoring State transportation agencies conducted the National Pooled-Fund Study (NPFS), HP&R 0002-136, "Evaluation of Performance of Experimental Highway Noise Barriers". The first publication supporting the NPFS, FHWA-RD-90-105, "Parallel Barrier Effectiveness: Dulles Noise Barrier Project", presented the results for parallel barriers subject to controlled traffic conditions. The second publication, FHWA-RD-92-068, "Parallel Barrier Effectiveness Under Free-Flowing Traffic Conditions", presented the results for parallel barriers located along Interstate 495 in Montgomery County, Maryland. This report is the third and final publication supporting the NPFS. In addition to presenting the results of additional analyses of previously collected data, it summarizes the findings of the multi-year study. KW - Data analysis KW - Effectiveness KW - Insertion loss KW - Mathematical analysis KW - Measures of effectiveness KW - Noise barriers KW - Parallel noise barriers KW - Performance evaluations UR - https://trid.trb.org/view/454438 ER - TY - RPRT AN - 00643617 AU - Federal Highway Administration TI - FEDERAL MOTOR CARRIER SAFETY REGULATIONS: MOTORCOACH/BUS VERSION PY - 1994 SP - 251 p. AB - This publication is an edited version of the Federal Motor Carrier Safety Regulations (FMCSR) containing limited regulatory requirements, for use by the motorcoach/bus industry. Title 49 CFR Parts 383 through 399, and 49 CFR Part 571 should be consulted for a complete listing of the regulatory requirements. The publication is pocket size (4 in. by 6 in.). KW - Buses KW - Federal Motor Carrier Safety Regulations KW - Federal Motor Vehicle Safety Standards KW - Motor vehicle industry KW - Regulations KW - Vehicle safety UR - https://trid.trb.org/view/386112 ER - TY - JOUR AN - 00670297 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - BICYCLING AND WALKING CAN BE FEASIBLE TRANSPORTATION CHOICES: MAKING MORE MODES PY - 1994 VL - 58 IS - 2 SP - p. 28-31 AB - This article--adapted from the Federal Highway Administration (FHWA) report, "The National Bicycling and Walking Study Final Report, Transportation Choices for a Changing America,"--describes bicycling and walking as feasible modes of transportation. Americans readily accept these activities as recreational; however, few people use these modes as regular transportation. The article focuses on the FHWA report, which establishes goals and action plans for a more balanced, multimodal transportation system. A government action plan is prescribed in the report. Government support for bicycling and walking has been demonstrated by the Intermodal Surface Transportation Efficiency Act of 1991. The need for bicycling facilities and safety issues are addressed also. KW - Bicycle safety KW - Bicycle travel KW - Bicycling KW - Mode choice KW - National transportation study KW - Reports KW - Surveys KW - Traffic safety KW - Transportation modes KW - U.S. Federal Highway Administration KW - United States KW - Walking UR - http://www.fhwa.dot.gov/publications/publicroads/94fall/p94au28.cfm UR - https://trid.trb.org/view/414356 ER - TY - JOUR AN - 00669300 JO - Public Roads PB - Federal Highway Administration AU - Vance, L AU - Mills, M K AU - Federal Highway Administration TI - TUBE FREIGHT TRANSPORTATION PY - 1994 VL - 58 IS - 2 SP - p. 21-27 AB - Tube freight transportation is unmanned transportation systems in which close-fitting capsules or trains of capsules carry freight through tubes between terminals. An underground tube transportation system can carry high-volume freight into highly congested areas with minimum effect on surface transportation systems. This article provides an historical overview of tube transportation and lists the potential advantages of tube freight transportation systems. A proposed system called SUBTRANS is a long-haul tube freight transportation system, which is electrically powered with linear induction motors. Other proposed systems are described as well. The article also reviews the technical feasibility and economic considerations of implementing tube freight transportation systems. Several options are presented for the introduction of this technology as well as future tube freight transportation plans. KW - Economic factors KW - Economics KW - Feasibility analysis KW - Freight transportation KW - Magnetic levitation KW - Proposals KW - Technology KW - Transportation KW - Tube systems KW - Tubing KW - Underground structures UR - http://www.fhwa.dot.gov/publications/publicroads/94fall/p94au21.cfm UR - https://trid.trb.org/view/413913 ER - TY - RPRT AN - 00669056 AU - Federal Highway Administration TI - GLOSSARY OF TRANSPORTATION TERMS / GLOSARIO DE TERMINOS TRANSPORTES PY - 1994 SP - 344 p. AB - This English/Spanish version is a translation of the "Urban Public Transportation Glossary" (TRIS 485470) published by the Transportation Research Board (TRB), National Research Council, Washington, D.C., in 1989, which was an update of the "Glossary of Urban Public Transportation Terms" (TRB Special Report 179; TRIS 185409) published in 1978. The definitions in this glossary are organized alphabetically by term but are extensively cross referenced. Acronyms and abbreviations are presented at the beginning of each alphabetical section, and their listings supply the defined term that is related to the acronym or abbreviation. An index of the Spanish terms is provided which shows their location in the glossary and the equivalent English terms. KW - Glossaries KW - Public transit KW - Urban transportation UR - https://trid.trb.org/view/410669 ER - TY - JOUR AN - 00669296 JO - Public Roads PB - Federal Highway Administration AU - Cress, M D AU - Imig, A AU - Federal Highway Administration TI - LINCOLN BUILDS FIRST HEATED PEDESTRIAN VIADUCT PY - 1994 VL - 58 IS - 2 SP - p. 5-7 AB - Lincoln, Nebraska, boasts the Nation's first heated pedestrian bridge. The 10th Street pedestrian viaduct is a precast, prestressed, post-tensioned concrete superstructure with a 165 mm (6.5 in) cast-in-place deck. This article describes this one-of-a-kind pedestrian crossing, addressing in detail the deck heating system, its installation and construction, and evaluation and monitoring of the system. As the premier project of this type in the United States, heating system components will be monitored and analyzed carefully for implication in future designs. KW - Bridge decks KW - Construction KW - Evaluation KW - Footbridges KW - Heating systems KW - Installation KW - Monitoring KW - Operations KW - Viaducts UR - http://www.fhwa.dot.gov/publications/publicroads/94fall/p94au5.cfm UR - https://trid.trb.org/view/413909 ER - TY - JOUR AN - 00669298 JO - Public Roads PB - Federal Highway Administration AU - Morris, E W AU - Federal Highway Administration TI - CIVIL RIGHTS IMPLICATIONS OF ISTEA PY - 1994 VL - 58 IS - 2 SP - p. 16-17 AB - The passage of the Intermodal Surface Transportation Efficiency Act of 1991 may inadvertently clash with civil rights legislation. This article provides answers about understanding and meeting statutory requirements that seem to conflict. The mandates of civil rights legislation are reviewed and the responsibility of government agencies and contractors regarding employment and programs are iterated. KW - Civil rights KW - Contractors KW - Discrimination KW - Employment KW - Government agencies KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Legislation KW - Programs UR - http://www.fhwa.dot.gov/publications/publicroads/94fall/p94au16.cfm UR - https://trid.trb.org/view/413911 ER - TY - JOUR AN - 00669295 JO - Public Roads PB - Federal Highway Administration AU - Dwyer, L AU - Federal Highway Administration TI - INTERMODALISM AND ISTEA: THE CHALLENGES AND THE CHANGES PY - 1994 VL - 58 IS - 2 SP - p. 1-4 AB - The Intermodal Surface Transportation Efficiency Act (ISTEA) is revolutionary legislation that challenges States to effectively connect and coordinate their transportation systems in an effort to bolster intermodalism. Federal Highway Administration (FHWA) administrator Rodney Slater traveled 5,600 km (3,500 mi) on a 14-day, 14-state road trip to assess surface transportation infrastructure needs and to evaluate the implementation of ISTEA. This article describes Slater's United States tour and FHWA's approach to intermodalism, the proposed National Highway System, and ISTEA requirements to develop and implement management systems. States must develop management plans that address pavements, bridges, safety, congestion, public transportation, and intermodalism. An intermodal, national transportation system is the goal of ISTEA. KW - Coordination KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Intermodal transportation KW - Legislation KW - Management KW - Management planning KW - National Highway System KW - Planning KW - State government KW - Transportation planning KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/94fall/p94au1.cfm UR - https://trid.trb.org/view/413908 ER - TY - JOUR AN - 00669302 JO - Public Roads PB - Federal Highway Administration AU - Schroeder, R L AU - Federal Highway Administration TI - THE USE OF RECYCLED MATERIALS IN HIGHWAY CONSTRUCTION PY - 1994 VL - 58 IS - 2 SP - p. 32-41 AB - Research on waste byproducts is yielding new uses for materials like blast furnace and steel slags, carpet fibers, glass, coal ash byproducts, municipal solid waste combustion ash, recycled plastic, roofing shingle waste, and rubber tires. The highway construction industry can put many of these materials to use, which relieves some of the burden of disposal and provides an inexpensive construction product. This article describes the research being conducted on the aforementioned materials and provides a summary of their known uses in waste applications. Most of the research has been conducted in the laboratory and must now be systematically employed in the highway construction field to determine viability and long-term performance. KW - Building materials KW - Environmental impacts KW - Environmental quality KW - Field tests KW - Laboratory tests KW - Pavements KW - Recycled materials KW - Recycled pavements KW - Recycling KW - Road construction KW - Salvage UR - http://www.fhwa.dot.gov/publications/publicroads/94fall/p94au32.cfm UR - https://trid.trb.org/view/413914 ER - TY - JOUR AN - 00669297 JO - Public Roads PB - Federal Highway Administration AU - Griffith, M S AU - Federal Highway Administration TI - COMPARISON OF THE SAFETY OF LIGHTING OPTIONS ON URBAN FREEWAYS PY - 1994 VL - 58 IS - 2 SP - p. 8-15 AB - This article presents the results of a research study that integrated accident, roadway, and traffic volume data from various sources to compare the safety of continuously lighted urban freeways and urban freeways with interchange lighting only. The urban freeways evaluated in this study are located in the Minneapolis-St. Paul metropolitan area. The primary data source for the study was the Highway Safety Information System. The article highlights some previous studies regarding freeway lighting and outlines the cross-section approach that was used in the present study. Overall, results reveal a positive relationship between urban freeway lighting and highway safety. Detailed comparisons of data are provided. KW - Accident research KW - Alternatives analysis KW - Crashes KW - Data collection KW - Freeway lighting KW - Freeway traffic accidents KW - Freeways KW - Highway safety KW - Highway statistics KW - Highways KW - Interchanges KW - Prevention KW - Research KW - Safety KW - Statistics KW - Street lighting KW - Traffic crashes KW - Urban areas KW - Urban freeways UR - http://www.fhwa.dot.gov/publications/publicroads/94fall/p94au8.cfm UR - https://trid.trb.org/view/413910 ER - TY - JOUR AN - 00669299 JO - Public Roads PB - Federal Highway Administration AU - Congress, N AU - Federal Highway Administration TI - ADA: GUARANTEEING ACCESS TO TRANSPORTATION PY - 1994 VL - 58 IS - 2 SP - p. 18-20 AB - For disabled individuals, the Americans with Disabilities Act (ADA) of 1990 ensures access to public entities and equal employment opportunities. This article describes key Federal Highway Administration (FHWA) responsibilities in the areas of employment and accommodation and accessibility. Since passage of ADA, FHWA has conducted a waiver study to determine if disabled drivers, which were previously denied certification because of their disabilities, could waive certain conditions if driving standards were met. Regarding accommodation and accessibility, any ADA complaint regarding the design of traffic lights, curb cuts, median strips, ramps, sidewalks, pedestrian crosswalks, interstate and highway restroom facilities, etc., are directed to the FHWA. The author notes that establishment of ADA benefits everyone, as disease, accident, and old age eventually affects all of us or our loved ones. KW - Accessibility KW - Americans with Disabilities Act KW - Benefits KW - Disabled people KW - Employment KW - Legislation KW - Persons with disabilities KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/94fall/p94au18.cfm UR - https://trid.trb.org/view/413912 ER - TY - CONF AN - 00668925 AU - Minnesota Department of Transportation TI - TRANSPORTATION SOLUTIONS FOR: "TODAY, TOMORROW AND BEYOND". PROCEEDINGS, 4TH NATIONAL CONFERENCE FOR SMALL AND MEDIUM-SIZED AREAS, DULUTH, MINNESOTA, MAY 25-27, 1994 PY - 1994 SP - v.p. AB - The purpose of this conference was to bring together a broad representation from small and medium-sized communities to share their solutions to common transportation problems and to discuss the implementation of the Intermodal Surface Transportation Efficiency Act (ISTEA) in their communities. The conference was divided into three tracks which ran concurrently through each of the four sessions. The tracks were as follows: TRACK-A - Policy, Administration and Financial; TRACK-B - Transportation Issues; and TRACK-C - Planning Issues. The majority of the papers presented at the conference are included in these Proceedings and are arranged by session number and track as follows: TRACK 1A - New Partnerships and Influences; TRACK 1B - Environmental; TRACK 1C - Travel Demand Management (TDM); TRACK 2A - Education; TRACK 2B - Land Use; TRACK 2C - System Planning; TRACK 3A - Project and Agency Administration; TRACK 3B - Intermodal; TRACK 3C - Environmental Process; TRACK 4A - Management Systems; TRACK 4B - Mobility; TRACK 4C - Modeling and Data Management; and General Sessions. U1 - Transportation Solutions For: "Today, Tomorrow and Beyond", 4th National Conference for Small and Medium-Sized AreasTransportation Research Board, Federal Highway Administration, Minnesota Department of Transportation, National Association of Regional Councils, Institute of Transportation Engineers, and American Planning Association.Duluth, Minnesota StartDate:19940525 EndDate:19940527 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation, National Association of Regional Councils, Institute of Transportation Engineers, and American Planning Association. KW - Administration KW - Conferences KW - Data management KW - Education KW - Environmental impacts KW - Environmental quality KW - Implementation KW - Information processing KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Intermodal transportation KW - Land use KW - Management KW - Management systems KW - Mathematical models KW - Medium sized cities KW - Mobility KW - Partnerships KW - Project management KW - Small cities KW - Small towns KW - Systems analysis KW - Transportation KW - Transportation models KW - Transportation planning KW - Transportation policy KW - Travel demand management UR - https://trid.trb.org/view/412635 ER - TY - CONF AN - 00667561 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Roberts, P O AU - Meyer, M D AU - Transportation Research Board TI - HIGHWAY INVESTMENT FOR COMPETITIVE NORTH AMERICAN ECONOMIES, PAPER: HIGHWAY INVESTMENT FOR COMPETITIVE ECONOMIES SN - 0309055172 PY - 1994 IS - 3 SP - p. 159-178 AB - This paper examines the important role of highways, and a continuing investment in highways, in keeping the U.S. economy competitive in the world market. Five key issues that must be faced by the nation's transportation system designers are identified: Issue 1 - Should the United States have as a fundamental goal of its national transportation policy the provision of a national transportation infrastructure that will achieve the economical movement of freight through the United States? Issue 2 - Given the importance of a National Highway System (NHS) to the economy of the United States and its trading partners in the North American Free Trade Agreement (NAFTA), how can we be assured that the designed system achieves objectives associated with the movement of freight throughout the United States? Issue 3 - Can the NHS be designated and performance measures established to ensure that it functions as required? Issue 4 - How should the United States invest in transportation so that the overall productivity of the economic and transportation systems is enhanced? Issue 5 - Are the investment requirements occasioned by larger trucks worth the price? U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Alternatives analysis KW - Competition KW - Conferences KW - Freight transportation KW - Highways KW - Investments KW - Longer combination vehicles KW - Motor carriers KW - National Highway System KW - National transportation policies KW - North American Free Trade Agreement KW - Productivity KW - Tractor trailer combinations KW - Transportation policy KW - United States KW - World market UR - https://trid.trb.org/view/409878 ER - TY - CONF AN - 00667557 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Schneider, D J AU - Transportation Research Board TI - SAFE AND EFFICIENT MOTOR CARRIER OPERATIONS, KEYNOTE ADDRESS SN - 0309055172 PY - 1994 IS - 3 SP - p. 109-110 AB - In this keynote address on safe and efficient motor carrier operations, it is pointed out that over the past 10 years, business has driven inventory out in order to get an adequate return on investment, and as inventories fall, a higher level of service is demanded from carriers. Logistics costs have decreased while vehicle size has increased, both factors contributing to the overall increased productivity of motor carriers. Several points flow from the economic realities of companies lowering their inventories and demanding higher performance from carriers. These are: safety and efficiency are not in conflict; technology has improved both efficiency and safety; regulation can be detrimental to safe operations; truck and rail technologies are unique and the marketplace will demand the appropriate mode for the appropriate load; longer combination vehicles are safe and efficient technologies when managed properly; truck weight increased by more axles improves safety and efficiency; harmonization of size and weight in North America improves efficiency and safety; and the marketplace is the best source for direction on safety and efficiency. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Conferences KW - Economic efficiency KW - Efficiency KW - Laws KW - Level of service KW - Longer combination vehicles KW - Motor carriers KW - Operations KW - Productivity KW - Safety KW - Size KW - Size and weight regulations KW - Standardization KW - Tractor trailer combinations KW - Trucks KW - Trucks by weight KW - Weight UR - https://trid.trb.org/view/409874 ER - TY - CONF AN - 00667551 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Transportation Research Board TI - INTERNATIONAL SYMPOSIUM ON MOTOR CARRIER TRANSPORTATION, WILLIAMSBURG, VIRGINIA, MAY 31-JUNE 4, 1993 SN - 0309055172 PY - 1994 IS - 3 SP - 229 p. AB - The purpose of the Transportation Research Board (TRB) Symposium on Motor Carrier Transportation was to provide a forum for an international audience on motor carrier transportation issues involving government policy makers and regulators, researchers, academia, and representatives of the large truck goods industry, including suppliers, manufacturers, and motor carriers. The symposium focused on a wide range of technical, economic, safety, and environmental issues, as well as on the opportunities for greater efficiency and productivity for the motor carrier transportation community into the 21st century. The symposium was intended to foster productive communication among groups representing various disciplines in the private and public sectors whose problems and issues related to the motor carrier industry often conflict or coincide. Achieving such communication in an industry as decentralized as the motor carrier industry and among groups not accustomed to talking with one another is useful but often difficult. A major goal of the symposium was to begin fostering better communication between policy makers and the industry nationally and internationally. The symposium was structured into five general sessions plus opening and closing plenary sessions. The opening session included six presentations providing "International Perspectives on Motor Carrier Transportation", which are summarized in the first section of the Proceedings. Each of the other five sections of the Proceedings corresponds to the general sessions. The structure of each general session included a plenary session featuring a keynote address; presentation of one or more formal, peer-reviewed papers; and a panel discussion. After the plenary session, the participants were divided into four workshop groups, which allowed a more detailed discussion of technical issues and were helpful in identifying potential public and private actions and research needed to address them. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Commercial vehicles KW - Communicating KW - Communication KW - Competition KW - Conferences KW - Driver performance KW - Drivers KW - Economic impacts KW - Governments KW - Highway economics KW - Industry structure KW - Intelligent transportation systems KW - International KW - Investments KW - Laws KW - Logistics KW - Longer combination vehicles KW - Manufacturing KW - Markets KW - Motor carriers KW - Motor vehicles KW - Operations KW - Personnel performance KW - Private enterprise KW - Safety KW - Size KW - Size and weight regulations KW - Standardization KW - Tractor trailer combinations KW - Trucking KW - Trucks KW - Vehicle configurations KW - Vehicle design KW - Weight UR - https://trid.trb.org/view/409868 ER - TY - CONF AN - 00667553 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Coyle, J J AU - Transportation Research Board TI - PRESENT AND FUTURE GOODS PRODUCTION, LOGISTICS, AND MOTOR CARRIER OPERATIONS, PAPER: FUTURE MANUFACTURING, MARKETS, AND LOGISTICS NEEDS SN - 0309055172 PY - 1994 IS - 3 SP - p. 12-37 AB - Logistics and transportation are still in a period of growth and development. Many believe that the 1990s will be the decade for transportation and logistics because gaining and maintaining access to a customer base and significant market share are the focus of strategic thinking and planning in big and small organizations. Logistics and transportation can play an important role in helping achieve such strategic objectives. In this paper, the logistics concept is examined to provide additional insight into understanding the needs of shippers in the 1990s and the general nature of the demand for transportation services. The impact of the logistics concept is illustrated by research done on the use of larger equipment size by shippers. Discussed next are the major change agents (drivers) that continue to dictate distribution system requirements in the 1990s. This is followed by an examination of some macro data that underscores the impact of the logistics changes of the 1980s, and a discussion of critical factors for shipper success in the 1990s. The final section of this paper summarizes the transportation strategies of shippers and their impact on freight movements in the United States. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Conferences KW - Distribution systems KW - Freight handling KW - Freight movements KW - Freight traffic KW - Logistics KW - Motor carriers KW - Needs assessment KW - Physical distribution KW - Shippers KW - Strategic planning KW - Traffic managers KW - Trucking KW - United States UR - http://onlinepubs.trb.org/Onlinepubs/trbconfproc/vol.%203/proc3-003.pdf UR - https://trid.trb.org/view/409870 ER - TY - CONF AN - 00667555 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Horne, J R AU - Transportation Research Board TI - EFFICIENT, SAFE, AND ACCEPTABLE TRUCK DESIGNS AND CONFIGURATIONS, KEYNOTE ADDRESS SN - 0309055172 PY - 1994 IS - 3 SP - p. 75-77 AB - This keynote address for the symposium session on efficient, safe, and acceptable truck designs and configurations addresses four topics: (a) operating performance, (b) environmental awareness, (c) improved safety, and (d) a North American free trade environment. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Conferences KW - Environmental impacts KW - Motor carriers KW - Motor vehicles KW - North American Free Trade Agreement KW - Operating performance KW - Safety KW - Size KW - Trucks KW - Vehicle configurations KW - Vehicle design UR - https://trid.trb.org/view/409872 ER - TY - CONF AN - 00667562 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Reno, A T AU - Transportation Research Board TI - HIGHWAY INVESTMENT FOR COMPETITIVE NORTH AMERICAN ECONOMIES, PAPER: NEW APPROACH TO FINANCING SURFACE TRANSPORTATION SN - 0309055172 PY - 1994 IS - 3 SP - p. 179-201 AB - This paper reviews the status of financing surface transportation in the United States and outlines a proposed "new approach" to financing surface transportation by establishing a "new contract" between transportation agencies and their customers, which includes continued updates of agreements on objectives and investment levels. The new approach is identified not only because of financing concerns, but because of concerns about which relationships between transportation agencies and their customers will lead to the best services for the customers. Revenue sources will be chosen to be consistent with the new contract, as well as to meet traditional public financing criteria for adequate, simple, equitable, and efficient revenue sources that will perform well under future contingencies. Implications for the motor carrier industry are identified. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Conferences KW - Finance KW - Financial sources KW - Financing KW - Ground transportation KW - Motor carriers KW - Revenues UR - https://trid.trb.org/view/409879 ER - TY - CONF AN - 00667563 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Sweatman, P F AU - Transportation Research Board TI - INTERNATIONAL SYMPOSIUM ON MOTOR CARRIER TRANSPORTATION, WILLIAMSBURG, VIRGINIA, MAY 31-JUNE 4, 1993, APPENDIX, SPECIAL PRESENTATION: INNOVATIVE AND PRODUCTIVE VEHICLE COMBINATIONS IN AUSTRALIA: A PERFORMANCE-BASED APPROACH SN - 0309055172 PY - 1994 IS - 3 SP - p. 213-214 AB - A slide presentation allowed participants to see how Australia has uniquely applied performance measures to accommodate its special motor carrier needs. Trucking in Australia involves long distances driven over varying road conditions, so many vehicle combinations have been considered. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Australia KW - Conferences KW - Motor carriers KW - Tractor trailer combinations KW - Vehicle combinations KW - Vehicle performance UR - https://trid.trb.org/view/409880 ER - TY - CONF AN - 00667552 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Pais, D A AU - Transportation Research Board TI - PRESENT AND FUTURE GOODS PRODUCTION, LOGISTICS, AND MOTOR CARRIER OPERATIONS, KEYNOTE ADDRESS SN - 0309055172 PY - 1994 IS - 3 SP - p. 11 AB - This keynote address centers on the fundamental theme of change; the ability of a business to anticipate and adapt to change determines its success. The motor carrier industry must be proactive, not reactionary, in responding to changing demographics and economies, which, in turn, elicit different customer requirements and needs. Just as the automobile industry shifted from thinking "quality is expensive" to "increased quality will reduce costs and reduce waste", the needed paradigm shift for the motor carrier industry will involve a change from "reducing total time in transit is expensive" to "reducing total time in transit reduces cost". U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Changes KW - Conferences KW - Motor carriers KW - Paradigm shift KW - Trucking UR - https://trid.trb.org/view/409869 ER - TY - CONF AN - 00667559 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Francois, F B AU - Transportation Research Board TI - HIGHWAYS FOR EFFICIENT AND SAFE GOODS DISTRIBUTION, KEYNOTE ADDRESS SN - 0309055172 PY - 1994 IS - 3 SP - p. 141-142 AB - This keynote address makes the following points: (1) Highways in the United States are a prime concern of the individual states and of AASHTO because (a) they are the backbone of the transportation system and industry, and (b) states have primary responsibility for them. (2) Highways can exist without the motor carrier industry, but the motor carrier industry cannot exist without highways. Likewise, the efficiency of the motor carrier industry depends on efficiency of the highway system. The proposed National Highway System (NHS) will be critical to the U.S. economy. The highway community and motor carrier industry must work together to bring about the NHS. (3) The use of highways simultaneously by passenger cars and heavy trucks creates conditions that place limitations on the motor carrier industry. (4) When viewed from both a national and international perspective, trucks are dominant over other freight transportation modes because of their flexibility. (5) Important reasons will compel all parties who have a stake in the motor carrier industry--truck designers and manufacturers, highway engineers, and truckers--to work together in developing the NHS. (6) Highway engineering has moved well beyond the bounds of civil engineering. Today's highway engineer must understand the total impact of a proposed highway on such diverse areas as the surrounding environment, air quality, noise, and traffic management. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Conferences KW - Economic efficiency KW - Economics KW - Efficiency KW - Highway engineering KW - Highways KW - Motor carriers KW - National Highway System KW - Safety UR - https://trid.trb.org/view/409876 ER - TY - CONF AN - 00667558 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Zogby, J J AU - Transportation Research Board TI - SAFE AND EFFICIENT MOTOR CARRIER OPERATIONS, PAPER: STATE ADMINISTRATION OF MOTOR CARRIER REQUIREMENTS: OPPORTUNITIES FOR CREATIVE PARTNERSHIPS SN - 0309055172 PY - 1994 IS - 3 SP - p. 111-125 AB - The purpose of this paper is to explore the effects of state administration of motor carrier requirements on the safe and efficient operation of heavy trucks. Because heavy trucks account for a significant number of highway deaths and injuries, the safety of such vehicles has been the subject of much research, legislation, and regulatory activity. The effects of recent research, legislation, and regulations on heavy truck safety is examined, and some of the recommendations from these endeavors are highlighted. The basic hypothesis is that the most effective solutions to the emerging safety problems with heavy trucks are found in policy initiatives rather than technology. An underlying thesis is that effective administration of motor carrier safety programs, both public and private, requires an understanding of government regulatory policy and the motor carriage business. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Administration KW - Conferences KW - Economic efficiency KW - Efficiency KW - Legislation KW - Motor carriers KW - Operations KW - Policy KW - Regulations KW - Research KW - Safety KW - State administration KW - State government UR - https://trid.trb.org/view/409875 ER - TY - CONF AN - 00667560 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Walton, C M AU - Transportation Research Board TI - HIGHWAYS FOR EFFICIENT AND SAFE GOODS DISTRIBUTION, PRESENTATION: HIGHWAYS FOR EFFICIENT AND SAFE GOODS DISTRIBUTION SN - 0309055172 PY - 1994 IS - 3 SP - p. 143-145 AB - This presentation is published in outline form. Major topics addressed are: Domestic Freight Transportation Issues; Influence of Increased Truck Size and Weights on Geometric Design Principles; Opportunities for Improving Truck Safety; Issues in the Bridge Area; Vision of Intelligent Vehicle Highway Systems; Goals of Intelligent Vehicle Highway Systems; Safety; Productivity; Near-Term Deployment; Middle-Term Deployment; Longer-Term Deployment; and Keys to Successful Commercial Vehicle Operations Program. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Bridges KW - Conferences KW - Deployment KW - Economic efficiency KW - Efficiency KW - Freight transportation KW - Geometric design KW - Highways KW - Intelligent transportation systems KW - Laws KW - Motor carriers KW - Operations KW - Productivity KW - Safety KW - Size KW - Size and weight regulations KW - Weight UR - https://trid.trb.org/view/409877 ER - TY - CONF AN - 00667554 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Corsi, T M AU - Transportation Research Board TI - PRESENT AND FUTURE GOODS PRODUCTION, LOGISTICS, AND MOTOR CARRIER OPERATIONS, PAPER: MOTOR CARRIER INDUSTRY STRUCTURE AND OPERATIONS SN - 0309055172 PY - 1994 IS - 3 SP - p. 38-60 AB - This paper reviews the changes that have occurred in both the less-than-truckload (LTL) and truckload (TL) segments of the motor carrier industry. The goal is to provide an understanding of the structure of these segments of the motor carrier industry and the operations of the firms in each of the two segments. The analysis explains some of the very significant changes that have occurred in an industry adapting to radical change in the governing rules. There will be clear evidence of winners and losers as different carriers have adopted different strategies to cope with the new environment. The major conclusion is that the motor carrier industry in 1993 is delivering a service that is of significantly higher quality and greater efficiency than it was in the regulated environment. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Conferences KW - Deregulation KW - Economic efficiency KW - Efficiency KW - Industry structure KW - Less than truckload traffic KW - Motor carriers KW - Operations KW - Quality of service KW - Strategic planning KW - Traffic loads KW - Trucking KW - Truckload KW - Trucks UR - http://onlinepubs.trb.org/Onlinepubs/trbconfproc/vol.%203/proc3-004.pdf UR - https://trid.trb.org/view/409871 ER - TY - CONF AN - 00667556 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Ervin, R D AU - Transportation Research Board TI - EFFICIENT, SAFE, AND ACCEPTABLE TRUCK DESIGNS AND CONFIGURATIONS, PAPER: LINKING TRUCK DESIGN TO PUBLIC AND PRIVATE LIFE-CYCLE COSTS SN - 0309055172 PY - 1994 IS - 3 SP - p. 78-92 AB - This paper rationalizes the need for innovative methods that can ensure adoption of truck designs and configuations that suitably manage both public and private life-cycle costs within a politically realizable framework. The paper begins with a brief discussion of the truck-user industry. The scope of the industry is established and the process by which new trucks are specified and purchased is introduced. These considerations show that because the industry as a whole is highly diverse, the designs of heavy trucks are prescribed to a remarkable degree of detail by each individual purchaser, reflecting only the purchaser's economics unless some other constraint holds sway. Once specified and built, the typical heavy truck lasts such a long time and accrues so many miles that the accumulated public cost attributable to each individual vehicle can be great. Four categories of public cost are addressed in light of the public's exposure to each truck, however designed, over its service life. These are: air pollution from exhaust emissions; roadway deterioration due to truck loading; energy consumption by trucks with its corresponding impact on national energy security and the production of carbon dioxide and other greenhouse gases; and truck-involved crash damage and injury to other road users. U1 - International Symposium on Motor Carrier TransportationTransportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration.Williamsburg, Virginia StartDate:19930531 EndDate:19930604 Sponsors:Transportation Research Board; American Automobile Manufacturers Association; Federal Highway Administration; and National Highway Traffic Safety Administration. KW - Air pollution KW - Axle loads KW - Conferences KW - Energy consumption KW - Life cycle costing KW - Motor carriers KW - Motor vehicles KW - Size KW - Truck crashes KW - Truck pavement damage KW - Trucking KW - Trucks KW - Vehicle configurations KW - Vehicle design UR - https://trid.trb.org/view/409873 ER - TY - RPRT AN - 00666268 AU - Federal Highway Administration TI - A LOOK AT OUR NATION'S HIGHWAYS: LINKING TRANSPORTATION AND RECREATION PY - 1994 SP - 9 p. AB - This booklet contains examples of creative design solutions that promote recreational uses near highway projects. These projects were accomplished by State and local governments in cooperation with the Federal Highway Administration (FHWA). Walking/bicycle trails, golf courses, and easy access to parks and scenic vistas are among these innovative solutions that enhance the environment and improve the quality of life for all citizens. These examples illustrate how opportunities were sought to maximize the resources of highway projects and recreational facilities. The recreational facilities were designed to be fully integrated into the surrounding environment. Interested parties were involved before major decisions were finalized and the needs of all were addressed. The safety of pedestrians and bicyclists was an important part of the highway design. KW - Bicycle safety KW - Bicycling KW - Environmental impacts KW - Golf courses KW - Highway design KW - Highways KW - Improvements KW - Innovation KW - Interest groups KW - Parks KW - Pedestrian safety KW - Reconstruction KW - Recreational facilities KW - Scenic highways KW - Traffic safety KW - Trails UR - https://trid.trb.org/view/405808 ER - TY - RPRT AN - 00666267 AU - Federal Highway Administration TI - A LOOK AT OUR NATION'S HIGHWAYS: PRESERVING URBAN AND HISTORIC DISTRICTS PY - 1994 SP - 9 p. AB - This booklet contains examples of successful urban highway reconstruction projects accomplished by State and local governments in cooperation with the Federal Highway Administration (FHWA). These projects presented unique challenges in integrating transportation needs with other community and historic preservation concerns. These innovative design solutions demonstrate the FHWA's commitment to transportation projects that beautify the environment, revitalize the economy, and improve the quality of life for all citizens. In each of the projects the historical significance of the project area was identified, with historic preservation efforts included as part of the design process. Also, the concerns of interest groups and residents directly affected by the project were identified and considered carefully. Opportunities were sought to improve pedestrian access. Recreational features such as parks, playgrounds and pedestrian walkways were incorporated into the projects as an added benefit to the community. KW - Access KW - Beautification KW - Cooperation KW - Historic preservation KW - Innovation KW - Interest groups KW - Parks KW - Pedestrians KW - Playgrounds KW - Reconstruction KW - Redevelopment KW - Residents KW - Revitalization KW - Urban highways KW - Walkways UR - https://trid.trb.org/view/405807 ER - TY - RPRT AN - 00666269 AU - Federal Highway Administration TI - A LOOK AT OUR NATION'S HIGHWAYS: REBUILDING BRIDGES AND COMMUNITIES PY - 1994 SP - 9 p. AB - This booklet contains examples of bridge and waterfront reconstruction projects designed by State and local governments in cooperation with the Federal Highway Administration (FHWA). Bridges serve an important function as connectors between communities and as historic reminders of our past. These projects have successfully integrated transportation needs with these community and historic preservation concerns. Waterfront parks, designated pedestrian and bicycle lanes on bridges, and the relocation of historic bridges are good examples of projects that revitalize waterfront areas, link communities on both sides of a river, and preserve the character or structure of historic bridges. KW - Beautification KW - Bicycle lanes KW - Bridges KW - Communities KW - Historic bridges KW - Historic preservation KW - Linkages KW - Links (Networks) KW - Parks KW - Reconstruction KW - Redevelopment KW - Relocation KW - Relocation (Facilities) KW - Revitalization KW - Walkways KW - Waterfronts UR - https://trid.trb.org/view/405809 ER - TY - RPRT AN - 00666251 AU - Federal Highway Administration TI - WETLANDS AND HIGHWAYS: A NATURAL APPROACH PY - 1994 SP - 36 p. AB - Wetlands can reduce flooding, control erosion, and improve water quality. They provide habitat for about one-third of all federally listed endangered plant and animal species and nesting spots for more than half of the Nation's migratory birds. They offer recreation, beauty, and visual "space". They're valuable, and they're vanishing. This booklet examines some solutions. One solution is mitigation banking. This is a system for balancing wetland losses against wetland gains. In this process, wetlands are restored, improved, or created by cooperative efforts. Under the "National Highway System" and "Surface Transportation Program" provisions of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), wetland banking projects are eligible for Federal funding support. This booklet presents some tips for potential mitigation bankers and provides details about ten mitigation projects that have received acclaim for their success, conscientiousness, and innovation. KW - Case studies KW - Federal aid KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Losses KW - National Highway System KW - Surface transportation program KW - Traffic mitigation KW - Wetlands UR - http://www.fhwa.dot.gov/environment/WETLANDS.htm UR - https://trid.trb.org/view/405798 ER - TY - RPRT AN - 00664333 AU - Epps, J W AU - Mississippi State University, Mississippi State AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - SYSTEMATIC EVALUATION FOR REMOVAL OF UNWARRANTED TRAFFIC SIGNALS PY - 1994 SP - 90 p. AB - In December, 1984, amendments were adopted for the Manual on Uniform Traffic Control Devices (MUTCD) that provided for changes in the applications of 8- and 12-in. lenses, visibility and shielding, and number and location of signal faces. The amendments were designed to provide greater uniformity and improve the performance of traffic signals. A 10-year compliance period was provided with a compliance date of December 31, 1994. The Mississippi Department of Transportation (MDOT) is currently responsible for the traffic control along all state highways. This also includes traffic control within the city limits of all cities with a population of 5,000 or less. In order to comply with the requirements of the MUTCD, and the December 31, 1994, deadline, a systematic method of evaluating the traffic control at over 150 intersections along the state-maintained highway system was needed. A computer program, SIGEVAL, was developed by the Department of Civil Engineering at the Mississippi State University (MSU) to assist in these evaluations of intersection traffic control. The computer program was designed to evaluate the all-way stop and traffic signal warrants, perform capacity analyses of the intersections for alternative stop-controlled schemes of traffic control and determine the cost benefits of removing unwarranted signal systems and replacing them with the most applicable stop-control alternative. A total of 141 intersections were evaluated using the SIGEVAL program. KW - Benefit cost analysis KW - Compliance KW - Computer programs KW - Evaluation KW - Highway capacity KW - Intersections KW - Manual on Uniform Traffic Control Devices KW - Mississippi KW - Removal KW - Replacing KW - State highways KW - Stop signs KW - Traffic control KW - Traffic signals KW - Warrants (Traffic control devices) UR - https://trid.trb.org/view/405214 ER - TY - RPRT AN - 00664327 AU - Stites, J L AU - Ferrara, T C AU - Gibby, A R AU - Snell, M AU - California State University, Chico AU - California Department of Transportation AU - Federal Highway Administration TI - SAFETY AND SEVERITY EFFECTS OF INCREASED YELLOW CHANGE INTERVAL. FINAL REPORT PY - 1994 SP - v.p. AB - In 1987 Caltrans decided to change the deceleration rate used in its yellow change formula from 12 ftpsps to 10 ftpsps. This would have the effect of increasing the yellow interval at all intersections previously timed using the equation and 12 ftpsps, and at some intersections timed using the posted speed limit divided by 10. Five districts were used to fulfill the purpose of this study which determined the effects of increased yellow phase timing on intersection safety and efficiency. This was done by analyzing 1) changes in accident rates, 2) changes in accident characteristics, and 3) level of service. Out of 1112 signalized intersections located in five districts suggested by Caltrans headquarters, 330 intersections were usable for this study. Each intersection had either a balanced two or three year period before and after 1987. In the first of three phases of analysis, termed Macroanalysis, accident rates were compared in the before and after periods for various intersection characteristics. The intersections were divided into three study groups. For the first time a comparison was done with Ramp intersections (intersections in which at least one approach is the terminus of a freeway on or off ramp). Data showed that Ramp intersections had half the average accident rate of non-ramp intersections. Overall, the change from 12 ftpsps to 10 ftpsps in timing the yellow interval showed a marginally significant decrease in total accident rate. Fatal plus injury accidents dropped but the drop was not statistically significant. Of the intersections in the first phase which had yellow phase timing changes, 192 were used in the Microanalysis phase. In this second phase accident characteristics were analyzed. Each accident report assigned to all 192 intersections which occurred during the intersections before and after period was read and classified according to the type, severity, and yellow relatedness of the accident. Generally, it was found that yellow-related accidents consisted of 10-12% of all accidents. The changes in proportion between the before and after period for each of these classifications was tested with the Chi-square test. Results showed that for all accident reports read the proportion of right-angle accidents increased while the proportion of rear-end and left-turn accidents decreased. When only the yellow-related accidents were analyzed the results were opposite. An analysis of before and after accident rates by accident type, severity, and yellow relatedness demonstrated that all significant changes in accident rates were decreases. The analysis of effect on intersection efficiency was done by analyzing the effect of increasing the yellow interval at six intersections selected to represent as many different types of intersections as possible. The signalized intersection methods of the 1985 Highway Capacity Manual were applied through use of HCS Software. Results showed that the increased yellow phase had negligible effects on intersection level of service or delay. KW - Before and after studies KW - Crash rates KW - Crash severity KW - Crash types KW - Economic efficiency KW - Efficiency KW - Increase KW - Left turns KW - Level of service KW - Ramp intersections KW - Rear end crashes KW - Right angle crashes KW - Safety KW - Signalized intersections KW - Traffic crashes KW - Yellow interval (Traffic signal cycle) UR - https://trid.trb.org/view/406642 ER - TY - RPRT AN - 00664230 AU - Federal Highway Administration TI - SCENIC BYWAYS ADVISORY COMMITTEE REPORT PY - 1994 SP - 52 p. AB - Section 1047 of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) directed that the Secretary of the U.S. Department of Transportation establish a National Scenic Byways Advisory Committee to assist him in developing a national scenic byways program. The Secretary appointed a 17-member committee including representatives of Federal agencies, local and State governments, and related interest groups. The Committee established several principles to govern its deliberations, namely (1) to aim for consensus, but where consensus was lacking, to record and to report majority and minority opinions by actual vote, (2) to seek and value the participation of all its members, (3) to hold every member equally responsible for making realistic and implementable recommendations, and (4) to focus its greater attention on policy-related rather than detailed technical issues. Of the 147 recommendations contained in this report, seven were resolved by votes of the Committee. A summary of these votes is found in Appendix A. Each member of the Advisory Committee was offered the opportunity to provide an individual supplementary statement. Three members provided statements and these are found in Appendix B. The report includes an Executive Summary and four sections: (I) Introduction; (II) National Scenic Byways Program Recommendations; (III) Other Recommendations; and (IV) Implementation Suggestions. Section II, the Committee's recommendations, is organized as follows: (A) Program Purposes and Structure; (B) National Scenic Byways; (C) All-American Roads; (D) Nomination Process; (E) Designation Process; (F) Designation Criteria; (G) Corridor Management Plans; (H) Funding; (I) De-Designation Procedures; (J) Signs; and (K) Design Standards and Safety. KW - All-american roads KW - Corridors KW - Design standards KW - Finance KW - Financing KW - Highway safety KW - Historic preservation KW - Implementation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Management KW - Management planning KW - Planning KW - Policy making KW - Recommendations KW - Scenic highways KW - Signs KW - Tourism UR - https://trid.trb.org/view/405113 ER - TY - RPRT AN - 00662824 AU - Zegeer, C AU - Stutts, J AU - Hunter, B AU - Pein, W AU - Feske, C D AU - Cheeney, D AU - McCarville, P AU - Geiger, C AU - Federal Highway Administration TI - THE NATIONAL BICYCLING AND WALKING STUDY: TRANSPORTATION CHOICES FOR A CHANGING AMERICA. FINAL REPORT SN - 0160431433 PY - 1994 SP - 150 p. AB - The National Bicycling and Walking Study was mandated by the 1991 U.S. DOT Appropriations Act. The Study was initiated in early 1991. A working group within the U.S. DOT--including representatives from the Federal Highway Administration, the National Highway Traffic Safety Administration, the Federal Transit Administration, and the Office of the Secretary of Transportation--was established to provide direction to the Study. The purpose of this report is to recommend a plan of action for achieving the Study goals of doubling the percentage of bicycling and walking trips, while decreasing by 10 percent the number of crash-related injuries and deaths. Chapter 1 summarizes the Study goals, discusses the Study background, and outlines the contents of this report. Chapter 2 looks at current levels of bicycling and walking, the potential for increased use, and the benefits of these changes. Chapter 3 presents an action plan for programs and activities at the national level, and Chapters 4 and 5 do the same for the State and local levels. Chapter 6, the final chapter, presents a challenge for the future. The action plans presented are comprehensive in scope, covering activities directed at increasing public awareness of the benefits of nonmotorized transportation, improving facilities to make bicycling and walking more viable and attractive transportation options, providing needed educational and law enforcement support, and "institutionalizing" bicycling and walking into the nation's transportation system. KW - Bicycle travel KW - Bicycling KW - Implementation KW - Nonmotorized transportation KW - Recommendations KW - Strategic planning KW - Walking UR - http://www.hsrc.unc.edu/research_library/bibliography_1994.cfm UR - https://trid.trb.org/view/404830 ER - TY - JOUR AN - 00663032 JO - Public Roads PB - Federal Highway Administration AU - WILLIAMS, G AU - Howard, T AU - Federal Highway Administration TI - HIGHWAY FINANCE: PAST, PRESENT, AND FUTURE PY - 1994 VL - 58 IS - 1 SP - p. 13-17 AB - An overview of the financial structure for highways is reviewed in this article, which compares recent trends in highway finance and annual investment required to maintain the current system. Pie charts and bar graphs illustrate spending patterns, sources of funds, and the annual outlays for transportation. Additional funding is required to maintain the current level of highway performance and to prevent its deterioration. Options for increasing highway revenues are provided, including increases in motor fuel taxes and user fees (tolls). The authors also suggest full use of investment income and other receipts, increasing bond issue proceeds, tapping private sources, and developing and using other creative financing. To this end, the Federal Highway Administration (FHWA) has established "Innovative Financing" as Test and Evaluation Project, TE-045. The project encourages states, private investors, and the financial community to increase investment in transportation. KW - Expenditures KW - Fees KW - Finance KW - Financial expenditures KW - Financial sources KW - Investment planning KW - Investments KW - Planning KW - Revenues KW - Taxes UR - http://www.fhwa.dot.gov/publications/publicroads/94summer/p94su13.cfm UR - https://trid.trb.org/view/408371 ER - TY - JOUR AN - 00663034 JO - Public Roads PB - Federal Highway Administration AU - Cooper, J D AU - Friedland, I M AU - Buckle, I G AU - Nimis, R B AU - McMullin Bobb, N AU - Federal Highway Administration TI - THE NORTHRIDGE EARTHQUAKE: PROGRESS MADE, LESSONS LEARNED IN SEISMIC-RESISTANT BRIDGE DESIGN PY - 1994 VL - 58 IS - 1 SP - p. 26-36 AB - The Federal Highway Administration (FHWA) conducts and supports extensive research to identify new technologies that will mitigate the effects of natural hazards on the Nation's transportation system. In this article, the authors review how roads and highways have been better built or improved through new technology and retrofitting, that is, strengthening old structures. The January 1994 Northridge Earthquake shows, in particular, the vulnerability of bridges during seismic activity. To improve the seismic resistance of highway bridges, two approaches are generally used. The first approach is to update design guidelines as knowledge is gained about the response of specialized transportation structures to seismic activity. The new guidelines are applied to new construction. The second approach is to identify those structures important to the network, which are susceptible to significant damage or collapse, and then retrofit them to enhance their response to seismic activity. The authors provide observations about the performance of bridges in the Northridge Earthquake, reporting that of 2,000 bridges, 6 failed and 4 were badly damaged. Although the failure rate was low, the damaged or failed bridges caused considerable hardship for the traveling public. The authors also provide recommendations that resulted from the Northridge Earthquake as well as recommendations for new design and existing construction from past experiences. FHWA currently operates a Seismic Research Program, which is conducted by the National Center for Earthquake Engineering Research. KW - Bridge design KW - Bridges KW - Earthquake resistant design KW - Earthquake resistant structures KW - Highway systems KW - Highways KW - Mitigation KW - Seismic response KW - Seismicity KW - Structural design KW - Traffic mitigation UR - http://www.fhwa.dot.gov/publications/publicroads/94summer/p94su26.cfm UR - https://trid.trb.org/view/408373 ER - TY - JOUR AN - 00663033 JO - Public Roads PB - Federal Highway Administration AU - Livingston, R A AU - Federal Highway Administration TI - TRANSFERRING TECHNOLOGY FROM CONSERVATION SCIENCE TO INFRASTRUCTURE RENEWAL PY - 1994 VL - 58 IS - 1 SP - p. 18-25 AB - Conservation science can provide valuable information to the field of highway research and development. Transferring what has been learned in the conservation of art and architecture to the renewal of the transportation infrastructure is possible because of three similar actions. These actions are understanding the causes of deterioration, inspecting the work nondestructively, and prescribing the most suitable methods for treatment or restoration. Deterioration science, which studies the long-term behavior of materials in the environment, is illustrated in a series of notable photographs and figures. The Statue of Liberty in New York, New York, and the Parthenon in Athens, Greece, are two of the examples. The article continues by describing renewal engineering, that is, the repair or strengthening of damaged structures. Application of renewal engineering principles will be important in the conservation of historic roads and bridges as the Nation's interstate highway system reaches its fiftieth year. KW - Bridge maintenance KW - Bridges KW - Conservation KW - Deterioration KW - Driver rehabilitation KW - Highways KW - History KW - Maintenance KW - Materials KW - Materials management KW - Materials replacement KW - Rehabilitation KW - Technology transfer UR - http://www.fhwa.dot.gov/publications/publicroads/94summer/p94su18.cfm UR - https://trid.trb.org/view/408372 ER - TY - JOUR AN - 00663030 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - THE IVHS ARCHITECTURE PROGRAM: A SYSTEMATIC APPROACH TO PROGRESS PY - 1994 VL - 58 IS - 1 SP - p. 8-11 AB - This article describes the architecture of the Federal Highway Administration's (FHWA) umbrella program--the Intelligent Vehicle-Highway System (IVHS)--which consists of various user services in the areas of travel and traffic management, public transportation management, electronic payment, commercial vehicle operations, emergency management, and advanced vehicle safety systems. Specifically, the architecture is the framework that allows the system to interact and work together to achieve overall goals and objectives. The IVHS architecture is modular in nature to permit the introduction of new components over time. The article reviews how a system architecture is developed and the methodology used to create the IVHS architecture. The Department of Transportation (DOT) will hold a series of consensus-building regional forums to begin developing the IVHS architecture. Currently, four separate contractor teams are developing IVHS architecture, each deploying different strategies. Contractor teams will use feedback from the forums to revise the IVHS architecture alternatives. KW - Alternatives analysis KW - Architecture KW - Contractors KW - Intelligent transportation systems KW - System design KW - Systems analysis UR - http://www.fhwa.dot.gov/publications/publicroads/94summer/p94su8.cfm UR - https://trid.trb.org/view/408369 ER - TY - JOUR AN - 00663031 JO - Public Roads PB - Federal Highway Administration AU - Orban, I AU - Federal Highway Administration TI - SAFETY ON THE WASHINGTON, D.C., CAPITAL BELTWAY PY - 1994 VL - 58 IS - 1 SP - p. 12 AB - This article presents the regional, coordinated effort underway to improve safety on the Washington Capital Beltway. More than 120 representatives divided into three work groups are examining driver, highway, and vehicle issues. In addition, the Capital Beltway Safety Team was created to evaluate and implement the recommended safety improvements. The Team will issue its first report to the public in August 1994. KW - Capital Beltway KW - Highway safety KW - Improvements UR - http://www.fhwa.dot.gov/publications/publicroads/94summer/p94su12.cfm UR - https://trid.trb.org/view/408370 ER - TY - JOUR AN - 00663029 JO - Public Roads PB - Federal Highway Administration AU - Congress, N AU - Federal Highway Administration TI - THE AUTOMATED HIGHWAY SYSTEM: AN IDEA WHOSE TIME HAS COME PY - 1994 VL - 58 IS - 1 SP - p. 1-7 AB - This article describes the Automated Highway System (AHS) program, which in the future will make highway driving efficient, safe, and predictable. Research on the new intelligent vehicle-highway system reveals that traffic congestion will be reduced, a collision-free highway system will be produced through enhanced safety, and driving will become more predictable and reliable. The article provides information about AHS technologies that make AHS possible, program progress to date, and future demonstrations of the system. AHS program officials are investigating human factors of the system as well. A preliminary handbook that addresses driver issues that relate to AHS design will be available in 1994 with a second edition available in 1996. A national AHS consortium of public and private sector representatives will guide the Department of Transportation in administering this program. KW - Automated highway systems KW - Driving KW - Future concepts KW - Human factors KW - Innovation KW - Intelligent transportation systems KW - Mitigation KW - Technological innovations KW - Traffic congestion KW - Traffic mitigation KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/publicroads/94summer/p94su1.cfm UR - https://trid.trb.org/view/408368 ER - TY - CONF AN - 00648163 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - SIKOW, C AU - Mannisto, V J AU - Tapio, R O AU - Tikka, K A AU - Aijo, J S AU - Transportation Research Board TI - STRATEGIC TOOLS IN FINLAND SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 203-210 AB - The Finnish National Road Administration (FinnRA) has been developing pavement management systems (PMSs) since the late 1970s. By now, the following systems of the pavement management process have been implemented and are in use: the network-level system, Highway Investment Programming System (HIPS); the project-level system, PMS91; and the road condition data register (KURRE + RDB). HIPS is used for strategic decision making by the central administration (FinnRA). Recommendations for budget levels and maintenance measures from the model have been transferred to nine highway districts to their project-level PMSs for capital programming. The condition register contains all relevant information on road condition needed in both PMSs. Basic information on, for example, traffic and construction history is retrieved from the road data bank. As in many other road agencies around the world, the development and implementation of these systems has appeared to be time-consuming, laborious, and even sometimes difficult; significant resources, both human and financial, have been used in the development. The most significant problems have been organizational, institutional, and human, whereas technical problems are currently minor. The systems developed and implemented in Finland are first evaluated mainly according to the outlines defined by the PMS literature. Discussion concentrates on the pros and cons as well as new solutions faced during the development and implementation process. Some recommendations for improving this process are presented. Second, experiences of application of management tools in the Lapland highway district are presented. Because of the economic recession, Lapland is facing severe budget cuts. To fully comprehend the implications, the district initiated a study on the impacts of different strategies concerning the allocation of funds between maintenance, rehabilitation, and investments. It turned out that the different road upkeep actions are not independent of each other and that their simultaneous optimization is necessary. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Decision making KW - Driver rehabilitation KW - Finland KW - Fund allocations KW - Implementation KW - Investments KW - Lapland KW - Optimization KW - Pavement maintenance KW - Pavement management systems KW - Rehabilitation KW - Strategic planning UR - https://trid.trb.org/view/390735 ER - TY - CONF AN - 00648165 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Taute, A AU - Papenfus, A J AU - SADZIK, E AU - Van der Merwe, E AU - van Wijk, A J AU - Transportation Research Board TI - PAVEMENT MANAGEMENT SYSTEM IMPLEMENTATION IN THE TRANSVAAL PROVINCIAL ADMINISTRATION SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 217-224 AB - A brief background is given to the implementation of a pavement management system in the Transvaal Provincial Administration in the Republic of South Africa. The system has been in place for 8 years and provides valuable information in terms of the overall condition of the road network and its deterioration over time. The pavement management system primarily utilizes visual inspections to assess the network condition and to prioritize resealing and rehabilitation. The current visual inspection procedure is described briefly, and the various changes that have been made and problems that have been experienced with this procedure over time are described. In view of the fact that reseals are prioritized on the basis of road condition, the poorer roads have been sealed during periods of severe budget constraints. This has led to neglect of the better-quality roads, which in their turn have deteriorated significantly. More recently the approach to resealing has been changed so that resealing is prioritized on a cyclical basis for each road, with condition playing a smaller role. The current intention is to try and maintain the better roads and to abandon the very poor roads because of severe budget constraints. The road network condition is deteriorating, and funds have been reallocated from other sources to prevent the deterioration. A combination of user operating costs and road maintenance costs is used to prioritize the rehabilitation and reconstruction work. The problems in carrying out rehabilitation work in the past and with present procedures in a period with decreasing budgets are described. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Budget constraints KW - Budgeting KW - Conferences KW - Deterioration KW - Driver rehabilitation KW - Evaluation KW - Implementation KW - Inspection KW - Pavement conditions KW - Pavement management systems KW - Pavements KW - Ratings KW - Rehabilitation KW - Seal coating KW - Strategic planning KW - Transvaal (South Africa) KW - Vision UR - https://trid.trb.org/view/390737 ER - TY - CONF AN - 00648180 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Sachs, P AU - Smith, R E AU - Transportation Research Board TI - ROLES FOR A REGIONAL TRANSPORTATION PLANNING AGENCY IN COUNTERING LOCAL AGENCY INSTITUTIONAL PROBLEMS IN ADOPTION AND USE OF PAVEMENT MANAGEMENT SYSTEMS SN - 0309055024 PY - 1994 VL - 2 SP - p. 83-90 AB - A unique support relationship for a local agency pavement management system (PMS) was established in the San Francisco Bay Area. The activities included were developed to address local agency institutional issues that have often led to discontinuing the use of pavement management or to not using it fully. These issues include personnel turnover, overcommitted staff, perceived complexity of PMS, and limited funds for pavement maintenance and rehabilitation. Since 1984 the Metropolitan Transportation Commission (MTC), the regional transportation planning agency for the San Francisco Bay Area, has supported the development and use of PMS by cities and counties in its region. During the past 9 years, 55 jurisdictions, representing more than 60% of the street and road centerline miles in the region, have been at some stage in the implementation and use of the Bay Area PMS. MTC trains jurisdictions in PMS concepts, PMS computer applications, and interpretation of PMS budget results. MTC conducts quarterly user meetings at which jurisdictions not only give direction to MTC staff on future modifications to PMS but also work with one another to assist in PMS implementation. If requested, MTC PMS staff present PMS budget results to participating jurisdictions to emphasize the importance of pavement management. MTC's continued support and facilitation have been major factors contributing to the success of pavement management at the local level in the San Francisco Bay Area. This regional agency involvement is believed to be one of the most important innovations to counter common institutional problems that often prevent adoption or effective use of PMS in local agencies. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Budgeting KW - Conferences KW - Implementation KW - Information processing KW - Institutional issues KW - Metropolitan Transportation Commission (California) KW - Pavement management systems KW - San Francisco Bay Area KW - Socioeconomic development KW - Training UR - https://trid.trb.org/view/390752 ER - TY - CONF AN - 00648182 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Hudson, W R AU - HUDSON, S W AU - Transportation Research Board TI - PAVEMENT MANAGEMENT SYSTEMS LEAD THE WAY FOR INFRASTRUCTURE MANAGEMENT SYSTEMS SN - 0309055024 PY - 1994 VL - 2 SP - p. 99-112 AB - Pavement management was first conceived in the mid-1960s as a result of major work done in the United States and Canada. The early pavement management concepts focused on the project level, coordinating improvements in design, rehabilitation, maintenance, and pavement performance modeling. By the mid-1970s pavement management had expanded to primary use at the network level and involved the planning, programming, and budgeting of funds for entire pavement networks of varying sizes. By the mid-1980s the applicability of these same system concepts to bridges became evident to the engineering community, and a major research project was funded by NCHRP to develop bridge management systems. Since then bridge management has become relatively commonplace throughout the world. Work has been performed by others on building management systems, sewage management systems, and other systems for managing the world's infrastructure. All of these infrastructure management systems have many things in common, and everyone benefits from the coordination of the development and usefulness of these management systems. The common elements and the differentiating aspects of infrastructure management systems are summarized, particularly as they relate to the basic concepts of pavement management. Expectations for future development and integration of infrastructure management systems are discussed. Such development includes the application of geographic information systems and other modern technology to all aspects of systems integration. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Bridge management systems KW - Conferences KW - Development KW - Geographic information systems KW - Infrastructure KW - Integrated systems KW - Management information systems KW - Pavement management systems KW - Systems integration KW - Technology UR - https://trid.trb.org/view/390754 ER - TY - CONF AN - 00648195 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Sidawi, S AU - Eichenbaum, T AU - Transportation Research Board TI - BURLINGTON ROAD INFRASTRUCTURE MANAGEMENT SN - 0309055024 PY - 1994 VL - 2 SP - p. 224-233 AB - The city of Burlington, with a population of 120,000 in Ontario, Canada, faced increased road rehabilitation needs and funding cutbacks. The city recognized the need for an integrated approach to maintain and improve its road infrastructure and achieved this with a pavement management system (PMS) in conjunction with asset capitalization and total infrastructure assessment. In 1990 the city initiated a complete review of its organization to reassess priorities, address functional deficiencies, and develop a long-term infrastructure management strategy. The city now makes effective use of its PMS to determine the present status of the road network, predict performance, and determine an optimum long-term rehabilitation program. The system assesses the condition of each road, predicts the year in which each road section will fall below a minimum pavement quality index, and recommends when cost-effective rehabilitation should optimally occur. City staff recognized, however, that the PMS tends to be biased toward high-volume arterial roads at the expense of low-volume local roads. To address the management of the entire road network, staff developed an innovative, integrated approach that incorporates both asset capitalization and total infrastructure management needs determination to complement the PMS. The road asset capitalization model uses the pavement quality index as the proportionate percentage of the remaining asset value, and it takes into consideration performance prediction curves as well as the life cycle of a road. The city has also developed methods for determining local street reconstruction priorities. Burlington has succeeded in introducing its PMS and integrating it into a cost-effective budgeting process. In view of this integrated approach to road infrastructure management, the city's program is viewed as a highly effective, proactive one that will assist the municipality in avoiding a road infrastructure crisis. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Asset capitalization KW - Burlington (Canada) KW - Conferences KW - Cost effectiveness KW - Driver rehabilitation KW - Forecasting KW - Infrastructure KW - Life cycle costing KW - Maintenance management KW - Network level KW - Networks KW - Optimization KW - Pavement management systems KW - Performance KW - Performance prediction KW - Reconstruction KW - Rehabilitation KW - Strategic planning UR - https://trid.trb.org/view/390767 ER - TY - CONF AN - 00648197 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Goodspeed, C H AU - Schmeckpeper, E R AU - Lemieux, R L AU - Transportation Research Board TI - ROAD SURFACE MANAGEMENT SYSTEM SN - 0309055024 PY - 1994 VL - 2 SP - p. 242-248 AB - A road surface management system configured for small- to medium-sized road networks is presented. The approach includes procedures to handle a road network inventory, a windshield survey, a set of repair strategies, and analysis options. Thirteen parameters per road are contained in the inventory, seven surface distress characteristics are observed, more than 25 repair alternatives are suggested, and a series of budget analyses is included. Decision trees are used to associate repairs with observed surface distresses. A decision tree is associated with each surface distress; default or user-defined alternatives are assigned to the distresses. A network condition rating is calculated from the repair strategies identified for a road network. A description of the software and hardware is presented with an estimate of implementation costs. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Alternatives analysis KW - Budgeting KW - Condition surveys KW - Conferences KW - Cost estimating KW - Data collection KW - Defects KW - Estimates KW - Evaluation KW - Hardware KW - Implementation KW - Inventory KW - Network level KW - Networks KW - Pavement conditions KW - Pavement distress KW - Pavement management systems KW - Pavements KW - Repairing KW - Repairs KW - Road inventory KW - Roads KW - Software KW - Strategic planning KW - Surveys UR - https://trid.trb.org/view/390769 ER - TY - CONF AN - 00648167 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Shahin, M Y AU - Stock, C AU - Beckberger, L AU - Transportation Research Board TI - COMPARING PAVEMENT PERFORMANCE AND ITS EFFECT ON MAINTENANCE AND REHABILITATION COST SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 237-245 AB - Example pavement performance for different maintenance and rehabilitation (M&R) strategies is presented. The effect of the different performances on pavement life-cycle costing is also analyzed. A pavement network of 1.5 million sq yd was used for illustration. Three M&R strategies were applied to the pavement sections in the network: structurally designed rehabilitation, thin overlay (1 to 2 in.), and thick overlay (3 to 4 in. with or without fabric). Three family curves were developed, one for each M&R strategy, from available data bases. These family deterioration curves were each assigned to the pavement network and a work plan was developed. The results illustrate the economic effect of asphalt overlays compared with structurally designed rehabilitation. The family curve and work planning techniques are procedures incorporated in the MicroPAVER pavement management system. These techniques are also discussed. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Bituminous overlays KW - Conferences KW - Deterioration KW - Driver rehabilitation KW - Economics KW - Life cycle costing KW - Maintenance costs KW - Maintenance management KW - Maintenance practices KW - Overlays (Pavements) KW - Pavement management systems KW - Pavement performance KW - Planning KW - Rehabilitation KW - Thickness UR - https://trid.trb.org/view/390739 ER - TY - CONF AN - 00648169 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Assaf, G J AU - Haas, R AU - Transportation Research Board TI - MAINTENANCE AND REHABILITATION EFFECTIVENESS EVALUATION (MAREE) SYSTEM SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 257-266 AB - Every year, hundreds of millions of dollars are invested in cities, provinces, and states to preserve the pavement system. The challenge is to spend these funds wisely. To do this, one must plan, then observe, evaluate, and analyze the results of various alternative actions in order to learn which are suitable for which conditions. The concepts of two rational and systematic procedures to analyze maintenance and rehabilitation options or treatments are introduced. The first procedure refers to the rationality testing and formulation of past maintenance and rehabilitation (M&R) selection policies. More precisely, it tests the rationality of the past decision-making process in selecting M&R options within an administration, measures its degree of rationality, identifies the prerehabilitation conditions that led in the past to the selection of each specific option, and mathematically formulates a systematic decision rule that describes past M&R option selection. The second procedure evaluates the performance and the optimum application conditions of each M&R option treatment. It verifies whether and to what extent the performance of a specific treatment depends on the prerehabilitation characteristics of the treated sections. In essence, the intent is to formulate a systematic decision rule that mathematically expresses the optimal conditions within which a specific M&R option performs well. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Alternatives analysis KW - Conferences KW - Decision making KW - Driver rehabilitation KW - Effectiveness KW - Evaluation KW - Mathematical analysis KW - Measures of effectiveness KW - Optimization KW - Options KW - Pavement maintenance KW - Rationality testing KW - Rehabilitation UR - https://trid.trb.org/view/390741 ER - TY - CONF AN - 00648174 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Haugodegard, T AU - Johansen, J M AU - Bertelsen, D AU - Gabestad, K AU - Transportation Research Board TI - NORWEGIAN PUBLIC ROADS ADMINISTRATION: A COMPLETE PAVEMENT MANAGEMENT SYSTEM IN OPERATION SN - 0309055024 PY - 1994 VL - 2 SP - p. 25-33 AB - The Norwegian Public Roads Administration developed a complete pavement management system (PMS) during the period 1986 through 1990. The system incorporates existing subsystems, such as condition surveys and tender preparation, and is supplemented with a programmed project and network-level maintenance and rehabilitation planning system. Today the complete system consists of pavement condition surveys, road inventory surveys, road data bank, project planning and network optimization including performance trend (past history and future predictions) and life cycle cost analysis, and tender preparation including as-built cost statistics, which all are interconnected by data processing links. Annual government grants for the maintenance and rehabilitation of national roads amount to $450,000,000. Each year 3,000 km of hard surfacings (out of total network of 53,000 km) are renewed at a cost of $150,000,000. Future developments of the pavement management system include the implementation of expert systems for selecting maintenance activities, a new interactive data base system, and an updating of the user interface. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Condition surveys KW - Conferences KW - Data banks KW - Expert systems KW - Interactive computing KW - Inventory KW - Life cycle costing KW - Maintenance management KW - Maintenance practices KW - Norway KW - Optimization KW - Pavement management systems KW - Planning KW - Programming (Planning) KW - Road inventory KW - Roads KW - Subsystems KW - Tenders KW - User interfaces (Computer science) UR - https://trid.trb.org/view/390746 ER - TY - CONF AN - 00648176 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Battiato, G AU - Ame, E AU - Wagner, T AU - Transportation Research Board TI - DESCRIPTION AND IMPLEMENTATION OF RO.MA. FOR URBAN ROAD AND HIGHWAY NETWORK MAINTENANCE SN - 0309055024 PY - 1994 VL - 2 SP - p. 43-50 AB - The RO.MA. pavement management system (PMS) developed for urban roads and highway networks in Italy is described and a short description of its elements is reported. Problems encountered in the implementation and start-up of the system, as well as the interaction with the users are detailed. Additionally, a review of the main information stored in the RO.MA. road data base and the criteria used for its design are discussed. Since 1988 the RO.MA. method has been successfully used for yearly maintenance planning of the entire Autovie Venete S.P.A. highway network, a north-east toll highway from Venice to Trieste, and a 1000-km provincial road network in Sardinia. Highlights of various PMS results during 1993 are reported. RO.MA. methodologies have been successfully applied in some municipalities in Northern Italy, and an example of urban road rehabilitation related to the municipality of Padua is discussed. For the Padua project, a multiannual rehabilitation program was applied and according to the available budget, a priority list of maintenance projects for the urban roads network was prepared. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Cities KW - Cities and towns KW - Conferences KW - Driver rehabilitation KW - Implementation KW - Italy KW - Maintenance management KW - Maintenance practices KW - Padua (Italy) KW - Pavement maintenance KW - Pavement management systems KW - Planning KW - Ratings KW - Rehabilitation KW - Strategic planning KW - Urban highways UR - http://onlinepubs.trb.org/Onlinepubs/conf/1994/cp1/cp1-v2-006.pdf UR - https://trid.trb.org/view/390748 ER - TY - CONF AN - 00648178 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Mitchell, M F AU - Maree, J H AU - Transportation Research Board TI - PAVEMENT MANAGEMENT AS PART OF STRATEGIC ROAD MANAGEMENT SN - 0309055024 PY - 1994 VL - 2 SP - p. 64-73 AB - The investment in roads and road transportation forms a major part of a government's stock of public capital. Furthermore, the importance of roads and related economic assets make it vital that these should be well managed to ensure optimum use of the road network. The severe cutbacks in road funding during recent years have, however, made it difficult even to maintain the existing road network properly. The response of the South African Department of Transport has been to match expectations of the long-term funding arrangements with the needs of the road network through strategic management. Strategic management necessitated an integrated road management system especially because the Department of Transport is responsible for managing the entire road network administered by various regional authorities. South Africa opted for a modular system that embraced a number of subsystems, of which the pavement management system has been developed to a greater extent than the others. A further need was for compatibility among the various regional systems to obviate a possible mismatch of fund allocations by the Department of Transport. To this end, the Committee for the Compatibility of Pavement Management Systems was formed in 1989; this committee represented each government road authority. The committee has made substantial progress toward achieving compatibility through the publication of manuals and guideline documents and the standardization of data processing formulas. The process is, however, not complete, and a number of newly crystallized goals are being addressed. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Compatibility KW - Conferences KW - Management KW - Pavement management systems KW - Regional government KW - South Africa Department of Transport KW - Strategic management KW - Strategic planning UR - https://trid.trb.org/view/390750 ER - TY - CONF AN - 00648199 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - CENEK, P D AU - PATRICK, J E AU - MCGUIRE, J F AU - ROBERTSON, D A AU - Transportation Research Board TI - NEW ZEALAND EXPERIENCE IN COMPARING MANUAL AND AUTOMATIC PAVEMENT CONDITION RATING SYSTEMS SN - 0309055024 PY - 1994 VL - 2 SP - p. 265-278 AB - The purpose of condition rating surveys is to measure and record defects along a section of road in a standard and objective manner. This provides a measure of the condition of each road section, which in turn can be used to assess routine maintenance and rehabilitation needs. In New Zealand, such a survey is presently accomplished by visual walkover on a 10% sample of the road network carried out by trained raters. As part of an effort to continually improve the quality of pavement condition data, a comparative study was undertaken to establish the degree of correlation between walkover survey data and data automatically acquired by the Swedish Road Surface Tester (RST) and Side Force Coefficient Routine Investigation Machine (SCRIM). The principal pavement distress modes of interest were confined to rutting, shoving, scabbing, and flushing. The main conclusion reached was that, although RST and SCRIM have value as survey tools, some form of visual assessment of the actual pavement condition is still required to fully identify surface related defects. In addition, it was demonstrated that for vehicle-acquired condition rating data, particular attention must be paid to selecting appropriate reporting lengths and intervention levels so that they are consistent with both the resolution of the measuring device and the minimum pavement length that justifies resurfacing or shape correction. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Automatic control KW - Automatic data collection systems KW - Condition surveys KW - Conferences KW - Data files KW - Data quality KW - Defects KW - Evaluation KW - Flushing KW - Inspection KW - Manual control KW - New Zealand KW - Pavement conditions KW - Pavement distress KW - Pavements KW - Reliability KW - Rutting KW - Scabbing KW - Shoving KW - Vision UR - https://trid.trb.org/view/390771 ER - TY - CONF AN - 00648201 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Prakash, A AU - Sharma, B N AU - KAZMIEROWSKI, T J AU - Transportation Research Board TI - INVESTIGATION INTO OBSERVATIONAL VARIATIONS IN PAVEMENT CONDITION SURVEY SN - 0309055024 PY - 1994 VL - 2 SP - p. 290-301 AB - A workshop was conducted to test the raters in the evaluation of pavement surface distresses. Thirty-three raters, with varying experience in pavement evaluation, from five regional offices participated in the workshop. The raters subjectively recorded the severity and extent of 15 distresses pertaining to six flexible pavement sections. The data gathered were analyzed to study the variability of ratings, regional differences, experiential influence, and to identify the distresses that may be particularly difficult to assess. The selection of sites, methodology used in the study, and detailed analysis of data are described. Because the rating procedure was entirely subjective, the results were found to reflect wide variations among all regions. For instance, one of the regions underestimated the distresses, probably because the raters were trained by a senior rater who tended to underrate distresses and therefore passed on biases. No significant differences were found in the variability of results by experienced or inexperienced raters. Although centerline and transverse cracking emerged as the most consistently rated distresses by both groups, identification of alligator cracking apparently perplexed inexperienced raters. The study demonstrates that experience alone does not necessarily produce higher accuracy or greater consistency. It is important that raters be periodically trained and tested to keep biases from developing and perpetuating. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Accuracy KW - Bias (Statistics) KW - Condition surveys KW - Conferences KW - Data files KW - Data quality KW - Defects KW - Experience KW - Knowledge KW - Pavement distress KW - Pavements KW - Performance (Human) KW - Personnel performance KW - Raters (Personnel) KW - Reliability KW - Repeatability KW - Subjective analysis UR - https://trid.trb.org/view/390773 ER - TY - CONF AN - 00648203 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Irwin, L H AU - Cumberledge, G AU - Henderson, B AU - Transportation Research Board TI - IMPLEMENTATION OF A CALIBRATION PROCEDURE FOR FALLING WEIGHT DEFLECTOMETERS SN - 0309055024 PY - 1994 VL - 2 SP - p. 315-325 AB - A procedure for calibration of falling weight deflectometers (FWDs) has been developed by the Strategic Highway Research Program (SHRP). This procedure was developed to reduce the systematic error, typically up to +/- 2% of the load and deflection readings, by calibrating FWDs to a reliable reference standard. The procedure was developed for use with all types of FWDs. To date it has mainly been used with Dynatest FWDs; however, it has also been used with the KUAB and the JILS FWDs. The development of the calibration procedures, the equipment associated with the reference calibration systems, the facility requirements and operational aspects, and the calibration protocols necessary to perform reference and relative calibration of FWDs are described. Four regional calibration stations have been established by SHRP in cooperation with the state highway agencies in Minnesota, Nevada, Pennsylvania, and Texas to calibrate SHRP FWDs and those of other highway agencies, institutions, and private concerns. The Long-Term Pavement Performance Division of FHWA is now maintaining the liaison with the state departments of transportation (DOTs). The results from a series of round robin tests with the four regional SHRP FWDs indicated that there was no significant difference in the calibration factors attributable to the locations where the FWDs were calibrated. For owners and operators of FWDs there is an advantage to having deflection results from calibrated FWDs, because the results from backcalculation are more accurate. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Accuracy KW - Backcalculation KW - Calibration KW - Conferences KW - Data files KW - Data quality KW - Deflection KW - Falling weight deflectometers KW - Long-Term Pavement Performance Program KW - Pavement deflection KW - Pavement performance KW - Pavements KW - Regional calibration stations KW - Reliability KW - Strategic Highway Research Program UR - https://trid.trb.org/view/390775 ER - TY - CONF AN - 00648161 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Anderson, D AU - Kosky, C AU - Stevens, G AU - Wall, A R AU - Transportation Research Board TI - IMPLEMENTATION OF VIC ROADS PAVEMENT MANAGEMENT SYSTEM SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 191-197 AB - Toward the end of 1987, the Roads Corporation of Victoria, Australia (VIC ROADS), identified the need for the development and implementation of a pavement management system (PMS). A steering committee was established to guide the development, and by the end of 1988 the PMS had been implemented in each of the eight regions for use on the highway network. The PMS has been in operation for 4 years at a regional level and has recently been extended to cover all major roads under VIC ROADS control but is maintained by local governments. The PMS now operates on a network of over 23,000 km. The process of implementation and the use and impact of the system over the last 5 years were investigated. In particular, the need for clear objectives and ownership of the PMS was essential. Key problem areas include data collection, pavement performance modeling, training, and the need for a more widespread understanding of the concepts underlying the system for all users. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Data collection KW - Implementation KW - Local government KW - Mathematical prediction KW - Models KW - Pavement management systems KW - Pavement performance KW - Performance KW - Performance prediction KW - Regional planning KW - Training KW - Victoria (Australia) UR - https://trid.trb.org/view/390733 ER - TY - CONF AN - 00648168 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Srsen, M AU - Transportation Research Board TI - HDM-III MODEL--APPROPRIATE PAVEMENT MAINTENANCE AND REHABILITATION PROGRAMS UNDER CONDITIONS PREVAILING IN CENTRAL EUROPEAN COUNTRIES SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 246-256 AB - The study of possibilities for using the Highway Design and Maintenance-III (HDM-III) model to optimize selection of appropriate pavement maintenance and rehabilitation programs under conditions prevailing in Central European countries is presented. The analysis was carried out on a part of the South Bavarian road network, and it is the first attempt to apply the HDM-III model for optimizing road maintenance and rehabilitation in this West European country. The results obtained clearly point to the numerous advantages of using the HDM-III model, if regional specificities are realistically presented. Particular emphasis is placed on the critical analysis of HDM-III model results with respect to the great number of input parameters used as a basis for modeling, including the possibility of error in defining individual values of so many parameters. The influence of various parameters on the performance of the model is analyzed in detail. This task is performed in the context of a sensitivity analysis of the HDM-III model. The analysis justified the global ranking of input data according to their importance in the HDM system. The research was carried out in Munich, Germany, in 1991. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Central Europe KW - Conferences KW - Driver rehabilitation KW - Optimization KW - Pavement maintenance KW - Pavement management systems KW - Rehabilitation KW - Sensitivity analysis UR - https://trid.trb.org/view/390740 ER - TY - CONF AN - 00648175 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Green, W H AU - Scherling, J D AU - Transportation Research Board TI - FLORIDA AIRPORT SYSTEM PAVEMENT MANAGEMENT PROGRAM SN - 0309055024 PY - 1994 VL - 2 SP - p. 34-42 AB - The Florida airport system consists of more than 100 publicly owned paved civil airports. Because many civil airports were originally constructed for military use, Florida has an abundance of paved airports. In fact, many airports have more airside pavement than can be economically maintained. The state does not own its airport system. Each airport is owned by a municipality, and each municipality decides how and when its airport will develop. The state's role is one of forecasting air transportation needs and encouraging and assisting municipalities to maintain suitable airport facilities to meet Florida's demand for air transportation. The Florida Department of Transportation is implementing a comprehensive management program to identify and priority-rank needed improvements and to ensure that owning municipalities are fully integrated into the program. Development of the pavement management program requires several steps. "Inventory" consists of review of pavement history and determination of pavement condition. "Forecasts" of need are based on existing pavement conditions and historical deterioration patterns. "Coordination" with owning municipalities includes sharing information on conditions and forecast needs and negotiating improvement plans of mutual benefit. "Optimization" is the process of matching needs with available dollars and scheduling highest-priority improvements first. "Execution" is the end product of pavement management, ensuring that dollars invested produce highest-quality pavements through excellence in design and construction. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Cities KW - Cities and towns KW - Civil airports KW - Conferences KW - Coordination KW - Florida KW - Forecasting KW - Implementation KW - Inventory KW - Optimization KW - Pavement management systems UR - https://trid.trb.org/view/390747 ER - TY - CONF AN - 00648186 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Zimmerman, K A AU - Darter, M I AU - Transportation Research Board TI - USING INNOVATIVE MANAGEMENT TECHNIQUES IN IMPLEMENTING PAVEMENT MANAGEMENT SYSTEMS SN - 0309055024 PY - 1994 VL - 2 SP - p. 139-147 AB - Over the past 10 years, awareness of and familiarity with computerized pavement management systems (PMSs) has increased greatly in organizations of all sizes. Realizing the benefits made possible with these systems, many agencies have initiated steps to put PMSs in place. The development of PMSs is an agency-specific endeavor; the systems must be tailored to each organization's climate and structure. Agencies developing systems in the 1990s can readily benefit from lessons learned in the 1970s and 1980s. A review of some early implementations reveals that for one reason or another, many early systems are not in use today. Reasons cited include their reliance on mainframe computers, unreasonable demands for updating the systems, lack of continued training and user support, inability of the systems to address the needs of those throughout the organization expecting to use the results, and the failure to integrate the PMS into the decision-making process within the organization. The last two issues, which can be categorized as unresponsiveness to internal institutional issues, have emerged as the major obstacle that must be overcome for any system implementation to be successful today. If these issues cannot be resolved, the use of management systems within an organization are negatively affected. It must be recognized that systems developed within one division of an organization, or in a style contrary to the organizational environment, are no longer addressing the needs of an organization as a whole. Businesses now examine the way their daily functions are performed to determine whether there are more effective and efficient management styles for running their organizations. Many of these organizations are evaluating the use of the concepts of total quality management (TQM) as a new way to approach the processes within their organizations. Similarities between the implementation of a TQM system and a PMS could help address many of the institutional issues that hinder successful PMS implementation. A TQM approach to a pavement management implementation process is introduced. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Implementation KW - Innovation KW - Institutional issues KW - Management KW - Management techniques KW - Pavement management systems KW - Quality control KW - Socioeconomic development KW - Total quality management UR - https://trid.trb.org/view/390758 ER - TY - CONF AN - 00648193 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Holt, F B AU - Zaniewski, John P AU - RICHARDS, M AU - Transportation Research Board TI - ARIZONA AIRPORT PAVEMENT MANAGEMENT SYSTEM SN - 0309055024 PY - 1994 VL - 2 SP - p. 207-216 AB - The Aeronautics Division of the Arizona Department of Transportation (ADOT) is responsible for the funding of assistance for pavement projects at 56 primary airports throughout the state. In 1991 the department began the development of a network-level pavement management system. The development of the system, its functional parts, and the implementation of the system within the department are described. The development of the system included the marriage of existing Macintosh computer software for land use capability and noise studies for the airports with new software dealing with pavement deterioration and repair. The unique side of the development process was the need to formulate a system that could be used by all members of the Aeronautics Division during yearly 5010 safety inspections and produce meaningful prediction of pavement service life, rehabilitation requirements, and prioritization of pavement projects across the state. The Arizona Pavement Rating system uses a new pavement distress rating procedure to evaluate pavement condition. The system is based on experience gained from pavement evaluations that use pavement condition index procedures, but the system is not as labor-intensive and does not produce as much quantitative information. The development of this process is described, and its relationships to pavement condition index procedures are shown. The system calculates remaining service life and generates a prioritized project listing for each airport. The resultant project costs are combined into a statewide fiscal plan for funding requests. Software development and structure are described as are the links to the existing land use noise and 5010 data base software. The computer system and data base were installed in November 1992. Field training of ADOT users was completed during June and July 1992. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Airport runways KW - Arizona KW - Conferences KW - Defects KW - Evaluation KW - Forecasting KW - Implementation KW - Network level KW - Networks KW - Pavement conditions KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Performance KW - Performance prediction KW - Ratings KW - Service life KW - Software KW - Strategic planning UR - https://trid.trb.org/view/390765 ER - TY - CONF AN - 00648200 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Livneh, Moshe AU - Transportation Research Board TI - REPEATABILITY AND REPRODUCIBILITY OF MANUAL PAVEMENT DISTRESS SURVEY METHODS SN - 0309055024 PY - 1994 VL - 2 SP - p. 279-289 AB - Manual survey costs usually increase with the decrease in the subjectivity of the method chosen because of the inclusion of more details in the survey. Thus, it is important to find the tradeoff between cost and subjectivity. As subjectivity is related to repeatability (i.e., the capability of producing identical results by several rounds of measurement done by the same raters) or to reproducibility (i.e., the capability of producing identical results by different raters), these values were measured for both the United States Air Force (Pavement Condition Index) [USAF (PCI)] and Washington State Deaprtment of Transportation (Distress Rating) [WSDOT (DR)] procedures, as well as for the Israeli one-score method. A walkover survey was employed for the USAF (PCI) procedure, as well as both walkover and windshield surveys for the WSDOT (DR) process and the two recent Israeli procedures [DR and Distress Number (DN)]. It was found that the repeatability and reproducibility of the Israeli quick windshield survey do not differ substantially from those of the USAF (PCI) walkover analysis. The standard deviations of score differences associated with these methods generally yield similar values in the range of 8 to 13 points, with some exceptions. Moreover, a highly significant correlation has been found between the detailed walkover PCI values and those of the DN in the quick Israeli windshield survey. Accordingly, the Israeli windshield DN method is highly recommended for use in any PMS network level. In addition, for rating distresses in greater detail, the walkover WSDOT (DR) survey is also endorsed to save time and money. As for the windshield WSDOT (DR) survey, some modifications are still called for to make it a reliable method. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Condition surveys KW - Conferences KW - Data files KW - Data quality KW - Defects KW - Israeli survey methods KW - Manual control KW - Manual performance KW - Network level KW - Networks KW - Pavement distress KW - Pavement management systems KW - Pavements KW - Reliability KW - Repeatability KW - Reproducibility KW - Survey methods KW - Surveying KW - Surveys KW - Test procedures KW - Visual surveys UR - https://trid.trb.org/view/390772 ER - TY - CONF AN - 00648154 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Humplick, F AU - Paterson, WDO AU - Transportation Research Board TI - FRAMEWORK OF PERFORMANCE INDICATORS FOR MANAGING ROAD INFRASTRUCTURE AND PAVEMENTS SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 123-133 AB - Performance measures are the basic input to a variety of decision processes and activities in infrastructure management. These include charting progress toward achieving operational, sectoral, and policy objectives; assessing whether users are receiving services that they want at the level of quality that they are willing to pay for; and comparing competing or alternative service producers to determine the most efficient provision arrangement for infrastructure services. A framework is presented for defining consistent measures of infrastructure performance, particularly for roads and pavements. The framework identifies relevant indicators and the linkages between them. Because there are changes over time in information needs and in the types of agencies using performance indicators as well as in their relationships to one another, a framework is needed to maintain consistency in the information bases used and to update the indicators to ensure relevance. Performance is measured at five major levels: (a) service quality and reliability from a user's point of view; (b) network size and condition from a facility's point of view; (c) operational efficiency and productivity from a service provider's perspective; (d) sectoral performance measures such as investment, pricing, and provision arrangements; and (e) institutional performance indicators such as the effectiveness of the expenditure program, enforcement of vehicle weights and dimensions, and so forth. These are applied to the management of pavements with a listing of all the road network and user indicators but defining the measures and data quality only for the pavement component. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Evaluation KW - Institutional issues KW - Operational efficiency KW - Pavement conditions KW - Pavement management systems KW - Pavements KW - Performance KW - Performance indicators KW - Performance measurement KW - Productivity KW - Quality of service KW - Reliability UR - https://trid.trb.org/view/390726 ER - TY - CONF AN - 00648157 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Burger, W AU - Canisius, P P AU - SULTEN, P AU - Transportation Research Board TI - TOWARD A NEW PAVEMENT MANAGEMENT SYSTEM IN GERMANY: ORGANIZATION, DATA COLLECTION, EXPERIENCES, AND INNOVATIONS SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 150-160 AB - In the Federal Republic of Germany the design of a new, complete pavement management system (PMS) is under way. Major components are already operational. Meanwhile, data on road conditions have been collected with high-speed monitoring systems for approximately 20,000 km of German autobahn lanes. The data were assembled according to evenness, skid resistance, and surface damage and subsequently classified via a special grading system. By applying special algorithms, a service value, a structural value, and an overall condition value were developed. The results of the survey can be presented in lists, route section graphs, and network graphs with different colors indicating where specific target, warning, and threshold values are exceeded. By means of continuous feedback, the information collected is used to improve and adjust the system's components and the plausibility of the output. There is agreement that for an effective PMS application, repeated automated network monitoring is necessary. To minimize necessary monitoring and evaluation efforts, the use of multifunctional automated monitoring systems is envisaged, which will collect all necessary data during a single pass. Fully automated operation with direct computerized evaluation is necessary here. The structure of the overall PMS and its major components is outlined. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Automatic data collection systems KW - Conferences KW - Damages KW - Design KW - Germany KW - High-speed monitoring systems KW - Innovation KW - Loss and damage KW - Pavement management systems KW - Skid resistance KW - Smoothness UR - https://trid.trb.org/view/390729 ER - TY - CONF AN - 00648171 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Rodenborn, S A AU - Smith, R E AU - Transportation Research Board TI - CONSIDERATIONS FOR DEVELOPING AND SUPPORTING APPROPRIATE PAVEMENT MANAGEMENT SOFTWARE FOR END USERS SN - 0309055024 PY - 1994 VL - 2 SP - p. 3-8 AB - Developing the appropriate decision support software for pavement management is a difficult task that requires considerable knowledge, insight, and patience on the part of the systems analyst and programmers. The systems approach to developing software requires the systems analyst to determine what the ultimate user desires in the software and to develop a programming plan on the basis of those needs. However, in pavement management, many of the end users have never used a computer before and have no idea of what they want from it, let alone of what it can provide them. In addition, most end users are no more familiar with pavement management concepts than they are with computers. No matter how well the concepts are explained, the users do not understand what pavement management will do until they start using it. To make matters worse for the systems analyst, if the software is designed to provide everything the experts think should be included, it is too complex for the average ultimate user to understand and use. A number of things can be considered in the development of pavement management software to keep the problems manageable. First, a dynamic approach to software development must be followed. A simple software package should be developed in a modular form that will facilitate later modifications and allow addition of other modules. It should be prepared to facilitate exchange of data with other operating software in the agency and should provide adequate housekeeping features such as backing up data and removing extraneous files. Ease of use and training of the ultimate users must be considered from the beginning. Finally, the long-term support of the software must be considered. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Development KW - End users KW - Modules KW - Modules (Electricity) KW - Pavement management systems KW - Software KW - Software maintenance KW - Training KW - User training UR - https://trid.trb.org/view/390743 ER - TY - CONF AN - 00648172 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Pinard, M I AU - Paterson, WDO AU - Mbvundula, W D AU - Transportation Research Board TI - STRATEGY FOR DEVELOPMENT AND IMPLEMENTATION OF ROAD MANAGEMENT SYSTEMS IN THE SOUTHERN AFRICA DEVELOPMENT COMMUNITY REGION SN - 0309055024 PY - 1994 VL - 2 SP - p. 9-18 AB - Reduced budgets and increased deterioration of roads in many of the Southern Africa Development Community (SADC) countries have led to increased demands for economic efficiency in the use of scarce public funds. The inability of current approaches to be able to allocate resources among all competing components of the road network in an optimal manner has led road agencies in the SADC region to consider a more comprehensive, systems approach to road management. Unfortunately, there is no common strategy for the development of such systems in the 10-country SADC grouping, which is important for a region wishing to harmonize its approaches to road management. Based on experiences gained from the development of a road management system (RMS) in Botswana, a strategy is formulated for the development of such a system for the SADC countries in a manner that is considered appropriate to the prevailing scarce financial and staff resources. The RMS framework is based on an integrated, modular approach in which a central or core database, containing common data elements, is linked to and interacts with a number of decision support subsystems such as pavement management, which can be operated to achieve various objectives. This approach allows application subsystems to be added separately and in a staged manner to suit the requirements and capabilities of the road agency. An implementation strategy is proposed to take account of various issues that are likely to affect the sustainability of the RMS. These issues include institutional, organizational, operational, staffing, and training, for which various recommendations are made. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Decision support systems KW - Development KW - Implementation KW - Pavement management systems KW - Southern Africa KW - Strategic planning KW - Subsystems UR - https://trid.trb.org/view/390744 ER - TY - CONF AN - 00648189 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Wang, KCP AU - Zaniewski, J AU - Delton, J AU - Transportation Research Board TI - DESIGN OF PROJECT SELECTION PROCEDURE BASED ON EXPERT SYSTEMS AND NETWORK OPTIMIZATION SN - 0309055024 PY - 1994 VL - 2 SP - p. 173-183 AB - Rehabilitation project selection and pavement network optimization are integral parts of the Highway Preservation Program of the Arizona Department of Transportation (ADOT). In order to assist the decision makers in the selection process, techniques in expert systems were used to simulate the process of initial project selection. In addition, the results from the network optimization system (NOS) are used in preparing budget proposals for the 5-year Highway Preservation Program. The project selection is an interactive process with a constantly monitored budget proposal based on NOS. The initial list of rehabilitation projects was determined through the use of a knowledge development environment, TIRS, from IBM. The design of this knowledge-based expert system (KBES) was illustrated by the use of actual screen shots of the development environment. A basic knowledge base was established that contained the rules and conditions necessary to generate project recommendations through an interactive input process. In order to be able to process batch data for the entire pavement network, a delineation method was used to divide the highways into homogeneous logic sections. The integration of designed KBES with newly improved NOS is being implemented in ADOT in an advanced desktop platform. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Arizona KW - Budgeting KW - Conferences KW - Decision making KW - Driver rehabilitation KW - Expert systems KW - Highways KW - Implementation KW - Interactive computing KW - Network level KW - Networks KW - Optimization KW - Preservation KW - Project management KW - Projects KW - Rehabilitation KW - Selection KW - User interfaces (Computer science) UR - https://trid.trb.org/view/390761 ER - TY - CONF AN - 00648190 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Thompson, P D AU - Transportation Research Board TI - MAKING OPTIMIZATION PRACTICAL IN PAVEMENT MANAGEMENT SYSTEMS: LESSONS FROM LEADING-EDGE PROJECTS SN - 0309055024 PY - 1994 VL - 2 SP - p. 184-189 AB - Much has been written in the past 10 years about the development of new optimization techniques for pavement management systems. However, few public agencies are using optimization in their routine budgeting and programming activities. The reasons for this and the keys to making optimization more practical lie in taking a new look at its role in decision making and at the means by which optimization techniques are implemented. Several recent projects to create new pavement management systems or revamp old ones have demonstrated that the techniques do not have to be excessively complex or data-intensive and that they can be very effectively implemented on personal computers connected to shared data bases. The effective use of optimization signals the beginning of a new generation of pavement management systems. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Decision making KW - Implementation KW - Optimization KW - Pavement management systems KW - Personal computers UR - https://trid.trb.org/view/390762 ER - TY - CONF AN - 00648204 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Statton, J AU - Transportation Research Board TI - ROLE AND DEVELOPMENT OF A PAVEMENT CONSTRUCTION HISTORY DATA BASE WITHIN A PAVEMENT MANAGEMENT SYSTEM SN - 0309055024 PY - 1994 VL - 2 SP - p. 326-332 AB - The systematic historical recording of pavement configurations across a road network as affected by construction, rehabilitation, and maintenance treatments forms a crucial component of a pavement management system (PMS). The Department of Road Transport, South Australia is progressively implementing a comprehensive pavement construction history (PCH) system that will play a variety of roles within its PMS, including calibration of general pavement performance curves, monitoring the effect of specific pavement attributes on measured performance, and upkeep of the pavement condition information data base to reflect the effect of treatment works being undertaken. To achieve these requirements the design of the PCH data base has included a hierarchy of descriptors and standard codes to assist a wide variety of future retrievals. Commitment and support of field staff to data collation and data entry are critical to the credibility of the system. The involvement of a wide range of stakeholders in the system design and field staff in the refining and documentation of data collation and entry procedures has contributed to a sense of joint ownership of the system. The introduction of the simple personal computer (PC) map-based program ROADMAP for providing effective feedback of a wide variety of road-related data to users has been instrumental in securing support of field staff for data integrity and timely entry. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Calibration KW - Conferences KW - Data collation KW - Data entry KW - Data files KW - Data quality KW - Evaluation KW - Monitoring KW - Pavement conditions KW - Pavement construction history KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Recordkeeping KW - Reliability KW - South Australia UR - https://trid.trb.org/view/390776 ER - TY - CONF AN - 00648162 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Johnson, E G AU - Connor, B G AU - Kulkarni, R B AU - Transportation Research Board TI - ORGANIZATIONAL IMPLEMENTATION AND APPLICATION OF ALASKA'S PAVEMENT MANAGEMENT SYSTEM SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 198-202 AB - The Alaska Department of Transportation and Public Facilities (DOT/PF) implemented its pavement management system (PMS) formulated as a dynamic problem using the Markov decision process. Four technical and management committees were established in headquarters and three regions. Planning, design, materials, construction, and maintenance are represented on these committees. Technical committees provide and review data and help delimit rehabilitation projects on the basis of PMS recommendations. Management committees, which include directors, deputy commissioners, and commissioners, estabish target pavement conditions and budgets. Alaska's PMS projected an annual savings of $3.9 million compared with the average previous 10-year budget of $28 million. Although the committees require much of the PMS engineer's time, it provided a very successful vehicle for implementing PMS. Ninety percent of initial project recommendations were implemented in the 6-year plan. In 1988 the department increased the tandem axle legal load limit to 38,000 lb, reducing the average structural pavement life 28% and increasing roughness and rut depth 7.5%. PMS showed that the long-term annual cost would increase $3 million, as opposed to $12 million based on structural life alone. Urban rutting and rural roughness were found to control the scheduling of pavement rehabilitation projects rather than pavement fatigue. Because of this, pavement structural design lives were reduced from 20 to 10 years for rural Interstate and principal arterials and to 12 years for urban Interstate and principal arterials. Alaska's PMS shows that preventive maintenance is more cost-effective than corrective maintenance and that rehabilitation is more cost-effective than corrective maintenance. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Alaska KW - Conferences KW - Cost effectiveness KW - Driver rehabilitation KW - Implementation KW - Load limits KW - Markov processes KW - Pavement life KW - Pavement management systems KW - Pavements KW - Preventive maintenance KW - Rehabilitation KW - Roughness KW - Rut depth KW - Rutting KW - Service life KW - Trucks UR - https://trid.trb.org/view/390734 ER - TY - CONF AN - 00648164 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - GUTIERREZ-BOLIVAR, O AU - ACHUTEGUI, F AU - Transportation Research Board TI - IMPLEMENTATION OF PAVEMENT MANAGEMENT SYSTEM IN SPANISH STATE ROAD NETWORK SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 211-216 AB - The Spanish Ministry of Public Works and Transport has begun to implement a pavement management system for its road network. Studying the experience of other authorities has been extremely important in selecting a method. The aim was to adapt the system to the circumstances of the network. The system is being implemented in stages in order to produce results as soon as possible and to not lose the advantages of a rigorous approach. The existing requirements and resources available have been considered in selecting the data to be collected. Some of the problems that have arisen during the work have been solved, and it is hoped that others will be solved in the future. The first stage has been implemented, and work is under way on the second stage. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Implementation KW - Pavement management systems KW - Spain UR - https://trid.trb.org/view/390736 ER - TY - CONF AN - 00648179 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - KNUDSEN, F AU - Simonsen, P AU - Transportation Research Board TI - HOW DECISION MAKERS AT VARIOUS LEVELS USE OUTPUT FROM THE DANISH PAVEMENT MANAGEMENT SYSTEM, BELMAN SN - 0309055024 PY - 1994 VL - 2 SP - p. 74-82 AB - A description is provided of how decision makers at various levels in Denmark use the output of BELMAN, the pavement management system used on the 4,600-km Danish National Road Network and a large portion of the regional road network. BELMAN helps support political and budget decisions by documenting the need for pavement maintenance and projecting the consequences of budget reductions in terms of the effect on road conditions. BELMAN provides (a) the ability to develop a series of options for maintenance programs and budgets that will be socioeconomically attractive and also ensure a uniform maintenance standard and (b) the ability to project the development of pavement condition several years into the future, on the basis of various budget levels or changes in a variety of other parameters, such as traffic load. The Danish Road Directorate publishes an annual report describing the condition of the national road network, changes over the past 10 years, and projections for the next 10 years. The information about current status and the forecasts for the future are taken from BELMAN's statistical and optimization output. In 1992, this report supported a 15% increase in appropriations for pavement maintenance in the state budget. The same information is also used to support decisions in budget negotiations between the Danish Road Directorate and the 14 county road authorities in Denmark. The state road network in Denmark represents a depreciated value of approximately 7 billion DKK (1.1 billion US$), and the average costs for maintenance have been 300 million DKK (46 million US$) over the past 10 years, with a downward trend in the 1990s. During the same period traffic has increased considerably, especially heavy traffic. With 5% annually, an increasing traffic load is the result of an increased use of super-single truck tires. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Alternatives analysis KW - Budgeting KW - Conferences KW - Decision making KW - Denmark KW - Evaluation KW - Forecasting KW - Optimization KW - Options KW - Pavement conditions KW - Pavement maintenance KW - Pavement management systems KW - Pavements KW - Political factors UR - https://trid.trb.org/view/390751 ER - TY - CONF AN - 00648181 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Orloski, F P AU - Transportation Research Board TI - ROLE OF MPOS IN PAVEMENT MANAGEMENT SN - 0309055024 PY - 1994 VL - 2 SP - p. 91-96 AB - Metropolitan planning organizations (MPOs) have a role in pavement management that supports local, regional, and state agency needs. The Intermodal Surface Transportation Efficiency Act of 1991 requires each MPO to address six management systems, one of which is pavement management, in the transportation planning process for the urbanized area. A research study was funded by FHWA to address this role and identify a framework for MPO involvement. This framework identified eight major elements for the MPO. Each element has a variety of activities that can be easily implemented by MPO staff. The level of involvement in each activity ranges from low to high depending on the use of the activity in the planning process. The major conclusions from the study are discussed, and a summary of MPOs involved in pavement management around the country is presented. The role of the MPO in overcoming the barriers to using pavement management by explaining the benefits of a system to support increased highway budgets is discussed. There are several methods of improving communications with local agencies and citizens. Effective public relations techniques to communicate future needs are necessary. The participation of MPOs in local pavement management will result in efficient use of limited local resources for the improvement in regional road networks. The overall goal of better managed and maintained highway facilities in urbanized areas can be achieved with coordinated efforts of state, MPO, and local agencies. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Communications KW - Conferences KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Local government KW - Metropolitan planning organizations KW - Pavement management systems KW - Public relations UR - https://trid.trb.org/view/390753 ER - TY - CONF AN - 00648196 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - SMITH, R B AU - TANEERANANON, P AU - Transportation Research Board TI - DEVELOPMENT OF EFFECTIVE MAINTENANCE STRATEGIES FOR MUNICIPALITIES IN THAILAND SN - 0309055024 PY - 1994 VL - 2 SP - p. 234-241 AB - There are approximately 200 municipalities in Thailand. Because of a very low tax base, most of the municipalities have insufficient funds to meet the basic requirements of the municipality, including health services and education, let alone have funds to maintain the road network to an adequate standard. Administration systems are generally simple with very few municipalities possessing computer systems. Australian development assistance was provided to assist municipalities to develop maintenance strategies that took into account the requirements of the municipality, the limited maintenance funds, and the training of staff. A pavement management system (PMS) was implemented in Hat Yai and Park Praek municipalites in southern Thailand. The first task was to define the road network in a systematic manner--a road numbering system was lacking, and some roads were unnamed. Problems faced during the implementation, the expectations of the system, and user acceptance were examined. It is recommended that there is a need to develop a more systematic approach to maintenance, including training of the work force; there must be commitment and active involvement at the highest level within the municipality; there must be support within the government so that funding can be provided or local funding approved; and material must be provided in the local language. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Cities KW - Cities and towns KW - Conferences KW - Implementation KW - Maintenance management KW - Pavement management systems KW - Strategic planning KW - Thailand UR - https://trid.trb.org/view/390768 ER - TY - CONF AN - 00648198 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - PORTER, K F AU - Wilkie, D M AU - Transportation Research Board TI - IMPLEMENTATION OF PAVEMENT MANAGEMENT SYSTEMS TO OPTIMIZE WORK PROGRAMS FOR LOCAL GOVERNMENT AUTHORITIES IN AUSTRALIA SN - 0309055024 PY - 1994 VL - 2 SP - p. 249-262 AB - The lessons learned in marketing and implementing pavement management systems (PMSs) within state road authorities and local government authorities in Australia are discussed. The PMS was developed by the Asset Control Technology Section of the Roads and Traffic Authority of New South Wales (NSW). This PMS has been implemented in over 40 local government authorities and four state road authorities in Australia as well as a number of government authorities in Asia. The system is modular and has been especially adapted for local government. Key issues are reviewed that have been identified as significant in the implementation of the PMS to a wide sector of the road industry in NSW, particularly over the past 4 to 5 years. Local government technical staff have developed an increasing realization of the need for PMS technology but have exhibited some reticence to select and implement a system. The comprehensive implementation and training package provided with the PMS, at first considered daunting by some clients, has proven entirely adequate. It is now often cited as constituting a valuable management review, which is one of the main advantages of taking PMS technology to local government. In the areas of infrastructure renewal, effective asset management, and accountability for the capitalization of assets, the PMS has been credited with significant short-term wins and significant medium- to long-term capabilities. Examples of the applications of PMS in these areas are described. A brief case study of the effective implementation of PMS in Dubbo City is provided. Interfacing PMS software with other information management systems requires considerable attention. The nature of the market place for PMS implementation is discussed in light of developments over the past 5 years in information management. In conclusion, there is a retrospective look at the projections made for PMS in Australia at the preceding conference, the degree to which they have been realized, and the lessons available from past PMS implementations from the viewpoint of the implementor and the local government client. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Applications KW - Australia KW - Case studies KW - Conferences KW - Implementation KW - Information management KW - Local government KW - Marketing KW - New South Wales KW - Pavement management systems KW - Training UR - https://trid.trb.org/view/390770 ER - TY - CONF AN - 00648158 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Lepert, P AU - Guillemin, R AU - Bertrand, L AU - Renault, D AU - Transportation Research Board TI - EVALUATION OF FRENCH NATIONAL HIGHWAY NETWORK BASED ON SURFACE DAMAGE SURVEYS SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 161-169 AB - In 1992 the managing authority of the French National Roads Network decided to modernize the means of evaluating the condition of its roads. The tool set up to do this is based primarily on a systematic survey of pavement surface damage, completed by skidding resistance measurements. Sixteen Regional Public Works Laboratories were assigned to gather road information. For the evaluation tool to have the expected qualities, there has been a special effort to make the damage survey a means of investigation as reliable as a measurement. The laboratories use a highly formalized method that precisely fixes the conditions in which the survey must be performed, the type of information to be recorded, and its codification. Training incorporating an introduction to the method, practical work on sections of road, and days spent coordinating the terms complete the arrangements made to ensure the reliability of the survey. The information gathered on the road network is then realigned on the official distance markings of the road network and accepted in 200-m lengths before being transferred to a data base. There it is processed to provide a series of ratings qualifying the condition of the pavement structures and the safety that the pavement offers the user. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Condition surveys KW - Conferences KW - Damages KW - Evaluation KW - France KW - Loss and damage KW - Pavement conditions KW - Pavement management systems KW - Pavements KW - Performance KW - Performance indicators KW - Reliability KW - Skid resistance UR - https://trid.trb.org/view/390730 ER - TY - CONF AN - 00648160 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Ningyuan, L AU - Haas, R AU - Transportation Research Board TI - SPECIAL IMPLEMENTATION OF PAVEMENT MANAGEMENT FOR A LARGE HIGHWAY NETWORK IN A DEVELOPING AREA OF CHINA SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 179-190 AB - Significant development of the highway network will occur in China in the next 10 years. The characteristics of the change are embodied in a relatively large investment in new construction and upgrading of the existing highway network. Consequently, it is important to manage the available funds, resources, and technology in the most efficient and cost-effective way. Although the pavement management technology was developed in North America, there is a tremendous benefit to be gained by applying it in developing countries. As a result, some developing countries have established pavement management systems (PMSs) to better manage their road infrastructure assets. PMSs in China have rapidly progressed from a concept to a broadly accepted practice over the past few years. A methodology is established for the implementation of a special PMS in the developing areas of China. The emphasis is on establishing road investment priorities that are adjustable and suitable to developing countries, which includes determination of the present status of the network, developing needs, and priority programs that consider the future serviceability of the network. The system was applied to an actual sample network of the Southeast Economic Developing Region of Qinghai, China, where a large amount of new construction will be undertaken while rehabilitation and maintenance of the existing pavement will be carried out at the same time. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - China KW - Conferences KW - Developing countries KW - Implementation KW - Pavement management systems UR - https://trid.trb.org/view/390732 ER - TY - CONF AN - 00648183 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - SMITH, R B AU - FROST, M AU - Foster, J AU - Transportation Research Board TI - CONTRACT ROAD MAINTENANCE IN AUSTRALIA: A PILOT STUDY SN - 0309055024 PY - 1994 VL - 2 SP - p. 113-121 AB - Road maintenance in Australia has traditionally been undertaken directly by the labor forces of the responsible authority. In 1990 the Roads and Traffic Authority (RTA) of New South Wales decided to undertake a pilot study to determine the efficacy and efficiency of contract road maintenance. The innovative features of the pilot project in the Australian context are described. For the evaluation that took place during the 12-month pilot study, the western sector of the Sydney region's main road and state highway network was divided into three parts: (a) a network maintained by a contractor under the management of private sector project managers--the contract network; (b) a network maintained by the RTA work force under the management of private sector project managers--the works center network; and (c) the balance of the network maintained by the RTA work force under the management of RTA personnel--the base network. The pilot project proved the feasibility of contracting the full range of road maintenance activities, demonstrated that the performance of the contractor was at least equal to that of the RTA work force, resulted in a significant improvement (22%) in the efficiency of the RTA work force through the application of contractual work methods and the exposure to competition, and demonstrated improvements in maintenance effectiveness through the separation of accountability for road maintenance management and resource management. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Australia KW - Conferences KW - Conservation KW - Contracting out KW - Economic efficiency KW - Effectiveness KW - Efficiency KW - Feasibility analysis KW - Highway maintenance KW - Innovation KW - Maintenance management KW - Measures of effectiveness KW - New South Wales KW - Performance KW - Pilot studies KW - Pilot study KW - Resource management UR - https://trid.trb.org/view/390755 ER - TY - CONF AN - 00648185 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Falls, L C AU - Khalil, S AU - Hudson, W R AU - Haas, R AU - Transportation Research Board TI - LONG-TERM COST-BENEFIT ANALYSIS OF PAVEMENT MANAGEMENT SYSTEM IMPLEMENTATION SN - 0309055024 PY - 1994 VL - 2 SP - p. 133-138 AB - Many agencies in the United States, Canada, and other countries have implemented pavement management systems (PMSs) over the past two decades. Although the technology and implementation have developed rapidly, the costs and benefits of pavement management have generally been assessed only on a qualitative basis. A major reason for this is the difficulty of quantifying benefits to both authorities and users. The qualitative costs and benefits of developing and implementing a PMS, including those of a general and specific nature, are defined and classified. General benefits include better chances of making correct decisions, improved intraagency coordination, and better use of technology; specific benefits, such as justification of programs, would accrue primarily to elected representatives and senior management. It is suggested that the true, quantitatively based indicators of PMS cost-effectiveness involve the ultimate savings in real highway expenditures plus user cost savings. If these "secondary benefits" of user cost savings can be quantified and if they indicate a substantial degree of PMS cost-effectiveness by themselves, then the basis exists for quantitative justification of the PMS. On the basis of data from pavement management implementation in the province of Alberta, it is demonstrated how user cost savings can be calculated for an increase that actually occurred in average network serviceability, even though the budget remained constant. (In real terms it decreased. Consequently, the analysis was conservative.) The ratio of these user cost savings to PMS costs [i.e., cost-benefit (C/B) ratio] ranged up to about 100:1 or more for a variety of scenarios and assumptions. Although it does not represent an exhaustive economic analysis, the case application illustrates that it is a quite sound way in which to look at the value of a PMS. Moreover, it has been found to be a very effective tool for senior administrators with which to justify implementation of a PMS. A second state-level evaluation was carried out on the Arizona PMS on the basis of available data. It was intended for comparison and for verification of the approach used. The C/B ratios are not as high as those for Alberta (partly because of differences in the data and because of the assumptions that had to be used), but they are still substantial and support the general principle of the analysis techniques used. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Alberta KW - Alternatives analysis KW - Arizona KW - Benefit cost analysis KW - Case studies KW - Conferences KW - Cost control KW - Cost effectiveness KW - Cost savings KW - Implementation KW - Long term KW - Pavement management systems KW - Qualitative analysis KW - Quantitative analysis KW - Time duration UR - https://trid.trb.org/view/390757 ER - TY - CONF AN - 00648192 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Smadi, Omar G AU - Maze, T H AU - Transportation Research Board TI - NETWORK PAVEMENT MANAGEMENT SYSTEM USING DYNAMIC PROGRAMMING: APPLICATION TO IOWA STATE INTERSTATE NETWORK SN - 0309055024 PY - 1994 VL - 2 SP - p. 195-204 AB - Use of a deterministic, dynamic program for network-level pavement management optimization is applied. Dynamic programming, a mathematical programming technique, provides a systematic procedure for determining the decision or combination of decisions that increases the overall effectiveness of resources allocated to the pavement network. Deterministic dynamic programming is applied to the optimization of network-level pavement management, and Iowa segments of Interstate 80 are used as a case study. The network model is based on data provided by the Iowa Department of Transportation (Iowa DOT) and uses the Iowa DOT's pavement performance curves for predicting pavement condition. The model decision variables are the selection of a pavement section's treatment or rehabilitation strategy and the point in time when the treatment or rehabilitation strategy and the point in time when the treatment is to be applied to the section. Although the model is flexible and may consider several objectives and constraints, it is applied with a cost minimization objective while pavements are constrained to minimum performance levels. I-80 pavement data were provided by the Iowa DOT. In addition, a complete construction project listing for I-80 between 1987 and 1992 was used for comparing the treatment strategies selected by the model with those actually scheduled by Iowa DOT engineers. Although strategies selected by the model and the Iowa DOT engineers are likely to be different, a correlation between the two would tend to validate the results of the model. However, the model should make better decisions than the decisions made with engineering judgment. The dynamic program that performs the network optimization is written in FORTRAN 77. When the results of the computer model were compared with the actual construction project data, in almost 35% of the pavement sections, the treatment or rehabilitation strategy and implementation time selected by the optimization model match the Iowa DOT strategy and time. For 40% of the pavement sections, the treatment strategy selected by the optimization matched the one selected by Iowa DOT engineers, but the timing was different. The remaining sections showed some inconsistency in the data and the decision-making process. The network optimization model, if implemented, adds to the Iowa DOT's flexibility, consistency, speed in decision making, and ability to forecast the implications of specific decisions, changes in cost structure, changes in assumptions, or changes in resource limitations. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Case studies KW - Conferences KW - Cost control KW - Cost minimization KW - Decision making KW - Driver rehabilitation KW - Dynamic programming KW - Forecasting KW - Interstate Highway System KW - Iowa KW - Network level KW - Networks KW - Optimization KW - Pavement management systems KW - Pavement performance KW - Performance KW - Performance prediction KW - Rehabilitation KW - Scheduling KW - Strategic planning UR - https://trid.trb.org/view/390764 ER - TY - CONF AN - 00648194 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Veeraragavan, A AU - Justo, CEG AU - Transportation Research Board TI - DEVELOPMENT OF PAVEMENT MAINTENANCE MANAGEMENT SYSTEM FOR A ROAD NETWORK SN - 0309055024 PY - 1994 VL - 2 SP - p. 217-223 AB - Pavement maintenance management system (PMMS) studies are required in order to program the investments in pavements of a selected road network so as to achieve optimal results. The results of a case study of PMMS implementation, carried out on the primary and secondary roads of the Bangalore Metropolitan Region Development Authority area in India, are described. A simple approach, based on pavement evaluation and other data, was used to determine the most economical pavement maintenance strategy. Ways in which a PMMS could be used and implemented in a developing country such as India and related issues such as problems in data collection, development of pavement deterioration models, and prediction of pavement life are examined. The problems encountered during the study are also examined. It was found that PMMS could result in considerable savings in road user costs and overall transportation costs. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Case studies KW - Conferences KW - Cost effectiveness KW - Data collection KW - Defects KW - Developing countries KW - Economics KW - Implementation KW - India KW - Maintenance management KW - Mathematical prediction KW - Models KW - Optimization KW - Pavement distress KW - Pavement life KW - Pavement management systems KW - Pavements KW - Performance KW - Performance prediction KW - Service life UR - https://trid.trb.org/view/390766 ER - TY - CONF AN - 00648159 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Larsen, HJE AU - SCHMIDT, B AU - Nielsen, R R AU - BALTZER, S AU - Transportation Research Board TI - THE PROFILOGRAPH: A TECHNOLOGICAL ENHANCEMENT OF BELMAN, THE DANISH PAVEMENT MANAGEMENT SYSTEM SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 170-175 AB - The integration of the profilograph into BELMAN, the pavement management system used on the Danish state road network, is investigated. In this case, the "profilograph" is a condition measurement device based on laser technology, and it must not be confused with the U.S. "profilograph". Also investigated are the establishment of suitable procedures for data handling and analysis and the performance models needed to integrate the profilograph data into the BELMAN system. Denmark began to develop a systematic approach to pavement management in the 1970s and has since developed a fully operational pavement management system that evaluates pavement management strategies for the entire Danish state road network based on performance models (i.e., the BELMAN system). The most recent enhancement to the BELMAN system is its integration with the Danish profilograph. By incorporating the exact measurements of roughness and profile data obtained through the profilograph, the BELMAN system's capabilities for planning maintenance and rehabilitation strategies have been greatly improved. The profilograph records very precise data on the geometry of the pavement surface obtained by 17 laser sensors mounted on a moveable bar, as well as gyroscopes and accelerometers. The geometrical data are processed afterward to produce longitudinal roughness (e.g., IRI), cross fall, rutting, and curvature. Integration of the profilograph's measuring system into the Danish pavement management system also involved development of suitable procedures for handling and analyzing the tremendous amount of data and information that the profilograph provides about the road network. New models for performance prediction using the profilograph data were also developed. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Cross fall KW - Curvature KW - Data analysis KW - Data management KW - Denmark KW - Evaluation KW - Geometric elements KW - Geometrics data KW - Information processing KW - Lasers KW - Mathematical analysis KW - Mathematical prediction KW - Measuring instruments KW - Models KW - Pavement conditions KW - Pavement management systems KW - Pavements KW - Performance KW - Performance prediction KW - Profilographs KW - Roughness KW - Rutting UR - https://trid.trb.org/view/390731 ER - TY - CONF AN - 00648166 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Phillips, S J AU - Transportation Research Board TI - DEVELOPMENT OF UNITED KINGDOM PAVEMENT MANAGEMENT SYSTEM SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 227-236 AB - The United Kingdom Pavement Management System (UKPMS) is a computer system currently being designed for the economic management of the structural maintenance budget of a road network. It is being promoted and funded by most highway authorities in the United Kingdom, representing owners of all classes of roads, from congested city streets to narrow rural roads. It will incorporate a new system of visual data collection, data analysis, and budget allocation for all paved areas within the highway boundary and will combine data from different types of condition surveys. Other significant features include the ability to project condition data into the future; this enables the user to take account of the economics of alternative maintenance treatments when deciding where and what treatments should occur. Because the economics of alternative maintenance strategies are considered, UKPMS is, in essence, prioritizing the solutions to structural road maintenance rather than, as many systems do, prioritizing the problems. To test the innovative principles of UKPMS, and to test the new data collection techniques, prototype software has been written. It is being used by highway maintenance practitioners themselves during the current design stage. The core philosophy of UKPMS is to defer treatments where it is cost-effective and safe to do so and to give priority instead to preventive maintenance. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Condition surveys KW - Conferences KW - Data analysis KW - Data collection KW - Decision making KW - Fund allocations KW - Inspection KW - Mathematical analysis KW - Pavement maintenance KW - Pavement management systems KW - Preventive maintenance KW - Prototypes KW - Ratings KW - Software KW - Strategic planning KW - United Kingdom KW - Vision UR - https://trid.trb.org/view/390738 ER - TY - CONF AN - 00648177 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Smith, R E AU - Hall, J P AU - Transportation Research Board TI - OVERVIEW OF INSTITUTIONAL ISSUES IN PAVEMENT MANAGEMENT IMPLEMENTATION AND USE SN - 0309055024 PY - 1994 VL - 2 SP - p. 53-63 AB - Pavement management concepts were developed in the 1970s and matured in the 1980s. However, many agencies still are not using structured pavement management processes in their daily management activities. Federal and state mandates are compelling state and local agencies to implement pavement management systems; however, some of these agencies appear to be adopting pavement management to meet a requirement rather than using them to assist in making management decisions. With more agencies recently attempting implementation, it has become apparent that the institutional issues must also be addressed before effective, full use of pavement management practices becomes common among the agencies responsible for managing pavements. These institutional issues are related to both the operational characteristics of the agencies and the people in the organizations. Previous papers have addressed specific institutional problems and methods to overcome them in particular cases. The overall institutional issues that have been found to influence the adoption and use of pavement management practices at both the state and local levels are addressed. Approaches are identified that have been found to prevent, overcome, bypass, or reduce the problems caused by institutional issues. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Implementation KW - Institutional issues KW - Local government KW - Pavement management systems KW - Socioeconomic development KW - State government UR - https://trid.trb.org/view/390749 ER - TY - CONF AN - 00648184 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Hudson, W R AU - Haas, R AU - Transportation Research Board TI - FUTURE DIRECTIONS AND NEED FOR INNOVATION IN PAVEMENT MANAGEMENT SN - 0309055024 PY - 1994 VL - 2 SP - p. 122-130 AB - Research costs money, innovation saves money, but good research produces innovations. That is our theme. When we speak of research needs, we need to think of the innovation that can result from research well done. Emphasis in highway research and particularly pavement management research for the past 20 years has been on short-term needs and implementation. Lack of support for intermediate and long-term efforts has left the industry, in 1994, facing many of the same problems it faced in 1970. Pavement management has progressed from a concept in the 1960s, to a working process in the 1970s, to a significant degree of implementation in the 1980s. The principles have been formulated and much has been learned from implementation experience at the federal, state or provincial, and local levels in various countries. By the year 2000 many more agencies will have adopted pavement management systems (PMSs). But the improvements in application and implementation have not been matched by improvements in the component technology of pavement management. For example, good, long-term performance prediction models are still unavailable at the time of writing. A substantial amount of innovation is necessary if we are to realize a standardized pavement management process with widespread or universal applicability. Such a PMS must have comprehensive technical underpinnings, but sufficient flexibility for tailoring to individual agency needs and resources. The required innovation and research should range from short-term problem solving to strategic efforts for technology and application improvements. An outline for a program of research to develop innovations that can achieve the desired improvements is presented. The changing nature of pavement research and the associated needs are reviewed; a standardized structure for pavement management is described within which the component activities, and research toward their improvement, can be incorporated. The major types of research that must be carried out for a successful program of improvements in pavement management technology and application are described, the major elements of successful pavement research are defined, and some of the opportunities for innovation and major advances in pavement technology and application of the process are identified. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Applications KW - Conferences KW - Innovation KW - Long term KW - Mathematical prediction KW - Models KW - Pavement management systems KW - Performance KW - Performance prediction KW - Problem solving KW - Research KW - Short term KW - Standardization KW - Strategic planning KW - Technology KW - Time duration UR - https://trid.trb.org/view/390756 ER - TY - CONF AN - 00648191 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Alviti, E AU - Kulkarni, R B AU - Johnson, E G AU - Clark, N AU - Walrafen, V AU - Nazareth, L AU - Stone, J AU - Transportation Research Board TI - ENHANCEMENTS TO THE NETWORK OPTIMIZATION SYSTEM SN - 0309055024 PY - 1994 VL - 2 SP - p. 190-194 AB - The network optimization system (NOS) used by the Kansas and Alaska departments of transportation addressed the question, What are the minimum budget requirements necessary to maintain prescribed performance standards? Each road category, with its unique performance models, was solved individually with its own preselected performance standards. The reverse question, What maximum performance standards can be maintained for a fixed budget?, had to be solved by an iterative approach. In a constrained funding environment, the more important reverse question required considerable time and computer resources. The resulting solution may not be optimal, because several combinations of performance standards can meet the fixed budget. The methodology of NOS was enhanced to perform as a linked model. Once an initial feasible solution is obtained for the network using the original version of the NOS, an initial percentage budget is specified for each category as a starting point. A linked model, long-term solution is obtained before running the linked-model, short-term model. Both solutions work by creating a master matrix that is revised for each iteration of the linked model until an optimal solution is found. The solution includes optimal performance standards for each road category at a specified total budget. Initial runs of the model result in improved pavement condition when optimized statewide at the budget level recommended by the optimization of individual road categories. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Budgeting KW - Conferences KW - Fixed budgets KW - Mathematical prediction KW - Models KW - Network level KW - Networks KW - Optimization KW - Pavement performance KW - Performance KW - Performance prediction KW - Quality of work UR - https://trid.trb.org/view/390763 ER - TY - CONF AN - 00648202 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Henderson, B AU - Phang, W A AU - Richter, C AU - Transportation Research Board TI - QUALITY STANDARDS FOR RELIABLE PAVEMENT ROUGHNESS EVALUATION SN - 0309055024 PY - 1994 VL - 2 SP - p. 302-314 AB - A pavement management system (PMS) requires reliable data to project maintenance needs and evaluate the success or failure of various maintenance options. Assessments of ride quality, based on either response-type roughness measurements or longitudinal profile measurements, are often used to characterize pavement conditions and predict future needs in a PMS. To successfully determine changes in pavement roughness, the measurement equipment must provide accurate repeatable results and be stable over time. Records of pavement profile taken at intervals form a basis on which changes in roughness can be deduced, whether by calculation of International Roughness Index (IRI) or some other roughness characteristic or statistic. For this reason, measurements of longitudinal profile are a key component of the long-term monitoring effort conducted by the Strategic Highway Research Program (SHRP) Long-Term Pavement Performance (LTPP) studies. For the SHRP/LTPP program the K.J. Law profilometer was selected because of its well-tested record and ability to provide rapid measurements of longitudinal profile on highway pavements. The backup device for the SHRP program is the Face Technologies "dipstick", which can also be used as a reference for the dynamic calibration check on the profilometer. A description is given of PROQUAL, a suite of computer programs developed by SHRP for field quality assurance and subsectioning of profile data, inputting, checking, and analyzing profile data before uploading to the Regional Information Management System and then finally the National Information Management System (RIMS/NIMS). The software also provides procedures for the dynamic calibraiton of the profilometer and processing longitudinal and transverse data collected with the dipstick. Statistical criteria are used in the field data collection process to determine adequacy of the data with respect to repeatability. Data that do not fit the requirements are discarded, and a minimum data set is declared accepted. IRI, root-mean-square vertical acceleration, Mays output, and slope variance values are calculated; profiles are stored. Examples of data from the SHRP program collected over 4 years are used to demonstrate with confidence the reliability of the data collected as part of the LTPP program. There is also a discussion of how the procedures and software developed for the SHRP program may be transferred to other agencies. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Accuracy KW - Calibration KW - Computer programs KW - Conferences KW - Data files KW - Data quality KW - Evaluation KW - Field data KW - Field studies KW - Information processing KW - Long-Term Pavement Performance Program KW - Longitudinal profile KW - Measuring instruments KW - Pavement conditions KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Profilometers KW - Quality assurance KW - Reliability KW - Repeatability KW - Roughness KW - Strategic Highway Research Program UR - https://trid.trb.org/view/390774 ER - TY - CONF AN - 00648155 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - TAPIO, R AU - Piirainen, A AU - MANNISTO, V AU - Transportation Research Board TI - PERFORMANCE INDICATORS IN PRODUCT-BASED MANAGEMENT IN FINNISH NATIONAL ROAD ADMINISTRATION SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 134-141 AB - The Finnish National Road Administration (FinnRA) is the national highway authority of Finland. The organization of FinnRA is divided into nine independent road districts and a small central administration. FinnRA has undergone several organizational reforms in recent years. For better management of the road system, FinnRA was required to change its organization from a management-by-objectives system to an internal business enterprise and its management style into product-based management. The system was tested with two districts in 1993; the whole administration will use product-based management in 1994. There are three kinds of roadkeeping objectives in Finland: effects on society, economical objectives, and additional objectives. Objectives for the effects on society are set by the Ministry of Transportation and then transferred into maintenance and rehabilitation quality standards for each product in the performance contracts made between the central administration and the districts. The performance of paved roads is the main roadkeeping priority in Finland. The quality standards of pavement performance are defined using four main condition variables: rut depth, roughness, surface defects, and bearing capacity. Surface condition variables are measured every year at main roads; the standard measurement cycle is 3 years. Bearing capacity is measured every 3 or 5 years. Best practices in road management can be based only on good data and analytical procedures. All levels of a road administration share needs in developing road improvement programs and evaluating their impacts. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Bearing capacity KW - Conferences KW - Defects KW - Finland KW - Pavement management systems KW - Pavement performance KW - Performance KW - Performance indicators KW - Product-based management KW - Roughness KW - Rut depth KW - Rutting UR - https://trid.trb.org/view/390727 ER - TY - CONF AN - 00648156 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - GASPAR, L AU - Rosa, D AU - Transportation Research Board TI - CONDITION, SAFETY, AND ASSET VALUE MONITORING IN HUNGARY SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 142-149 AB - In Hungary the adequacy and asset value of the road network have been evaluated periodically since 1979. This assessment, covering pavements, drainage, alignment, capacity and cross section, junctions, bridges, and culverts and lighting, was based on annual surveys of the road network and a series of standards established for the various road classes. The data collected were used to produce a number of performance indicators of the condition and performance of the network overall as well as their trends from year to year. The indicators, converted into scores, were used to determine the level of funding required for capital and maintenance works. In particular, the loss of asset value, expressed as the ratio of the net value (depreciated value of deteriorated pavement or structure) to the gross value (current replacement value of the roadway and foundation), was used to justify the amount of funds for road works to be made available. Since 1990 continuous automated survey methods have been used and pavement management has been progressively implemented. The time series of accident data, which have already been collected in Hungary for several decades, are also used for several management goals. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Automated survey methods KW - Conferences KW - Crash data KW - Evaluation KW - Fund allocations KW - Hungary KW - Pavement conditions KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Performance KW - Performance indicators KW - Time series analysis UR - https://trid.trb.org/view/390728 ER - TY - CONF AN - 00648170 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Howard, K R AU - Robertson, N F AU - Francisco, R AU - Transportation Research Board TI - INTRODUCTION OF INVESTMENT ANALYSIS INTO PAVEMENT MANAGEMENT PRACTICES IN THE PHILIPPINES SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 267-277 AB - The successful implementation in the Republic of the Philippines of a powerful and sophisticated pavement management system is discussed. This system is suitable for road network applications ranging from national strategic road networks to regional or district arterial and collector/distributor networks. The system consists of an accurate and up-to-date locational reference system for the road network; automated pavement condition data collection techniques; data management, data access, and data presentation techniques based on an easy-to-use geographic information system, which also provides menu control of data analysis processes; and a pavement investment analysis system. Particular features of the investment analysis system, based on the World Bank Highway Design and Maintenance Standards (HDM-III) package, include the abilities to (a) analyze networks of any size, by classifying network elements into pavement categories; (b) determine economic impacts of alternative maintenance strategies over the pavement life cycle, by predicting pavement deterioration under the action of maintenance strategies over the life cycle, and predicting the life-cycle cost streams that arise under each strategy; (c) include both agency costs and road user costs (i.e., vehicle operating costs and user time costs) in the economic analysis; (d) determine the optimum maintenance strategy for each pavement category under budget constraints, or average network condition standard constraints; and (e) determine an optimum distribution of budget allocation across a 3-year budget program. The HDM package has proven to be adaptable to technological environments beyond its original domain of relevance. In this project, successful performance and economic modeling of concrete pavements has been achieved, based on historical performance data. Successful implementation of a pavement management system in any road authority requires that three principal issues covering institutional impact be adequately addressed: technology impact, management commitment, and follow-through from planning to delivery. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Automatic data collection systems KW - Budget constraints KW - Budgeting KW - Concrete pavements KW - Conferences KW - Data analysis KW - Data management KW - Economic impacts KW - Fund allocations KW - Geographic information systems KW - Implementation KW - Information processing KW - Investment analysis KW - Investments KW - Life cycle costing KW - Maintenance management KW - Maintenance practices KW - Mathematical analysis KW - Network analysis (Planning) KW - Optimization KW - Pavement management systems KW - Philippines KW - Planning UR - https://trid.trb.org/view/390742 ER - TY - CONF AN - 00648173 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Pietrzyk, M C AU - Transportation Research Board TI - DEVELOPING A CUSTOMIZED PAVEMENT MANAGEMENT SYSTEM FOR PORT ORANGE, FLORIDA SN - 0309055024 PY - 1994 VL - 2 SP - p. 19-24 AB - The Port Orange Pavement Management System (POPMS) was developed cooperatively by the city of Port Orange, Florida, and the Center for Urban Transportation Research (CUTR). This subject is timely for local municipalities contemplating the development of a pavement management system (PMS). Recent FHWA policies now require that each state have an operable PMS by January 1993 in order to receive federal aid funding. It is anticipated that the states will establish similar requirements for local municipalities to continue receiving state matching funds. In particular, the system "customizing" process serves as a valuable guideline and case study for local governments seeking to investigate and implement a small-scale PMS. This project was set in motion to provide a rational basis for determining the financial deficiencies of roadway maintenance and rehabilitation to be met by a proposed transportation utility fee (TUF) as a means of generating much-needed revenue. The city of Port Orange, with a population of 35,000, initiated an investigation to develop a simple but comprehensive PMS for its 142-mile (228.62 km) street newtork. Very minimal street inventory data, limited field staff time availability, and only elementary knowledge of PMSs were all considerations. Before a pavement condition survey was carried out by the city, CUTR conducted a training session on city street network sampling strategy, visual condition survey techniques, development and completion of conditions survey forms, and pavement surface-distress-type classification guidelines. CUTR prepared a customized Pavement Conditions Survey Manual to facilitate city staff training. Upon the city's completion of the field condition survey, the pavement condition data were cataloged into a microcomputer assessment model. A total of 386 sample segments, or about 6% of the total city street surface area, were identified and evaluated. (The POPMS model is a modified version of a program being utilized by Carson City, Nevada. The modifications reflect specific maintenance and rehabilitation decisions by Port Orange.) A POPMS Evaluation Report and "report card" were prepared by CUTR to translate the results of the assessment model to city policy makers, to quantify and set priorities for specific pavement maintenance and rehabilitation project costs, and ultimately to predict and combat the effect of delayed expenditures more effectively. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Case studies KW - Classification KW - Condition surveys KW - Conferences KW - Defects KW - Development KW - Driver rehabilitation KW - Evaluation KW - Local government KW - Pavement conditions KW - Pavement distress KW - Pavement maintenance KW - Pavement management systems KW - Pavements KW - Policy making KW - Port Orange (Florida) KW - Ratings KW - Rehabilitation KW - Strategic planning KW - Surveying KW - Training KW - Visual surveys UR - https://trid.trb.org/view/390745 ER - TY - CONF AN - 00648187 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Smith, R E AU - Transportation Research Board TI - NEW APPROACH TO DEFINING PAVEMENT MANAGEMENT IMPLEMENTATION STEPS SN - 0309055024 PY - 1994 VL - 2 SP - p. 148-156 AB - Most implementation guidelines are prepared under the assumption that the decision to implement pavement management has been made. They generally do not address the problems of an individual in an organization who must convince the management structure that pavement management is something that should be adopted and implemented. In addition, many guidelines stop after the pavement management system has been adopted, pavements inspected, and information is in the computerized system. A new approach in pavement management implementation guidelines is described. It addresses five phases of pavement management adoption and implementation that cover the full range of implementation. The first phase is for individuals within agencies who are interested in finding information about pavement management to determine if they would like to pursue implementation. The second phase is for the pavement engineer, maintenance supervisor, or other persons trying to get their agency to adopt pavement management practices. The third phase is for personnel in an agency who have decided to implement pavement management but who have not selected the pavement management process, pavement management decision support software, and data collection procedures. The fourth phase is for agency personnel after the third phase has been completed and the system is being implemented in the agency. The final phase is for agency personnel after the initial implementation is complete and the agency is trying to make pavement management a routine part of the management process. When the fifth phase is finished, implementation can be considered complete, because the pavement management process becomes the standard method of managing the pavement system in the agency. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Guidelines KW - Implementation KW - Innovation KW - Pavement management systems UR - https://trid.trb.org/view/390759 ER - TY - CONF AN - 00648188 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Butt, A A AU - Shahin, M Y AU - Carpenter, S H AU - Carnahan, J V AU - Transportation Research Board TI - APPLICATION OF MARKOV PROCESS TO PAVEMENT MANAGEMENT SYSTEMS AT NETWORK LEVEL SN - 0309055024 PY - 1994 VL - 2 SP - p. 159-172 AB - The rate of pavement deterioration is uncertain, and a pavement management system (PMS) should portray this rate of deterioration as uncertain. A wide variety of PMSs are used, but unfortunately either these systems do not use a formalized procedure to determine the pavement condition rating, or they use deterministic pavement performance prediction models, or they assign the pavement state transition probabilities on the basis of experience. The objective of the research was to develop a probabilistic network-level PMS on the basis of pavement performance prediction with use of the Markov process. Pavements with similar characteristics are grouped together to define the pavement families, and the prediction models are developed at a family level. The pavement condition index (PCI), ranging from 0 to 100, is divided into 10 equal states. The results from the Markov model are fed into the dynamic programming model and the output from the dynamic programming is a list of optimal maintenance and repair (M&R) recommendations for each pavement family-state combination. If there are no constraints on the available budget, the M&R recommendations from the dynamic programming will give a true, optimal budget. However, because the budgets available are usually less than the needs, two prioritization programs have been developed to allocate the constrained budgets in an optimal way. The first prioritization program is based on simple ranking of the weighted optimal benefit/cost ratios, and the second is based on the incremental benefit/cost ratio. The output from the two programs is a list of sections to be repaired, type of M&R alternatives selected, cost of M&R alternatives, and section network benefits. The results from the two prioritization methodologies are compared through an actual implementation on an existing airfield pavement network. The prioritization using the incremental benefit/cost ratio program uses the available constrained budget to the best of the full limit. To maintain a specified network PCI, the optimal benefit/cost ratio program will spend less money than the incremental benefit/cost ratio program. The developed optimization programs are very dynamic and robust for network-level PMSs. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Airport runways KW - Benefit cost analysis KW - Conferences KW - Dynamic programming KW - Evaluation KW - Implementation KW - Maintenance KW - Markov processes KW - Mathematical prediction KW - Models KW - Network level KW - Networks KW - Optimization KW - Pavement conditions KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Performance KW - Performance prediction KW - Ratings KW - Recommendations KW - Strategic planning UR - https://trid.trb.org/view/390760 ER - TY - CONF AN - 00648205 JO - CONFERENCE PROCEEDINGS 1 PB - Transportation Research Board AU - Mohseni, A AU - Darter, M I AU - Hall, J P AU - Transportation Research Board TI - CASE STUDY OF BENEFITS ACHIEVED FROM IMPROVED MANAGEMENT OF PAVEMENT FACILITIES SN - 0309055024 PY - 1994 VL - 2 SP - p. 333-341 AB - Benefits to both the highway agency and the traveling public are significant when an effective pavement management system is used. Benefits to highway users related to improved long-term rehabilitation programming decision making are presented as a case study for the Chicago metropolitan freeway network. The vehicle kilometers traveled on pavements in good condition increased 20% over an ad hoc rehabilitation selection method when a simple ranking method was used and 260% when the incremental benefit cost method was used to select rehabilitation projects over a 10-year period for the same annual level of funding. The direct consideration of benefits in the management of a highway network will provide an opportunity for improved communication between engineers, policy makers, and funding authorities concerning the most appropriate method to develop a multiyear rehabilitation program. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Benefit cost analysis KW - Benefits KW - Case studies KW - Chicago (Illinois) KW - Conferences KW - Driver rehabilitation KW - Freeways KW - Pavement management systems KW - Ratings KW - Rehabilitation KW - Strategic planning KW - Urban areas KW - Urban freeways UR - https://trid.trb.org/view/390777 ER - TY - CONF AN - 00648141 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - He, Zonglian AU - Jung, F W AU - Kennepohl, G J AU - Hajek, J J AU - Haas, R AU - Transportation Research Board TI - PLANNING AND DESIGN OF A NEW PROJECT-LEVEL PAVEMENT MANAGEMENT SYSTEM SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 3-13 AB - Pavement design is one of the major activities at the project level of pavement management. A pavement design system takes into account not only material characteristics and effects of traffic and environment, but also pavement performance and associated economic implications during a life-cycle period. Other elements at the project level, such as construction quality, ongoing maintenance, and future rehabilitation, are also considered. Therefore, a pavement design system is often referred to as a project-level pavement management system. The planning and research effort initiated recently by the Ministry of Transportation of Ontario to update its pavement design system, Ontario Pavement Analysis of Cost (OPAC), is described. Considerable emphasis was directed at investigating the functional and user requirements of the new OPAC. This investigation included the examination of several existing pavement design methods, such as the AASHTO method and those of the Shell International Petroleum Company, the Portland Cement Association, and others. Also included were a review of the structure of an "ideal" pavement design system and a survey of user requirements as the basis for the design of the new system. Finally, a functional design or framework for OPAC 2000 and the steps involved in bringing it to a fully operational stage were established. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Design KW - Design methods KW - Ontario (Province) KW - Pavement design KW - Pavement management systems KW - Planning UR - https://trid.trb.org/view/390713 ER - TY - CONF AN - 00648152 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Oppermann, M C AU - Wu, S-S AU - Transportation Research Board TI - ESTABLISHING A LINK/NODE REFERENCING SYSTEM IN NORTH CAROLINA SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 108-111 AB - The state of North Carolina has historically managed highway-related data on a county/route/mile post system. Route changes due to new construction or redesignation of a route cause the mileposting of the route to change; therefore, tracking historical information over time is virtually impossible. A link/node referencing system was proposed to solve this problem by providing a stable designation over time. A node is assigned to each permanent physical feature on the road with links established as the distance between adjacent nodes. This system solved the problem because all data will be associated with a link or node and will not be dependent on the route designation and the mile post. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Links KW - Links (Networks) KW - Location KW - Location referencing systems KW - Nodes KW - Nodes (Networks) KW - North Carolina KW - Pavement management systems KW - Referencing UR - https://trid.trb.org/view/390724 ER - TY - CONF AN - 00648149 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - JANSEN, J M AU - SCHMIDT, B AU - Transportation Research Board TI - PERFORMANCE MODELS AND PREDICTION OF INCREASE IN OVERLAY NEED IN THE DANISH STATE HIGHWAY PAVEMENT MANAGEMENT SYSTEM, BELMAN SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 74-84 AB - A primary requirement for a more reliable long-term analysis for maintenance management is to take into account the deterioration of pavement characteristics and the updating of pavement condition parameters after intervention. A significant effort has been invested in the general improvement of performance models in the Danish State Highway pavement management (PM) system, BELMAN, after discarding all recent models in the purchased, ready-made PM system. Models for performance of degradation and restoration of rough surfaces and for forecasting the need for increase in overlay within the analysis period have been successfully established. The roughness degradation and restoration model was developed by means of bump integrator measurements carried out on the Danish State Highway Network for several decades, including both routine and before-and-after measurements. The compound model was validated in EDP models simulating the development of roughness during 100 years of presumed rehabilitation. The forecasting model enables the PM system to forecast possible needs for future overlays and increases in calculated strengthening overlay thickness if strengthening is deferred. The model is based on the Danish analytical-empirical approach to pavement design. It uses the macroassumption, derived from extensive Danish experience in the variation of pavement E-modules, that referring the overall deterioration of the pavement to the asphalt concrete E-module is reasonable in a long-term view. Despite this rough assumption, the model has been verified and validated against an analysis of 2,000 back-analyzed, falling-weight deflectometer measurements from the State Highway Network with outstanding correlation. Implementing these and other models in BELMAN, it has been possible to use the PM system for its major purpose of forecasting and analyzing future perspectives under different budget constraints, giving explainable evolutions in main pavement characteristics. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Budget constraints KW - Budgeting KW - Conferences KW - Degradation KW - Denmark KW - Field measurements KW - Field tests KW - Forecasting KW - Mathematical prediction KW - Models KW - Pavement management systems KW - Pavement performance KW - Performance KW - Performance prediction KW - Restoration KW - Roughness KW - Validation UR - https://trid.trb.org/view/390721 ER - TY - CONF AN - 00648151 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - DEIGHTON, R A AU - Blake, D G AU - Transportation Research Board TI - IMPROVEMENTS TO UTAH'S LOCATION REFERENCING SYSTEM TO ALLOW DATA INTEGRATION SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 97-107 AB - A location reference "system" and a location reference "method" are distinguished by listing options available for location reference methods and explaining the importance of a standardized system to facilitate integrating data from more than one source. The conclusion describes necessary changes to Utah's method and the implementation procedures necessary to stabilize and improve Utah's system to meet the objective of data integration. Both linear and spatial approaches to location referencing are discussed. However, the focus is on explaining the details of the four basic linear methods, including advantages and disadvantages of each. Issues the Utah Department of Transportation needed to address when it selected its approach to location referencing are presented, including balance between system and method, stability of addresses, procedures to accommodate address changes, ability to replace one unit of measure with another, institutional issues, and training requirements. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Data fusion KW - Data integration KW - Linear methods KW - Location KW - Location referencing systems KW - Pavement management systems KW - Referencing KW - Utah UR - https://trid.trb.org/view/390723 ER - TY - CONF AN - 00648145 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Visser, A T AU - QUEIROZ, C AU - Caroca, A AU - Transportation Research Board TI - TOTAL COST REHABILITATION DESIGN METHOD FOR USE IN PAVEMENT MANAGEMENT SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 37-44 AB - The deteriorating condition of paved road networks and the limited resources available for rehabilitating these roads are challenging highway administrators and managers in both developing and developed countries. Research conducted in Brazil allowed the development of performance prediction models for pavement roughness, raveling, potholing, rutting, and cracking as a function of significant variables that define pavement structure, environment, and traffic loads. These models were incorporated into a microcomputer program that generates alternative rehabilitation strategies, predicts the performance of each strategy that meets the allowable criteria, and produces a set of the five best feasible strategies according to the predicted total cost. Presentation of the analysis package and demonstration of its application are achieved by discussion of the background, rationale, and summary of the performance models; a brief review of the structure of the package; and presentation of a case study. This method of analysis can be used as a project-level pavement management tool compatible with the needs of low- to medium-volume road links in tropical and subtropical environments or for evaluating a network of roads requiring rehabilitation. For applications at the network level, a key feature is its full compatibility with the Expenditure Budgeting Model (EBM), which means that its output can be used as input to EBM to address the budgetary-constraint problem. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Brazil KW - Budget constraints KW - Budgeting KW - Case studies KW - Conferences KW - Costs KW - Driver rehabilitation KW - Mathematical prediction KW - Models KW - Pavement management systems KW - Performance KW - Performance prediction KW - Rehabilitation KW - Strategic planning KW - Subtropical regions KW - Subtropics KW - Total cost KW - Tropics UR - https://trid.trb.org/view/390717 ER - TY - CONF AN - 00648147 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Attoh-Okine, N O AU - Transportation Research Board TI - PREDICTING ROUGHNESS PROGRESSION IN FLEXIBLE PAVEMENTS USING ARTIFICIAL NEURAL NETWORKS SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 55-62 AB - To develop a balanced expenditure program for a highway network, the rate of deterioration of the pavement and the nature of changes in the condition need to be predicted so that timing, type, and cost of maintenance can be estimated. A pavement deterioration model, or pavement performance, is therefore a key component of the analysis supporting pavement management decision making. Models for predicting roughness progression have been developed on the basis of traffic and time-related models, interactive time, traffic, or distress models. These models differ in form, in level of initial roughness, and in the influence of roughness on the subsequent progression rate. A characteristic feature of the models is that they are formulated and estimated statistically from field data. To date, modeling pavement performance has been extremely complicated; no pavement management system (PMS) can consider more than a few of the parameters involved, and then only in highly simplified manner. The capabilities of artificial neural networks (ANNs) are evaluated in predicting roughness progression in flexible pavement from structural deformation, which is the function of modified structural number, incremental traffic loadings, extent of cracking and thickness of cracked layer, incremental variation of rut depth; surface defects, which are the function of changes in cracking, patching and potholing; and environmental and non-traffic-related mechanisms, which are the function of pavement environment, time, and roughness. ANNs have attracted considerable interest in recent years because of growing recognition of the potential of these networks to perform cognitive tasks. The tasks include prediction, knowledge processing, and pattern recognition. ANNS offer a number of advantages over more traditional statistical prediction methods: they are capable of generalization, and because of their massive parallelism and strong interconnectivity, they are capable of offering real-time solutions to complex problems. The back-propagation algorithm, which uses supervised learning, is used to train the networks. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Decision making KW - Deterioration KW - Evaluation KW - Field data KW - Field studies KW - Flexible pavements KW - Knowledge processing KW - Mathematical prediction KW - Models KW - Neural networks KW - Pattern recognition systems KW - Pavement conditions KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Performance KW - Performance prediction KW - Roughness UR - https://trid.trb.org/view/390719 ER - TY - CONF AN - 00648140 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Transportation Research Board TI - THIRD INTERNATIONAL CONFERENCE ON MANAGING PAVEMENTS, SAN ANTONIO, TEXAS, MAY 22-26, 1994. CONFERENCE PROCEEDINGS, VOLUME 1 SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - 638 p. AB - The conference objective was to enhance effectiveness and efficiency in managing pavements for roads, streets, airfields, and other paved areas. The conference provided an opportunity for executives, practitioners, and researchers to share and evaluate recent experiences with pavement management systems. It addressed the benefits of implementation, the effects of support for decision making, advances in the state of the art and in technology, and the need for future development. The conference, conducted over three and one-half days, included formal paper presentations, workshops, and optional tutorials. The conference addressed the following themes: Appropriate Systems; Implementation Issues; Institutional Issues; Managing Information; Analytical Issues; and New Frontiers. The conference papers are entered individually in the TRIS data base. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Analytical issues KW - Benefits KW - Conferences KW - Implementation KW - Information management KW - Innovation KW - Institutional issues KW - Optimization KW - Pavement management systems KW - Socioeconomic development KW - State of the art studies KW - Workshops UR - https://trid.trb.org/view/390712 ER - TY - CONF AN - 00648153 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Cheetham, A AU - Beck, B AU - Transportation Research Board TI - INTEGRATION OF A PAVEMENT MANAGEMENT SYSTEM AND A GEOGRAPHIC INFORMATION SYSTEM IN SOUTH CAROLINA SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 112-119 AB - With the increasing use of Geographic Information Systems (GIS) in public agencies, there is a growing trend toward integrating the Pavement Management System (PMS) data into the GIS. With the technological advances in computer hardware and software, this integration is becoming more practical. The advantages for the PMS engineer include the ability to visually display the results of database queries and pavement management analyses on a map of the highway network, view network conditions through dynamic color-coding of highway sections, and access sectional data through the graphical map interface. The alternative approaches to PMS/GIS integration in general are discussed, along with a detailed evaluation of the alternatives in South Carolina. The integration can be achieved through total integration so that the PMS is part of the GIS, through export of PMS data to match the GIS, or through export of the map into a PMS map display/query module. The advantages and disadvantages of each approach to system integration are discussed. The issues of highway referencing and data/map connection are presented. Finally, there is an examination of PMS/GIS integration as implemented in South Carolina. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Geographic information systems KW - Integrated systems KW - Integration KW - Location KW - Location referencing systems KW - Pavement management systems KW - Referencing KW - South Carolina UR - https://trid.trb.org/view/390725 ER - TY - CONF AN - 00648143 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Grivas, D A AU - SCHULTZ, B C AU - Transportation Research Board TI - INTEGRATION OF PAVEMENT AND BRIDGE MANAGEMENT SYSTEMS: A CASE STUDY SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 22-28 AB - The integration of pavement and bridge management systems is addressed for the New York State Thruway Authority. A phased plan provides a unifying framework for development and accommodates agency requirements. Early efforts focus on the development of the data base and analytical methodologies for pavement management. Subsequent work produces similar methodologies for bridge management, expands the data base to serve bridge management needs, and integrates the data base with pavement and bridge analysis programs. The requirement for integration is maintained throughout the entire planning, design, and implementation process. The integrated computer system is prototyped as Windows-based program managers using graphical user interfaces to unify C/C++ applications. Early prototypes highlight remaining issues of integration and facilitate the selection of appropriate procedures for interfacing the data base with the application programs. Important issues related to system integration are discussed. On the basis of developments to date, it is concluded that (a) efficient integration is facilitated by the preexistence of a plan that defines a common methodological framework and computing environment for all component systems, and (b) the most essential integration elements are a common referencing convention, data base, and computerized user interface. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Bridge management systems KW - Case studies KW - Conferences KW - Design KW - Implementation KW - Integrated systems KW - Integration KW - New York (State) KW - Pavement management systems KW - Planning UR - https://trid.trb.org/view/390715 ER - TY - CONF AN - 00648150 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Chua, K H AU - Monismith, C L AU - Crandall, K C AU - Transportation Research Board TI - MECHANISTIC PERFORMANCE MODEL FOR PAVEMENT MANAGEMENT SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 85-94 AB - A framework for a pavement management system employing mechanistic performance submodels for pavement behavior is presented. These performance submodels explain the development of the physical distresses in fundamental terms. This approach enables the individual distress modes to be addressed in pavement management strategies. It also forms the basis for a dynamic programming optimization scheme. The performance submodels are based on a reliability formulation incorporating full-distribution uncertainty information of the variables. They provide the transition probabilities for the optimization that determines the optimal strategy for rehabilitation from a set of alternatives subjected to management and operational constraints. The optimization also yields the expected annual performance in terms of the distresses and the expected capital outlay required to implement the strategy. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Defects KW - Design KW - Driver rehabilitation KW - Dynamic programming KW - Mechanical analysis KW - Mechanistic design KW - Optimization KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Rehabilitation KW - Submodels UR - https://trid.trb.org/view/390722 ER - TY - CONF AN - 00648142 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - VINCENT, SPR AU - LEACH, A S AU - McPherson, K AU - Kerali, H R AU - Transportation Research Board TI - DEVELOPMENT OF ROAD MANAGEMENT SYSTEMS IN SOUTHERN AFRICA SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 14-21 AB - Work carried out during the design and implementation of new road management systems developed to support the activities of the road agencies in Southern Africa is described. A systems approach was applied to study the requirements of each part of the road agencies and then to define a logical framework for the system. The resulting system consists of a number of modules, or subsystems, that can be implemented individually to suit management and organizational priorities as resources become available. The constructive participation of the road agencies during each stage of the development was found to be essential in ensuring the success of the road management system. The work described is an amalgamation of projects carried out in Southern Africa; it covers the design and implementation of a modular road management system comprising a central data base, a data collection and entry subsystem, a planning subsystem based on the use of HDM-III, a mapping subsystem that incorporates a geographic information system, and other subsystems that perform specific tasks. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Design KW - Geographic information systems KW - Implementation KW - Pavement management systems KW - Southern Africa KW - Subsystems UR - https://trid.trb.org/view/390714 ER - TY - CONF AN - 00648144 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Snaith, M S AU - Tillotson, H T AU - Kerali, H R AU - Wilkins, A J AU - Transportation Research Board TI - KNOWLEDGE-BASED SYSTEMS FOR MAINTENANCE SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 29-36 AB - This research aimed at using the predictive capability of a network model, HDM-III, to optimize the maintenance schedule applied by an aggregated project-oriented maintenance management system, BSM. A knowledge-based approach was indicated in order to replicate the use of HDM-III by an expert so that the parameters used by BSM could be set at appropriate levels and so that the works list could be further optimized to obtain the best return for the maintenance money spent. The knowledge-based approach will facilitate the future use of other models. The research resulted in a number of modules that fall broadly into three program modules while exploiting common knowledge bases. The purpose of the modules is explained. Included are results of the application of the work to data obtained from the road network in Cyprus. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Cyprus KW - Expert systems KW - Maintenance management KW - Modules KW - Modules (Electricity) KW - Optimization KW - Pavement management systems KW - Return on investment UR - https://trid.trb.org/view/390716 ER - TY - CONF AN - 00648146 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - SOOD, V K AU - SHARMA, B M AU - KANCHAN, P K AU - SITARAMANJANEYULU, K AU - Transportation Research Board TI - PAVEMENT DETERIORATION MODELING IN INDIA SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 47-54 AB - The large and ever-increasing investment demands for the upkeep and for ensuring the desired level of serviceability of road infrastructure facilities that were created at great cost have concerned administrators, policy makers, and highway professionals in India, and caused them to seek appropriate solutions, in view of resource constraints, for road maitnenance and rehabilitation problems. The development of a pavement management system for different conditions prevailing in the country is a step in this direction. A number of studies have been completed for achieving this objective, and a long-range project entitled the Pavement Performance Study (PPS) is in progress; its goal is to develop data for a total transportation cost model for Indian conditions. The part of the PPS project on Existing Pavement Sections was completed recently, and pavement deterioration models have been developed. Separate models are available for estimation of different modes of distress for different types of surfaces. The study plans and the models developed under the study are presented, their limitations are described, and future work plans are discussed. The influence of pavement structure, traffic, and environmental factors on the progression of cracks and roughness is illustrated. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Conferences KW - Cost models KW - Costs KW - Defects KW - Deterioration KW - Environmental impacts KW - Environmental quality KW - India KW - Pavement cracking KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Roughness KW - Traffic loads UR - https://trid.trb.org/view/390718 ER - TY - CONF AN - 00648148 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Lukanen, E O AU - Han, C AU - Transportation Research Board TI - PERFORMANCE HISTORY AND PREDICTION MODELING FOR MINNESOTA PAVEMENTS SN - 0309055024 PY - 1994 VL - 1 IS - 1 SP - p. 63-73 AB - Issues and problems encountered in developing performance prediction models for pavements in Minnesota are discussed. The purpose of these models is to predict remaining life. The models are being incorporated into the Minnesota Department of Transportation pavement management system. The development of the models was centered on the prediction of future distress levels rather than the prediction of a composite index. The prediction models were based on about 13,000 surface condition data records collected on the entire pavement system between 1983 and 1991. The modeling was based on simple two variable models relating distress density to age. Additional variables such as surface type, traffic, and structure were handled by grouping the pavements by specific attributes. The project resulted in a set of performance prediction models for about 100 pavement groupings. The distresses modeled included transverse and longitudinal cracking at two severity levels, multiple cracking, alligator cracking, rutting, raveling, and patching for flexible pavements, and spalled joints, faulted joints, cracked panels, damaged panels, broken panels, faulted panels, overlaid panels, patched panels, and D-cracking. Roughness in terms of the present serviceability rating (PSR) was also modeled. The findings relate to the difficulties encountered in the process rather than traditional findings such as model coefficients. Examples of some of the difficulties follow: for specific sections, the data were variable; trends could be identified only by grouping the data from a number of sections together. Since pavement lives are longer than the window of time covered by the data, the grouping of sections combined older sections, "survivors", with new sections that included the poor performers. The poor performers would supply data only until they were rehabilitated, at which time they moved to a different group. Also explored was the increase in the PSR due to the overlay thickness. The results show virtually no correlation in the improved PSR to overlay thickness. A further analysis was performed including ride and surface conditions before overlay instead of thickness as independent variables. The better correlation exists. However, the satisfactory results in statistics could not be obtained. It appears that some factors that were not part of the data set had a significant effect on performance, such as maintenance policies, construction or material qualities, project priorities, and section lengths. Since the data were not available, one could only speculate as to the effects. U1 - Third International Conference on Managing PavementsTransportation Research BoardFederal Highway AdministrationOntario Ministry of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Texas Department of TransportationInternational Society for Asphalt PavementsAmerican Concrete Pavement AssociationSan Antonio,Texas StartDate:19940522 EndDate:19940526 Sponsors:Transportation Research Board, Federal Highway Administration, Ontario Ministry of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Texas Department of Transportation, International Society for Asphalt Pavements, American Concrete Pavement Association KW - Alligator cracking KW - Alligatoring KW - Conferences KW - D cracking KW - Defects KW - Evaluation KW - Faulting KW - Field data KW - Field studies KW - Flexible pavements KW - Joints KW - Joints (Engineering) KW - Longitudinal cracking KW - Mathematical prediction KW - Minnesota KW - Models KW - Overlays (Pavements) KW - Patching KW - Pavement conditions KW - Pavement distress KW - Pavement life KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Performance KW - Performance prediction KW - Rigid pavements KW - Roughness KW - Rutting KW - Service life KW - Serviceability KW - Spalling KW - Stripping (Pavements) KW - Thickness KW - Transverse cracking UR - https://trid.trb.org/view/390720 ER - TY - RPRT AN - 00647356 AU - Federal Highway Administration TI - INTELLIGENT VEHICLE HIGHWAY SYSTEMS PY - 1994 SP - 8 p. AB - This brochure promotes intelligent vehicle highway systems (IVHS), describing them as advanced technology for safer, easier travel. Illustrations include the Washington State Department of Transportation's traffic management center, the TravTek test in Orlando, Florida, the ADVANCE project in Chicago, Illinois, an automated system for collecting bus fares in Delaware, Idaho's Storm Warning System, Colorado's system to inform truck drivers of safe operating speeds on long downgrades, and the Minnesota Department of Transportation's provision of travel information through computer networks or cable television. A list of the technologies and services being developed under IVHS is provided, and the implementation of IVHS technology through public/private partnerships is discussed, including the roles of the federal government, the private sector, state and local governments, universities, and consumer and industry groups. The brochure concludes with a statement on the implications of IVHS for economic growth and competitiveness in the United States. KW - Brochures KW - Competition KW - Economic growth KW - Intelligent transportation systems KW - Promotion KW - Public private partnerships KW - Technological innovations UR - https://trid.trb.org/view/387175 ER - TY - RPRT AN - 00645990 AU - Federal Highway Administration TI - ASSESSMENT OF BORDER CROSSINGS AND TRANSPORTATION CORRIDORS FOR NORTH AMERICAN TRADE. REPORT TO CONGRESS PY - 1994 SP - 201 p. AB - This report to Congress was prepared pursuant to the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), Public Law 102-240, Sections 1089 and 6015. Section 1089 calls for a study of the "advisability and feasibility of an international border highway infrastructure discretionary program". Section 6015 calls for the Department of Transportation to conduct a multimodal assessment of existing and emerging international trade corridors between the United States, Mexico, and Canada, and to make recommendations on how to improve the integration and operation of trade-related transportation subsystems. Section 6015 requires that Mexico and Canada be consulted; both countries have cooperated in the study effort. The study team examined the border crossings and the access channels leading to them. The team visited most of the crossings on both the northern and southern borders and drove over and observed traffic on many of the access roads. With assistance from the U.S. Customs, the team observed cargo and passenger clearance operations and transportation operations at the border crossings. In addition, the team conducted a series of public outreach and information gathering meetings at locations throughout the United States, the results of which are reported separately. Statistical data on cross-border trade gathered from sources in all three countries were also used to the extent possible in assessing trade patterns and conditions at the borders. This report was prepared at the same time that the North American Free Trade Agreement (NAFTA) was being debated in the United States. Chapter 1 of this report provides an overview of the study, Chapters 2 through 5 provide a summary of the details of the study, and Chapter 7 presents the findings and recommendations resulting from the study. KW - Canada KW - Cargo handling KW - Cargo operations KW - Highway transportation KW - Infrastructure KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - International borders KW - International trade KW - Mexico KW - North America KW - North American Free Trade Agreement KW - Passenger operations KW - Passengers KW - Railroad transportation KW - Recommendations KW - Statistics KW - Trade KW - Trade patterns KW - Transportation operations KW - United States KW - Water transportation UR - https://trid.trb.org/view/386552 ER - TY - RPRT AN - 00643547 AU - Tawfiq, K AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - FATIGUE FRACTURE IN CONCRETE. FINAL REPORT. VOLUME I AND VOLUME II PY - 1993/12/30 SP - 305 p. AB - This study investigates the fatigue fracture characteristics of Florida concrete subjected to flexural loading. This type of fatigue loading is very common in concrete pavements and bridge decks. The main objectives of this study were to (1) investigate the effect of several parameters on the fatigue strength of Florida concrete under constant amplitude loading; and (2) obtain a relationship between these parameters and the fatigue life expectancy which was represented by the number of cycles endured. The parameters used in this study included: (1) stress ratio, (2) number of cycles to failure, and (3) material properties depicted by the compressive strength of concrete. Included in the objectives also was the study of the strain accumulation, hysteretic behavior, stiffness degradation, and endurance of concrete mixes subjected to constant amplitude cyclic loading. To facilitate the prediction of the fatigue life expectancy of Florida concrete, four empirical formulas have been suggested. The first three formulas are used for plain concrete elements with pre-existing cracking (notch); the fourth formula can be used to estimate the total fatigue life for uncracked elements (unnotched). Testing results showed that high strength concrete could have about 22% shorter fatigue life than lower strength concrete. This implies that to prolong the fatigue life of a high strength concrete element subjected to 70% loading ratio, the total applied loads should be multiplied by a factor equal to 0.78. The rate of stiffness deterioration at the second stage of cracking was much higher in high strength concrete than in lower strength concrete. This confirms the need for better quality control and assurance when high strength concrete is used in pavement and bridge construction. KW - Bridge decks KW - Compressive strength KW - Concrete KW - Concrete pavements KW - Durability KW - Fatigue (Mechanics) KW - Fatigue life KW - Fatigue loading KW - Fatigue strength KW - Flexural fatigue KW - Flexural strength KW - Forecasting KW - Formulas KW - Fracture mechanics KW - High strength concrete KW - Hysteresis KW - Loads KW - Quality control KW - Repeated loads KW - Stiffness KW - Strain (Mechanics) KW - Strains KW - Stress ratio KW - Test results UR - https://trid.trb.org/view/386041 ER - TY - RPRT AN - 01103213 AU - Stern, Claude M AU - Brady, Donna L AU - Keene, Joseph M AU - Terry, Richard G AU - Nossaman, Guthner, Knox & Elliott AU - Federal Highway Administration TI - Intellectual Property Rights and the National IVHS Program. PY - 1993/12/01 SP - 37p AB - The national Intelligent Vehicle Highway Systems (IVHS) program encompasses the research, development, testing , procurement, integration, and operation of numerous complex and emerging technologies. Federal, state and local government funds will be expended to support long-range research and development of IVHS technologies, to sponsor operational tests of component systems, and to acquire the infrastructure components of the system. State and local governments will be principally responsible for building, operating, and maintaining surface transportation systems and managing traffic, usually with Federal assistance. The private sector will research, develop and market component IVHS technologies and services. Indeed, it is anticipated that most of the funding for research and development of IVHS products and services will originate in the private sector. This paper (1) analyzes the extent to which current law and government procurement policy (both Federal and State) adequately protect both the intellectual property rights of developers of IVHS technology and the public interest in ensuring that the government obtain sufficient rights in technology developed with public funds to meet government needs and to prevent the nonuse or unreasonable use of basic technologies that enhance public safety and mobility; (2) discusses whether the IVHS program raises any special issues or concerns regarding intellectual property rights; and (3) recommends actions to address issues and concerns identified in the course of the analysis. KW - Highway traffic control KW - Intelligent transportation systems KW - Intelligent vehicles KW - Jurisprudence and judicial processes KW - Private property KW - Procurement KW - Property acquisition KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16600/16690/PB2000104500.pdf UR - https://trid.trb.org/view/860554 ER - TY - RPRT AN - 00815154 AU - Roberts, S N AU - Hightower, A S AU - Thornton, M G AU - Cunningham, L N AU - Terry, R G AU - Nossaman, Guthner, Knox & Elliott AU - Federal Highway Administration TI - ADVANCED TRAFFIC MANAGEMENT SYSTEMS TORT LIABILITY ISSUES PY - 1993/12/01 SP - 61 p. AB - The planned introduction of Advanced Traffic Management Systems (ATMS) will have a profound impact on the driving environment. It will give drivers access to a vast array of real time information about traffic, highway conditions and safety tips that will allow for more efficient travel and improved safety, and permit drivers to respond to dynamic road conditions. This paper discusses tort law and the minor impediments to the introduction to ATMS that it may present. Suppliers of information may face law claims for fraud and negligent misrepresentation, and negligence, and manufacturers and designers of ATMS products may also face tort liability. However, it is likely that full responsibility for accidents will remain with the drivers, since they will retain full control over their vehicles. KW - Advanced traffic management systems KW - Advertising KW - Designers KW - Drivers KW - Financial responsibility KW - Fraud KW - Industries KW - Information systems KW - Laws and legislation KW - Negligence KW - Suppliers KW - Tort liability UR - http://ntl.bts.gov/lib/16000/16600/16639/PB2000104445.pdf UR - https://trid.trb.org/view/690336 ER - TY - RPRT AN - 00815150 AU - Roberts, S N AU - Hightower, A S AU - Thornton, M G AU - Cunningham, L N AU - Terry, R G AU - Nossaman, Guthner, Knox & Elliott AU - Federal Highway Administration TI - INTELLIGENT VEHICLE HIGHWAY SYSTEMS AND STATE SOVEREIGN IMMUNITY FOR TORTS PY - 1993/12/01 SP - 40 p. AB - In contrast to the modern technical wizardry of Intelligent Vehicle Highway Systems (IVHS), sovereign immunity is a doctrine of common law which literally dates from the days when kings ruled. The sovereign, formerly the king or queen, is now in this country the federal, state and local government. The doctrine generally holds that the sovereign may not be sued or that the sovereign may not be held liable if it is sued. The sovereign immunity of these state and local governments for torts is an important issue for their advancement of IVHS. Highways and motor vehicles are one of the major sources of injuries to people in this country and give rise to overwhelming numbers of lawsuits. This paper analyzes the general rules of sovereign immunity and gives examples of varying approaches in different states, where that is applicable. KW - Highways KW - Injuries KW - Intelligent transportation systems KW - Intelligent vehicles KW - Lawsuits KW - Motor vehicles KW - Sovereign immunity KW - States KW - Tort liability KW - Traffic crashes UR - http://ntl.bts.gov/lib/16000/16500/16514/2WF01_1.pdf UR - https://trid.trb.org/view/690332 ER - TY - RPRT AN - 00815151 AU - Roberts, S N AU - Hightower, A S AU - Thornton, M G AU - Cunningham, L N AU - Terry, R G AU - Nossaman, Guthner, Knox & Elliott AU - Federal Highway Administration TI - POSSIBLE IMPEDIMENTS TO DEVELOPMENT OF ADVANCED TRAVELER INFORMATION SYSTEMS: AN ANALYSIS OF POTENTIAL TORT LIABILITY PY - 1993/12/01 SP - 60 p. AB - Not too long from now travelers will be able to avoid congested highways, determine the precise time of arrival of mass transit, and alter their plans to accommodate traffic accidents or inadequate parking. The systems which could bring about this change in the efficiency of ground transportation are Advanced Traveler Information Systems (ATIS). However, development of this technology may be hampered by tort reliability from ATIS-related accidents. This paper notes that ATIS manufacturers, designers and sellers could face exposure under existing tort law to claims for fraud, breach of warranty, negligence, strict product liability, negligent representation, and negligent or fraudulent advertising. However, the likelihood that tort liability will discourage ATIS development is small since most accidents will be the fault of the driver. KW - Advanced traveler information systems KW - Advertising KW - Contracts KW - Development KW - Drivers KW - Fraud KW - Ground transportation KW - Industries KW - Laws and legislation KW - Liability KW - Negligence KW - Parking KW - Products KW - Public transit KW - Schedules KW - Technology KW - Tort liability KW - Traffic congestion KW - Traffic crashes UR - http://ntl.bts.gov/lib/16000/16500/16512/PB2000104143.pdf UR - https://trid.trb.org/view/690333 ER - TY - RPRT AN - 00642343 AU - Saleeb, A F AU - Zuraski, P D AU - Boyce, B AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FIELD DEMONSTRATION OF NON-DESTRUCTIVE BRIDGE EVALUATION USING QUANTITATIVE THERMOGRAPHIC STRESS ANALYSIS. FINAL REPORT PY - 1993/12/01 SP - 75 p. AB - A field demonstration of nondestructive evaluation using thermography was undertaken at an interstate highway bridge to assess the ability of this emerging technology to define the state of stress in geometrically complex regions of large structures undergoing random loading. Thermographic Stress Analysis (TSA), which uses infrared sensing to construct an image of surface stresses by measuring the small thermoelastic temperature changes at many positions over the surface of a region of interest, has previously been proven to be reliable, but only in laboratory situations for relatively small frames under constant-amplitude loading. The results obtained during the field demonstration revealed that quantitative stress analysis may be accomplished while relying solely on randomly applied, short-duration loads from trucks to produce the necessary changes in stress. Relative stress maps were produced by examining a collection of response ratios, each formed by dividing the temperature change occurring at a point of interest by the temperature change that occurred simultaneously at a remote reference location. Knowing how the stress at each point compares to the stress at the reference location, one also knows how the stresses compare to one another. Subsequently, from output obtained at one strain gage located within a region of interest, for any load event one knows the stresses produced throughout the region. Small stresses and sporadic truck traffic hinder efficient application of the current generation of TSA technology, primarily because it may take several hours to conduct one scan with a single-detector TSA camera. Existing TSA technology would be especially useful for a laboratory evaluation of alternative rehabilitation schemes for troublesome bridge details. A multiple-detector camera, currently being developed by Stress Photonics, Inc., under sponsorship by NASA, will remove many of the obstacles to efficient field application. KW - Bridge inspection KW - Bridges KW - Field performance KW - Highway bridges KW - Inspection KW - Nondestructive tests KW - Performance KW - Technological innovations KW - Thermographs UR - https://trid.trb.org/view/381432 ER - TY - RPRT AN - 01402444 AU - Kaighn, R J AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Verification of the pressurized flow simulation module (PFSM) of HYDRA PY - 1993/12 IS - FHWA/RD-92-100 SP - 57p AB - A hydraulic laboratory model of a storm drain system was tested and used to verify results from the Pressurized Flow Simulation Module (PFSM) of the Highway Storm Drain (HYDRA) computer program. This program is part of a larger collection of Highway Drainage (HYDRAIN) programs that have been developed under a national pooled fund study sponsored by 30 State Highway Agencies. The PFSM results compared well with the laboratory results except for the junction losses that were not explicitly accounted for in the PFSM computer logic. A solution for incorporating junction loss routines into the PFSM is recommended to make it better represent a storm drain system. Laboratory data are included in the appendixes of this report to recheck the PFSM after the junction loss routines are incorporated. KW - Computer program KW - Computer programs KW - Drainage KW - Drainage KW - Flow KW - Flow KW - Hydraulics KW - Hydraulics KW - Mathematical models KW - Modelling KW - Run off KW - Runoff UR - https://trid.trb.org/view/1170228 ER - TY - RPRT AN - 01402406 AU - Carpenter, S H AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Structural characterization of asphalt concrete overlays placed on heavily trafficked concrete pavements PY - 1993/12 IS - FHWA/RD-91-029 SP - 114p AB - This report presents the results of a study examining the structural characterization of mixes placed as overlays on portland cement concrete Interstate pavements and the problems associated with rapid deformation failure of these mixes. The study indicates that these mixes are subject to a more severe stress state than a mixture placed on a traditional flexible pavement structure. The differences arise from the pavement structure and construction practice differences between the two types of construction. An examination of failure theory indicates that the octahedral shear stress theory of failure can explain the development of premature deformation failure in these mixes. The results of a statewide survey of overlayed Interstate pavements clearly indicates that the gradation of the mixture and construction variables have the biggest impact on the structural integrity of the mixture in lowering the ability to resist premature deformation. A laboratory program demonstrates the influence of gradation on structural properties of the mixture that can be related to the susceptibility of a mixture to premature deformation. The octahedral shear stress comparison for failure analysis of an overlay mixture is presented and evaluated by comparisons with repeated loading tests from the literature that were conducted at varying stress levels above and below the level producing unstable performance in the mixture. A common ratio of applied stress to ultimate failure was obtained indicating that this approach provides a means of combining mixture evaluation with stresses in the pavement to indicate performance and potential for failure in a mixture. KW - Asphalt KW - Bituminous pavements KW - Concrete pavement KW - Concrete pavements KW - Failure KW - Failure KW - High traffic road KW - High volume roads KW - Laboratory test KW - Laboratory tests KW - Material testing KW - Materials tests KW - Mathematical models KW - Modelling KW - Overlay KW - Overlays (Pavements) KW - Pavement design KW - Pavement design KW - Pavement performance KW - Pavement performance KW - Rutting KW - Rutting KW - Structural analysis KW - Structural analysis KW - Triaxial shear tests KW - Triaxial test UR - https://trid.trb.org/view/1170190 ER - TY - RPRT AN - 01402405 AU - Bridwell, N AU - Alicandri, E AU - Fischer, D AU - Kloeppel, E AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - A preliminary laboratory investigation of passive railroad crossing signs PY - 1993/12 IS - FHWA/RD-93-153 SP - 26p AB - In 1990, 2,378 accidents, or 47% of all accidents that occurred at grade crossings, occurred at passively signed crossings. This demonstrates the need for an effective passive device at railroad crossings to warn motorists and reduce the number of train-vehicle accidents. The object of this study was to determine the relative effectiveness of seven candidate passive railroad crossing signs, including the current standard crossbuck. Forty-two young/middle aged (25 to 45 years) and forty-two older (65 to 85 years) subjects were tested in the experiment. Data on recognition distance, conspicuity, and comprehension were collected. The results showed no differences between signs for recognition distance. There were statistically significant differences for the conspicuity measure, with the signs falling into three overlapping groups. The Standard-Yield combination, Standard with Barber-Striped pole, and the Canadian-Conrail combination scored in the highest conspicuity group. The Standard-Conrail combination sign was at the midrange of the conspicuity scores. The Manual on Uniform Traffic Control Devices (MUTCD) Standard and the Canadian Crossbuck showed the worst conspicuity scores. Detailed analyses of the comprehension (meaning and action) responses showed that subjects would take the correct action between 33% and 100% of the time as a function of the different signs. The best responses were for the Yield to Trains configuration and the Standard-Yield combination. The worst responses were for the MUTCD Standard and the Canadian Crossbuck. The results of this study suggest that further evaluation is needed. The Standard-Yield combination, the Standard-Conrail combination, and the Yield to Trains combination appear to be good candidates for additional testing. KW - Comprehension KW - Comprehension KW - Conspicuity KW - Driver performance KW - Driver performance KW - Laboratory test KW - Laboratory tests KW - Level crossing KW - Railroad grade crossings KW - Traffic sign KW - Traffic signs KW - Visibility distance KW - Visibility distance UR - https://trid.trb.org/view/1170189 ER - TY - RPRT AN - 01400890 AU - Shook, J F AU - Diaz, M A AU - Stroup-Gardiner, M AU - Seeds, S B AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - Performance-related specifications for asphalt concrete - phase II PY - 1993/12 IS - FHWA/RD-91-070 SP - 230p AB - The objective of this study was to further the development of performance-related specifications (PRS) for asphalt pavement construction by: (1) conducting laboratory studies of the relationships between materials and construction (M&C) variables and fundamental response variables, and the relationships between the fundamental response variables and pavement performance indicators; and (2) developing a detailed plan (experimental design, construction details, and data collection and analysis) for an accelerated field test at a test track facility. The laboratory study performed for this research project focused on the development of secondary prediction relationships, which are equations that establish the relationship between M&C variables and fundamental response variables. The results of the laboratory study indicate that compaction level had more influence on mixture properties than any other variable in the experiment. A technique for estimating compaction effects using measurable specimen properties was found and resulted in a compaction index equation. The prediction equations can be used with an estimated compaction index to relate measured mixture properties to optimum properties. These equations can also be used to predict relative effects of proposed changes in materials and construction specifications on performance-related mixture properties. When used with equations that relate performance-related mixture properties to pavement performance, the equations derived in this study can be used to establish penalties for nonconformance to specification limits. An automated version (LOTUS 1-2-3, spreadsheet) of the conceptual PRS system is included. KW - Asphalt KW - Bituminous pavement KW - Bituminous pavements KW - Forecast KW - Forecasting KW - Laboratory test KW - Laboratory tests KW - Material testing KW - Materials tests KW - Pavement components KW - Pavement materials KW - Pavement performance KW - Pavement performance KW - Specifications KW - Specifications UR - https://trid.trb.org/view/1168674 ER - TY - RPRT AN - 01104329 AU - Koch, Brian O AU - Wunderlich, Karl E AU - Yablonski, Anne AU - MITRE Corporation AU - Federal Highway Administration TI - Modeling Analysis for IVHS Architecture Evaluation PY - 1993/12//Working Paper SP - 49p AB - For the Federal Highway Administration (FHWA) sponsored Intelligent Vehicle Highway Systems (IVHS) systems architecture study, proposed architectures will be evaluated against a defined criteria set. A subset of these criteria will be evaluated quantitatively through modeling. In order to perform this quantitative analysis, a proposed physical architecture will be developed into an evaluatory design for a common scenario, or geographic region. This paper outlines a plan for analyzing the evaluatory design through traffic and communication simulation. Modeling requirements and a survey of candidate traffic and communications simulations are presented, followed by a discussion of leading candidates and a recommendation for model selection. KW - Automated highways KW - Communication systems KW - Intelligent transportation systems KW - Intelligent vehicles KW - Quantitative analysis KW - Simulation KW - Traffic simulation KW - Transportation modes KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16600/16631/PB2000104437.pdf UR - https://trid.trb.org/view/863625 ER - TY - RPRT AN - 01102902 AU - Roberts, S N AU - Hightower, A S AU - Thornton, M G AU - Cunningham, L N AU - Nossaman, Guthner, Knox and Elliott AU - Federal Highway Administration TI - Advanced Vehicle Control Systems: Potential Tort Liability for Developers PY - 1993/12 SP - 62p AB - Automobile accidents avoided because the automatic collision avoidance system applies the brakes, highways which accommodate more vehicles with fewer accidents and even cars which are piloted entirely by sophisticated electronic systems, all of this and more is envisioned as stemming from the development of advanced vehicle control systems (AVCS). While AVCS exhibits great promise, the private entities which will design, test, and manufacture these systems will be discouraged if potential tort liability from AVCS-related accidents is sufficiently staggering. As discussed in this report, AVCS manufacturers, sellers, and designers could face significant exposure under existing tort law to claims for negligence, strict product liability, breach of warranty, fraud, negligent representation, and fraudulent or negligent advertising. A variety of legislative changes to the law, however, could drastically diminish that potential tort liability, by preempting state tort law, limiting liability, modifying tort doctrines, mandating alternative dispute resolution and various other reforms. KW - Advanced vehicle control systems KW - Crashes KW - Technological innovations KW - Tort liability UR - http://ntl.bts.gov/lib/16000/16600/16679/PB2000104488.pdf UR - https://trid.trb.org/view/850149 ER - TY - RPRT AN - 00936896 AU - Zhou, H AU - Nodes, S E AU - Nichols, J E AU - Nichols Consulting Engineers, Chartered AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FIELD TEST OF POLYMER MODIFIED ASPHALT CONCRETE: MURPHY ROAD TO LAVA BUTTE SECTION PY - 1993/12 SP - 104 p. AB - Polymer additives to asphalt materials are claimed to have a high potential for improving long-term pavement performance through their ability to enhance the properties of the asphalt binder and of the resulting asphalt concrete mix. In 1989, the Oregon Department of Transportation initiated a research study to evaluate the field performance of three polymer modified asphalts. The polymer modified asphalts evaluated included: 1) Styrelf - a polymerized binder with a thermoplastic styrene-butadiene block copolymer (SB), 2) AC-20R - a polymerized binder with a thermosetting styrene-butadiene latex anionic polymer (SBR), and 3) CA(P)-1 - a polymerized binder with a thermoplastic ethylene-vinyl-acetate random copolymer. The three polymer modified asphalt concretes were constructed in five separate test sections adjacent to each other. In addition to the use of polymer modified asphalt, two control sections with a conventional AC-20 asphalt were constructed for comparison of performance. This final report presents a comprehensive evaluation of the materials used on this project and their performance up to June 1993. Field survey results indicate that the primary surface distress on all sections is transverse cracking with varying spacing. This transverse cracking very likely resulted from reflective cracking from the base course and the existing pavement. The level of severity ranged from low to medium. The AC-20 (control) sections showed a more noticeable loss of aggregate than polymer modified AC sections. In general, both the AC-20 (control) sections and polymer modified (test) sections have been performing well. There is no clear distinction as to which section is superior. All sections of pavement have carried over 1.5 million equivalent axle loadings since the construction. KW - Asphalt concrete pavements KW - Binders KW - Evaluation KW - Field tests KW - Pavement distress KW - Pavement performance KW - Polymer asphalt KW - Surface course (Pavements) KW - Transverse cracking UR - https://trid.trb.org/view/730136 ER - TY - RPRT AN - 00798955 AU - Mahboub, K C AU - Hancher, D E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - DEVELOPMENT OF GUIDELINES AND PERFORMANCE FOR ASPHALT CONCRETE CONTAINING RECYCLED RUBBER. INTERIM REPORT PY - 1993/12 SP - 130 p. AB - The primary objective of this study was to investigate the feasibility of implementation of the crumb rubber technology in Kentucky. The impetus for this study was provided by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). This study included an overview of existing literature on the subject from an implementation point of view for Kentucky's conditions. Upon completion of this phase of the study, guidelines were developed by the Kentucky Transportation Center research team and were submitted to the Transportation Cabinet for field implementation of the crumb rubber modifier (CRM) technology in Kentucky. From the ease of implementation point of view, the Cabinet opted to build a field trial section using the "wet process" which utilized a fine ground rubber (80 mesh) material. The rationale for this decision was based upon the fact that the fine ground CRM mix closely resembles the polymer modified hot mix asphalt (HMA), and that both the Cabinet and Kentucky contractors have an extensive amount of experience with polymer modified asphalt. In July 1993, a field trial project was constructed on a portion of the US 421, Franklin County, Kentucky. The project involved milling of nominally one inch of the wearing surface followed up by a nominally one-inch overlay. The four-lane trial project (two lanes in each direction) was divided into two approximately half-mile sections. This allowed for a comparison of performance between the CRM HMA and the conventional HMA. In summary, the trial implementation of the CRM technology in Kentucky proved to be a success. The 80-mesh fine ground rubber at 7.5% by weight of asphalt cement provided a material similar to polymer modified asphalt. Construction of the field project was possible with existing specifications and practices in Kentucky. The non-intrusive nature of the fine ground technology was most desirable from the ease of implementation point of view. KW - Alternatives analysis KW - Crumb rubber KW - Field tests KW - Guidelines KW - Hot mix asphalt KW - Implementation KW - Kentucky KW - Literature reviews KW - Overlays (Pavements) KW - Pavement performance KW - Polymer asphalt KW - Test sections KW - Wet process UR - https://trid.trb.org/view/665928 ER - TY - RPRT AN - 00640023 AU - Carpenter, S H AU - University of Illinois, Urbana-Champaign AU - Federal Highway Administration TI - STRUCTURAL CHARACTERIZATION OF ASPHALT CONCRETE OVERLAYS PLACED ON HEAVILY TRAFFICKED CONCRETE PAVEMENTS. FINAL REPORT PY - 1993/12 SP - 114 p. AB - This report presents the results of a study examining the structural characterization of mixes placed as overlays on portland cement concrete Interstate pavements and the problems associated with rapid deformation failure of these mixes. The study indicates that these mixes are subject to a more severe stress state than a mixture placed on a traditional flexible pavement structure. The differences arise from the pavement structure and construction practice differences between the two types of construction. An examination of failure theory indicates that the octahedral shear stress theory of failure can explain the development of premature deformation failure in these mixes. The results of a statewide survey of overlayed Interstate pavements clearly indicates that the gradation of the mixture and construction variables have the biggest impact on the structural integrity of the mixture in lowering the ability to resist premature deformation. A laboratory program demonstrates the influence of gradation on structural properties of the mixture that can be related to the susceptibility of a mixture to premature deformation. The octahedral shear stress comparison for failure analysis of an overlay mixture is presented and evaluated by comparisons with repeated loading tests from the literature that were conducted at varying stress levels above and below the level producing unstable performance in the mixture. A common ratio of applied stress to ultimate failure was obtained indicating that this approach provides a means of combining mixture evaluation with stresses in the pavement to indicate performance and potential for failure in a mixture. KW - Accelerated tests KW - Aggregate gradation KW - Asphalt concrete KW - Concrete pavements KW - Construction management KW - Data collection KW - Deformation KW - Failure KW - Failure theory KW - Guides to the literature KW - Interstate Highway System KW - Laboratory tests KW - Literature reviews KW - Overlays (Pavements) KW - Pavement performance KW - Repeated loads KW - Shear stress KW - Structural analysis KW - Structural integrity KW - Surveys UR - https://trid.trb.org/view/380862 ER - TY - RPRT AN - 00640024 AU - Shook, J F AU - Diaz, M A AU - Stroup-Gardiner, Mary AU - Seeds, S B AU - ARE Engineering Consultants, Incorporated AU - Federal Highway Administration TI - PERFORMANCE-RELATED SPECIFICATIONS FOR ASPHALT CONCRETE - PHASE II. FINAL REPORT PY - 1993/12 SP - 242 p. AB - The objective of this study was to further the development of performance-related specifications (PRS) for asphalt pavement construction by: (1) conducting laboratory studies of the relationships between materials and construction (M&C) variables and fundamental response variables, and the relationships between the fundamental response variables and pavement performance indicators; and (2) developing a detailed plan (experimental design, construction details, and data collection and analysis) for an accelerated field test at a test track facility. The laboratory study performed for this research project focused on the development of secondary prediction relationships, which are equations that establish the relationship between M&C variables and fundamental response variables. The results of the laboratory study indicate that compaction level had more influence on mixture properties than any other variable in the experiment. A technique for estimating compaction effects using measurable specimen properties was found and resulted in a compaction index equation. The prediction equations can be used with an estimated compaction index to relate measured mixture properties to optimum properties. These equations can also be used to predict relative effects of proposed changes in materials and construction specifications on performance-related mixture properties. When used with equations that relate performance-related mixture properties to pavement performance, the equations derived in this study can be used to establish penalties for nonconformance to specification limits. An automated version (LOTUS 1-2-3, Spreadsheet) of the conceptual PRS system is included. KW - Asphalt concrete KW - Asphalt pavements KW - Compaction KW - Compliance KW - Construction KW - Construction specifications KW - Equations KW - Forecasting KW - Laboratory studies KW - Materials KW - Pavement performance KW - Paving KW - Penalties KW - Specifications KW - Spreadsheets KW - Variables UR - https://trid.trb.org/view/380863 ER - TY - RPRT AN - 00725641 AU - Hearn, G AU - Myers, S AU - University of Colorado, Boulder AU - Colorado Department of Transportation AU - Federal Highway Administration TI - INDEPENDENT FACING PANELS FOR MECHANICALLY STABILIZED EARTH WALLS PY - 1993/12 SP - 78 p. AB - Analysis, design and testing of independent reinforced concrete facing panels for mechanically stabilized earth (MSE) walls are reported. Panels are intended for use as full height facing for a variety of mechanical reinforcements for fills including geotextiles, geogrids, and bar mats. Panels provide a forming surface and permanent facing for MSE walls, but are independent of the MSE mass. Panels are attached to stable MSE constructions with flexible anchors that limit earth pressures on panels. Loads on panels are minimal, and panel size and appearance may be tailored to the requirements of individual projects and sites. This offers options in construction operations and in appearance of the finished wall not previously available for MSE constructions. This report presents the basis for design of independent facing systems, presents methods for stress analysis of independent facing panels, reviews options for full-height and for stacked panel facing systems, outlines construction procedures for MSE walls with independent facing, and presents options for anchors and panels for independent facings. The report also presents the design, fabrication, testing and performance of a prototype independent facing panel used in MSE wall tests. KW - Alternatives analysis KW - Anchors KW - Concrete panels KW - Construction management KW - Design KW - Fills KW - Mechanically stabilized earth KW - Options KW - Panels KW - Prototype tests KW - Reinforced concrete KW - Retaining walls KW - Stabilized materials KW - Structural analysis UR - https://trid.trb.org/view/460939 ER - TY - RPRT AN - 00643492 AU - Bridwell, N AU - Alicandri, E AU - FISCHER, D AU - Kloeppel, E AU - Federal Highway Administration TI - A PRELIMINARY LABORATORY INVESTIGATION OF PASSIVE RAILROAD CROSSING SIGNS. STAFF STUDY. FINAL REPORT PY - 1993/12 SP - 26 p. AB - In 1990, 2,378 accidents, or 47% of all accidents that occurred at grade crossings, occurred at passively signed crossings. This demonstrates the need for an effective passive device at railroad crossings to warn motorists and reduce the number of train-vehicle accidents. The object of this study was to determine the relative effectiveness of seven candidate passive railroad crossing signs, including the current standard crossbuck. Forty-two Young/middle aged (25 to 45 years) and forty-two Older (65 to 85 years) subjects were tested in the experiment. Data on recognition distance, conspicuity, and comprehension were collected. The results showed no differences between signs for recognition distance. There were statistically significant differences for the conspicuity measure, with the signs falling into three overlapping groups. The Standard-Yield combination, Standard with Barber-Striped pole, and the Canadian-Conrail combination scored in the highest conspicuity group. The Standard-Conrail combination sign was at the midrange of the conspicuity scores. The Manual on Uniform Traffic Control Devices (MUTCD) Standard and the Canadian Crossbuck showed the worst conspicuity scores. Detailed analyses of the comprehension (meaning and action) responses showed that subjects would take the correct action between 33% and 100% of the time as a function of the different signs. The best responses were for the Yield to Trains configuration and the Standard-Yield combination. The worst responses were for the MUTCD Standard and the Canadian Crossbuck. The results of this study suggest that further evaluation is needed. The Standard-Yield combination, the Standard-Conrail combination, and the Yield to Trains combination appear to be good candidates for additional testing. KW - Comprehension KW - Crashes KW - Effectiveness KW - Future KW - Future research KW - Human subject testing KW - Manual on Uniform Traffic Control Devices KW - Measures of effectiveness KW - Passive protection devices KW - Passive restraint systems KW - Railroad grade crossings KW - Recognition distance KW - Research KW - Traffic signs KW - Visibility KW - Visual perception UR - https://trid.trb.org/view/381926 ER - TY - RPRT AN - 00642453 AU - Minkarah, I AU - Bodocsi, A AU - Miller, R AU - Arudi, R AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FINAL EVALUATION OF THE FIELD PERFORMANCE OF ROSS 23 EXPERIMENTAL CONCRETE PAVEMENTS. FINAL REPORT PY - 1993/12 SP - v.p. AB - This project is a continuation of the research done from 1972 to 1981 on a jointed portland cement concrete pavement test section located in the southbound lane of Ohio Route 23 in Chillicothe, Ohio. Several variables were incorporated into the pavement: joint spacing, type of base, type of dowels and type of sawcut. Short term and long term horizontal movements caused by temperature were evaluated over a two year period. Vertical movements under known axle loads were also determined. Dynaflect and FWD were measured at the same time as the vertical movements. A statistical analysis was conducted of the horizontal and vertical movement data. A record of the damage to the pavement during the 20 year span was also made. Analysis of the statistical data and pavement damage led to conclusions about joint design and spacing limitations. The in situ permeability of the base was measured. The concrete was examined petrographically and the extent of chloride penetration was determined. KW - Base course (Pavements) KW - Chloride content KW - Concrete pavements KW - Defects KW - Deflection KW - Design KW - Dowels KW - Dowels (Fasteners) KW - Dynaflect KW - Experimental roads KW - Falling weight deflectometers KW - Field performance KW - Field tests KW - Geological surveying KW - Horizontal movements KW - Joint spacing KW - Joints (Engineering) KW - Motion KW - Pavement damage KW - Pavement deflection KW - Pavement joints KW - Pavements KW - Performance KW - Permeability KW - Petrographic investigations KW - Petrography KW - Saw cutting KW - Sawing KW - Spacing KW - Statistical analysis KW - Vertical movements UR - https://trid.trb.org/view/382159 ER - TY - RPRT AN - 00716837 AU - Winkler, C B AU - Bogard, S E AU - Ervin, R D AU - Horsman, A AU - Blower, D AU - Mink, C AU - Karamihas, S AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - EVALUATION OF INNOVATIVE CONVERTER DOLLIES: VOLUME I - FINAL TECHNICAL REPORT PY - 1993/12 SP - 111 p. AB - An extensive study of the dynamic performance of multitrailer vehicles, and the influence of double-drawbar dollies (C-dollies) on that performance is reported. Six vehicle configurations (five double-trailer combinations and one triple) are considered. The performance of the six vehicles is examined using a matrix of seven different converter dollies (an A-dolly and 6 C-dollies) and 15 different vehicle parametric variations (e.g., center-of-gravity, height, tire-cornering stiffness, roll stiffness, etc.). The performance quality of the vehicles is judged using measures such as rearward amplification, yaw-damping ratio, static rollover stability, offtracking, and dynamic-load-transfer ratio. The results from over 2800 computer simulation runs are used in a statistical regression analysis to produce simple methods for predicting performance numerics for A-trains based on vehicle parameters easily obtained in the field. Performance improvement factors for C-dollies are also developed. Recommendations for minimum performance standards and for C-dolly specifications are also reported. An economic analysis comparing A-dollies and C-dollies is presented. This analysis is based on data from a field survey and the literature and includes purchase, start-up, operational, and accident cost considerations. The report also includes the ancillary performance issue of backing ability. This volume, Volume I, is the Final Technical Report. Extensive appendices are included in Volume II. Volume III is a Technical Summary. KW - A-dollies KW - Alternatives analysis KW - Automated vehicle control KW - Backing (Driving) KW - C-dollies KW - Converter dollies KW - Dollies KW - Driving KW - Economic analysis KW - Forecasting KW - Maneuvering KW - Motor vehicles KW - Multitrailer vehicles KW - Performance KW - Performance prediction KW - Quality of work KW - Regression analysis KW - Simulation KW - Specifications KW - Stability (Mechanics) KW - Tractor trailer combinations UR - https://trid.trb.org/view/453641 ER - TY - RPRT AN - 00716839 AU - Winkler, C B AU - Bogard, S E AU - Ervin, R D AU - Horsman, A AU - Blower, D AU - Mink, C AU - Karamihas, S AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - EVALUATION OF INNOVATIVE CONVERTER DOLLIES: VOLUME III - TECHNICAL SUMMARY PY - 1993/12 SP - 32 p. AB - An extensive study of the dynamic performance of multitrailer vehicles, and the influence of double-drawbar dollies (C-dollies) on that performance is reported. Six vehicle configurations (five double-trailer combinations and one triple) are considered. The performance of the six vehicles is examined using a matrix of seven different converter dollies (an A-dolly and 6 C-dollies) and 15 different vehicle parametric variations (e.g., center-of-gravity, height, tire-cornering stiffness, roll stiffness, etc.). The performance quality of the vehicles is judged using measures such as rearward amplification, yaw-damping ratio, static rollover stability, offtracking, and dynamic-load-transfer ratio. The results from over 2800 computer simulation runs are used in a statistical regression analysis to produce simple methods for predicting performance numerics for A-trains based on vehicle parameters easily obtained in the field. Performance improvement factors for C-dollies are also developed. Recommendations for minimum performance standards and for C-dolly specifications are also reported. An economic analysis comparing A-dollies and C-dollies is presented. This analysis is based on data from a field survey and the literature and includes purchase, start-up, operational, and accident cost considerations. This volume, Volume III, is a Technical Summary. Volume I contains the Final Technical Report. Volume II contains Appendices A through H. KW - A-dollies KW - Alternatives analysis KW - Automated vehicle control KW - Backing (Driving) KW - C-dollies KW - Converter dollies KW - Dollies KW - Driving KW - Economic analysis KW - Forecasting KW - Maneuvering KW - Motor vehicles KW - Multitrailer vehicles KW - Performance KW - Performance prediction KW - Quality of work KW - Regression analysis KW - Simulation KW - Specifications KW - Stability (Mechanics) KW - Tractor trailer combinations UR - https://trid.trb.org/view/453643 ER - TY - RPRT AN - 00716838 AU - Winkler, C B AU - Bogard, S E AU - Ervin, R D AU - Horsman, A AU - Blower, D AU - Mink, C AU - Karamihas, S AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - EVALUATION OF INNOVATIVE CONVERTER DOLLIES: VOLUME II - APPENDICES A - H PY - 1993/12 SP - 295 p. AB - An extensive study of the dynamic performance of multitrailer vehicles, and the influence of double-drawbar dollies (C-dollies) on that performance is reported. Six vehicle configurations (five double-trailer combinations and one triple) are considered. The performance of the six vehicles is examined using a matrix of seven different converter dollies (an A-dolly and 6 C-dollies) and 15 different vehicle parametric variations (e.g., center-of-gravity, height, tire-cornering stiffness, roll stiffness, etc.). The performance quality of the vehicles is judged using measures such as rearward amplification, yaw-damping ratio, static rollover stability, offtracking, and dynamic-load-transfer ratio. The results from over 2800 computer simulation runs are used in a statistical regression analysis to produce simple methods for predicting performance numerics for A-trains based on vehicle parameters easily obtained in the field. Performance improvement factors for C-dollies are also developed. Recommendations for minimum performance standards and for C-dolly specifications are also reported. An economic analysis comparing A-dollies and C-dollies is presented. This analysis is based on data from a field survey and the literature and includes purchase, start-up, operational, and accident cost considerations. The report also includes the ancillary performance issue of backing ability. This volume, Volume II, contains Appendices A through H. Volume I is the Final Technical Report. Volume III is a Technical Summary. KW - A-dollies KW - Alternatives analysis KW - Automated vehicle control KW - Backing (Driving) KW - C-dollies KW - Converter dollies KW - Dollies KW - Driving KW - Economic analysis KW - Forecasting KW - Maneuvering KW - Motor vehicles KW - Multitrailer vehicles KW - Performance KW - Performance prediction KW - Quality of work KW - Regression analysis KW - Simulation KW - Specifications KW - Stability (Mechanics) KW - Tractor trailer combinations UR - https://trid.trb.org/view/453642 ER - TY - RPRT AN - 00642352 AU - Federal Highway Administration TI - NATIONALLY COORDINATED PROGRAM OF HIGHWAY RESEARCH, DEVELOPMENT, AND TECHNOLOGY: ANNUAL PROGRESS REPORT, FISCAL YEAR 1993 PY - 1993/12 SP - 170 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, 1992 through September 30, 1993. The NCP is organized into categories, programs, and projects. The NCP categories (A-G and J-M) covered in this 1993 report are A. Highway Safety, B. Traffic Operations/Intelligent Vehicle-Highway Systems, C. Pavements, D. Structures, E. Materials and Operations, F. Policy, G. Motor Carrier Transportation, J. Planning, K. Environment, L. Right of Way, and M. Advanced Research. This report highlights the high priority areas to show the research emphasis of the NCP. Each NCP program has a program manager within the 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 sixth NCP Annual Progress report since 1987. KW - Annual progress reports KW - Development KW - Environmental policy KW - Highway operations KW - Highway planning KW - Highway safety KW - Highways KW - Intelligent transportation systems KW - Maintenance practices KW - Materials KW - Motor carriers KW - Pavements KW - Research KW - Research and development KW - Right of way (Land) KW - Strategic planning KW - Structures KW - Technological innovations KW - Technology transfer KW - Traffic KW - Transportation policy UR - https://trid.trb.org/view/381439 ER - TY - RPRT AN - 00681846 AU - Smith, T D AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration TI - A NUMERICAL INVESTIGATION INTO THE PERFORMANCE OF THE SOIL NAIL WALL AND PILE FOUNDATION AT THE SWIFT DELTA I-5 INTERCHANGE. FINAL REPORT PY - 1993/12 SP - 182 p. AB - Finite Difference Methods (FDM) and Finite Element Methods (FEM) studies are reported studying the soil nail wall construction at the Swift Delta I-5 Interchange bridge reconstruction in North Portland, Oregon. Five layers of soil nails were installed between existing bridge supporting pipe piles, and a shotcrete finished face applied to stabilize the fill sand. Instrumentation on the project at two sections, S1 and S2, included strain gages on the nails, and on a single pile at S1, load cells on the nail heads, inclinometers in the wall and in the fill at S2 outside of the bridge, and tiltmeters with an extensometer on the pile cap at S1. Some interpretive comments are made on the measured wall and nail readings, which are used to backcalculate possible earth pressures for FDM techniques. The lateral load program COM624P is used to explore the limitations for FDM techniques for direct pile analysis in Swift Delta's soil/nail/pile system. Two dimensional FEM analysis is conducted by a new code, Finite Element analysis of NAILS (FENAIL), written specifically for this study. Modeling in both linear elasticity, and nonlinear plasticity, is reported at the bridge instrumented section S1 and the wall section S2 outside the bridge footprint. The model features included: full geostatic conditions, excavation modeling sequences and nail activation with beam elements. An innovative interference element is introduced to link the "out of mesh" pile to the soil and nail model, and generate pseudo 3 dimensional (3D) effects. A full 3D FEM analysis is reported of the top soil nail, adjacent pile and soil, by the code ABAQUS running on a CRAY MPX supercomputer. Linear elastic, anisotropic elastic and a single elastic plastic model were completed to study interaction and global stiffness contributions from the pile and nail. Based on FENAIL work overall replication of the Swift Delta soil nail wall is good. In general, only limited pile influence can be seen and deflections and stresses do not appear highly sensitive to the piles presence. The reinforced soil mass behaves similar to a reinforced wall structure without piles. The lack of any significant pile influence is also found in the 3D ABAQUS study under nail tension conditions. However, the pile's lateral load stiffness response is improved by nailing of the soil mass. KW - Backcalculation KW - Computer programs KW - Deflection KW - Earth pressure KW - Earth walls KW - Finite differences KW - Finite element method KW - Interchanges KW - Lateral loads KW - Linear elasticity KW - Nails KW - Nonlinear plasticity KW - Performance evaluations KW - Pile foundations KW - Soil nailing KW - Stresses KW - Three dimensional UR - https://trid.trb.org/view/422609 ER - TY - RPRT AN - 00676563 AU - Wang, T-L AU - Huang, D AU - Florida International University, Miami AU - Florida Department of Transportation AU - Federal Highway Administration TI - COMPUTER MODELING ANALYSIS IN BRIDGE EVALUATION. PHASE III: DYNAMIC RESPONSE OF HORIZONTALLY CURVED I-GIRDER BRIDGES. FINAL REPORT PY - 1993/12 SP - 221 p. AB - This is the third part of the three-year project on computer modeling analysis in highway bridge evaluation. The objective of Phase III is to study the dynamic and impact characteristics of horizontally curved I-girder bridges due to vehicles passing over rough bridge decks. In this study, the mathematical models of H20-44, HS20-44, Type 3, Type 3S2, and Type 3-3 trucks which travel on a curvilinear path have been developed. The bridge model that consists of thin-walled curved beam elements and straight grillage beam elements has been established and validated. The dynamic characteristics of several simply supported curved I-girder bridges with different radii are studied. The effects of transverse stiffness, road surface roughness, vehicle speed, spacing of girders, and damping ratio are analyzed. Finally, a real three-span continuous curved I-girder bridge is investigated. The distribution of impact factors along the longitudinal axis of the bridge is discussed. KW - Computer models KW - Curved bridges KW - Damping (Physics) KW - Dynamic analysis KW - Dynamic tests KW - Girder bridges KW - Girders KW - Horizontally curved i-girder bridges KW - Impact factors KW - Motor vehicles KW - Physical distribution KW - Roughness KW - Spacing KW - Speed KW - Stiffness KW - Traffic speed KW - Transverse stiffness KW - Trucks UR - https://trid.trb.org/view/421327 ER - TY - RPRT AN - 00670369 AU - Estakhri, C K AU - Rebala, S AU - Little, D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - LABORATORY EVALUATION OF CRUMB-RUBBER MODIFIED (CRM) BINDERS AND MIXTURES. INTERIM REPORT PY - 1993/12 SP - 270 p. AB - Crumb-Rubber Modified (CRM) binders were fabricated in the laboratory and evaluated according to ten different binder tests. Some of the test procedures routinely used for CRM binders were determined to have no apparent relationship to mixture properties or field performance. The Strategic Highway Research Program (SHRP) binder tests were also used to characterize CRM binders. The SHRP direct tension test and, to a lesser degree, the force-ductility test appear to measure CRM binder characteristics, which are attributed to improved cracking performance in CRM mixtures. Nine CRM mixtures were evaluated using Asphalt-Aggregate Mixture Analysis System (AAMAS) characterization procedures: four wet-process mixtures, four dry-process mixtures, and one control mix. It was determined that CRM has the potential to significantly improve the fatigue and thermal cracking performance of asphalt concrete pavements, but only when the wet method is used and the binder is properly designed. The dry process should produce mixtures with reduced propensity for rutting, but may have an adverse effect on cracking. Although state DOTs must comply with the existing legislative requirements, tire rubber, as any additive, should be used whenever possible to address a given mixture deficiency or expected deficiency in a given situation. KW - Asphalt concrete KW - Asphalt rubber KW - Binders KW - Cracking KW - Crumb rubber KW - Direct tension tests KW - Fatigue tests KW - Force-ductility tests KW - Laboratory tests KW - Pavement cracking KW - Rutting KW - Strategic Highway Research Program KW - Tension tests KW - Test procedures KW - Thermal fracture KW - Thermal stresses UR - https://trid.trb.org/view/411110 ER - TY - RPRT AN - 00666173 AU - Hazen, G A AU - Sargand, S M AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SOLAR ENERGY FACILITIES AT REST AREAS IN OHIO. FINAL REPORT PY - 1993/12 SP - 152 p. AB - Solar power, as a potential source of energy in public highway rest areas, was evaluated for Ohio. In this study two highway rest areas with solar water heating and photovoltaic, emergency lighting systems were instrumented and monitored over two years. The instrumented sites are located in the northeast and southwest regions of the State. They are two typical facilities out of 17 installations presently operating in Ohio. To evaluate performance, the solar energy system was modeled with a computer simulation and compared to actual field measurements. The computer model, adjusted for weather conditions in Ohio, is provided for any future installation design. Economic comparisons were made between solar hot water systems and conventional systems using life-cycle analysis. Results from instrumentation show that for a 20-year design life, the solar hot water systems were 9% and 22% more economical than conventional systems for the northeast and southwest sites, respectively. For the year the systems provided 52% and 72% of energy used to heat water. Solar contribution was low in the winter (4%) but almost complete (90%) in the summer. KW - Alternatives analysis KW - Economic conditions KW - Economic impacts KW - Emergencies KW - Emergency exits KW - Emergency lighting systems KW - Field measurements KW - Field tests KW - Hot water systems KW - Life cycle analysis KW - Lighting systems KW - Performance evaluations KW - Roadside rest areas KW - Simulation KW - Solar power generation UR - https://trid.trb.org/view/405744 ER - TY - RPRT AN - 00664353 AU - Pigman, J G AU - Crabtree, J D AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF ELECTRONIC TRUCK MONITORING. FINAL REPORT PY - 1993/12 SP - 41 p. AB - Automatic vehicle identification (AVI) and weigh-in-motion (WIM) equipment were installed at the northbound weigh/enforcement station on I-65 in Simpson County, Kentucky. The objectives were to determine the reliability and accuracy of the equipment and to determine the benefits/costs for the trucking industry and enforcement agencies. The test site for evaluation of the equipment became operational in July 1991 and the evaluation continued through June 1993. AVI equipment was provided by Amtech Corporation and WIM equipment by International Road Dynamics. Participating motor carriers were united Parcel Service and Averitt Express, with a total of 114 trucks equipped with transponders. The system operated the first year with the AVI and WIM systems serving only the function of verifying the passage of an equipped truck. During the second phase, the AVI/WIM system was moved to a position in advance of the station where equipped trucks could be identified and given a pre-clearance signal. Overall, it was determined that the electronic equipment could be used to collect data more accurately than through a manual process. However, it was also found that AVI and WIM equipment were not without problems, particularly when interfacing the two types of equipment. Benefits gained were increased levels of understanding of the reliability of AVI and WIM equipment. Improved relationships between motor carriers and enforcement personnel were seen as a benefit. A preliminary evaluation of systemwide application of AVI does not indicate it would be cost-effective unless greater benefits were gained by motor carriers. KW - Accuracy KW - Automatic vehicle identification KW - Benefit cost analysis KW - Commercial vehicle operations KW - Cost effectiveness KW - Data collection KW - Electronic monitoring systems KW - Field tests KW - Law enforcement KW - Monitoring KW - Reliability KW - Trucking KW - Weigh in motion UR - https://trid.trb.org/view/405234 ER - TY - RPRT AN - 00664232 AU - Ellis, R D AU - Herbsman, Z AU - Kumar, A AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF WORK ZONE LIGHTING STANDARDS FOR FDOT NIGHTWORK PROJECTS. FINAL REPORT PY - 1993/12 SP - 156 p. AB - Recently many states have shifted to nighttime work to rehabilitate highways and avoid daytime lane closures and resulting congestion. Night work comprises many complex issues including lighting conditions, safety, effect on quality and administrative decision. Florida DOT, like many other states, felt the need to improve its specifications and standards pertaining to nightwork illumination, which are at present minimally defined. This research effort attempts to determine the typical nighttime highway tasks, their nationwide frequency of performance, significant factors influencing illumination requirement, set of illumination categories, minimum illumination requirements for various tasks for optimum performance, guidelines for equipment lighting, and criteria to control and avoid glare to motorists. KW - Construction sites KW - Driver rehabilitation KW - Equipment lighting KW - Glare KW - Guidelines KW - Lighting KW - Lighting columns KW - Lighting equipment KW - Night KW - Pavement maintenance KW - Quality of work KW - Rehabilitation KW - Safety KW - Specifications UR - https://trid.trb.org/view/405115 ER - TY - RPRT AN - 00664231 AU - Lundy, J R AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - RIGID PAVEMENT PERFORMANCE DATA. FINAL REPORT PY - 1993/12 SP - 113 p. AB - Pavement structure, condition ratings, and distress were used to characterize the performance of rigid pavements in Oregon. Data from jointed and continuously reinforced concrete pavements ranging in age from 2 to 32 years were collected. Sixty-two experimental sections were identified along Interstate routes representing the range of environmental conditions in Oregon. All Oregon rigid pavements are performing very well structurally. Older pavements have carried 2 to 6 times their design traffic, yet maintain serviceability indices above 3.0. Distress types commonly associated with the need for rehabilitation were not generally evident. Efforts to predict pavement distress development with structural, environmental, and loading data were unsuccessful. KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Defects KW - Oregon KW - Pavement distress KW - Pavement joints KW - Pavement performance KW - Pavements KW - Rigid pavements KW - Serviceability UR - https://trid.trb.org/view/405114 ER - TY - RPRT AN - 00662820 AU - Federal Highway Administration TI - INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT OF 1991: WORKSHOPS FOR OFFICIALS OF RURAL AND SMALL URBAN AREAS PY - 1993/12 SP - 151 p. AB - The eight regional workshops on the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) for rural and small urban area officials have been completed. The objectives of the workshops were twofold -- to provide ISTEA information and to facilitate participation in the Statewide transportation planning process. To further encourage rural and small urban area participation in the planning process, the workshop cosponsors committed to compiling and distributing a report of workshop activities and products. This publication is that report. It is a resource guide for building on the ISTEA workshops. The following information from the workshops is included: ISTEA action plans; speakers by workshop; participants by state; ISTEA state contacts; and ISTEA information sources. KW - Guides KW - Guides to information KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Public participation KW - Rural areas KW - Small cities KW - Transportation planning KW - Urban areas KW - Workshops UR - http://ntl.bts.gov/lib/22000/22200/22247/PB99170441.pdf UR - https://trid.trb.org/view/404826 ER - TY - RPRT AN - 00662788 AU - Crawford, J A AU - Krammes, R A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A CRITICAL ANALYSIS OF SKETCH-PLANNING TOOLS FOR EVALUATING THE EMISSION BENEFITS OF TRANSPORTATION CONTROL MEASURES. INTERIM REPORT PY - 1993/12 SP - 113 p. AB - The role of transportation control measures (TCMs) in the transportation planning process has increased since the passage of the 1990 Clean Air Act Amendments. TCM analysis began in the early 1980s and several sketch-planning tools are now available. The two premier sketch-planning tools used for evaluating transportation control measures are the Systems Applications International (SAI) method and the San Diego Association of Governments (SANDAG) method. Both methods were adapted to an available spreadsheet for easy use and modification. The SAI method required full programming in the spreadsheet, whereas the SANDAG method, originally developed for spreadsheet use, required only minor revisions. A critical analysis, base scenario comparison, and sensitivity analysis were performed on the SAI and SANDAG methods. Results of the sensitivity analysis showed that the tools are most sensitive to the scope descriptors and work-related variables. The report concludes that (1) recent work in the field has greatly advanced the state-of-the-practice; (2) the SAI method proved to be a better analysis tool than the SANDAG method; and (3) although sketch-planning tools are gross estimating techniques, they are currently the best TCM analysis tools. KW - Air quality management KW - Evaluation KW - Sensitivity analysis KW - Sketch planning KW - Sketch planning tools KW - Spreadsheets KW - State of the art studies KW - Travel demand management UR - https://trid.trb.org/view/404795 ER - TY - RPRT AN - 00662782 AU - Chaudhary, N A AU - Messer, C J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PASSER IV-94, VERSION 1.0, USER/REFERENCE MANUAL. FINAL REPORT PY - 1993/12 SP - 101 p. AB - PASSER IV-94 is a new program for timing traffic signals in networks based on progression bandwidth optimization. This manual describes how to use the program to obtain optimal signal timings. PASSER IV is capable of optimizing signal timings for arterials as well as multi-arterial closed-loop networks. The program explicitly handles one-way and two-way arterials in a network and thus, is able to deal with conventional and three-level diamond interchanges in isolation or as sub-networks within a larger network of arterials. The program is composed of two modules: the user interface and the optimization module. The user interface is extremely easy to use and provides the following features: file management functions, data entry/edit modes, graphic display of network, running the optimization routine, and running the TRANSYT-7F program. In addition, it provides full mouse support. The optimization module performs bandwidth maximization. In addition to its own output report, the optimization routine is capable of generating input data files for use with the TRANSYT-7F program to perform bandwidth-constrained delay minimization. Thus, PASSER IV provides a network signal timing optimization capability that was previously available only for arterial problems through the combined use of the two programs PASSER II and AAP. KW - Arterial highways KW - Bandwidth KW - Computer program documentation KW - Computer programs KW - Manuals KW - Maximization KW - Optimization KW - Traffic delays KW - Traffic signal control systems KW - Traffic signal timing UR - https://trid.trb.org/view/404789 ER - TY - RPRT AN - 00662774 AU - Najafi, F AU - Unat, M AU - Nassar, F AU - Anglade, Y AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - COST-BENEFIT PROCEDURE FOR EVALUATION OF UTILITY CORRECTIVE MEASURES. FINAL REPORT PY - 1993/12 SP - 179 p. AB - National emphasis has recently been given to the development of corrective measures to reduce or eliminate accidents involving fixed objects. Utility poles have been identified as a major roadside hazard. In this study, a cost-benefit matrix model was developed to select the alternative treatments for hazardous roadway sections involving utility pole accidents. Also, a simple procedure was developed to establish the priorities for those sections. The guidelines and procedures presented in this study are intended for use by highway agencies, traffic safety engineers, and utility companies involved in correcting utility pole placement using Federal-Aid funds. For the purposes of this study, historical accident and site-specific data were collected from the eight Florida counties. The corrective measures analyzed in this study were: 1) undergrounding the utility lines; 2) increasing the lateral offset of poles; 3) reducing the pole density; 4) utilizing breakaway poles; and 5) protective devices. The model was applied to a roadway section in the case study. Based on the data analysis effort and literature review, undergrounding the utility lines, increasing the lateral offset of poles, and reducing the density of poles were found to be cost-effective in many situations. Although the precise effectiveness level of breakaway poles has not yet been determined, a 20% effectiveness level (reduction in severity) was found to be cost-effective assuming $1,200 per pole installation cost. KW - Benefit cost analysis KW - Breakaway supports KW - Cost effectiveness KW - Data analysis KW - Fixed objects KW - Florida KW - Guides to the literature KW - Lateral offset (Poles) KW - Literature reviews KW - Mathematical analysis KW - Pole density KW - Poles (Supports) KW - Prevention KW - Protection KW - Protective devices KW - Safety KW - Safety equipment KW - Single vehicle crashes KW - Traffic safety KW - Treatments KW - Underground utility lines KW - Undergrounding utility lines KW - Utility poles UR - https://trid.trb.org/view/404778 ER - TY - RPRT AN - 00662767 AU - Figueroa, J L AU - Acosta, J A AU - Mullen, R L AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION OF THE VIDEO IMAGE PROCESSING TECHNIQUE FOR EVALUATING PAVEMENT SURFACE DISTRESS IN THE STATE OF OHIO. FINAL REPORT PY - 1993/12 SP - 272 p. AB - Maintenance and repair of the highway network accounts for one of the major expenses in the federal and state budget. Pavement Management Systems (PMSs) have been implemented by Departments of Transportation and other transportation agencies to optimize the allocation of these funds. One of the most important inputs to a PMS is the pavement surface evaluation. Rating systems where pavement distress is measured by type, extent and severity, have been used extensively in order to quantify pavement surface condition. In most instances, these systems are both tedious and time consuming. Distress measurement is also subjective, which affects the precision of the rating. Identification and quantification of distress types are possible by automatic analysis of images captured by a microcomputer from video or film recordings. The present research describes the implementation of the PCR-Video System, which allows the identification and classification of most common pavement distress types. Depth and distance measurement devices were installed in a survey vehicle and connected to an on board microcomputer to determine the distance traveled and to allow the identification and quantification of depth related distress types. A bar color code method was developed to inscribe distance and depth readings onto the video tape. A functional video image analysis equipment composed of a computer controlled S-VHS tape player, an image capturing board and a workstation was assembled. A set of images is digitized by the image capturing board and stored in main memory to remove overlapping areas present in consecutive frames. The Vertical & Horizontal Region Segmentation method was developed to eliminate the drawbacks found in conventional image segmentation approaches. A logic-based classification approach was also developed for cluster classification. The system when combined with a rating procedure, such as the PCR produces a quantitative measurement of pavement condition. Finally, the pavement inventory data file can be updated with the new pavement ratings. The system was validated by rating four roadway sections, previously inspected manually. The automated results showed very good correlation with the visually obtained ratings. KW - Automated inspection KW - Condition surveys KW - Correlation analysis KW - Correlations KW - Defects KW - Evaluation KW - Image processing KW - Inspection KW - Microcomputers KW - Pavement conditions KW - Pavement distress KW - Pavements KW - Videotapes KW - Vision UR - https://trid.trb.org/view/404771 ER - TY - RPRT AN - 00648258 AU - Nokes, W A AU - California Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF MECHANISTIC PROCEDURES FOR ASSESSMENT OF STRUCTURAL SECTION PERFORMANCE. FINAL REPORT PY - 1993/12 SP - 240 p. AB - Mechanistic models are investigated by the Caltrans Division of New Technology, Materials and Research. Standard and experimental asphalt concrete structural sections containing typical mixes and materials also are studied. Evaluations consist of collecting field measurements, conducting lab tests, and running computer simulations. This report presents sensitivity studies of mechanistic procedures, discusses the use of mechanistic methods, and recommends procedures suitable for analysis of flexible pavements. Topics for further research are recommended. Results show reasonable agreement between measured deflections, materials properties, and primary response model (ELSYM5 and BISAR) predictions. Models are used to predict effects of high tire pressures, asphalt treated drainage layer and nonlinear material behavior. Resilient modulus measured from lab tests are compared with model predictions based on backcalculation, which is the most promising application of mechanistic procedures. KW - Alternatives analysis KW - Backcalculation KW - Deflection KW - Field measurements KW - Field tests KW - Flexible pavements KW - Forecasting KW - Future KW - Future research KW - Laboratory tests KW - Mechanical analysis KW - Mechanistic design KW - Modulus of resilience KW - Pavement deflection KW - Pavements KW - Properties of materials KW - Research KW - Sensitivity analysis KW - Simulation UR - https://trid.trb.org/view/387477 ER - TY - RPRT AN - 00647421 AU - Burati, J L AU - Hughes, C S AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - OVERVIEW FOR CONSTRUCTION QUALITY MANAGEMENT FOR MANAGERS (DEMONSTRATION PROJECT 89). STUDENT WORKBOOK PY - 1993/12 SP - 52 p. AB - This overview of the construction materials management workbook accompanies presentation of the first two sessions included in the 2-day workshop "Construction Quality Management for Managers" sponsored under FHWA Demonstration Project 89, "Quality Management". This top management workbook was developed as an overview for managers from Federal, State, and local governments to private industry on the concepts of quality control/quality assurance. Much of the material contained in this workbook is also included in the 4 1/2-day National Highway Institute course "Materials Control and Acceptance--Quality Assurance" (NHI Course 13442). KW - Building materials KW - Construction KW - Education and training methods KW - Management KW - Quality assurance KW - Quality control KW - Students UR - https://trid.trb.org/view/387217 ER - TY - RPRT AN - 00647422 AU - Burati, J L AU - Hughes, C S AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - CONSTRUCTION QUALITY MANAGEMENT FOR MANAGERS (DEMONSTRATION PROJECT 89). STUDENT WORKBOOK (DECEMBER 1993) PY - 1993/12 SP - 202 p. AB - This student workbook accompanies presentation of the 2-day workshop "Construction Quality Management for Managers" sponsored under FHWA Demonstration Project 89, "Quality Management". This workshop was developed as an overview for managers from Federal, State, and local governments to private industry on the concepts of quality control/quality assurance. Topics discussed include a top management module, implementation, statistical concepts, elements of a quality assurance (QA) program, and QA specifications overview. Much of the material contained in this workbook is also included in the in-depth comparison 4 1/2-day National Highway Institute course "Materials Control and Acceptance--Quality Assurance" (NHI Course 13442). KW - Building materials KW - Construction KW - Education and training methods KW - Implementation KW - Management KW - Quality assurance KW - Quality control KW - Specifications KW - Statistical quality control KW - Students UR - https://trid.trb.org/view/387218 ER - TY - RPRT AN - 00647385 AU - Sukley, R AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF MECHANICAL COUPLERS IN CONTINUOUSLY REINFORCED CONCRETE PAVEMENT PATCHES. FINAL REPORT PY - 1993/12 SP - 59 p. AB - The Pennsylvania Department of Transportation has studied the use of Mechanical Couplers in full depth continuously reinforced concrete pavement patches. The Coupler patch was designed to reduce Class 1 excavation and overall size of patch and thereby reduce costs. The Mechanical Couplers performed as designed and have continued to perform as well as the standard Tied Reinforcement patches. However, the costs were not reduced, which makes it impractical for the Department to standardize the use of Mechanical Couplers at this time. KW - Continuously reinforced concrete pavements KW - Costs KW - Couplers KW - Mechanical couplers KW - Patching KW - Performance UR - https://trid.trb.org/view/387200 ER - TY - RPRT AN - 00647333 AU - Hunt, T R AU - Colorado Department of Transportation AU - Federal Highway Administration TI - CURTAIN DRAINS. FINAL REPORT PY - 1993/12 SP - 53 p. AB - Geocomposite curtain drains were installed in a slope in the right of way above S.H. 550 north of Durango, Colorado to mitigate subsurface drainage and slope stability problems. The installation to the required depth of 12 feet was very difficult because of moisture in the trench and collapsing trench walls. A "crib box" was used for worker safety, but this hindered the proper installation. Most of the panels were installed in a partially collapsed position with the top of the panels buried about four feet deeper than planned. This affected the performance of the system. The water table was lowered locally by about two feet, but groundwater still came to the surface further down the hill. Only small to moderate flows came from the curtain drain system. This was presumably due to the collapsed panels and the dense clayey soil. There were no slope stability problems during the five and a half years of evaluation, although there was slight swelling in one or two places on the slope. The effectiveness of the system, based on flows and groundwater measurements, did not appear to decrease significantly over time. Excavation of a portion of the curtain drain revealed that the material was in good condition and the fabric was not clogged. Using parallel drainage systems to shallower depths, with at least one near the bottom of the hill, rather than one deep system such as on this project, is recommended for safety and ease of installation, as well as improved drainage performance. If the filter fabric chosen is designed for the right soil type, clogging should not be a problem, at least in the first few years. KW - Building KW - Clay soils KW - Construction safety KW - Crib walls KW - Effectiveness KW - Facilities KW - Filter fabric KW - Geocomposite curtain drains KW - Groundwater KW - Groundwater control KW - Installation KW - Lowering KW - Measures of effectiveness KW - Mitigation KW - Performance KW - Slope stability KW - Subsurface drainage KW - Traffic mitigation KW - Water table UR - https://trid.trb.org/view/387152 ER - TY - RPRT AN - 00643628 AU - Beier, F J AU - University of Minnesota, Minneapolis AU - Minnesota Department of Transportation AU - Federal Highway Administration TI - INSTITUTIONAL BARRIERS TO THE ADOPTION OF ELECTRONIC DATA COLLECTION AND INTERCHANGE AS IT RELATES TO COMMERCIAL VEHICLES. FINAL REPORT PY - 1993/12 SP - 104 p. AB - This study examines the interface between state and regulatory agencies and commercial vehicle operators regarding the application of electronic technology. The various processes followed by the state agencies are documented. In addition, a survey of both freight and passenger commercial vehicle operators (CVO) is analyzed. Significant findings are that CVOs are capable of exchanging information with the state electronically although formal EDI methods appear somewhat distant. A significant portion of CVOs are also prepared to adopt basic IVHS technology which would allow trucks to bypass weigh stations. A summary of barriers to the widespread adoption of these technologies is also included as is a literature review. KW - Automatic data collection systems KW - Commercial vehicle operators KW - Commercial vehicles KW - Data collection KW - Electronic data interchange KW - Guides to the literature KW - Institutional issues KW - Intelligent transportation systems KW - International Fuel Tax Agreement KW - International Registration Plan KW - Literature reviews KW - Socioeconomic development KW - State government agencies KW - Surveys UR - https://trid.trb.org/view/386123 ER - TY - RPRT AN - 00643566 AU - Reed, D A AU - Wang, J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - AN EMERGENCY RESPONSE PLAN FOR BRIDGE MANAGEMENT. FINAL TECHNICAL REPORT PY - 1993/12 SP - 80 p. AB - The major objective this project was to develop a post-earthquake emergency response plan for the Washington State Department of Transportation (WSDOT) bridge management. Three types of seismic events were considered in the development of the plan. Inspection forms were developed for the three-stage inspection process. For events other than minor earthquakes under favorable weather and lighting conditions, existing resources appear to be inadequate. Recommendations for improving the readiness of the WSDOT bridge management are provided. KW - Bridge inspection KW - Bridge management systems KW - Bridges KW - Disasters and emergency operations KW - Earthquakes KW - Emergency response KW - Inspection KW - Planning KW - Recommendations KW - Seismic regions KW - Seismicity UR - http://www.wsdot.wa.gov/research/reports/fullreports/289.1.pdf UR - https://trid.trb.org/view/386061 ER - TY - RPRT AN - 00643488 AU - Zimpfer, W H AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - CONTINUATION OF FDOT TEST PIT EVALUATION OF NEW FLEXIBLE PAVEMENT BASES (92-93). FINAL REPORT PY - 1993/12 SP - 67 p. AB - Test Pit Evaluation included three studies and is presented in Section 1 Preliminary Evaluation of FLEXBASE, Section 2 Preliminary Evaluation of DURA-ROCK, and Section 3 Preliminary Evaluation of RAP. Florida Department of Transportation (FDOT) laboratory tests on each material were different, and are discussed in the report. Unconfined Compression Tests were performed when appropriate. The manufactured base products were compacted in the FDOT Test Pit as received from the producers, at the required densities. Bases were tested during curing. Clegg Impact Value Tests were performed on the bases. Composite Base/Subgrade Tests included repeated stress plate testing. Composite Moduli Values were obtained, as well as the deformation under repeated stress. Materials were examined and rated, using criteria associated with each manufactured product and FDOT criteria. KW - Base course (Pavements) KW - Flexible pavements KW - Impact tests KW - Laboratory tests KW - Materials evaluation KW - Materials selection KW - Stress testing KW - Stress tests (Equipment) KW - Test results KW - Unconfined compression tests UR - https://trid.trb.org/view/381922 ER - TY - RPRT AN - 00642323 AU - Federal Highway Administration TI - STRUCTURES LABORATORY PY - 1993/12 SP - 2 p. AB - Operated by the Federal Highway Administration's (FHWA's) Office of the Associate Administrator for Research and Development, the Turner-Fairbank Highway Research Center (TFHRC) is the Nation's primary highway transportation research and development facility. Located in McLean, Virginia, just inside the Capital Beltway, the TFHRC consists of a number of world-class testing and laboratory facilities. This pamphlet describes the Center's Structures Laboratory. Current research in the Structures Laboratory involves bridge materials strength testing, retrofitting concrete-steel composite girders with external prestressing, and determining the feasibility of using fiber reinforced polymers as a concrete bridge deck reinforcement. KW - Bridges KW - Development KW - Fiber reinforced materials KW - Fiber reinforced polymers KW - Laboratory tests KW - Research KW - Research and development KW - Research and educational facilities KW - Research facilities KW - Retrofitting KW - Strength of materials KW - Structural steel KW - Structures UR - https://trid.trb.org/view/381412 ER - TY - RPRT AN - 00642320 AU - Federal Highway Administration TI - THE NATIONAL HIGHWAY SYSTEM - THE BACKBONE OF AMERICA'S INTERMODAL TRANSPORTATION NETWORK. REPORT TO CONGRESS PY - 1993/12 SP - 32 p. AB - Pursuant to Section 1006(a) of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) (Public Law 102-240), the U.S. Department of Transportation (DOT) proposes a National Highway System (NHS) of nearly 159,000 miles (about 256,000 km). This NHS is the first major component of a larger, fully coordinated, and integrated National Transportation System (NTS) that will meet the evolving transportation needs of the Nation as we enter the 21st century. This report focuses on the establishment of the NHS and does not propose changes in the programs established by ISTEA. Following an Executive Summary, the report is presented in the following ten sections: (I) Introduction; (II) Legislative Mandate; (III) Background; (IV) Process - A. The Illustrative System, B. Development of State NHS Recommendations, and C. Development of the Final NHS Proposal; (V) Economic Benefits of an NHS; (VI) Strategic and Emergency Preparedness Implications; (VII) Recommendations - A. Recommended System, B. System Summary, and C. System Attributes; (VIII) Legislative Language to Enact the NHS; (IX) Response to Report of Senate Appropriations Committee Accompanying 1994 DOT and Related Agencies Appropriations Act; and (X) Notes on Sources for this Report. KW - Appropriations KW - Disaster preparedness KW - Disasters and emergency operations KW - Economic benefits KW - History KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - National Highway System KW - National transportation system KW - Proposals KW - Recommendations KW - Strategic planning UR - https://trid.trb.org/view/381409 ER - TY - RPRT AN - 00642314 AU - Tia, M AU - Bloomquist, D AU - Yang, MCK AU - MELETIOU, C A AU - Amornsrivilai, P AU - Shih, C-T AU - RICHARDSON, D AU - Bobson, E AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EXTENSION STUDY OF MODULUS OF RUPTURE AND PERMEABILITY OF STRUCTURAL CONCRETE IN FLORIDA FOR DEVELOPMENT OF A CONCRETE PERFORMANCE SPECIFICATION. FINAL REPORT PY - 1993/12 SP - 388 p. AB - A field permeability test (FPT) method which was developed in a preceding study was implemented in the testing and evaluation of thirteen selected marine concrete structures in Florida. Core samples of the site concrete tested by the FPTs were extracted and evaluated in the laboratory by means of the standard rapid chloride permeability test. The results of the rapid chloride permeability test were found to be linearly related to the water permeabilities as measured by the FPT. The FPT method was found to be able to provide a relative measurement of permeability which can be used as an indicator of the quality and performance characteristics of structural concrete. A framework of procedure for assessment of durability of existing concrete structures using the FPT method was proposed. An extensive laboratory testing program was conducted to investigate the mechanical properties and the permeability of structural concretes made with Florida aggregates and out-of-state aggregates. The scope of the study covered three water-cement ratios (0.45, 0.38 and 0.33), two pozzolans (Class F fly ash and silica fume), nine aggregate types and three moist-curing durations. Type II cement was used. The tests performed on the hardened concrete included compressive strength, splitting tensile strength, modulus of rupture, modulus of elasticity, water permeability, rapid chloride permeability, and water absorption tests. For the ranges of w/c ratios used in the study, the strength of aggregate has little effect on the strength of concrete. Florida limestone can produce moderately high strength concrete (10,000 psi) as the dense limestone from out of state. Empirical relationships between different concrete properties were developed for Florida concretes. Relationships among water permeability, rapid chloride permeability and water sorptivity test results were also established. KW - Aggregates KW - Compression tests KW - Compressive strength tests KW - Concrete KW - Concrete curing KW - Concrete strength KW - Core analysis KW - Cores (Specimens) KW - Durability KW - Duration KW - Field tests KW - Fly ash KW - High strength concrete KW - Laboratory tests KW - Limestone aggregates KW - Marine structures KW - Mechanical properties KW - Modulus of elasticity KW - Modulus of rupture KW - Naval architecture KW - Permeability KW - Rapid chloride permeability KW - Silica fume KW - Strength of materials KW - Tensile strength KW - Time duration KW - Water cement ratio UR - https://trid.trb.org/view/381403 ER - TY - RPRT AN - 00642318 AU - Kaighn, R J AU - Federal Highway Administration AU - University of Virginia, Charlottesville TI - VERIFICATION OF THE PRESSURIZED FLOW SIMULATION MODULE (PFSM) OF HYDRA. FINAL GRF REPORT PY - 1993/12 SP - 57 p. AB - A hydraulic laboratory model of a storm drain system was tested and used to verify results from the Pressurized Flow Simulation Module (PFSM) of the Highway Storm Drain (HYDRA) computer program. This program is part of a larger collection of Highway Drainage (HYDRAIN) programs that have been developed under a national pooled fund study sponsored by 30 State Highway Agencies. The PFSM results compared well with the laboratory results except for the junction losses that were not explicitly accounted for in the PFSM computer logic. A solution for incorporating junction loss routines into the PFSM is recommended to make it better represent a storm drain system. Laboratory data are included in the appendixes of this report to recheck the PFSM after the junction loss routines are incorporated. KW - Alternatives analysis KW - Computer programs KW - Highway drainage KW - Hydraulic models KW - Hydraulic structures KW - Junction loss routines KW - Laboratory tests KW - Pressurization KW - Storm sewers KW - Surface drainage UR - https://trid.trb.org/view/381407 ER - TY - RPRT AN - 00642315 AU - Tia, M AU - Bloomquist, D AU - Yang, MCK AU - MELETIOU, C A AU - Amornsrivilai, P AU - Shih, C-T AU - RICHARDSON, D AU - Bobson, E AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EXTENSION STUDY OF MODULUS OF RUPTURE AND PERMEABILITY OF STRUCTURAL CONCRETE IN FLORIDA FOR DEVELOPMENT OF A CONCRETE PERFORMANCE SPECIFICATION. FINAL REPORT. APPENDICES PY - 1993/12 SP - 203 p. AB - This volume contains the appendices to accompany the final report. The appendices are as follows: (A) Application of the Proposed Testing Program for Marine Structures - A Worked Example; (B) Analysis of Results of Compressive Strength Tests; (C) Properties of Trial Batches and Amount of Admixture Used in Trial Batches; (D) Mix Proportions and Properties of Fresh Concretes; (E) Summary of Test Results; and (F) Summary of Burr-Foster Q-Test Results. KW - Aggregates KW - Compression tests KW - Compressive strength tests KW - Concrete KW - Concrete curing KW - Concrete strength KW - Core analysis KW - Cores (Specimens) KW - Durability KW - Duration KW - Field tests KW - Fly ash KW - High strength concrete KW - Laboratory tests KW - Limestone aggregates KW - Linestone aggregates KW - Marine structures KW - Mechanical properties KW - Modulus of elasticity KW - Modulus of rupture KW - Naval architecture KW - Permeability KW - Rapid chloride permeability KW - Silica fume KW - Strength of materials KW - Tensile strength KW - Time duration KW - Water cement ratio UR - https://trid.trb.org/view/381404 ER - TY - RPRT AN - 00642311 AU - Aschenbrener, T AU - Colorado Department of Transportation AU - Federal Highway Administration TI - DETERMINING OPTIMUM ASPHALT CONTENT WITH THE TEXAS GYRATORY COMPACTOR. FINAL REPORT PY - 1993/12 SP - 78 p. AB - A recent change from the California kneading compactor to the Texas gyratory compactor has resulted in significantly lower optimum asphalt contents. Additionally, only one laboratory compactive effort has been used in Colorado regardless of traffic or high temperature environment. Adjustments are being made to the Colorado's hot mix asphalt design procedure to address these concerns. It was decided to use results from the recently acquired European equipment to assist with the adjustments. Additionally, results were used from three other sources: 1) the previously used California kneading compactor, 2) samples from older pavements that were recompacted in the Texas gyratory, and 3) experimental field projects that used the recommended end-point stresses. Optimum asphalt contents need to be determined using varying laboratory compactive efforts that correspond to the various traffic and environmental conditions in Colorado. The recommendations presented in this report include the variable end-point stresses for the Texas gyratory to obtain the optimum asphalt content along with the traffic and environmental categories to assist designers on the appropriate selection of the specified end-point stress. Additionally, minimum Hveem stability values, minimum voids in the mineral aggregate, and an acceptable range for voids filled with asphalt are included. KW - Asphalt content KW - Case studies KW - Compactors KW - End-point stresses KW - Gyratory compactors KW - Hot mix asphalt KW - Hveem stability KW - Optimization KW - Optimum KW - Recommendations KW - Void ratios KW - Voids UR - https://trid.trb.org/view/381399 ER - TY - RPRT AN - 00642310 AU - Aschenbrener, T AU - Currier, G AU - Colorado Department of Transportation AU - Federal Highway Administration TI - INFLUENCE OF TESTING VARIABLES ON THE RESULTS FROM THE HAMBURG WHEEL-TRACKING DEVICE. FINAL REPORT PY - 1993/12 SP - 116 p. AB - The Hamburg wheel-tracking device can be used to predict the moisture susceptibility of a hot mix asphalt pavement. The test results are influenced by testing temperature, asphalt cement stiffness, air void content, short-term aging, and the presence of lime. The variables are important to control in the laboratory environment to ensure repeatability. Additionally, these variables are also considered important to the moisture resistance of a pavement in the field. KW - Aging (Biology) KW - Air voids KW - Air voids content KW - Calcium oxide KW - Forecasting KW - Hamburg Wheel Tracking Device KW - Hot mix asphalt KW - Laboratory tests KW - Moisture content KW - Moisture susceptibility KW - Performance evaluations KW - Repeatability KW - Short-term aging KW - Stiffness KW - Temperature KW - Test results KW - Time duration UR - https://trid.trb.org/view/381398 ER - TY - RPRT AN - 00642292 AU - McGeehan, D D AU - Samuel, L AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - PRIORITIZING BRIDGE STRUCTURES FOR UNDERWATER INSPECTION. FINAL REPORT. SUMMARY REPORT PY - 1993/12 SP - 21 p. AB - In the last decade, there has been increasing national concern about the adequacy of underwater inspection of bridge substructures. A number of factors have contributed to this concern, in particular the collapse of several major spans, some of which led to loss of life. Substructure failures have been the cause of bridge collapses and the subject of at least five National Transportation Safety Board (NTSB) highway bridge investigations. In at least four instances, deficiencies in the substructure could have been identified by underwater inspection. During this project, 425 bridges in Virginia were identified as requiring underwater inspection. It was concluded that assessments of the type and extent of damage to structures below the waterline prior to inspection are highly inaccurate. Prioritizing bridges for inspections must be based on an established history of underwater inspections. Trends in the deterioration of underwater structures indicate several factors to be considered in developing a priority system for an underwater inspection program. These trends are described, and time intervals for the inspection of bridges with a previous inspection history are suggested. KW - Bridge maintenance KW - Bridge substructures KW - Bridges KW - Deterioration KW - Inspection KW - Maintenance KW - Ratings KW - Strategic planning KW - Trend (Statistics) KW - Underwater inspection KW - Virginia UR - http://ntl.bts.gov/lib/36000/36800/36889/94-R12.pdf UR - https://trid.trb.org/view/381380 ER - TY - RPRT AN - 00640026 AU - Ghorbanpoor, Al AU - University of Wisconsin, Milwaukee AU - Federal Highway Administration TI - EVALUATION OF POST-TENSIONED CONCRETE BRIDGE STRUCTURES BY THE IMPACT-ECHO TECHNIQUE. FINAL REPORT PY - 1993/12 SP - 92 p. AB - This report presents the results of an investigation to evaluate existing nondestructive evaluation (NDE) techniques and to further develop a method for the detection of voids in the ducts of post-tensioned bridge structures. After evaluation of several NDE techniques, the impact-echo technique was chosen as the method with the most promise. Impact-echo system components were developed and/or assembled and were used to perform laboratory investigation, numerical modeling, and field testing. It was found that the presence of a void, with an approximate size as small as 102 mm (4 in.), within a post-tensioned duct may be detected using the impact-echo technique. The presence of a hollow duct in concrete caused a major part of the impact energy to be transmitted around the duct and through the concrete. This resulted in a reflection from the opposite concrete surface that had a smaller frequency value compared with that in a concrete member that contained either a fully grouted duct or no duct. Only very low level reflections resulted from the hollow duct itself, making it impractical to use the relevant information during field tests. Other flaws, i.e., honeycombing, cracking, and delamination in concrete could be detected more easily using the impact-echo technique. Excellent agreement was observed between the results of the numerical study and the results from the laboratory and the field tests. Although the present state-of-the-art impact-echo and instrumentation permit reliable testing of concrete structures, additional enhancement of the instrumentation and software can significantly improve the system performance, reliability, and efficiency. One major enhancement that may be achieved includes design and development of a transducer/impactor assembly, which in conjunction with new software can automatically create and detect acceptable impact-echo signals at desirable time and spatial intervals. KW - Bridge structures KW - Bridges KW - Detection and identification KW - Detectors KW - Ducts KW - Economic efficiency KW - Efficiency KW - Field tests KW - Flaw detection KW - Impact echo tests KW - Instrumentation KW - Laboratory tests KW - Nondestructive tests KW - Numerical modeling KW - Performance KW - Post-tensioning ducts KW - Reliability KW - Software KW - Void ratios KW - Voids UR - https://trid.trb.org/view/380865 ER - TY - RPRT AN - 00640025 AU - Ghorbanpoor, Al AU - Madathanapalli, S C AU - University of Wisconsin, Milwaukee AU - Federal Highway Administration TI - PERFORMANCE OF GROUTS FOR POST-TENSIONED BRIDGE STRUCTURES. FINAL REPORT PY - 1993/12 SP - 51 p. AB - Selection of an appropriate grout mix for filling the ducts of post-tensioned bridge structural elements is an important task that could provide long-term protection of post-tensioning steel against corrosion. Important properties for a suitable grout mix include its workability, protection against corrosion of steel, low permeability, ability to expand, high compressive strength, ability to bond to the steel and duct, and overall durability. To identify the most appropriate grout mix for the post-tensioning application, a test program was carried out in this study to evaluate 15 different grout mixes that had shown promise based on an evaluation of existing literature and data. These mixes included pozzolanic materials, i.e., portland cement and commercially available grouting admixtures. For each grout, several properties were determined. The findings included results on the expansion and shrinkage, bleeding characteristics, compressive strength, flow time, permeability, pH of bleed water, setting time, and surface corrosion observations of the post-tensioning steel surrounded by each mix. As a result of the study, it was determined that the most appropriate mix for the post-tensioning application consisted of type I portland cement, 20 to 25% silica fume by the weight of cement, potable water, and a superplasticizer. Other than a slight shrinkage of this mix, the grout showed a superior performance with regard to the properties that were determined through this laboratory testing. If a small dosage of an expansive agent can be added to the mix without adverse effect, the slight shrinkage of the mix may be overcome readily. Most grouts that are used for grouting of post-tensioning ducts exhibit thixotropic property and therefore, the present ASTM Standard Flow Cone Test cannot be used to determine the flowability of the mixes. New test apparatus and procedures were designed and developed during this study that permit quantitative measurement of the flowability of all mixes, including those with thixotropic characteristics. The test procedure includes measuring time of flow, or discharge, for a mix that is placed in a pressure chamber and is forced to pass through a special orifice. KW - Admixtures KW - Bleeding (Pavements) KW - Bond strength (Materials) KW - Bonding KW - Bridge structures KW - Bridges KW - Compressive strength KW - Corrosion KW - Corrosion protection KW - Drinking water KW - Ducts KW - Durability KW - Equipment tests KW - Expansion KW - Flowability KW - Fluidity KW - Grout KW - Performance evaluations KW - Permeability KW - pH value KW - Portland cement KW - Post-tensioning ducts KW - Quantitative analysis KW - Setting (Concrete) KW - Setting time KW - Silica fume KW - Steel KW - Steel protection KW - Superplasticizers KW - Test equipment KW - Test procedures KW - Workability UR - https://trid.trb.org/view/380864 ER - TY - RPRT AN - 00759830 AU - EBA, Incorporated AU - Microeconomic Applications, Incorporated AU - Federal Highway Administration TI - IMPACT OF LOCAL OPTION HIGHWAY TAXES ON STATE HIGHWAY PROGRAMMING AID PY - 1993/11/17 SP - 180 p. AB - The principal objective of this study is to test the hypothesis that implementing local option taxes (i.e., gas taxes and sales taxes) for highway improvements leads, directly or indirectly, to a decrease in federal and state aid for highway improvements. To achieve this objective required insight into the process by which the distribution of federal and state aid change in response to local option taxes. The general conclusion is that state and federal aid did not change in response to adoption of local option taxes. Findings are based on a series of case studies. Cases include counties in Arizona, California, Florida, and Georgia, and municipalities in Alabama and Missouri. Arizona, California, Georgia, and Missouri authorize local transportation sales taxes; Alabama and Florida authorize local gas taxes. Data and information were collected through site visits in a majority of the counties studied. Jurisdictions within each state were analyzed together because of the common institutional factors. The case studies describe the local option tax and its history and uses, as well as the interaction of state/federal funds with local funds. The analysis focuses on changes in state/federal funding since the advent of the local option tax. The report discusses findings by state. KW - Federal aid KW - Gasoline KW - Highways KW - Impacts KW - Improvements KW - Local taxation KW - Sales tax KW - State aid KW - States KW - Taxes KW - Transportation taxes UR - https://trid.trb.org/view/496023 ER - TY - RPRT AN - 00724939 AU - Federal Highway Administration TI - REPORT OF THE ALLIANCE FOR UNIFORM HAZMAT TRANSPORTATION PROCEDURES PY - 1993/11/17 SP - 119 p. AB - This report contains the recommended uniform state hazardous materials transportation program developed by the Alliance for Uniform HazMat Transportation Procedures and submitted to the Secretary of the U.S. Department of Transportation in accordance with Section 22 of the Hazardous Materials Transportation Uniform Safety Act of 1990, which mandates that states wishing to register and permit motor carriers that transport hazardous materials must do so using uniform procedures and forms. The specific uniformity requirements will be established by the Secretary of Transportation through the federal rulemaking process. The contents of this report are as follows: (1) Executive Summary; (2) Introduction - Section 22 of the Hazardous Materials Uniform Safety Act of 1990, Creation of the Section 22 Working Group, Summary of Alliance Activities, and State Hazardous Materials Regulation; (3) The Alliance's Deliberations - Alliance Objective and Overview of Major Issues; (4) Proposed Uniform Program; (5) Proposed Uniform Application and Instructions; (6) Proposed Federal Regulation; (7) Pilot Program; (8) Other Alliance Recommendations; Appendix A - Alliance Members and Staff; Appendix B - Principles of Operation; Appendix C - Participants; Appendix D - Alliance Staff Briefing Papers; and Appendix E - Alliance Meetings/Dates/Sites. KW - Forms (Documents) KW - Hazardous materials KW - Hazardous materials transp uniform safety act 1990 KW - Hazardous materials transportation KW - Motor carriers KW - Procedures KW - Standardization KW - States KW - Transportation UR - https://trid.trb.org/view/460603 ER - TY - RPRT AN - 00681883 AU - Wilkinson, W C AU - Federal Highway Administration TI - NATIONAL BICYCLING AND WALKING STUDY. CASE STUDY NO. 10: TRADING OFF AMONG THE NEEDS OF MOTOR VEHICLE USERS, PEDESTRIANS, AND BICYCLISTS PY - 1993/11/15 SP - 31 p. AB - The purpose of this report is to consider how limited resources (including highway rights-of-way, funds, and others) can best be allocated to meet the needs of motor vehicle operators, bicyclists, and pedestrians. Section 1 of the report provides an introduction. Section 2 provides an assessment of how three aspects of the traditional approach to transportation development have affected bicycling and walking and a summary of emerging approaches at the State and local/regional levels. This summary is based, in part, on input from State and local practitioners. Section 3 describes a range of alternatives that could lead to changes in the allocation of transportation resources and result in more support for bicycling and walking. Section 4 reviews the roles of various actors or constituencies in determining how current practices might evolve in to some new approach and details how a new set of outcomes might be achieved through increased public participation. Finally, Section 5 presents conclusions and offers a set of recommendations intended to allocate resources better to meet the needs of the nonmotorized modes, namely through new approaches to transportation planning, project selection, and facility design. KW - Bicycle travel KW - Cyclists KW - Decision making KW - Development KW - Drivers KW - Investments KW - Nonmotorized transportation KW - Pedestrians KW - Project selection KW - Public participation KW - Recommendations KW - Resource allocation KW - Transportation development KW - Transportation planning KW - Urban transportation KW - Walking UR - https://trid.trb.org/view/422641 ER - TY - RPRT AN - 00643545 AU - Price Waterhouse and Company AU - Federal Highway Administration TI - GUIDANCE FOR STATE IMPLEMENTATION OF ISTEA TOLL PROVISIONS IN CREATING PUBLIC-PRIVATE PARTNERSHIPS PY - 1993/11/03 SP - 64 p. AB - This document is intended to serve as a guide for States seeking to make legislative changes to create a more hospitable environment for public-private toll partnerships. Section I, Executive Summary, provides an overview of the entire document. Section II, Public-Private Partnerships in Transportation, discusses the advantages of direct user fees and private sector participation, the partnership and toll provisions of the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA), and several specific models for structuring the public-private relationship. Section III, Preliminary State Action Plan, discusses specific actions that can be taken while working on developing legislation. Section IV, Components of a Model Ordinance, discusses specific areas to be addressed in enabling legislation and provides examples that may be helpful to writers of new legislation. Section V, Implementation of Public-Private Partnership Agreements, discusses the steps involved in implementation. Section VI is a Glossary of Terms for the new concepts introduced in this document. Finally, Section VII, Summary of State Public-Private Highway Legislation, is a compilation of existing State public-private highway legislation. KW - Agreements KW - Enabling legislation KW - Glossaries KW - Guides KW - Guides to information KW - Highway law KW - Implementation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Legislation KW - Ordinances KW - Public private partnerships KW - State laws KW - States KW - Toll facilities UR - https://trid.trb.org/view/386039 ER - TY - RPRT AN - 01584082 AU - Jonason, Olivia AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Ferry Wake Study: Final Report PY - 1993/11//Draft Final Report SP - 71p AB - This report describes the findings of an extensive literature search on the impact of alternative ship designs on the wake and wash generated by high speed passenger ferries. Also included in the report are bibliographic citings of reports and articles describing the environmental impacts of various size and shape waves. KW - Coasts KW - Environmental impacts KW - Erosion KW - Ferries KW - Literature reviews KW - Vehicle design KW - Wakes KW - Water waves UR - http://www.wsdot.wa.gov/research/reports/fullreports/331.1.pdf UR - https://trid.trb.org/view/1377768 ER - TY - RPRT AN - 01580502 AU - Grove, Jim AU - Jones, Kevin AU - Bharil, Kumari AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Fast Track and Fast Track II Cedar Rapids, Iowa PY - 1993/11//Final Report SP - 34p AB - Two lanes of a major four lane arterial street needed to be reconstructed in Cedar Rapids, Iowa. The traffic volumes and difficulty of detouring the traffic necessitated closure for construction be held to an absolute minimum. Closure of the intersections, even for one day, was not politically feasible. Therefore, Fast Track and Fast Track II was specified for the project. Fast Track concrete paving has been used successfully in Iowa since 1986. The mainline portion of the project was specified to be Fast Track and achieved the opening strength of 400 psi in less than twelve hours. The intersections were allowed to be closed between 6 PM and 6 AM. This could occur twice - once to remove the old pavement and place the base and temporary surface and the second time to pave and cure the new concrete. The contractor was able to meet these restrictions. The Fast Track II used in the intersections achieved the opening strength of 350 psi in six to seven hours. Two test sections were selected in the mainline Fast Track and two intersections were chosen to test the Fast Tract II. Both flexural and compression specimens were tested. Pulse velocity tests were conducted on the pavement and test specimens. Maturity curves were developed through monitoring of the temperatures. Correlations were performed between the maturity and pulse velocity and the flexural strengths. The project was successful in establishing the feasibility of construction at night, with no disruption of traffic in the daytime, using fast Track II. Both the Fast Track II pavements were performing well four years after construction. KW - Arterial highways KW - Cedar Rapids (Iowa) KW - Concrete pavements KW - Fast track concrete KW - Intersections KW - Night KW - Paving KW - Reconstruction UR - http://publications.iowa.gov/id/eprint/17343 UR - https://trid.trb.org/view/1374112 ER - TY - RPRT AN - 01580498 AU - Marks, Vernon J AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluation of Brisco Scour Monitors PY - 1993/11//Final Report SP - 18p AB - Two Brisco.Scour Monitors were installed on pier MSl of the Mississippi River at Burlington in August 1991. No problems were encountered during the installation. The monitors consist of a probe resting on the river bottom fastened to a cable that wraps around a reel. An electrical system monitors the movement of the reel which transmits to a digital readout which shows whether scour has occurred. The intent was to monitor the digital readout twice a year during a four-year evaluation period. The scour monitor digital readouts malfunctioned frequently due to electrical storms. The scour monitor performance was completely unacceptable. KW - Bridge piers KW - Burlington (Iowa) KW - Electronic monitoring systems (Engineering) KW - Equipment breakdowns KW - Failure KW - Monitoring KW - Monitors KW - Scour UR - http://publications.iowa.gov/id/eprint/17095 UR - https://trid.trb.org/view/1374124 ER - TY - RPRT AN - 01403054 AU - Okamoto, P A AU - Wu, C L AU - Tarr, S M AU - Darter, M I AU - Smith, K D AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Performance-related specifications for concrete pavements, volume III: Appendix D - laboratory testing procedures and testing results; Appendix E - review of recent studies and specifications PY - 1993/11 IS - FHWA/RD-93-044 SP - 124p AB - This study continues the development of performance-related specifications (PRS) for concrete pavements. Drawing upon previous work, a prototype PRS was developed that considers the expected life-cycle cost of the as-constructed pavement as the overall measure of quality . The approach calls for measurement of in situ concrete properties and explicitly considers variability and multiple quality characteristics in the determination of pay adjustments. Extensive laboratory testing was conducted to determine material relationships needed in the prototype PRS, and a detailed test plan has been developed for the evaluation of construction variables (eg dowel misalignment) that significantly affect concrete pavement performance, but are not currently accounted for in the specification. A computer program, PaveSpec, has been developed for use with the specification in simulation and in generating pay adjustments. This volume contains additional supporting documentation for the research study. Appendix D describes the laboratory testing that was conducted under this study for use in the development of the prototype PRS. The various laboratory tests are described, and a summary of the data is included in both tabular and graphical form. Appendix E contains a summary of several key studies that have been conducted on performance-related specifications, and presents a summary of several specifications that incorporate PRS concepts to some extent. KW - Accelerated testing KW - Accelerated tests KW - Computer program KW - Computer programs KW - Concrete pavement KW - Concrete pavements KW - Durability KW - Durability KW - Freeze thaw durability KW - Freezing thawing cycle KW - Laboratory test KW - Laboratory tests KW - Life cycle costing KW - Life cycle costs KW - Material testing KW - Materials tests KW - Pavement components KW - Pavement materials KW - Pavement performance KW - Pavement performance KW - Prototype KW - Prototypes KW - Quality control KW - Quality control KW - Specifications KW - Specifications KW - Stiffness KW - Stiffness KW - Strength KW - Strength of materials UR - https://trid.trb.org/view/1170838 ER - TY - RPRT AN - 01403053 AU - Darter, M I AU - Abdelrehman, M AU - Hoerner, T AU - Phillips, M AU - Smith, K D AU - Okamoto, P A AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Performance-related specifications for concrete pavements, volume II: Appendix A - prototype performance-related specification; Appendix B - PaveSpec users guide; Appendix C - annotated bibliography PY - 1993/11 IS - FHWA/RD-93-043 SP - 158 AB - This study continues the development of performance-related specifications (PRS) for concrete pavements. Drawing upon previous work, a prototype PRS was developed that considers the expected life-cycle cost of the as-constructed pavement as the overall measure of quality. The approach calls for measurement of in situ concrete properties and explicitly considers variability and multiple quality characteristics in the determination of pay adjustments. Extensive laboratory testing was conducted to determine material relationships needed in the prototype PRS, and a detailed test plan has been developed for the evaluation of construction variables (eg dowel misalignment) that significantly affect concrete pavement performance, but are not currently accounted for in the specification. A computer program, PaveSpec, has been developed for use with the specification in simulation and in generating pay adjustments. This volume includes supporting documentation for the research study. The prototype PRS is included in its entirety in appendix A. This specification is complete for pilot testing, verification, and validation on simulated and then actual construction projects. Appendix B contains a users guide for the PaveSpec computer program that has been developed for use with the specification. Appendix C presents an annotated bibliography of literature pertinent to construction specifications. KW - Accelerated testing KW - Accelerated tests KW - Computer program KW - Computer programs KW - Concrete pavement KW - Concrete pavements KW - Durability KW - Durability KW - Freeze thaw durability KW - Freezing thawing cycle KW - Laboratory test KW - Laboratory tests KW - Life cycle costing KW - Life cycle costs KW - Material testing KW - Materials tests KW - Pavement components KW - Pavement materials KW - Pavement performance KW - Pavement performance KW - Prototype KW - Prototypes KW - Quality control KW - Quality control KW - Specifications KW - Specifications KW - Stiffness KW - Stiffness KW - Strength KW - Strength of materials UR - https://trid.trb.org/view/1170837 ER - TY - RPRT AN - 01403052 AU - Darter, M I AU - Abdelrahman, M AU - Okamoto, P A AU - Smith, K D AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Performance-related specifications for concrete pavements, volume I: development of a prototype performance-related specification PY - 1993/11 IS - FHWA/RD-93-042 SP - 200p AB - This study continues the development of performance-related specifications (PRS) for concrete pavements. Drawing upon previous work, a prototype PRS was developed that considers the expected life-cycle cost of the as-constructed pavement as the overall measure of quality. The approach calls for measurement of in situ concrete properties and explicitly considers variability and multiple quality characteristics in the determination of pay adjustments. Extensive laboratory testing was conducted to determine material relationships needed in the prototype PRS, and a detailed test plan has been developed for the evaluation of construction variables (eg dowel misalignment) that significantly affect concrete pavement performance but are not currently accounted for in the specification. A computer program, PaveSpec, has been developed for use with the specification in simulation and in generating pay adjustments. This volume describes the development of the prototype PRS. Concrete strength, slab thickness, air content and initial roughness are included in the specification as the key quality characteristics. Both cost models and distress prediction models are used to compute life-cycle costs. The difference between the life cycle costs of the target, as-designed pavement and the actual, as-constructed pavement is used to determine the pay adjustment. Numerous examples on the use and sensitivity of the specification are presented. A summary of the laboratory testing results that were used in the specification is given, along with a test plan for the evaluation of quality characteristics not currently included in the specification. KW - Accelerated testing KW - Accelerated tests KW - Computer program KW - Computer programs KW - Concrete pavement KW - Concrete pavements KW - Durability KW - Durability KW - Freeze thaw durability KW - Freezing thawing cycle KW - Laboratory test KW - Laboratory tests KW - Life cycle costing KW - Life cycle costs KW - Material testing KW - Materials tests KW - Pavement components KW - Pavement materials KW - Pavement performance KW - Pavement performance KW - Prototype KW - Prototypes KW - Quality control KW - Quality control KW - Specifications KW - Specifications KW - Stiffness KW - Stiffness KW - Strength KW - Strength of materials UR - https://trid.trb.org/view/1170836 ER - TY - RPRT AN - 01402450 AU - Chase, S B AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Structural effects of epoxy coating disbondment PY - 1993/11 IS - FHWA/RD-93-055 SP - 65p AB - This short-term study was conducted in response to questions about the structural effects of the loss of epoxy coating adhesion. The study was conducted at the Turner-Fairbank Highway Research Center from September 1992 to December 1992 and consisted of three phases. Phase 1 induced disbondment between the epoxy coating by means of an electrochemical process. This resulted in epoxy-coated rebar with a significant degree of disbondment (between 20 and 30%). In phase 2 of the study, experiments were conducted to test the effects of this degree of disbondment upon the flexural capacity of reinforced concrete slabs. Three sets of identical reinforced concrete slabs were fabricated. The control slabs were fabricated with plain (uncoated) bars and untreated epoxy-coated bars. The test slabs were fabricated with the disbonded epoxy-coated bars. The slabs were then tested to failure in positive and negative moment. Phase 3 of the study tested the effects of disbondment upon pull-out resistance. The results of the flexural tests indicated essentially no difference in the negative moment capacities and some small differences in the positive moment capacities between the three test groups. The differences were not considered large enough to constitute a structural safety problem. There were measurable differences between the results of pull-out tests conducted with plain bars, untreated epoxy-coated bars, and disbonded epoxy-coated bars. The pull-out resistance of the test specimens with disbonded bars was still within the specified acceptable limits. The conclusion from this limited short-term study is that a 20 to 30% degree of disbondment between the epoxy coating and its steel substrate for bars used as the main flexural reinforcement of a one-way slab does not compromise the slab's structural capacity. KW - Adhesion KW - Adhesion KW - Bridge deck KW - Bridge decks KW - Coating KW - Coatings KW - Epoxy resin KW - Epoxy resins KW - Pull out test KW - Pull out test KW - Reinforced concrete KW - Reinforced concrete KW - Reinforcement KW - Reinforcement (Engineering) KW - Slab KW - Slabs KW - Steel KW - Steel UR - https://trid.trb.org/view/1170234 ER - TY - RPRT AN - 01402317 AU - Lytton, R L AU - Pufahl, D E AU - Michalak, C H AU - Liang, H S AU - Dempsey, B J AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - An integrated model of the climatic effects on pavements PY - 1993/11 IS - FHWA-RD-90-033 SP - 304p AB - An integrated model is described in this report which combines and includes modifications to three separate models of climate effects on pavements: the Climatic-Materials-Structures Model (CMS) developed at the University of Illinois; the Infiltration and Drainage Model (ID) developed at Texas A&M University, Texas Transportation Institute; and the CRREL Frost Heave and Thaw Settlement Model developed at the United States Army Cold Regions Research and Engineering Laboratory (CRREL). The integrated model is intended for use on an IBM-compatible, 286 or 386 level microcomputer. Data are input with a full-screen data input program which generates the files necessary to run the integrated model program for a full simulated year. The input program has several full sets of default values which the user may elect to leave unchanged or modify as desired. Thirty year climatic data files for 15 cities representing 9 climatic regions in the United States make the weather data input simple, or if desired, different elements of weather data that are peculiar to a specific site may be input. Within the integrated model program, the weather patterns of rainfall, temperature, solar radiation, cloud cover, wind speed, and snow fall are simulated throughout an entire year. The weather patterns of temperature and rainfall may be set by the user to be as mild or as severe as desired. The program computes the pore water pressure, temperature, frost and thaw depth, frost heave, and layer materials elastic modulus with time. The computations are made in accordance with a numerical model of coupled heat and moisture flow in a medium with small volume changes. The third appendix includes a complete users guide to the integrated model program. KW - Climate KW - Climate KW - Drainage KW - Drainage KW - Freeze thaw durability KW - Freezing thawing cycle KW - Mathematical models KW - Modelling KW - Modulus KW - Modulus of deformation KW - Pavement layer KW - Pavement layers KW - Pavement properties KW - Physical properties KW - Pore water pressure KW - Pore water pressures KW - Rain KW - Rain KW - Soil suction KW - Stiffness KW - Stiffness KW - Subgrade KW - Subgrade (Pavements) KW - Suction KW - Temperature KW - Temperature UR - https://trid.trb.org/view/1170101 ER - TY - RPRT AN - 00753802 AU - CACI, Incorporated AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - REQUIREMENTS ANALYSIS/IMPLEMENTATION PLAN FOR THE WYOMING HIGHWAY PATROL PORT OF ENTRY PERMIT SYSTEM PY - 1993/11 SP - 282 p. AB - The current function of the Port of Entry (POE) is the processing of all vehicles that pass through the POE. This includes screening of Motor Carrier Operators for proper credentials, screening vehicles for conformance to weight and size standards, issuing citations, and conducting other POE operations. The overall goal of the POE is to make sure that the Motor Carriers that pass through are in compliance with Wyoming law. If a vehicle is not in compliance with Wyoming law, it is up to the POE staff to ensure some corrective action is taken. Each vehicle is weighed and credentials checked. Compliance is determined and appropriate processing procedures followed. Automation of the Port's activities will ensure law compliance and improve customer relations by processing the Motor Carrier in the most expeditious way possible. In other words, the Highway Patrol's mission is to promote transportation safety through the effective administration of State as well as Federal driver and vehicle regulations. KW - Automation KW - Compliance KW - Law enforcement KW - Laws KW - Motor carriers KW - Permits KW - Police patrol KW - Ports of entry KW - Regulations KW - Size KW - Size and weight regulations KW - State highway patrol KW - Transportation safety KW - Weight KW - Wyoming UR - https://trid.trb.org/view/536618 ER - TY - RPRT AN - 00738946 AU - Slepak, M E AU - Hopkins, T C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - COMPUTER PROGRAM FOR ANALYSIS OF EMBANKMENTS WITH TENSILE ELEMENTS PY - 1993/11 SP - 130 p. AB - A generalized computer program for analyzing stability of earth structures reinforced with geosynthetics (geogrids, geotextiles, etc.) was developed in this research study. The newly proposed computer program was built in such a way that a reinforced slope stability problem may be analyzed using a variety of limit equilibrium methods including Hopkins', Morgenstern and Price's, Bishop's methods, Raulin's perturbation method, as well as new perturbation methods proposed by the authors of this study. It was shown in the research study that two versions of the Bishop's method were possible in the case of reinforced analyses: the traditionally used version referred to as "incorrect" Bishop's method, and a version that strictly follows the philosophy of the original Bishop's method referred to as "correct" Bishop's method. A comprehensive analysis of different generic examples and case histories was undertaken in the research study using different limit equilibrium methods. It was shown that in an internal stability analysis of reinforced earth structures all statically consistent methods and Bishop's "correct" method provide almost the same values for safety factors. Bishop's "incorrect" method was found to significantly underestimate the factor of safety. It was also shown that the commonly used Tensar (registered trademark) design method tends to be conservative especially for steep slopes. In the case of overall stability of reinforced embankments on soft foundations, most methods led to some violation of admissibility criteria. The least violation of admissibility criteria was observed in a perturbation method proposed by the authors of this research study. Consequently, this method generally yields safety factors that are close to the "right" answers. KW - Case studies KW - Computer programs KW - Embankments KW - Equilibrium (Mechanics) KW - Geosynthetics KW - Limit equilibrium KW - Mechanically stabilized earth KW - Perturbation methods KW - Safety factors KW - Slope stability KW - Stability analysis UR - https://trid.trb.org/view/572941 ER - TY - RPRT AN - 00638808 AU - Chase, S B AU - Federal Highway Administration TI - STRUCTURAL EFFECTS OF EPOXY COATING DISBONDMENT. FINAL REPORT PY - 1993/11 SP - 65 p. AB - This short-term study was conducted in response to questions about the structural effects of the loss of epoxy coating adhesion. The study was conducted at the Turner-Fairbank Highway Research Center from September 1992 to December 1992 and consisted of three phases. Phase 1 induced disbondment between the epoxy coating by means of an electrochemical process. This resulted in epoxy-coated rebar with a significant degree of disbondment (between 20 and 30%). In phase 2 of the study, experiments were conducted to test the effects of this degree of disbondment upon the flexural capacity of reinforced concrete slabs. Three sets of identical reinforced concrete slabs were fabricated. The control slabs were fabricated with plain (uncoated) bars and untreated epoxy-coated bars. The test slabs were fabricated with the disbonded epoxy-coated bars. The slabs were then tested to failure in positive and negative moment. Phase 3 of the study tested the effects of disbondment upon pull-out resistance. The results of the flexural tests indicated essentially no difference in the negative moment capacities and some small differences in the positive moment capacities between the three test groups. The differences were not considered large enough to constitute a structural safety problem. There were measurable differences between the results of pull-out tests conducted with plain bars, untreated epoxy-coated bars, and disbonded epoxy-coated bars. The pull-out resistance of the test specimens with disbonded bars was still within the specified acceptable limits. The conclusion from this limited short-term study is that a 20 to 30% degree of disbondment between the epoxy coating and its steel substrate for bars used as the main flexural reinforcement of a one-way slab does not compromise the slab's flexural capacity. KW - Adhesion KW - Bridge decks KW - Destructive testing KW - Disbondment KW - Epoxy coatings KW - Flexural capacity KW - Flexural strength KW - Mechanical tests KW - Pull out test KW - Rebars KW - Reinforced concrete KW - Reinforcing bars KW - Slabs UR - https://trid.trb.org/view/380442 ER - TY - RPRT AN - 00638786 AU - Lytton, R L AU - PUFAHL, D E AU - Michalak, C H AU - Liang, H S AU - Dempsey, B J AU - Texas Transportation Institute AU - Federal Highway Administration TI - AN INTEGRATED MODEL OF THE CLIMATIC EFFECTS ON PAVEMENTS. FINAL REPORT PY - 1993/11 SP - 304 p. AB - An Integrated Model is described in this report which combines and includes modifications to three separate models of climate effects on pavements: the Climatic-Materials-Structures Model (CMS) developed at the University of Illinois; the Infiltration and Drainage Model (ID) developed at Texas A&M University, Texas Transportation Institute; and the CRREL Frost Heave and Thaw Settlement Model developed at the United States Army Cold Regions Research and Engineering Laboratory (CRREL). The Integrated Model is intended for use on an IBM-compatible, 286 or 386 level microcomputer. Data are input with a full-screen data input program which generates the files necessary to run the Integrated Model Program for a full simulated year. The input program has several full sets of default values which the user may elect to leave unchanged or to modify as desired. Thirty year climatic data files for 15 cities representing 9 climatic regions in the United States make the weather data input simple, or if desired, different elements of weather data that are peculiar to a specific site may be input. Within the Integrated Model Program, the weather patterns of rainfall, temperature, solar radiation, cloud cover, wind speed, and snow fall are simulated throughout an entire year. The weather patterns of temperature and rainfall may be set by the user to be as mild or as severe as desired. The program computes the pore water pressure, temperature, frost and thaw depth, frost heave, and layer materials elastic modulus with time. The computations are made in accordance with a numerical model of coupled heat and moisture flow in a medium with small volume changes. The third appendix includes a complete users guide to the Integrated Model Program. KW - Climate KW - Clouds KW - Frost KW - Frost heave KW - Frost heaving KW - Modulus of elasticity KW - Pavement layers KW - Pavements KW - Pore water pressures KW - Rainfall KW - Simulation KW - Snow KW - Solar radiation KW - Temperature KW - Thaw KW - Velocity KW - Wind KW - Wind velocity UR - https://trid.trb.org/view/380433 ER - TY - RPRT AN - 00720074 AU - Abramson, L AU - Boyce, G AU - Lee, T AU - Sharma, S AU - Parsons, Brinckerhoff, Quade and Douglas, Incorporated AU - Federal Highway Administration TI - ADVANCED COURSE ON SOIL SLOPE STABILITY. VOLUME I: SLOPE STABILITY MANUAL PY - 1993/11 SP - 573 p. AB - The purpose of this manual is to provide engineers and geologists involved in highway design and construction with a common understanding and approach to slope stability analysis for highway projects. The material encompasses general highway slope stability concepts, engineering geology principles, groundwater principles, geologic site explorations, soil testing and interpretation, slope stability concepts, stabilization methods, instrumentation and monitoring, design documents, and construction inspection. KW - Construction inspection KW - Documents KW - Engineering geology KW - Exploration KW - Geological explorations KW - Groundwater KW - Highway design KW - Inspection KW - Instrumentation KW - Manuals KW - Monitoring KW - Road construction KW - Slope stability KW - Soil stabilization KW - Soil tests KW - Stabilization UR - https://trid.trb.org/view/454463 ER - TY - RPRT AN - 00720075 AU - Abramson, L AU - Boyce, G AU - Lee, T AU - Sharma, S AU - Parsons, Brinckerhoff, Quade and Douglas, Incorporated AU - Federal Highway Administration TI - ADVANCED COURSE ON SOIL SLOPE STABILITY. VOLUME II: SLOPE STABILITY MANUAL PY - 1993/11 SP - 245 p. AB - The purpose of this manual is to provide engineers and geologists involved in highway design and construction with a common understanding and approach to slope stability analysis for highway projects. The material encompasses general highway slope stability concepts, engineering geology principles, groundwater principles, geologic site explorations, soil testing and interpretation, slope stability concepts, stabilization methods, instrumentation and monitoring, design documents, and construction inspection. KW - Construction inspection KW - Documents KW - Engineering geology KW - Exploration KW - Geological explorations KW - Groundwater KW - Highway design KW - Inspection KW - Instrumentation KW - Manuals KW - Monitoring KW - Road construction KW - Slope stability KW - Soil stabilization KW - Soil tests KW - Stabilization UR - https://trid.trb.org/view/454464 ER - TY - RPRT AN - 00643627 AU - Okamoto, P A AU - Wu, C L AU - Tarr, S M AU - Darter, M I AU - Smith, K D AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - PERFORMANCE-RELATED SPECIFICATIONS FOR CONCRETE PAVEMENTS. FINAL REPORT. VOLUME III: APPENDIX D--LABORATORY TESTING PROCEDURES AND TESTING RESULTS AND APPENDIX E--REVIEW OF RECENT STUDIES AND SPECIFICATIONS PY - 1993/11 SP - 143 p. AB - This study continued the development of performance-related specifications (PRS) for concrete pavements. Drawing upon previous work, a prototype PRS was developed that considers the expected life-cycle cost of the as-constructed pavement as the overall measure of quality. The approach calls for measurement of in situ concrete properties and explicitly considers variability and multiple quality characteristics in the determination of pay adjustments. Extensive laboratory testing was conducted to determine material relationships needed in the prototype PRS, and a detailed test plan has been developed for the evaluation of construction variables (e.g., dowel misalignment) that significantly affect concrete pavement performance, but are not currently accounted for in the specification. A computer program, PaveSpec, has been developed for use with the specification in simulation and in generating pay adjustments. This volume contains additional supporting documentation for the research study. Appendix D describes the laboratory testing that was conducted under this study for use in the development of the prototype PRS. The various laboratory tests are described, and a summary of the data is included in both tabular and graphical form. Appendix E contains a summary of several key studies that have been conducted on performance-related specifications, and presents a summary of several specifications that incorporate PRS concepts to some extent. KW - Acceptance tests KW - Air content KW - Computer programs KW - Concrete KW - Concrete pavements KW - Concrete properties KW - Concrete strength KW - Construction KW - Construction variables KW - Cost models KW - Costs KW - Defects KW - Forecasting KW - Graphical analysis KW - Graphics KW - Laboratory tests KW - Life cycle analysis KW - Life cycle costing KW - Pavement distress KW - Pavement performance KW - Pavement strength KW - Pavement thickness KW - Pavements KW - Pay KW - Pay adjustments KW - Performance based specifications KW - Physical properties KW - Quality assurance KW - Quality control KW - Roughness KW - Specifications KW - Strength of materials KW - Tables (Data) KW - Test results KW - Thickness UR - https://trid.trb.org/view/386122 ER - TY - RPRT AN - 00643622 AU - Darter, M I AU - Abdelrahman, M AU - Hoerner, T AU - PHILLIPS, M AU - Smith, K D AU - Okamoto, P A AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - PERFORMANCE-RELATED SPECIFICATIONS FOR CONCRETE PAVEMENTS. FINAL REPORT. VOLUME II: APPENDIX A--PROTOTYPE PERFORMANCE-RELATED SPECIFICATION, APPENDIX B--PAVESPEC USERS GUIDE, AND APPENDIX C--ANNOTATED BIBLIOGRAPHY PY - 1993/11 SP - 177 p. AB - This study continued the development of performance-related specifications (PRS) for concrete pavements. Drawing upon previous work, a prototype PRS was developed that considers the expected life-cycle cost of the as-constructed pavement as the overall measure of quality. The approach calls for measurement of in situ concrete properties and explicitly considers variability and multiple quality characteristics in the determination of pay adjustments. Extensive laboratory testing was conducted to determine material relationships needed in the prototype PRS, and a detailed test plan has been developed for the evaluation of construction variables (e.g., dowel misalignment) that significantly affect concrete pavement performance, but are not currently accounted for in the specification. A computer program, PaveSpec, has been developed for use with the specification in simulation and in generating pay adjustments. This volume includes supporting documentation for the research study. The prototype PRS is included in its entirety in Appendix A. This specification is complete for pilot testing, verification, and validation on simulated and then actual construction projects. Appendix B contains a users guide for the PaveSpec computer program that has been developed for use with the specification. Appendix C presents an annotated bibliography of literature pertinent to construction specifications. KW - Acceptance tests KW - Air content KW - Bibliographies KW - Computer program documentation KW - Computer programs KW - Concrete KW - Concrete pavements KW - Concrete properties KW - Concrete strength KW - Construction KW - Construction variables KW - Cost models KW - Costs KW - Defects KW - Forecasting KW - Laboratory tests KW - Life cycle analysis KW - Life cycle costing KW - Pavement distress KW - Pavement performance KW - Pavement thickness KW - Pavements KW - Pay KW - Pay adjustments KW - Performance based specifications KW - Physical properties KW - Quality assurance KW - Quality control KW - Roughness KW - Specifications KW - Strength of materials KW - Thickness UR - https://trid.trb.org/view/386117 ER - TY - RPRT AN - 00643621 AU - Darter, M I AU - Abdelrahman, M AU - Okamoto, P A AU - Smith, K D AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - PERFORMANCE-RELATED SPECIFICATIONS FOR CONCRETE PAVEMENTS. FINAL REPORT. VOLUME I: DEVELOPMENT OF A PROTOTYPE PERFORMANCE-RELATED SPECIFICATION PY - 1993/11 SP - 219 p. AB - This study continued the development of performance-related specifications (PRS) for concrete pavements. Drawing upon previous work, a prototype PRS was developed that considers the expected life-cycle cost of the as-constructed pavement as the overall measure of quality. The approach calls for measurement of in situ concrete properties and explicitly considers variability and multiple quality characteristics in the determination of pay adjustments. Extensive laboratory testing was conducted to determine material relationships needed in the prototype PRS, and a detailed test plan has been developed for the evaluation of construction variables (e.g., dowel misalignment) that significantly affect concrete pavement performance, but are not currently accounted for in the specification. A computer program, PaveSpec, has been developed for use with the specification in simulation and in generating pay adjustments. This volume describes the development of the prototype PRS. Concrete strength, slab thickness, air content, and initial roughness are included in the specification as the key quality characteristics. Both cost models and distress prediction models are used to compute life-cycle costs. The difference between the life-cycle costs of the target, as-designed pavement and the actual, as-constructed pavement is used to determine the pay adjustment. Numerous examples on the use and sensitivity of the specification are presented. A summary of the laboratory testing results that were used in the specification is given, along with a test plan for the evaluation of quality characteristics not currently included in the specification. KW - Acceptance tests KW - Air content KW - Computer programs KW - Concrete KW - Concrete pavements KW - Concrete properties KW - Concrete strength KW - Construction KW - Construction variables KW - Cost models KW - Costs KW - Defects KW - Forecasting KW - Laboratory tests KW - Life cycle analysis KW - Life cycle costing KW - Pavement distress KW - Pavement performance KW - Pavement thickness KW - Pavements KW - Pay KW - Pay adjustments KW - Performance based specifications KW - Physical properties KW - Quality assurance KW - Quality control KW - Roughness KW - Specifications KW - Strength of materials KW - Thickness UR - https://trid.trb.org/view/386116 ER - TY - RPRT AN - 00643962 AU - Comsis Corporation AU - Federal Highway Administration AU - Federal Transit Administration TI - GUIDANCE MANUAL FOR IMPLEMENTING EFFECTIVE EMPLOYER-BASED TRAVEL DEMAND PROGRAMS PY - 1993/11 SP - 123 p. AB - Worksite travel demand management (TDM) has become increasingly accepted as a tool to reduce peak period traffic congestion and air pollution. Many businesses are embracing TDM programs and many states and local areas are encouraging or requiring employers to implement TDM programs at their worksites. Much has been written to guide employers in implementing and marketing TDM programs, but little guidance has been offered on TDM program planning and TDM strategy selection. This manual is targeted to employers charged with accomplishing trip reductions through TDM programs. The primary purpose is to guide employers in selecting TDM strategies. The manual suggests a process for TDM development and implementation and offers guidance on the selection of effective TDM strategies to produce a needed level of trip reduction. The guidance offered will help develop a more effective TDM program in less time and with less frustration. Basically the manual provides an overview of the "big picture" of TDM planning and offers a special procedure that actually allows the user to design and evaluate a TDM program. The procedure determines the user's particular context and need, in terms of setting and trip reduction requirements, then leads the user through the use of some simple charts and look-up tables that identify the composition of those TDM measures that would provide the necessary trip reduction. By choosing the right level of effort, the user will reap the benefits of a successful TDM program with a minimum of time and money expended. The appendices, in this report, provide additional information for moving beyond the basics. This manual is intended to help employers, developers, property owners and managers, transportation management associations (TMAs), and others (planning, implementing, or evaluating employer-based TDM programs) to create effective programs that reduce commute trips. KW - Commuter service KW - Employer sponsored transportation KW - Manuals KW - Travel demand management UR - http://ntl.bts.gov/lib/jpodocs/repts_te/8383.pdf UR - https://trid.trb.org/view/386242 ER - TY - RPRT AN - 00642360 AU - Scaffolding, Shoring, and Forming Institute, Incorporated AU - Federal Highway Administration TI - CERTIFICATION PROGRAM FOR BRIDGE TEMPORARY WORKS. FINAL REPORT PY - 1993/11 SP - 18 p. AB - Following the collapse of the Route 198 bridge over the Baltimore/Washington Parkway in 1989, the Federal Highway Administration (FHWA) established the temporary works research program. The program was guided by the Scaffolding, Shoring, and Forming Task Group as formed by the FHWA. The objective of this report is to develop a certification program aimed at the supplier of falsework equipment to the bridge site. KW - Bridges KW - Certification KW - Falsework KW - Formwork KW - Retaining walls KW - Scaffolds KW - Shoring KW - Temporary structures UR - https://trid.trb.org/view/381446 ER - TY - RPRT AN - 00715010 AU - Hu, P S AU - Young, J AU - Gray, C AU - Oak Ridge National Laboratory AU - Federal Highway Administration TI - 1990 NPTS DATABOOK: NATIONWIDE PERSONAL TRANSPORTATION SURVEY. VOLUME II PY - 1993/11 SP - 433 p. AB - This report presents data on the amount, nature and characteristics of personal (non-commercial) travel by all modes of transportation in the U.S. The data are from a survey of individuals conducted throughout 1990. A large number of data relationships are presented and, therefore, the report is printed in two volumes. Volume I contains information on the survey itself, a comparison of estimates of miles of travel taken from different portions of the survey, data on households, drivers and vehicles, and an extensive chapter on person trips and person miles of travel by all modes of transportation. This volume, Volume II, includes data on vehicle trips and vehicle miles of travel, journey-to-work trips, vehicle occupancy, long trips, commercial driving and highway accidents. To the degree possible, each chapter within the report (Volume I - Chapters 1-4; Volume II - Chapters 5-10 and Appendices A-F) is organized to present results in the order of: person characteristics, household characteristics, trip characteristics, and temporal characteristics. KW - Air transportation KW - Automobile travel KW - Data KW - Drivers KW - Households KW - Mileage KW - Nationwide Personal Transportation Survey KW - Passenger miles KW - Person trips KW - Public transit KW - Railroad transportation KW - Travel KW - Vehicles UR - https://trid.trb.org/view/448700 ER - TY - RPRT AN - 00675264 AU - Green, P AU - Hoekstra, E AU - Williams, M AU - Wen, C AU - George, K AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - EXAMINATION OF A VIDEOTAPE-BASED METHOD TO EVALUATE THE USABILITY OF ROUTE GUIDANCE AND TRAFFIC INFORMATION SYSTEMS. FINAL REPORT PY - 1993/11 SP - 91 p. AB - Forty-eight drivers, while seated in a mockup of a car, watched a videotape of a driver's eye view of a 25-minute trip. Simultaneously, they received route guidance and traffic information in one of the four formats: visual, visual with landmarks, auditory, or auditory with landmarks. Drivers pressed buttons when they could see the intersections in the videotaped scene referred to by the route guidance system. They also stepped on the brake pedal when a car immediately in front of them braked. In addition, subjects rated the effect that the reported traffic problems would have on their travel. Following the test session, subjects completed questionnaires concerning the ease of use and usefulness of the route guidance system. They also indicated their preferences for all four systems and rated the difficulty of performing driving tasks. Differences in task difficulty due to interface design were small and not correlated with the results from a subsequent on-the-road experiment. Glance data in the laboratory were not correlated with glance data collected on-road for the same roads. These results, along with problems in recovering the data, suggest that the videotape method may not be a good approach for evaluating the usability of route guidance driver interfaces. KW - Auditory systems KW - Communication KW - Driver information systems KW - Driver vehicle interfaces KW - Ergonomics KW - Human factors KW - Human subject testing KW - Information display systems KW - Intelligent transportation systems KW - Landmarks KW - Navigation KW - Route guidance KW - Videotapes KW - Vision KW - Visual communication UR - https://trid.trb.org/view/412282 ER - TY - RPRT AN - 00675263 AU - Green, P AU - Hoekstra, E AU - Williams, M AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - FURTHER ON-THE-ROAD TESTS OF DRIVER INTERFACES: EXAMINATION OF A ROUTE GUIDANCE SYSTEM AND A CAR PHONE. FINAL REPORT PY - 1993/11 SP - 96 p. AB - In this experiment 8 drivers (4 younger, 4 older) drove a 19 turn, 35-minute route. The route included sections through residential neighborhoods, on city streets, and on expressways. They were guided by an experimental navigation system that provided turn-by-turn instructions via a display mounted on the instrument panel. During the trip each driver was asked to dial a phone number and participate in a simulated phone conversation. At the end of the trip drivers were asked to rate the difficulty of a variety of driver-information-system-related tasks. The instrumented car recorded lateral position in the lane, speed, throttle position, steering wheel angle, eye fixation location, and other measures. Typical lateral standard deviations were 0.5 ft and decreased with speed. Speed standard deviations were slightly in excess of 1 mph. Using the phone and navigation systems resulted in slight increases in the standard deviation of throttle position and the standard deviation of steering wheel angle. There were 8 navigation errors in this experiment, comparable to the 25 errors from 30 drivers in a previous experiment, a fairly low number. This experiment demonstrated that repeatable and reliable measures of driver performance and behavior could be obtained using the test protocol employed in this experiment. KW - Behavior KW - Cellular telephones KW - Driver information systems KW - Driver performance KW - Driver vehicle interfaces KW - Drivers KW - Ergonomics KW - Human factors KW - Human subject testing KW - Instrument panels KW - Intelligent transportation systems KW - Navigation KW - Personnel performance KW - Route guidance UR - https://trid.trb.org/view/412281 ER - TY - RPRT AN - 00675265 AU - Green, P AU - Williams, M AU - Hoekstra, E AU - George, K AU - Wen, C AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - INITIAL ON-THE-ROAD TESTS OF DRIVER INFORMATION SYSTEM INTERFACES: ROUTE GUIDANCE, TRAFFIC INFORMATION, IVSAWS, AND VEHICLE MONITORING. FINAL REPORT PY - 1993/11 SP - 161 p. AB - The purpose of these experiments was to examine the safety and ease of use of simulated driver information system interfaces and to provide data that might be used to certify those qualities. In the first experiment, 6 pairs of drivers (12 participants) drove an instrumented car over a 19-turn, 35-minute route aided by an experimental route guidance system. The route guidance was provided on a head-up display (HUD), on the instrument panel (IP), or by voice. Drivers also used the other three information systems. The purpose of this experiment was to discover flaws in the driver interface or test protocol that were so serious that the experiment could not continue. There were none. In the second experiment, 43 drivers followed the same route using the same route guidance system and other information systems. Drivers made very few turn errors (mean = 1.8), with the fewest for the HUD, followed by the IP and voice designs. Also considered were measures obtained from the instrumented car including the mean and standard deviation of steering wheel angle, throttle position, speed and lane variance. There were very few differences among the three route guidance interfaces. Eye glance durations and frequencies were also obtained, as well as ratings of safety and ease of use of the driver interfaces. KW - Advanced driver information systems KW - Auditory systems KW - Automatic vehicle monitoring KW - Communication KW - Driver information systems KW - Driver vehicle interfaces KW - Head up displays KW - Human subject testing KW - Information display systems KW - Instrument panels KW - Intelligent transportation systems KW - Route guidance KW - Safety KW - Vision KW - Visual communication KW - Warning devices UR - https://trid.trb.org/view/412283 ER - TY - RPRT AN - 00670398 AU - Pogue, L AU - American Public Works Association AU - Federal Highway Administration TI - LOCAL TECHNICAL ASSISTANCE PROGRAM: ACCOMPLISHMENTS AND SUCCESSES--1992 PY - 1993/11 SP - 69 p. AB - This publication details accomplishments and successes of the 50 Technology Transfer Centers nationally that were established under the Local Technical Assistance Program (LTAP). The LTAP serves as the primary channel through which innovative transportation technology is prepared and delivered to both urban and rural local communities in the United States and to American Indian tribal governments. Since 1982, a network of Technology Transfer Centers has been established to work with local transportation agencies in addressing their specific transportation goals and to present new transportation technology and product alternatives to meet those goals. As of 1992, there were 50 centers, one in nearly each State and one in Puerto Rico. Base level funding for the technology transfer centers is provided by the Federal Highway Administration and State and local governments match the Federal funds. The objective of LTAP is to improve roads and bridges and increase transportation safety awareness by increasing transportation expertise at the local and tribal level, and promoting the effective use of private, local, and State resources for transportation. The LTAP approach is a program of training and technical assistance geared to local and tribal engineers, technicians, and government officials. To respond to the increasing demand for new highway technology in rural and urban areas, special technical products have been developed and assistance provided specifically structured for local highway agencies. These products and assistance are available through the nationwide network of Technology Transfer Centers. With the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), the FHWA received the authority to expand the rural program to provide increased technical assistance and the transfer of usable modern highway technology to urban areas in States with two or more urbanized areas of 50,000 to 1,000,000 population to help address their road-related needs. KW - Bridge maintenance KW - Bridges KW - Highway departments KW - Highways KW - Improvements KW - Local government agencies KW - Local highway agencies KW - Local Technical Assistance Program KW - Maintenance KW - Technical assistance KW - Technological innovations KW - Technology transfer KW - Technology transfer centers KW - Training KW - Transportation safety UR - https://trid.trb.org/view/411140 ER - TY - RPRT AN - 00667269 AU - Zeller, R S AU - MANNERING, F L AU - Washington State Transportation Center AU - Federal Highway Administration TI - INCIDENT MANAGEMENT SYSTEM DEMONSTRATION PY - 1993/11 SP - 36 p. AB - The report assesses the usefulness of the guide 'Framework for Developing Incident Management Systems' in developing incident management systems for small to medium-sized urban areas. The assessment was conducted on the incident management system in Takoma, Washington. The research approach consisted of four components: 1) study of the process that produced Tacoma's existing incident management systems; 2) inventory and evaluation of Tacoma's existing incident management alternatives; 3) application of the 'Framework' to make recommendations for improvement in Tacoma's system; and, 4) evaluation of the effectiveness of the 'Framework'. The findings of this report show that the guide 'Framework for Developing Incident Management Systems' has some weaknesses, but overall it should be considerably helpful in developing and improving incident management. KW - Incident detection KW - Incident management KW - Management KW - Systems management KW - Urban areas UR - http://www.wsdot.wa.gov/research/reports/fullreports/311.2.pdf UR - https://trid.trb.org/view/406268 ER - TY - RPRT AN - 00666180 AU - Gupta, J D AU - Kneller, W A AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - PRECIPITATE POTENTIAL OF HIGHWAY SUBBASE AGGREGATES. FINAL REPORT PY - 1993/11 SP - 220 p. AB - Tufaceous material has been observed clogging pavement drains along highways in northeastern Ohio. Previous studies suggest that the free lime (CaO) present in subbase materials is the source for the deposition of the tufa. Nine slag samples which consisted of air cooled blast furnace (ACBF), open hearth (OF), basic oxygen furnace (BOF), and electric arc furnace (EAF) slags and two recycled portland cement concretes (RPCC) were evaluated for the tufa precipitate research. An X-ray, scanning electron microscope (SEM) and physicochemical tests were conducted on these samples. In addition, leachate study and surface area measurements were performed to characterize the precipitate potential of these samples. The results of these tests indicate that all of the slags, except the ACBF slag, are prone to produce tufa. The solution of CaO in hot ethylene glycol ("sugar" test) revealed that the ACBF slag does not contain any residual free lime. The results of the X-ray diffraction and thermogravimetric (TG) analyses confirmed that ACBF slag does not contain either portlandite or calcium carbonate. X-ray diffraction analysis for both the OH and the BOF slags shows that these slags contain portlandite Ca(OH)2 and calcium carbonate. The Ohio Department of Transportation requires six months aging of slags before they are used. The "sugar" test results show that the aging of slags for six months or more, does not decrease the free lime content enough to prevent the formation of tufa deposits. TG analyses and the results of the "sugar" test permit the determination of original percentage free lime. Five groups, according to the calculated total percent free lime are recognized: 1) 0%; 2) 3-5.5%; 3) 8-9%; 4) 10-12%; and 5) 24-25%. The TG and "sugar" test methods used are excellent and economical ways to characterize the original free lime in slags and the susceptibility of the slags to precipitate CaCO3 in subdrains of highways. The RPCC samples contain both portlandite and calcium carbonate. X-ray diffraction and SEM analyses indicate that one RPCC sample does not contain free lime. The leachate study shows that both samples produce tufa. Therefore, presence of free lime or portlandite in the cement paste of the concrete can result in tufa precipitation. KW - Aging (Materials) KW - Calcium carbonate KW - Calcium oxide KW - Diffraction KW - Electron microscopes KW - Leachate KW - Physicochemical properties KW - Portland cement concrete KW - Recycled materials KW - Scanning electron microscope KW - Slag KW - Subbase materials KW - Tufa KW - X rays KW - X-ray diffraction UR - https://trid.trb.org/view/405751 ER - TY - RPRT AN - 00664403 AU - Pearson, D F AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN EVALUATION OF THE PILOT WORKPLACE SURVEYS IN BEAUMONT-PORT ARTHUR, TEXAS. INTERIM REPORT PY - 1993/11 SP - 34 p. AB - A pilot survey of workplaces was conducted as part of the comprehensive travel survey in the Beaumont-Port Arthur, Texas, area. The methodology used in the pilot survey was significantly different than that used in the 1990-91 workplace surveys in Texas. The methodology used in the 1990-91 surveys was flawed in its theoretical basis. This paper analyzes the pilot surveys to determine the impact of the new methodology recommended for workplace surveys. The findings of this analysis indicate that the new methodology produces lower attraction rates for non-freestanding workplaces as compared to freestanding workplaces. Based on these findings, the new methodology produces more representative results; and a recommendation is made for the Texas Department of Transportation to continue conducting workplace surveys using the methodology described in the technical note, "Workplace Survey Design". KW - Attraction rates KW - Methodology KW - Port Arthur (Texas) KW - Travel surveys KW - Workplaces UR - https://trid.trb.org/view/405283 ER - TY - RPRT AN - 00664406 AU - Crockford, W W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - WEIGHT TOLERANCE PERMITS. FINAL REPORT PY - 1993/11 SP - 109 p. AB - The Texas legislature has authorized the issuance of annual permits allowing commercial motor vehicle operators to operate nonagricultural vehicles exceeding the legislative mandated axle weight by 10% and the allowable gross vehicle weight by 5%, with heavier loads allowed for agriculture. The $75 permit (and $15,000 bond) allows operation on state and county roads except the interstate system. The interpretation has been that this effectively allows 84,000 lb vehicles on roads designed for 58,420 lb vehicles. The movement of goods on Texas surface transportation infrastructure is an important factor in the economic health of the state; and truck shipping productivity is a key element in this movement. There is often a trade-off between vehicle weight management policies and pavement management policies in the maximization of productivity. AASHTO pavement design procedures indicate that the effect of the Texas legislation should be accompanied by a permit costing significantly more than $75. The study included a full scale truck loading experiment on two county roads and one state highway. General agreement with AASHTO damage models was found. Surveys of state and county agencies as well as the trucking industry were conducted. In general, the trucking industry showed substantial cost savings with the increase in load. Government agencies responsible for pavement and bridge management did not obtain receipts from the permit fee sufficient to offset maintenance and enforcement costs associated with this management activity. KW - Alternatives analysis KW - Axle loads KW - Cost control KW - Cost savings KW - Fees KW - Law enforcement KW - Laws KW - Load limits KW - Local government KW - Maintenance costs KW - Maintenance management KW - Oversize loads KW - Overweight loads KW - Pavement management systems KW - Permits KW - Policy KW - Regulation KW - Size KW - Size and weight regulations KW - Texas KW - Truck pavement damage KW - Trucking KW - Trucks KW - Trucks by weight KW - Vehicle weight KW - Weight UR - https://trid.trb.org/view/405286 ER - TY - RPRT AN - 00664405 AU - Fitzpatrick, K AU - Lienau, T AU - Ogden, M AU - Lance, M AU - Urbanik, Thomas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - FREEWAY EXIT LANE DROPS IN TEXAS. FINAL REPORT PY - 1993/11 SP - 212 p. AB - This project determines how motorists interpret or respond to various sign and pavement marking alternatives they may or may not have experienced before. Motorist interpretations of signs and markings were obtained through surveys, while field observations were used to measure actual motorist responses to pavement markings. The results from both surveys indicate that motorists have a high level of understanding of the yellow EXIT ONLY panel. Drivers do not understand the use of the white arrow next to a yellow EXIT ONLY panel as well. Over one third of the participants incorrectly interpreted the meaning of the white arrows. Motorists prefer the use of diagrammatic signs as the first of several signs indicating an approaching exit lane drop and the use of the conventional black on yellow panel close to the exit lane drop. Texas motorists understand the meaning of the wide solid white line. The field studies demonstrate that the installation of lane drop markings can cause a shift in motorist lane change locations in advance of a lane drop. One site's data directly reveal while the other site's data indicate that drivers move into or out of the exiting lane further upstream of the lane drop in the period after markings were installed than in the period before markings were installed. For the 800 ft (244 m) immediately upstream of the gore at one site, fewer vehicles left the exit lane in the after period than in the before period, while in the area between 1700 and 1000 ft (518 and 305 m) upstream of the gore, more vehicles left the exit lane in the after period than in the before period. The before-and-after studies also reveal that the number of erratic maneuvers within the entire study segment decrease with the installation of markings. KW - Before and after studies KW - Data collection KW - Diagrammatic signs KW - Diagrams KW - Erratic driving behavior KW - Field observation KW - Field studies KW - Freeway entrances and exits KW - Lane drops KW - Problem drivers KW - Ramps (Interchanges) KW - Reckless drivers KW - Road markings KW - Signs KW - Surveys KW - Traffic signs UR - https://trid.trb.org/view/405285 ER - TY - RPRT AN - 00664244 AU - Kacir, K C AU - Hawkins, H G AU - Benz, R J AU - Obermeyer, M E AU - Bartoskewitz, R T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF FLASHING TRAFFIC SIGNAL OPERATION. FINAL REPORT PY - 1993/11 SP - 268 p. AB - Operating traffic signals in the flashing mode is a viable alternative to normal (green-yellow-red) operation in many instances. Some of the common applications of flashing traffic signals include: for railroad preemption, in school areas, during low-volume periods, as the result of a signal malfunction, and prior to/following signal installation/removal. This report describes the research results of a two-year study on flashing traffic signals. The following activities are described in this report: a literature review of previous flashing signal research, a survey of current practice related to flashing signal operation, an operational analysis comparing flashing signal operation to other types of signal operation, and an investigation of accident trends. The findings from these activities were used to develop a series of guidelines addressing the conditions under which it is appropriate to place traffic signals in flashing operation, and the selection of the flashing mode (yellow/red or red/red). KW - Applications KW - Crashes KW - Flashing mode KW - Flashing traffic signals KW - Guidelines KW - Guides to the literature KW - Literature reviews KW - Operational analysis KW - Operations KW - State of the art studies KW - Trend (Statistics) KW - Utilization UR - https://trid.trb.org/view/405127 ER - TY - RPRT AN - 00664242 AU - Morris, D V AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MONITORING OF CEMENT STABILIZED SOIL RETAINING WALLS. FINAL REPORT PY - 1993/11 SP - 79 p. AB - A retaining wall is typically used to form the permanent wall of an excavation whenever space requirements make it impractical simply to slope the sides. During the last 20 years, reinforcement of the backfill has gained widespread popularity because of its flexibility, ease of installation, and economic advantages. A new design has been proposed by the Texas Department of Transportation (TxDOT) using facing panel units anchored into a cement stabilized backfill of sufficient strength to avoid the need for any soil reinforcement at all. As long as the intact strength of the stabilized soil has been sufficiently improved by cement addition, the structure becomes a conventional mass gravity structure. In order to address the practical problems involved in any new design, two experimental walls were built at full scale, as part of on-going TxDOT construction. These were extensively instrumented to check their long-term behavior, which, after some initial difficulties, has now been proven satisfactory. This report documents the data obtained from the field instrumentation, both immediately after construction and for a period of two years afterwards. These results confirm that such a design, if properly engineered, can perform satisfactorily. KW - Cement treated soils KW - Experimental walls KW - Full scale KW - Long term KW - Mechanically stabilized earth KW - Monitoring KW - Retaining walls KW - Soil cement KW - Structural analysis KW - Structural behavior KW - Structural mechanics KW - Time duration UR - https://trid.trb.org/view/405125 ER - TY - RPRT AN - 00662900 AU - Middleton, D R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SENSORS FOR MONITORING TRUCK SPEEDS. INTERIM REPORT PY - 1993/11 SP - 60 p. AB - This study evaluated the applicability, durability, and accuracy of two general systems of sensors that were used to monitor truck speeds on a freeway connector: 1) pavement sensors mounted on the surface or submerged into the pavement, and 2) roadside sensors using an infrared beam technology. Pavement sensors were predominantly temporary piezoelectric sensors, although inductive loops complemented one set of piezo sensors. These pavement sensors generated signals that were processed by vehicle classifiers to produce either "binned" data or "raw" data for all vehicles using the monitored roadway. Roadside sensors monitored vehicles that exceeded a preset height, length, and speed. Findings indicate that temporary piezo sensors are accurate for use as speed, count, and classification studies, but their service life (durability) was highly variable and undesirably short in many cases. Installation and maintenance of these sensors were problematic due to interference with traffic. Infrared sensors, on the other hand, were less intrusive to the traffic stream during installation and maintenance, and they performed well with little maintenance for time periods of one year or longer. KW - Accuracy KW - Building KW - Durability KW - Facilities KW - Infrared detectors KW - Installation KW - Maintenance KW - Measurement KW - Monitoring KW - Pavement mounted sensors KW - Piezoelectric sensors KW - Piezoelectric transducers KW - Roadside sensors KW - Sensors KW - Speed detectors KW - Speed sensors KW - Trucks KW - Vehicle classification UR - https://trid.trb.org/view/404851 ER - TY - RPRT AN - 00662806 AU - King, P L AU - Georgia Department of Transportation AU - Federal Highway Administration TI - WATERPROOFING SEALERS FOR CONCRETE STRUCTURES. FINAL REPORT PY - 1993/11 SP - 32 p. AB - The purpose of this project was to evaluate several different sealer materials for concrete bridge decks and to establish criteria for their use. Laboratory testing was performed on several different generic types of sealers. These tests included the 21-day saltwater soaking test and the rapid chloride permeability test. The materials which showed low chloride ion intrusion from these tests were chosen to be placed in field exposure test sections. Nine sealers were placed in four field locations which included both new and existing bridge decks. The study found that compared to other generic types, boiled linseed oil is not an effective concrete sealer. Of the generic types of sealers studied in this project, silane and siloxane were the most effective in preventing chloride and moisture intrusion. In general, the higher the concentration of active ingredient, the lower the chloride intrusion. KW - Bridge decks KW - Chlorides KW - Concrete KW - Effectiveness KW - Field tests KW - Laboratory tests KW - Linseed oil KW - Measures of effectiveness KW - Permeability KW - Sealing compounds KW - Silane KW - Siloxane KW - Test sections KW - Waterproofing UR - http://ntl.bts.gov/lib/43000/43000/43053/8905.pdf UR - https://trid.trb.org/view/404813 ER - TY - RPRT AN - 00662794 AU - Balke, K N AU - Fitzpatrick, K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN EVALUATION OF FLUSH MEDIANS AND TWO-WAY, LEFT-TURN LANES ON FOUR-LANE RURAL HIGHWAYS. INTERIM REPORT PY - 1993/11 SP - 52 p. AB - Three types of medians are typically used on four-lane rural highways in Texas: raised (or depressed) medians; two-way, left-turn lanes (TWLTLs); and flush medians. With flush medians, the area between the travel lanes is paved and can easily be traversed by a vehicle. This type of median is typically used in areas that transition from rural to suburban. The purpose of this research was to examine the differences in the operations and safety of four-lane rural highways with TWLTLs and four-lane rural highways with flush medians. A review of accident rates found that there were no statistical differences in accident rates of highways with TWLTLs and highways with flush medians when driveway densities were low. Field studies also showed that there was no difference in the way they should use flush medians and TWLTLs. Texas state law states, however, that it is illegal for motorists to use flush medians as a storage and acceleration/deceleration area for turning left into and out of adjacent properties. The results of this research suggest that drivers ignore the meaning of the solid yellow lines used to mark flush medians. Therefore, in order to promote uniformity and consistency, it is recommended that flush medians be used only on highways where the frequency and spacing of driveways permit individual median openings at each driveway. In cases where this is not possible, it is recommended that TWLTLs be used on four-lane rural highways. KW - Crash rates KW - Driveways KW - Field studies KW - Flush medians KW - Four lane highways KW - Medians KW - Recommendations KW - Rural highways KW - Two way left turn lanes UR - https://trid.trb.org/view/404801 ER - TY - RPRT AN - 00662799 AU - Elmore, W E AU - Kennedy, T W AU - Solaimanian, M AU - Bolzan, P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - LONG-TERM PERFORMANCE EVALUATION OF POLYMER-MODIFIED ASPHALT CONCRETE PAVEMENTS. FINAL REPORT PY - 1993/11 SP - 218 p. AB - Following the five-year study performed to investigate the behavior of binders and asphalt mixtures containing polymer modifiers, it was determined that an insufficient amount of time had elapsed to allow any determinations to be made based upon the special field test sections. The study reported herein was to extend that initial time and to study in depth those special test sections, using visual observations coupled with resulting tests performed on samples extracted from the sections and comparisons with the original data developed in the original research. The research includes laboratory testing of field samples, determining the aging effect on the control and modified binders and corresponding effect on the mixtures, and visual evaluations. Retained samples of the original asphalts were also evaluated for potential performance as determined by the performance-based asphalt binder specification developed by the Strategic Highway Research Program. Four hot mix pavement field projects were constructed in the Tyler, Lufkin, San Antonio, and Childress Districts (10, 11, 15, and 25, respectively), and two seal coat projects were placed in the Odessa and Bryan Districts (6 and 17). KW - Aging KW - Binders KW - Deformation KW - Hot mix asphalt KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Loss and damage KW - Moisture damage KW - Pavement cracking KW - Pavement performance KW - Polymer asphalt KW - Seal coats KW - Specifications KW - Strategic Highway Research Program KW - Surveying KW - Test sections KW - Visual surveys KW - Water UR - https://trid.trb.org/view/404806 ER - TY - RPRT AN - 00662797 AU - Balke, K N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN EVALUATION OF EXISTING INCIDENT DETECTION ALGORITHMS. INTERIM REPORT PY - 1993/11 SP - 100 p. AB - Several algorithms have been proposed for automatically detecting incidents using freeway detector data. Some are comparative algorithms that compare measured traffic conditions to preestablished thresholds. Others use statistical procedures to detect significant changes in traffic patterns over time. Still others use complex theoretical models to predict future traffic conditions using current traffic measures and historical trends. The structure of an algorithm affects its performance in terms of detection rate, false alarm rate, and detection time. No single algorithm appears to be superior in terms of its reported performance, data requirements, ease of implementation, ease of calibration, and operational experience. Using the results from both off-line and on-line evaluations reported in the literature, most algorithms appear to achieve the same level of detection and produce similar false alarm rates, when properly calibrated. Detection times for most algorithms are also similar. Given the results of the evaluation and the sites visits, it is recommended that TxDOT consider the following incident detection algorithms in the initial implementation of their freeway surveillance and control centers: Modified California Algorithm #7; Modified California Algorithm #8; and McMaster Algorithm. KW - Algorithms KW - Freeways KW - Highway traffic control KW - Incident detection KW - Traffic control KW - Traffic surveillance UR - https://trid.trb.org/view/404804 ER - TY - RPRT AN - 00662792 AU - Boles, W W AU - Maxwell, D A AU - Heermann, P D AU - Scott, W D AU - Adams, R W AU - Flickinger, C J AU - Gallegos, R M AU - Mannering, J A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - APPLICATIONS OF ROBOTICS AND OTHER AUTOMATED TECHNIQUES TO THE CONSTRUCTION, MAINTENANCE, AND INSPECTION OF HIGHWAY SYSTEMS. FINAL REPORT PY - 1993/11 SP - 216 p. AB - Many tasks in the construction, maintenance, and inspection of highway systems are dangerous, repetitive, and labor intensive. Mitigation of hazards to human workers, while performing this type of work, is expensive and inefficient. In cases such as these, application of robotics technologies has the potential for improving some of the Department's operations. Advanced robotics technologies exist in other disciplines such as manufacturing, defense, energy, and space-related industries. These technologies, however, are not extensively applied to highway-related construction, maintenance, and inspection tasks. The objective of this study was to begin a systematic, cooperative effort to apply advanced robotics technologies to highway-related problems. An implementation model was developed which provides a systematic process leading to implementation. The study was limited to a list of seven potential problem areas selected by TxDOT management--flagging for traffic control, culvert clean-out and inspection, drilled shaft inspection, placement and retrieval of traffic cones, non-destructive testing of roadway density during construction, underwater inspection for scour and deterioration, and traffic signal and illumination bulb replacement. The study included field visits, interviews, telephone interviews with officials from the other 49 states, and literature review. Sandia National Laboratories' Robotic Vehicle Range contributed to the technology assessment portion of this study. KW - Automation KW - Guides to the literature KW - Highway maintenance KW - Implementation KW - Inspection KW - Interviewing KW - Literature reviews KW - Nondestructive tests KW - Road construction KW - Robotics KW - Underwater inspection UR - https://trid.trb.org/view/404799 ER - TY - RPRT AN - 00662789 AU - Akram, T AU - Scullion, T AU - Smith, R E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - USING THE MULTIDEPTH DEFLECTOMETER TO STUDY TIRE PRESSURE, TIRE TYPE, AND LOAD EFFECTS ON PAVEMENTS. INTERIM REPORT PY - 1993/11 SP - 142 p. AB - In this study the impact of truck tire type, inflation pressure, speed, and axle load was examined by measuring depth deflections in two pavement structures (one thick, one thin) instrumented with multidepth deflectometers (MDDs). Measured depth deflections under truck loadings were converted into average vertical compressive strains in the pavement layers. The measured subgrade strains were used to estimate the time to rutting failure. Deflections measured at the bottom of the asphaltic concrete layer were used to calculate the surface curvature index which was then translated into tensile strains at the bottom of the layer. This report develops multiple linear regression models to predict the relationship between dependent variables (subgrade strain, tensile strain at the bottom of asphalt layer) and independent variables (speed, lateral offset, asphalt layer temperature, and axle load). For the same load level, the wide based super single tires were measured to cause higher deflections, higher vertical compressive subgrade strains, and have sharper curvature to the deflection bowls than standard dual tires. Under similar loading conditions, wide based tires were predicted to be at least twice as damaging as conventional dual tires. KW - Asphalt concrete KW - Axle loads KW - Deflection KW - Deflectometers KW - Inflation KW - Linear regression analysis KW - Motor vehicles KW - Multidepth deflectometers KW - Multiple regression KW - Multiple regression analysis KW - Pavement layers KW - Rutting KW - Speed KW - Subgrade (Pavements) KW - Tension KW - Tire design KW - Tire pressure KW - Tires KW - Traffic speed KW - Truck pavement damage KW - Trucks KW - Vehicle design KW - Vertical compressive strains KW - Wide based tires UR - https://trid.trb.org/view/404796 ER - TY - RPRT AN - 00662791 AU - Ullman, G L AU - Wohlschlaeger, S D AU - Dudek, C L AU - Wiles, P B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DRIVER INTERPRETATIONS OF EXISTING AND POTENTIAL LANE CONTROL SIGNAL SYMBOLS FOR FREEWAY TRAFFIC MANAGEMENT. INTERIM REPORT PY - 1993/11 SP - 98 p. AB - This report documents the results of laboratory studies to assess motorist interpretations of the following symbols used or initially seen as potential freeway lane control signals: red X, yellow X, green downward arrow, yellow downward diagonal arrow, yellow downward arrow, circle-slash (i.e., the universal "do not" symbol), and a red X superimposed on a green arrow. The effects of flashing the red X, green arrow, and yellow arrows upon motorist interpretations were also evaluated. Results indicate that the red X and green arrow are well understood and convey a clear, consistent meaning to drivers. Also, the yellow diagonal arrow conveys a clear, consistent message to exit a lane. The yellow X and downward arrow elicited a wide range of interpretations by motorists, and these interpretations change depending on what other LCS symbols are present in an overall LCS array at a location. Flashing displays were not found to significantly affect motorist interpretations. KW - Drivers KW - Flashing traffic signals KW - Freeways KW - Highway traffic control KW - Interpretation KW - Laboratory studies KW - Lane use control signals KW - Symbols UR - https://trid.trb.org/view/404798 ER - TY - RPRT AN - 00662787 AU - Ullman, G L AU - Wiles, P B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - OPERATION OF LANE CONTROL SIGNALS FOR FREEWAY TRAFFIC MANAGEMENT. FINAL REPORT PY - 1993/11 SP - 52 p. AB - This report documents the results of field studies to assess driver response to freeway lane control signals (LCS) installed on a section of I-35W in Ft. Worth, Texas. Texas Transportation Institute researchers evaluated several alternative LCS configurations upstream of single- and double-lane closures. Researchers conducted all studies during daylight, off-peak traffic conditions. Study results indicate that the LCS had no significant effect on travel speeds approaching and passing by the lane closures. The LCS were found to elicit a small but consistent shift in lane distributions from the closed lanes to open lanes upstream of the actual lane closure. Because of study limitations, direct comparisons between the yellow and red X upon lane distributions could not be made. Based on the work performed throughout this study , several recommendations regarding lane control signal design, installation, and operation for freeway traffic management are presented in the last chapter of the report. KW - Driver reaction KW - Drivers KW - Evaluation KW - Field studies KW - Freeways KW - Highway traffic control KW - Lane closing KW - Lane closure KW - Lane distribution KW - Lane use control signals KW - Reaction time KW - Recommendations KW - Traffic signal effectiveness KW - Traffic signals KW - Traffic speed UR - https://trid.trb.org/view/404794 ER - TY - RPRT AN - 00662783 AU - Balke, K N AU - Fitzpatrick, K AU - Lienau, T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - FACTORS AFFECTING TRAFFIC OPERATIONS ON SEVEN-LANE CROSS SECTIONS. FINAL REPORT PY - 1993/11 SP - 86 p. AB - Previous research has documented the operational and safety benefits of installing a two-way left-turn lane (TWLTL) on two-lane and four-lane arterials. Unfortunately, very little research has been performed to quantify the effects of seven-lane cross sections on traffic operations and safety. The goal of this research was to provide information on the factors that affect traffic operations on seven-lane cross sections in urban and suburban areas. Field studies were conducted to evaluate the effects of these factors. Acceleration noise, a measure of the relative smoothness of a trip, was used to assess the impacts of these factors on operations. Acceleration noise was collected in each lane in both directions during four periods (A.M. Peak, Off-peak, Noon, and P.M. Peak) at nine sites throughout Texas with different roadway and roadside development characteristics. From the studies, it was found that the quality of flow on seven-lane cross sections is impacted by such roadway and roadside development factors as the density of the driveways located on each side of the roadway, the average daily traffic carried by a roadway, and the average number of unsignalized intersection approaches along each side of the roadway. Generally, as the density of driveways and the amount of traffic carried on a roadway increase, the ability of the driver to maintain a trip with few changes in speed decreases. Therefore, designers should carefully consider not just the overall type of development and traffic demands on a roadway, but also the specific type of roadway and roadside development characteristics on each side of the roadway when considering implementing seven-lane cross sections in urban and suburban arterials. KW - Acceleration noise KW - Average daily traffic KW - Driveways KW - Field studies KW - Highway operations KW - Noise sources KW - Seven lane cross sections KW - Suburbs KW - Traffic KW - Traffic noise KW - Two way left turn KW - Two way left turn lanes KW - Unsignalized intersections KW - Urban areas UR - https://trid.trb.org/view/404790 ER - TY - RPRT AN - 00662784 AU - Fitzpatrick, K AU - Kuenzer, K AU - Lienau, T AU - Urbanik, Thomas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INTERCITY BUS INDUSTRY IN TEXAS. FINAL REPORT PY - 1993/11 SP - 167 p. AB - The intercity bus industry in the United States has been in a decline since the end of World War II. The decline is attributed to the increase in the use of private automobiles and competition for intercity passengers by airlines. Passage of the Bus Regulatory Reform Act in 1982 allowed bus companies to exit from unprofitable routes, resulting in a decrease in the number of places served by intercity buses. Despite the exit from unprofitable routes, bus companies in the United States still have not enjoyed the profitability they had during earlier years. The Intermodal Surface Transportation Efficiency Act of 1991 mandates that states spend a certain portion of their Section 18 (rural transit) funds on intercity bus purposes. This mandate can be waived by the governor of a state if the governor certifies that intercity bus needs in the state are being "adequately met". An informal telephone survey of nine states known to have active intercity bus programs revealed that the states were planning to use their Section 18(i) funds on instituting vehicle loan programs, providing route operating subsidies, helping with capital costs, placing highway signs, printing intercity bus brochures, and making terminal improvements. Two surveys were performed to elicit the opinions and demographic characteristics of both the Texas general public and intercity bus riders. A survey of bus station characteristics was performed concurrently with the bus rider survey. A final survey solicited comments from representatives of Texas bus companies. Government-owned multimodal transportation facilities was a frequently cited improvement that would serve two purposes: first, they would streamline the transfer from one mode of transportation to another, and second, they would eliminate the reliance the smaller bus companies have on terminal facilities owned or operated by larger companies. Operating subsidies for rural routes and billboards or highway signs advertizing intercity bus service were other suggestions mentioned by bus company representatives. KW - Bus drivers KW - Bus regulatory reform act 1982 KW - Bus terminals KW - Data collection KW - Demographics KW - Facilities KW - Intercity bus lines KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Multimodal transportation KW - Multimodal transportation facilities KW - Operating subsidies KW - Passengers KW - Public opinion KW - Roadside advertising KW - Section 18(I) funds KW - States KW - Surveys KW - Texas UR - https://trid.trb.org/view/404791 ER - TY - RPRT AN - 00647415 AU - Federal Highway Administration TI - GUIDE STANDARD SPECIFICATION FOR BRIDGE TEMPORARY WORKS. FINAL REPORT PY - 1993/11 SP - 11 p. AB - Following the collapse of the Route 198 bridge over the Baltimore/Washington Parkway in 1989, the Federal Highway Administration (FHWA) established the temporary works research program. The program was guided by the Scaffolding, Shoring, and Forming Task Group as formed by the FHWA. The objective of this report is to develop a guide standard specification that establishes contractual requirements at the bid preparation stage that will apply to all bridge construction projects. Ultimate responsibility for insuring that the requirements are met has been placed on the contractor's registered professional engineer. KW - Bridges KW - Falsework KW - Formwork KW - Guidelines KW - Recommendations KW - Retaining walls KW - Scaffolds KW - Shoring KW - Standards KW - Temporary structures UR - https://trid.trb.org/view/387211 ER - TY - RPRT AN - 00646131 AU - Hallenbeck, M E AU - KIM, S-G AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FINAL TECHNICAL REPORT FOR TASK A: TRUCK LOADS AND FLOWS PY - 1993/11 SP - 139 p. AB - This study describes the analysis of truck volume data collected by the Washington State Department of Transportation (WSDOT) over four and one half years, from 1988 through 1993. The primary objectives of this research were to: investigate the patterns in truck volumes at various locations in Washington State; determine whether seasonal factors can be developed and applied to short-duration truck volume measurements to better estimate average annual conditions; develop procedures for routinely calculating and applying these values in Washington; develop an easy procedure that other states can use to create their own seasonal factoring process, and produce a guidebook that explains this process and lists the necessary steps clearly and concisely. This report presents the findings for all but the last of these objectives; this last objective is met in another report. KW - Adjustment factors KW - Pavement management systems KW - Seasonal traffic pattern KW - Seasons KW - Traffic counts KW - Travel patterns KW - Trucks KW - Trucks by weight KW - Vehicle classification KW - Washington (State) KW - Weight UR - http://www.wsdot.wa.gov/research/reports/fullreports/320.3.pdf UR - https://trid.trb.org/view/386620 ER - TY - RPRT AN - 00643965 AU - Lyons, W AU - Brodeski, R AU - Goodman, C AU - Salvucci, F AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Federal Transit Administration TI - REVIEW OF THE TRANSPORTATION PLANNING PROCESS IN THE MINNEAPOLIS-ST.PAUL METROPOLITANS AREA PY - 1993/11 SP - 64 p. AB - This report is the sixth in a series produced for the FTA and the FHWA by the Volpe National Transportation Systems Center (VNTSC), Research and Special Programs Administration, U.S. Department of Transportation. It presents a formal, comprehensive review of the planning process in the Minneapolis-St. Paul Twin Cities metropolitan area that was conducted by the FHWA and FTA Headquarters and regional staffs (Appendix 1), with input from state, regional, and local transportation entities. The purpose of the review is to allow the FHWA and FTA to determine how successfully the Urban Transportation Planning Process (UTPP) addresses broadly defined regional transportation needs, and whether the planning process meets the criteria established by the Federal planning requirements. Another purpose of the review is to assess the ability of the existing planning process to address the broader responsibilities described under the Clean Air Act Amendments of 1990 and the reauthorization of the surface transportation legislation, the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). KW - Clean Air Act KW - Federal assistance programs KW - Federal government KW - Federal planning requirements KW - Federal programs KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Public participation KW - Regional transportation KW - State action KW - State government KW - Transportation planning KW - Urban transportation UR - http://ntl.bts.gov/lib/4000/4200/4298/43.pdf UR - https://trid.trb.org/view/386244 ER - TY - RPRT AN - 00642450 AU - Hostetter, R S AU - Carter, R G AU - Dauber, G W AU - IFR Applications, Incorporated AU - Federal Highway Administration TI - TRADE-OFF BETWEEN DELINEATION AND LIGHTING OF FREEWAY INTERCHANGES: INVESTIGATION OF TRANSIENT VISUAL ADAPTATION PY - 1993/11 SP - 30 p. AB - The objective was to determine the extent that transient visual adaptation (TVA) affects drivers' detection of targets along partially lighted freeway interchanges. The study expanded a preliminary task on TVA described in publication FHWA-RD-88-223. Twenty-five subjects drove 10 trials on an entrance and an exit ramp. Lighting was manipulated to provide trials in darkness, and with one, two, three, and four luminaires lighted along each ramp. The same drivers returned for a second session of 10 trials, when refractors were replaced with sharp cut-off luminaires (low glare). The drivers pressed a button on a hand-held switch when they detected the 7-in. by 7-in. (17.8-cm by 17.8-cm) gray targets placed on the shoulder at 350 ft (106.75 m) or 475 ft (144.88 m) downstream of the final ramp luminaire. The vehicle computer recorded distances between subjects and targets at the instant of detection. KW - Dark adaptation KW - Drivers KW - Freeways KW - Glare KW - Human subject testing KW - Interchanges KW - Lighting KW - Low glare lighting KW - Target detection KW - Tracking systems KW - Transient visual adaptation UR - https://trid.trb.org/view/381469 ER - TY - RPRT AN - 00642359 AU - Duntemann, J F AU - Dunn, L E AU - Gill, S AU - Lukas, R G AU - Kaler, M K AU - Wiss, Janney, Elstner Associates, Incorporated AU - Federal Highway Administration TI - GUIDE DESIGN SPECIFICATION FOR BRIDGE TEMPORARY WORKS. FINAL REPORT PY - 1993/11 SP - 87 p. AB - Following the collapse of the Route 198 bridge over the Baltimore/Washington Parkway in 1989, the Federal Highway Administration (FHWA) established the temporary works research program. The program was guided by the Scaffolding, Shoring, and Forming Task Group as formed by the FHWA. The objective of this study has been to develop a guide design specification for use by State agencies to update their existing standard specifications for falsework, formwork, and related temporary construction. The guide specification was prepared in a format similar to the AASHTO Standard Specifications for Highway Bridge Structures. KW - Bridges KW - Design standards KW - Falsework KW - Formwork KW - Retaining walls KW - Scaffolds KW - Shoring KW - Temporary structures UR - https://trid.trb.org/view/381445 ER - TY - RPRT AN - 00641412 AU - Hu, P S AU - Young, J AU - Gray, C (Graphics) AU - Oak Ridge National Laboratory AU - Federal Highway Administration TI - 1990 NPTS DATABOOK: NATIONWIDE PERSONAL TRANSPORTATION SURVEY. VOLUME I PY - 1993/11 SP - 241 p. AB - This report presents data on the amount, nature and characteristics of personal (non-commercial) travel by all modes of transportation in the U.S. The data are from a survey of individuals conducted throughout 1990. A large number of data relationships are presented and, therefore, the report is printed in two volumes. This volume, Volume I, contains information on the survey itself, a comparison of estimates of miles of travel taken from different portions of the survey, data on households, drivers and vehicles, and an extensive chapter on person trips and person miles of travel by all modes of transportation. Volume II includes data on vehicle trips and vehicle miles of travel, journey-to-work trips, vehicle occupancy, long trips, commercial driving and highway accidents. To the degree possible, each chapter within the report (Volume I - Chapters 1-4; Volume II - Chapters 5-10 and Appendices A-F) is organized to present results in the order of: person characteristics, household characteristics, trip characteristics, and temporal characteristics. KW - Air transportation KW - Automobile travel KW - Data KW - Drivers KW - Households KW - Mileage KW - Nationwide Personal Transportation Survey KW - Passenger miles KW - Person trips KW - Public transit KW - Railroad transportation KW - Travel KW - Vehicles UR - http://ntl.bts.gov/lib/4000/4500/4505/nptsall.pdf UR - https://trid.trb.org/view/381088 ER - TY - ABST AN - 01459672 TI - RESEARCH AND ANALYSIS FOR THE IVHS PROGRAM FY'94 AB - This is a modification to extend the level of effort and duration of and ongoing support services contract with Oak Ridge National Laboratory (ORNL). Through this contract, ORNL staff provides technical assistance in the development of IVHS R&D programs, assists in the evaluation of proposal and contract deliverables, develops protocal to determine the feasibility of high risk research projects, and assesses the coordination of IVHS-related research external to FHWA. This procurement action complements the activities undertaken by the Task Management Laboratory support services contract. KW - Feasibility analysis KW - Intelligent vehicle highway systems KW - Intelligent vehicles KW - Research projects UR - https://trid.trb.org/view/1227887 ER - TY - ABST AN - 01458657 TI - Operation Lifesaver Programs AB - No summary provided. KW - Lifesaving KW - Operations KW - Program management KW - Research projects KW - Safety UR - https://trid.trb.org/view/1226868 ER - TY - RPRT AN - 01402717 AU - Paniati, J F AU - Mace, D J AU - United States. Federal Highway Administration. Office of Safety and Traffic Operations R&D TI - Minimum retroreflectivity requirements for traffic signs PY - 1993/10 IS - FHWA/RD-93-077 SP - 72p AB - Currently, national guidelines regarding the nighttime visibility of signs are limited to the stipulation in the "Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD)" that all warning and regulatory signs be illuminated or reflectorized to show the same color and shape by day or night. There are no objective measures that can be used to determine when a sign has reached the end of its service life and needs to be replaced. This study seeks to fill that need by establishing minimum retroreflectivity requirements for traffic signs. Given the wide range of visual, cognitive, and psychomotor capabilities of the driving population and the complexity of the relationships between the driver, the vehicle, the sign, and the roadway, a mathematical modeling approach was selected. The model determines the distance at which a driver needs to see a sign, uses this distance to determine the luminance required, and then calculates the coefficient of retroreflection at standard measurement angles. This model is called Computer Analysis of Retroreflectance of Traffic Signs (CARTS). The CARTS model was executed for each sign in the MUTCD at various vehicle speeds, sign sizes, and sign placements. The results are summarized and presented in a format that can be implemented by practitioners. Retroreflectivity values are given for both yellow and orange warning signs, white on red regulatory signs, white regulatory signs, and white on green guide signs. KW - Mathematical models KW - Modelling KW - Night KW - Night KW - Reflectorized material KW - Reflectorized materials KW - Retroreflectivity KW - Retroreflectivity KW - Traffic sign KW - Traffic signs KW - Visibility distance KW - Visibility distance UR - https://trid.trb.org/view/1170501 ER - TY - RPRT AN - 01322402 AU - Stout, D AU - Hughes, W AU - McGee, H AU - Ensco, Incorporated AU - Federal Highway Administration TI - Traffic Barriers on Curves, Curbs, and Slopes PY - 1993/10//Final Report SP - 234p AB - A review of past research and accident databases, conduct of full-scale testing, and computer simulation and validation were conducted in an attempt to develop definitive guidelines for the placement of traffic barriers on curves, curbs, and slopes. Initially, more extensive computer simulation and additional testing was to be conducted in order to develop the definitive guidelines. However, computer simulation and validation efforts were less than successful due to the inability of the computer software to model the complex vehicle/barrier interactions that occur in a full-scale crash test. Due to this problem, it was decided to redirect the remaining contract effort at solving geometric and hardware problems with barriers. Seventeen full-scale tests were conducted on 15 different configurations of barriers on curves, curbs, and slopes. Hardware modifications were developed and tested to improve the performance of a G4(1S} system in combination with a 6-in (152.4-mm) asphalt dike. A Modified Thrie Beam guardrail was used to improve barrier performance on superelevated terrain with a curved guardrail. The following barriers demonstrated acceptable performance: a G4(IS} system with an 1192-ft (363.3-m) radius, a 27-in (685.8-mm) concrete wall with an 8-in (203.2-mm) brush curb, a G4 (IS) system with a 4-in (101.6-mm) Type H curb, and a G4(IS) system installed on a downslope. KW - Crash data KW - Curbs KW - Highway curves KW - Impact tests KW - Prototype tests KW - Simulation KW - Slopes KW - Traffic simulation UR - http://ntl.bts.gov/lib/34000/34700/34791/FHWA-RD-93-082.pdf UR - https://trid.trb.org/view/1083971 ER - TY - RPRT AN - 01103680 AU - DKS Associates, Incorporated AU - IBI Group AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Portland Regionwide Advanced Traffic Management System Plan PY - 1993/10 SP - 16p AB - The Portland Regional Transportation Plan indicates that by the year 2010, $5 billion dollars will be spent on transportation, and the region will have even more congestion on major corridors than today. The Portland region cannot rid itself of congestion by simply building new transportation infrastructure. A coordinated, systematic approach will be necessary to effectively manage the regions transportation infrastructure as the region develops a multi-modal transportation system. We will need to develop methods of getting the most out of the infrastructure already in place. By working efficiently and cooperatively among agencies, we can build and manage a smarter transportation system using Intelligent Vehicle Highway Systems (IVHS). IVHS is the application of new technologies with proven management techniques to reduce congestion, increase safety, reduce fuel consumption and improve air quality. By definition, IVHS includes Advanced Traffic Management Systems (ATMS), Advanced Traffic Information Systems ATIS, Commercial Vehicle Operation (CVO), Advanced Vehicle Control Systems (AVCS) and Advanced Public Transit System (APTS). ATMS is the basic building block of IVHS. All other functional areas will utilize the information provided by ATMS. KW - Advanced public transportation systems KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Advanced vehicle control systems KW - Intelligent transportation systems KW - Intelligent vehicles KW - Regional planning KW - Regional transportation KW - Traffic congestion KW - Transportation corridors KW - Urban areas UR - http://ntl.bts.gov/lib/16000/16600/16671/PB2000104479.pdf UR - https://trid.trb.org/view/863339 ER - TY - RPRT AN - 00739849 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 CORRUGATED POLYETHYLENE PIPE ON KY 17, KENTON COUNTY PY - 1993/10 SP - 8 p. AB - This report documents the installation and performance of corrugated smooth lined polyethylene pipe installed during construction of KY 17 in Kenton County. The majority of the pipe installed was N-12 pipe manufactured by Advanced Drainage Systems, Inc. and is designated as ADS N-12. ADS N-12 is a corrugated high-density polyethylene (HDPE) pipe. The pipe has a corrugated exterior for increased strength and a smooth interior to provide maximum flow capacity. Sags in grade, misalignment, poor coupling, and vertical deformation were obscured during visual inspections and do not appear to be a material related problem but are largely due to poor construction techniques. The pipes appear to be functioning satisfctorily even with sagging, misalignments, and vertical deformation. Pipes that have vertical deformation over 10% should be monitored for any additional movement. This report makes recommendation on the usage of polyethylene pipe in Kentucky. KW - Backfilling KW - Compaction KW - Corrugated pipe culverts KW - Deflection KW - Ethylene resins KW - Pipe (Plastic) KW - Plastic pipe KW - Polyethylene KW - Trench backfill KW - Vertical deformation UR - https://trid.trb.org/view/573220 ER - TY - RPRT AN - 00739850 AU - Crabtree, J D AU - Pigman, J G AU - Deacon, J A AU - Agent, K R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - IMPACTS OF THE EXTENDED-WEIGHT COAL HAUL ROAD SYSTEM (INTERIM REPORT) PY - 1993/10 SP - 94 p. AB - The Extended-Weight Coal Haul Road System, created by Kentucky's Legislature in 1986, consists of all roads which carry over 50,000 tons (45,360,000 kg) of coal in a calendar year. Trucks hauling coal on this system are authorized to exceed normal weight limits through the payment of annual decal fees. A research study was initiated in July 1992 to analyze the impacts of the extended-weight system. This interim report, prepared after one year of a three-year study, describes the analyses performed thus far and presents preliminary findings, recommendations, and a discussion of future work. Analyses in this report are based on: historical data on coal production and transportation; data from coal decal applications; interviews of legislators, transportation officials, coal company representatives, and coal trucking representatives; newspaper articles; vehicle classification data; a pavement cost analysis; and accident data. KW - Analysis KW - Coal KW - Coal industry KW - Cost analysis KW - Costs KW - Pavements KW - Revenues KW - Trucks KW - Trucks by weight KW - Wear KW - Weight KW - Weight control UR - https://trid.trb.org/view/573221 ER - TY - RPRT AN - 00638692 AU - Paniati, J F AU - Mace, D J AU - Federal Highway Administration TI - MINIMUM RETROREFLECTIVITY REQUIREMENTS FOR TRAFFIC SIGNS. FINAL REPORT PY - 1993/10 SP - 72 p. AB - Currently, national guidelines regarding the nighttime visibility of signs are limited to the stipulation in the "Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD)" that all warning and regulatory signs be illuminated or reflectorized to show the same color and shape by day or night. There are no objective measures that can be used to determine when a sign has reached the end of its service life and needs to be replaced. This study seeks to fill that need by establishing minimum retroreflectivity requirements for traffic signs. Given the wide range of visual, cognitive, and psychomotor capabilities of the driving population and the complexity of the relationships between the driver, the vehicle, the sign, and the roadway, a mathematical modeling approach was selected. The model determines the distance at which a driver needs to see a sign, uses this distance to determine the luminance required, and then calculates the coefficient of retroreflection at standard measurement angles. This model is called Computer Analysis of Retroreflectance of Traffic Signs (CARTS). The CARTS model was executed for each sign in the MUTCD at various vehicle speeds, sign sizes, and sign placements. The results are summarized and presented in a format that can be implemented by practitioners. Retroreflectivity values are given for both yellow and orange warning signs, white on red regulatory signs, white regulatory signs, and white on green guide signs. KW - Mathematical models KW - Requirements KW - Retroreflectivity KW - Specifications KW - Traffic signs KW - Visibility UR - https://trid.trb.org/view/380375 ER - TY - RPRT AN - 00637791 AU - McGeehan, D D AU - Samuel, L D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ARMOR ROCK HABITAT SURVEY OF HAMPTON ROADS TUNNEL. SUMMARY REPORT PY - 1993/10 SP - 31 p. AB - The I-64 Hampton Roads Bridge-Tunnel spans the James River estuary and the lower Chesapeake Bay between the cities of Hampton and Norfolk. Two large wave-built spits, Willoughby Spit and Old Point Comfort, extend into the harbor beyond the tunnels. This study examines the marine life inhabiting the Hampton Roads tunnel islands approximately 10 years after construction. One aim of this study was to examine the differences in marine organism populations following the transformation of a soft sandy bottom to a hard substrate artificial habitat. Artificial reefs located in temperate waters have received relatively little attention. This study, which focuses on macrobenthics, examines the range of artificial reef inhabitants on the Hampton Roads Tunnel islands. The organisms living on the island armor rock and in the soft sediment surrounding the islands (which is typical of preconstruction conditions) were sampled and identified. The number of species identified and the measurements of biomass occurring on the armor rock were compared with the populations found in the surrounding soft sediments. Benthic data were compared with results of previous studies by others that established normal population patterns for particular seasons and habitats in this area. Factors responsible for the establishment of shorebird colonies on the Hampton Roads tunnel islands and the Virginia Department of Transportation's role in maintaining a habitat suitable for the birds were examined. KW - Artificial reefs KW - Before and after studies KW - Birds KW - Ecological effects KW - Ecosystems KW - Environmental impacts KW - Estuaries KW - Habitat (Ecology) KW - James River (Virginia) KW - Manmade islands KW - Marine life KW - Reefs KW - Tunnels UR - http://ntl.bts.gov/lib/36000/36800/36882/94-R4.pdf UR - https://trid.trb.org/view/380090 ER - TY - RPRT AN - 00720082 AU - Larson, R M AU - Vanikar, S AU - Forster, S AU - Federal Highway Administration TI - U.S. TOUR OF EUROPEAN CONCRETE HIGHWAYS (U.S. TECH). FOLLOW-UP TOUR OF GERMANY AND AUSTRIA. SUMMARY REPORT PY - 1993/10 SP - 108 p. AB - This report describes the findings and recommendations of the follow-up U.S. Tour of European Concrete Highways conducted October 10 to 22, 1992. The goal was to obtain sufficient information to construct experimental highway sections in Michigan and other States using the German design and to review an active construction project in Austria to obtain information on the exposed aggregate surface treatment technique to reduce tire/pavement noise. KW - Austria KW - Concrete pavements KW - Europe KW - Germany KW - Noise control KW - Noise reduction KW - Pavement design KW - Study tours KW - Surface treating KW - Surface treatments KW - Technology UR - http://international.fhwa.dot.gov/Pdfs/EuroTour93.pdf UR - https://trid.trb.org/view/454471 ER - TY - RPRT AN - 00676560 AU - Ruth, B E AU - Bloomquist, D AU - Chheda, P N AU - Mundkur, D K AU - Raymond, C M AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EFFECT OF ADMIXTURES AND CURING ON SHRINKAGE OF PORTLAND CEMENT CONCRETE. FINAL REPORT PY - 1993/10 SP - 126 p. AB - Recent bridge construction projects in Florida have experienced early cracking, particularly in deck segments. A possible reason is it may be related to a combination of construction conditions and the PCC having relatively high shrinkage characteristics. Thus, this research effort had three main objectives: to identify shrinkage or other forms of bridge deck cracking and determine the severity of the cracks, to design and construct testing equipment that provides sufficient sensitivity, precision and accuracy for measurement of shrinkage, and to utilize these findings to make recommendations for laboratory testing, inspection testing and/or construction procedures to mitigate this problem. While a total of 30 bridge decks were visually inspected to determine the extent and severity of cracking, there was insufficient documentation to allow a detailed analysis. However, it was possible to perform statistical analyses on the Eau Gallie Bridge with respect to cracks and environmental conditions during construction. In order to accurately measure the shrinkage deformation of a concrete cylinder, three variations of devices were designed and constructed. Based on the final design, six units were fabricated. These are constructed of stainless steel and Invar rods with a linear variable transformer attached. They are able to monitor shrinkage under a variety of conditions (e.g., completely submerged). Thus, the key accomplishment of this research was the development of a reliable and accurate shrinkage testing device which can be used in measuring concrete shrinkage under various exposure conditions. KW - Admixtures KW - Bridge decks KW - Concrete KW - Concrete curing KW - Concrete shrinkage KW - Cracking KW - Injury severity KW - Mitigation KW - Portland cement concrete KW - Severity KW - Shrinkage KW - Shrinkage cracks KW - Testing equipment KW - Traffic mitigation UR - https://trid.trb.org/view/421324 ER - TY - RPRT AN - 00667731 AU - Cooper, C D AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - MOBILE5A-BASED CARBON MONOXIDE SCREEN TEST. FINAL REPORT PY - 1993/10 SP - 36 p. AB - The Florida Department of Transportation (FDOT) air quality screening test is a graphical procedure in which an intersection in a project alternative is analyzed to determine if there are any possible air quality impacts at nearby receptors. The analyst enters the year, the traffic approach volume and the speed and follows the graphical procedure to result in a "critical distance". If the critical distance is closer to the road than the nearest reasonable receptor, then the intersection passes the screening test. If the critical distance is further than the distance to the nearest receptor then the project fails the screening test. Because the screening test is based on a number of very conservative assumptions, if the project fails the screening test then it only means that more detailed computer modeling is required, not that the project will harm air quality. The screening test was updated to include MOBILE5A emission factors (EFs) for various years and vehicle speeds. The dispersion model CALINE3 was run with those EFs for various traffic volumes to model the CO concentrations near an at-grade four-way intersection. Two cases were considered: urban and rural. Assumptions were made to define conservative, "worst case" scenarios. The curves were extended to the year 2030. An interactive computer program was written to implement the screening test. It is runable on most personal computers which meet the program requirements (DOS 3.3 or higher, a CGA or higher screen, and a dot matrix or laser printer). KW - Air quality KW - Carbon monoxide KW - Critical distance KW - Emission factors KW - Interactive computing KW - Intersections KW - Motor vehicles KW - Personal computers KW - Pollutants KW - Rural areas KW - Screening tests KW - Speed KW - Traffic speed KW - Traffic volume KW - Urban areas KW - User interfaces (Computer science) UR - https://trid.trb.org/view/410187 ER - TY - RPRT AN - 00666254 AU - Davis, R T AU - Tran, T T AU - Breen, J E AU - Frank, K H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - REDUCING FRICTION LOSSES IN MONOLITHIC AND SEGMENTAL BRIDGE TENDONS. INTERIM REPORT PY - 1993/10 SP - 134 p. AB - In the construction of post-tensioned bridges, the increased use of precast technology has resulted in somewhat tighter radii of curvature and greater total angle changes. Both factors make friction losses during stressing higher and somewhat less predictable. Various design recommendations have suggested different values. There have not been any reported tests of actual friction losses in segmentally cast girders. Historically, the solution to the friction reduction problem has been use of a lubricant, often an emulsifiable oil applied to the surface of the tendon or stay. The agent is usually flushed immediately before grouting. Particularly in bonded post-tensioned girders, it is essential that any residues of these agents not diminish the bond between the strand and the grout. The tests showed flushing was ineffective and emulsifiable oils are potentially harmful in bonded tendon applications. In a preliminary study, thirteen agents were identified as practical candidates for tendon lubrication and/or temporary corrosion protection. Ten were emulsifiable oils, one was a sodium silicate solution, one was a soap, and one was powdered graphite. The powdered graphite was the best lubricating agent but is not a corrosion inhibitor. KW - Bridges KW - Corrosion protection KW - Curvature KW - Flushing KW - Friction KW - Friction losses KW - Friction reduction KW - Girders KW - Lubricants KW - Lubricating oils KW - Posttensioning KW - Powdered graphite KW - Precast concrete KW - Radius KW - Radius of curvature KW - Segmental construction KW - Soap KW - Sodium silicate KW - Tendons UR - https://trid.trb.org/view/405801 ER - TY - RPRT AN - 00662909 AU - Ayers, M E AU - Alam, M AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - ESTIMATION OF AASHTO LAYER COEFFICIENTS FOR BITUMINOUS MIXES. FINAL REPORT PY - 1993/10 SP - 207 p. AB - The resilient modulus test procedure, as specified by the Strategic Highway Research Program (SHRP) P07 protocol, is used to evaluate Oklahoma Department of Transportation (ODOT) types A, B, and G asphalt concrete mixes. Structural layer coefficients are estimated based on the resilient modulus test results. A full face dynamic compaction apparatus was designed and constructed to allow fabrication of large aggregate asphalt concrete samples. The dynamic compaction apparatus is compared with the Marshall and gyratory compaction techniques. A comparison of 4-, 6-, and 8-in. (10.2-, 15.2-, and 20.4-cm) specimens is presented as is a thorough statistical analysis of the material and test variability. KW - Alternatives analysis KW - Asphalt concrete KW - Compaction KW - Compactors KW - Dynamic compaction KW - Gyratory compactors KW - Marshall test KW - Modulus of resilience KW - Statistical analysis KW - Strategic Highway Research Program KW - Test procedures KW - Test results KW - Testing equipment UR - https://trid.trb.org/view/404860 ER - TY - CONF AN - 00662969 AU - Ward, M AU - Federal Highway Administration TI - ATMS ARCHITECTURE PY - 1993/10 SP - v.p. AB - This working group proceeded as follows: A number of key topics in ATMS Architectures were defined; each topic was then examined from two perspectives. The group then discussed these issues in detail, as time allowed, in order to provide explicative and contextual information for each issue. Following the identification and explication of the issues, the group offered recommendations concerning the architecture topic. These recommendations, directed to the FHWA and to others in the ATMS community, provide suggested points of departure for additional activities to address the topic and the issues. Recommendations generally cover a number of prospective areas, and include, for example, suggestions for additional research, for laboratory and field testing, and for additional involvement by segments of the ATMS community. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Architecture KW - Highway traffic control KW - Recommendations KW - Systems analysis KW - Workshops UR - https://trid.trb.org/view/406627 ER - TY - CONF AN - 00662971 AU - Jacobson, L AU - Federal Highway Administration TI - INTEGRATION OF ATMS AND ATIS: ISSUES IN INFORMATION DISSEMINATION PY - 1993/10 SP - v.p. AB - Issues in information dissemination for integration of Advanced Traffic Management Systems and Advanced Traveler Information Systems were discussed in two categories: -discovering user needs, and -public/private interface. It is proposed that national market research studies be undertaken to determine the information requirements of users. This information will be used to determine how we serve those needs with ATMS/ATIS. The research should include an educational focus to inform users of the range of information delivery systems possible. It should also be iterative to check on the changing needs of information users as more systems are deployed and user have more experience using the information. It is also proposed that each individual information delivery project include local user need research. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Advanced systems KW - Highway traffic control KW - Information dissemination KW - Intelligent transportation systems KW - Market research KW - Passenger information systems KW - Traveler information and communication systems UR - https://trid.trb.org/view/406629 ER - TY - CONF AN - 00662970 AU - Rowe, E AU - Federal Highway Administration TI - INTEGRATION OF ATMS AND ATIS DATA COLLECTION PY - 1993/10 SP - v.p. AB - One of the basic characteristics of Advanced Traffic Management (ATMS) and Advance Traveler Information Systems (ATIS) is the collection of real-time data on traffic conditions. There is considerable amount of overlap between the functions of ATMS and ATIS which is compounded by the existence of Advanced Public Transit Systems, which also must be integrated with ATMS and ATIS. Integration of these basic subsystems of IVHS involves the collection of data within one subsystem and the passing of the data to the other subsystem for use in a specific function. This flow of information can be in either direction. An example is the identification of heavily congested freeway segments which is usually a function of a State DOT ATMS and the transmission of this information to private companies who repackage it for transmission to in-vehicle navigation systems (ATIS). This workshop group explored two subjects pertaining to the integration of ATMS/ATIS data collection: Types of Data and Data Collection Methods, and Implementation Issues. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Analysis KW - Highway traffic control KW - Intelligent transportation systems KW - Passenger information systems KW - Real time control KW - Real time operations KW - Route guidance KW - Traffic data KW - Traveler information and communication systems UR - https://trid.trb.org/view/406628 ER - TY - CONF AN - 00662966 AU - Haenel, H E AU - Federal Highway Administration TI - REAL-TIME SYSTEM CONTROL -- CONDITIONS AND COMPARISONS PY - 1993/10 SP - v.p. AB - Traffic conditions and technology have reached a point in many areas of North America where they require implementation of real time-traffic adaptive control (RT-TRAC) systems. Traffic conditions and technology have also reached a point where traffic management systems need to be considered on a regional basis within urban areas to match the traffic control systems with the needs of the subareas within these areas. The results of this workshop and hence the purpose of this paper is to look at the future development of RT-TRAC and other systems, the operation of these systems within regional areas (urban areas) and the maintenance and operations of systems. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Adaptive control KW - Driver information systems KW - Highway traffic control KW - Real time control KW - Real-time systems KW - Traffic control KW - Traffic control systems KW - Urban areas UR - https://trid.trb.org/view/406624 ER - TY - CONF AN - 00662968 AU - TARNOFF, P AU - Federal Highway Administration TI - ATMS/ARCHITECTURE FOR REAL-TIME OPERATIONS PY - 1993/10 SP - v.p. AB - The ATMS/Architecture workshop considered the research needs for ATMS architectures. This workshop began with the definition of a set of objectives in terms of overall subject areas that would be addressed. These subject areas included: Definition of ATMS/architecture, Identification of architectural functions, Identification of the users of ATMS, Consideration of standards required for ATMS architectures, Definition of jurisdictional issues, Broad recommendations regarding architecture organization and structure, Research Needs. In addition to these broad subject areas, the committee developed some general recommendations and guidelines regarding the broad characteristics that should be considered for an ATMS architecture. The relationship of the ATMS architecture to the IVHS architecture (within which it will be embedded), a general philosophy of system architectures, and current roadblocks to the development of an effective architecture. The discussion of each of these areas is summarized. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Highway traffic control KW - Intelligent transportation systems KW - Management KW - Real time control KW - Real-time systems KW - Systems management KW - Technological innovations KW - Technology UR - https://trid.trb.org/view/406626 ER - TY - CONF AN - 00662967 AU - ROBERTSON, D I AU - Federal Highway Administration TI - CURRENT STATUS AND PROSPECTS FOR REAL-TIME CONTROL PY - 1993/10 SP - v.p. AB - "Real-time" may mean one thing to system designers and another to system operators. A definition offered by this workshop for "real-time control" is: The capability to dynamically control traffic based on existing and projected conditions. Varying methods may be employed to achieve real-time control and these methods are often dependent on system type and complexity. Relatively little use is yet made of the great potential of real-time control. The industry is characterized by: A few "high" technology sectors but the majority have access only to low technology. Embryonic, government funded industry with limited free market or competitive driving forces. A fragmented approach to the development of software packages by Universities and DOTs, funded by taxes. This Workshop concluded that the industry ia a mess. It is fragmented with low incentives for private companies to invest. As a consequence: Integration of software packages is difficult to achieve (e.g., signal control and freeway control software). Maintenance and support of software is ineffective and inefficient. Only well funded organizations can afford the development costs (which cannot be recovered by selling several software packages.) U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Control systems KW - Highway traffic control KW - Information processing KW - Software KW - Technological innovations KW - Traffic control KW - Traffic control systems UR - https://trid.trb.org/view/406625 ER - TY - CONF AN - 00662965 AU - Dankocsik, M C AU - Federal Highway Administration TI - WIDE AREA DETECTION PY - 1993/10 SP - v.p. AB - This paper highlights the findings and opinions of the Wide Area Detection workshop committee as follows: Concept Definition - the committee's outlook on determining just what exactly is meant by the term "wide area detection." Applications - some of the more prominent uses for which WAD can be utilized. Detection Features - the committee's views on the defining issues and characteristics which distinguish what types of WAD systems are state-of-the-art, emerging/cutting-edge or "down-the-road." Matrix match-up - a graphical display which illustrates the committee's opinions on how best to pair certain WAD detection features to prominent applications in order to provide insight/understanding of what WAD systems are in use now, available soon or potential technologies. Recommendations - the committee's outlook on WAD's importance within ATMS as well as ideas on potential focus areas. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Detection systems KW - Detectors KW - Highway traffic control KW - Technological innovations KW - Video imaging detectors KW - Wide area traffic control KW - Workshops UR - https://trid.trb.org/view/406623 ER - TY - CONF AN - 00662961 AU - Hoang, L T AU - Brown, J A AU - Larson, H E AU - Federal Highway Administration TI - INTELLIGENT VEHICLE-HIGHWAY SYSTEM STANDARDS IN FLORIDA PY - 1993/10 SP - v.p. AB - The Florida Department of Transportation (FDOT) is attempting to establish statewide IVHS standards. The FDOT presently has a very comprehensive traffic control equipment evaluation program. Florida statutes require the Department to adopt a uniform system of traffic control devices that are sold or used in Florida. The FDOT issues two types of approval documents for traffic control devices in Florida. The first document is a Certificate of Conformance, which is issued for those devices which meet or exceed requirements in the MUTCD or in the state specifications. The second type of approval document is the Temporary Permit, which is issued for the installation and evaluation of new and innovative devices that have not yet met FDOT's approval specifications, such as new changeable message signs, detectors, controllers and other types of IVHS technology. The following general conditions must be met before any device can be issued a temporary permit and placed on Florida's roadways: (1) A comprehensive evaluation plan must be developed and approved prior to installation; (2) A site location needs to be identified and coordinated; and (3) A final summary report will be submitted to the Department. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Controllers KW - Florida KW - Intelligent transportation systems KW - Standardization KW - State departments of transportation KW - Traffic control device uniformity KW - Traffic control devices KW - Variable message signs UR - https://trid.trb.org/view/406619 ER - TY - CONF AN - 00662962 AU - Wright, J L AU - Ofstead, E E AU - Federal Highway Administration TI - INSTITUTIONAL ISSUES IN ATMS - THE MINNESOTA GUIDESTAR EXPERIENCE PY - 1993/10 SP - v.p. AB - Improving the efficiency of the nation's highways has been one of the key objectives of the IVHS community ever since the application of advanced technology to highway transportation began to receive the attention it is now getting. One of the primary initiatives in the drive to satisfy this goal is to better manage and control the movement of traffic in the typically congested urban highway environment. The pursuit of this goal involves a consideration of numerous technical issues. It is also becoming increasingly apparent that ATMS development will be required to address many complex institutional issues. This paper discusses some of these institutional issues using the Minnesota Guidestar experience as a model. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Highway traffic control KW - Institutional issues KW - Intelligent transportation systems KW - Minnesota KW - Technological innovations KW - Traffic control KW - Traffic control systems UR - https://trid.trb.org/view/406620 ER - TY - CONF AN - 00662960 AU - Minior, T E AU - Federal Highway Administration TI - COMMUNICATION INFRASTRUCTURE STANDARDS AND RESPONSIVENESS FOR REAL-TIME ATMS-IVHS PY - 1993/10 SP - v.p. AB - This paper addresses Advanced Traffic Management Systems (ATMSs) and Intelligent Vehicle Highway Systems (IVHSs) communication standards, typical end user ATMS-IVHS information needs, and the real-time response of the communication infrastructure based on a sample ATMS-IVHS architecture. It is based on a collection of four major projects currently underway and a number of others planned in the areas of ATMS, Electronic Toll Collection (ETC) or a combined Electronic Toll and Traffic Management (ETTM) system. The role for a communication infrastructure is to provide the necessary ATMS-IVHS information flows from the field devices to the Traffic Operations Center (TOC) computer or ATMS operator at speeds fast enough to allow for real time management of the ATMS-IVHS applications. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Automatic traffic control KW - Communication systems KW - Electronic equipment KW - Electronics (Traffic) KW - Highway traffic control KW - Intelligent transportation systems KW - Real time control KW - Real-time systems KW - Toll operations KW - Tolls KW - Traffic control UR - https://trid.trb.org/view/406618 ER - TY - CONF AN - 00662963 AU - Hautamaki, J L AU - Roylance, E L AU - Morse, M H AU - Federal Highway Administration TI - IMPLEMENTATION OF AN ADVANCED TMS - LESSONS LEARNED PY - 1993/10 SP - v.p. AB - The Washington State Department of Transportation upgraded the Advanced Traffic Management System for the greater Seattle area freeway network. The upgrade included replacing the central control computer and operator console, and designing and developing a new central computer and operator console software. The implementation of this upgrade has taught the project team a number of lessons that they would like to share with other agencies and consultants that are preparing to work on their own IVHS projects. In some cases, system performance measurements and development effort statistics are provided. The lessons presented here are representative of both the agency's and the consultants' points of view. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Advanced systems KW - Highway traffic control KW - Intelligent transportation systems KW - Modernization KW - Seattle (Washington) KW - Traffic control KW - Traffic control systems KW - Washington (State) UR - https://trid.trb.org/view/406621 ER - TY - CONF AN - 00662964 AU - Clark, J AU - Rathi, A AU - Federal Highway Administration TI - MODELLING, SIMULATION, AND TRAFFIC ASSIGNMENT NEEDS PY - 1993/10 SP - v.p. AB - Several aspects of data requirements for traffic modelling, simulation and traffic assignment are discussed. ATMS needs were determined to be: Data requirements; Model attributes; A lab to test ATMS concepts and components; A "Mother Model" to pull IVHS components together; Human interface - training, education, and outreach; and continuous support. Measures of effectiveness, MOEs, are needed to assess how well the models mimic the real-world. These MOEs need to be assessed for reasonableness and measurability. Models need to support operation, design, evaluation, R&D and laboratory tests prior to deployment. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Highway traffic control KW - Intelligent transportation systems KW - Measures of effectiveness KW - Technological innovations KW - Traffic assignment KW - Traffic models KW - Traffic simulation UR - https://trid.trb.org/view/406622 ER - TY - CONF AN - 00662956 AU - PHILIPPS, P AU - RIEGELHUTH, G AU - Federal Highway Administration TI - THE RHAPIT PROJECT. INTEGRATED TRAFFIC MANAGEMENT USING SOCRATES SERVICES PY - 1993/10 SP - v.p. AB - This paper gives an overview of RHAPIT - the Rhein-Main Area Project for Integrated Traffic Management which was launched on June 1, 1992, under the EC DRIVE Programme. The project focuses on the Rhein-Main area in the center of Germany which is one of the densest motorway networks in Europe. Several traffic control and information systems have been in operation for many years: variable direction signing and speed control systems, congestion, weather, incident warning via both variable message signs and broadcasting services (ABIAM - Automatic Broadcasting Information by Actual Measurements). Within RHAPIT the existing traffic control center for the motorways (at Russelsheim) is being enhanced and extended by the SOCRATES Service Center which will provide further and better information to the drivers/users via the GSM mobile radio link. SOCRATES stands for System of Cellular Radio for Traffic Efficiency and Safety, and it provides several services, e.g. the main one being dynamic route guidance. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Germany KW - Highway traffic control KW - Mobile communication systems KW - Route guidance KW - Traffic control KW - Traffic control systems UR - https://trid.trb.org/view/406614 ER - TY - CONF AN - 00662958 AU - HO, C-H AU - Federal Highway Administration TI - THE INTEGRATED TRAFFIC CONTROL AND MOTORIST INFORMATION SYSTEM FOR THE SECOND NATIONAL FREEWAY IN TAIWAN PY - 1993/10 SP - v.p. AB - The first freeway traffic control system in the Taiwan area was established in 1984 with the Sun Yat-Sen National Freeway, six years after the highway was opened to traffic. Some distinguishing features of the system are: (1) enhanced traffic management and safety control of freeway tunnels (including strict control of travel quality in tunnels); mitigation and dissipation of traffic congestion through fast detection, verification of and response to incidents; and automatic extinction of fires; (2) traffic diversion and guidance on freeway/interchange areas; (3) ramp control on congested freeway segments; (4) a high-capacity fiber-optic communication network; and (5) upgrading of automated traffic management functions in a central computer system. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Driver information systems KW - Freeway traffic KW - Freeways KW - Highway traffic KW - Incident detection KW - Ramp metering KW - Taiwan KW - Traffic control KW - Traffic control systems UR - https://trid.trb.org/view/406616 ER - TY - CONF AN - 00662957 AU - Nakamura, M AU - Masuda, Y AU - Horie, S AU - Federal Highway Administration TI - NEXT GENERATION HIGHWAY TRANSPORTATION SYSTEM IN JAPAN PY - 1993/10 SP - v.p. AB - The IVHS project in Japan is being carried out under the on-going five year national highway improvement program. The premises of the five year program are explained as the background of the IVHS program in Japan. This is followed by a presentation of the organization of the IVHS programs, the accomplishments to date, the current experiments, and the future issues. Two major feasibility studies are currently underway: one, the Vehicle Information and Communication System (VICS) project, and the other, the application of Geographic Information System (GIS) to the on-board display map of information. The former is to exchange static and dynamic information between the control center and individual drivers, and the latter is an effort to incorporate the GIS in the display of information on the electronic maps on-board individual vehicles. Features of IVHS which are unique to the Japanese conditions are also discussed. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Driver information systems KW - Highways KW - Improvements KW - Information systems KW - Intelligent transportation systems KW - Japan KW - Route guidance UR - https://trid.trb.org/view/406615 ER - TY - CONF AN - 00662959 AU - Pearce, V P AU - Federal Highway Administration TI - OPERATION AND MAINTENANCE OF ADVANCED TRAFFIC MANAGEMENT SYSTEMS PY - 1993/10 SP - v.p. AB - An aggressive program of planning and design of Advanced Traffic Management Systems (ATMSs) is underway in the U.S. As larger and more complex ATMSs are installed, many Transportation Departments will face the challenge of operating and maintaining around-the-clock high-technology-based systems. Experience with computerized signal control systems has shown that effective operation and maintenance is critical to operational success and political/public acceptance of these systems. This paper details the types of technologies to be supported, and describes the types and levels of skills required. It presents and contrasts the background of federal experience in similar operations (space and air traffic control), so that critical lessons learned are available. The author comments on workload management, and capacity monitoring and planning. He discusses staffing processes and concerns, and highlights potential problem areas. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Advanced systems KW - Control systems KW - Intelligent transportation systems KW - Maintenance KW - Maintenance practices KW - Maintenance standards KW - Operation and maintenance KW - Standards KW - Traffic signal control systems KW - Workload UR - https://trid.trb.org/view/406617 ER - TY - CONF AN - 00662953 AU - Kay, J AU - Shapiro, S AU - Federal Highway Administration TI - SOUTHEAST FLORIDA INTELLIGENT CORRIDOR SYSTEM VISION DESIGN SUMMARY PY - 1993/10 SP - v.p. AB - The Intelligent Corridor System (ICS) is seen as a highly distributed system operated by the key agencies currently involved in transportation in the region (Southeast Florida). The ICS itself may be characterized as a central database and network manager that has direct ties to the operating agencies and to traveler information providers. The ICS will receive information on real time conditions throughout the region, will combine the various information elements into a meaningful structure, and will advise the agencies of conditions. When an unusual condition is identified, the ICS will advise transit and traffic operating agencies of suggested actions. These actions, including modifying traffic control parameters, providing sign messages, alerting an emergency response dispatch agency, and modifying the expected arrivals and departure times of transit vehicles will operate at various levels of automation depending on the policies and confidence of the agencies. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Arrivals and departures KW - Florida KW - Intelligent transportation systems KW - Passenger information systems KW - Progressive traffic signal control KW - Public transit KW - Real time control KW - Real-time systems KW - Transit services KW - Transportation corridors KW - Traveler information and communication systems UR - https://trid.trb.org/view/406611 ER - TY - CONF AN - 00662955 AU - Gillan, W J AU - Federal Highway Administration TI - ATMS PROJECTS IN THE UK PY - 1993/10 SP - v.p. AB - Advanced Traffic Management Systems (ATMSs) are one method of reducing the impact of congestion caused by an excessive traffic demand in urban areas. The UK does not have a formal ATMS program but the concept of computer control of traffic signals was first tested in the 1950s and has been the subject of continuous research and development since that time. Three main types of systems are now used in urban areas. Microprocessor Optimised Vehicle Actuation (MOVA) is an isolated junction controller, used in suburban networks where the signal controlled junctions are more than about 1 km apart. TRANSYT plan based systems are used in networks where traffic growth has yet to cause severe congestion; while Split Cycle Offset Optimisation Technique (SCOOT) is a dynamic UTC system used in city centers and other parts of the network where congestion is a major problem. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Highway traffic control KW - Traffic congestion KW - Traffic signal control systems KW - United Kingdom KW - Urban areas UR - https://trid.trb.org/view/406613 ER - TY - CONF AN - 00662951 AU - Dankocsik, M C AU - Hattan, D E AU - Lipp, L AU - Kiljan, J AU - Sumpter, L AU - Federal Highway Administration TI - AN INTEGRATED TRAFFIC OPERATIONS CENTER - DENVER'S APPROACH TO IMPLEMENTING IVHS PY - 1993/10 SP - v.p. AB - This paper describes the integrated approach that the Denver Metro Area is taking towards implementation of Advanced Traffic Management Systems (ATMSs) on its regional freeway system and arterial street network. This paper describes the Denver Traffic Operations Center (TOC). It discusses the functions, responsibilities and service provisions of the TOC, IVHS components to be controlled from the facility, staffing arrangements, organizational issues and plans for its phased implementation and operation. The broad multi-jurisdictional base of the Denver TOC, along with the range of functions provided, combine to form an operations center capable of meeting the Denver Metro Area's current and projected traffic management needs. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Denver (Colorado) KW - Freeway operations KW - Highway operations KW - Highway planning KW - Highway traffic control KW - Intelligent transportation systems KW - Traffic KW - Traffic planning UR - https://trid.trb.org/view/406609 ER - TY - CONF AN - 00662954 AU - Csallner, A AU - WOLTERS, W AU - Federal Highway Administration TI - MUNICH COMFORT - COOPERATIVE MANAGEMENT FOR URBAN AND REGIONAL TRANSPORT IN THE GREATER MUNICH AREA PY - 1993/10 SP - v.p. AB - This paper gives an overview of a concept for a comprehensive transportation management system which was developed within a consortium of public authorities, the automobile supplier and electronic industry and researchers. The aim is to take advantage of the cooperation between all institutions being involved in and/or in charge of transportation and to integrate all modes of transport. The basic components of the traffic management system are: advanced urban and regional traffic control, traveler information technologies, and an overall strategic data and control center. A strong cooperation has been established between Munich COMFORT and the cities of London, Lyon, Amsterdam and Dublin, in the framework of the LLAMD-project (London, Lyon, Amsterdam, Munich, and Dublin), which represents a major city-project of the DRIVE 2/ATT program of the CEC. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Amsterdam (Netherlands) KW - London (England) KW - Munich (Germany) KW - Regional transportation KW - Traffic control KW - Traffic control systems KW - Traffic flow KW - Transportation management KW - Transportation operations KW - Transportation planning KW - Travel by mode KW - Travel modes KW - Urban areas UR - https://trid.trb.org/view/406612 ER - TY - CONF AN - 00662952 AU - Wilson, C D AU - Wright, J L AU - Federal Highway Administration TI - THE TWIN CITIES INTEGRATED TRAFFIC MANAGEMENT SYSTEM - INTEGRATING ATMS, ATIS AND APTS PY - 1993/10 SP - v.p. AB - One of the principal objectives of the Minnesota Guidestar program is to develop a fully Integrated Traffic Management System (ITMS) in the Twin Cities. The development of this ITMS will involve the complete integration of ATIS and APTS with new and existing ATMSs in the Metropolitan Area. Initially, this is being addressed by undertaking a number of operational tests. Each test is focusing on one aspect of this ITMS development. This paper outlines some of these operational tests and discusses some of the steps that are being taken to ensure that the full integration of ATMS, ATIS and APTS can take place. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Highway traffic control KW - Integrated navigation systems KW - Integrated systems KW - Minnesota KW - Navigation systems KW - Passenger information systems KW - Public transit KW - Technological innovations KW - Traveler information and communication systems UR - https://trid.trb.org/view/406610 ER - TY - CONF AN - 00662948 AU - Paral, J AU - Clelland, A AU - Federal Highway Administration TI - UPGRADING UTCS TO AN INTEGRATED TRAFFIC MANAGEMENT SYSTEM PY - 1993/10 SP - v.p. AB - Between 1987 and 1990, the City of Anaheim (California) installed an Urban Traffic Control System based upon the Federal Highway Administration's UTCS Enhanced software package. As part of this program, the City has either installed, or is in the process of installing a series of additional traffic control and surveillance elements. These are complemented by motorist information and route guidance components to form a true Integrated Traffic Management System. Such elements include Changeable Message Signs, Highway Advisory Radio, Highway Advisory Telephone, TV distribution of traffic information, Control Center Links and integrated freeway/arterial management. The event-based program is now expanded to include the basis for Smart Corridor control along the SR91/La Palma Corridor. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - California KW - Highway traffic control KW - Integrated systems KW - Progressive traffic signal control KW - Traffic control KW - Traffic control systems KW - Traffic flow KW - Urban areas UR - https://trid.trb.org/view/406606 ER - TY - CONF AN - 00662945 AU - Van Aerde, M AU - Hellinga, B AU - Yu, L AU - Rakha, H AU - Federal Highway Administration TI - VEHICLE PROBES AS REAL-TIME ATMS SOURCES OF DYNAMIC O-D AND TRAVEL TIME DATA PY - 1993/10 SP - v.p. AB - This paper has two main objectives. First, the process of obtaining network traffic data from probe vehicles is examined such that statistical sampling equations can be developed that provide both theoretical and practical estimates of the reliability of these probe data. Second, using an example network, the traffic simulation model results are compared against the analytical results. The validation of simulation based results permits the simulation model to be used for more complex situations, for which statistical analyses are no longer practical, and to determine the overall impact of the various statistical approximations that had to be made within the analytical solutions. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Analysis KW - Probes KW - Probes (Measuring devices) KW - Statistics KW - Traffic data KW - Traffic models KW - Traffic simulation UR - https://trid.trb.org/view/406603 ER - TY - CONF AN - 00662946 AU - ROBERTSON, D I AU - Federal Highway Administration TI - USE OF ACCELERATION SIGNATURES PY - 1993/10 SP - v.p. AB - The lateral and longitudinal accelerations of a vehicle during a journey depend on the route, the presence of other vehicles, the behavior of the driver and perhaps other factors such as the type of vehicle and the weather. Nowadays, it is relatively easy and inexpensive to measure and record vehicle accelerations but little research seems to have been carried out to investigate whether such measurements can be put to good use. This paper describes a particular form of measurement of vehicle accelerations called "signatures" because they may characterize the behavior of individual drivers. Measurements of the signatures of a small number of drivers have been made by the British Government's Transport Research Laboratory - the results are outlined. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Acceleration (Mechanics) KW - Acceleration detection KW - Behavior KW - Detectors KW - Drivers KW - England KW - Lateral acceleration KW - Vehicle acceleration tests KW - Vehicle tests UR - https://trid.trb.org/view/406604 ER - TY - CONF AN - 00662949 AU - MASTERS, P AU - Paesani, G AU - Coady, A AU - Federal Highway Administration TI - CONGESTION MANAGEMENT BY DYNAMIC GUIDANCE ON TORONTO'S DUAL ROADWAY FREEWAY PY - 1993/10 SP - v.p. AB - Since becoming fully operational in January 1991, the 13 Changeable Message Signs (CMSs) in the COMPASS system on the Toronto portion of Highway 401 in Ontario, Canada, have been used to provide information to drivers on lane blocking incidents. Congestion management has been developed for the purpose of balancing traffic and in response to public requests for information on traffic conditions to be shown on the signs. Congestion management was made operational throughout the system in February 1993. This paper describes the reasons for congestion management, its design and implementation, the operational experience to date and the results of an operational review of Congestion Management. Results of the review show that Congestion Management has brought about an overall improvement in the quality of traffic flow. This is reflected in an increase in average peak period speeds and a reduction in both the duration and severity of the peak. Furthermore, a survey of over 600 drivers indicated a high degree of acceptance of the system. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Divided highways KW - Driver information systems KW - Ontario (Province) KW - Toronto (Canada) KW - Traffic congestion KW - Traffic speed KW - Variable message signs UR - https://trid.trb.org/view/406607 ER - TY - CONF AN - 00662947 AU - Cremer, M AU - Putensen, K AU - Federal Highway Administration TI - MONITORING OF TRAFFIC DENSITY PROFILES USING MEASUREMENTS FROM LOOP DETECTORS AND VEHICLE TRIP DATA PY - 1993/10 SP - v.p. AB - A freeway road section monitoring scheme is presented for a mixed information basis using both loop detectors and vehicle trip data. The approach taken is the model-based estimation scheme of the Extended Kalman Filter which is adapted to this problem. Since vehicle trip data like section travel time or the driven speed profile refer to different time instances in the past, special measures have to be taken to make the Kalman Filter formalism applicable. It is shown by simulation results that vehicle trip data can be rather helpful to increase the reliability and accuracy of the estimated section load profile, particularly in critical situations of congestion. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Freeway traffic KW - Freeways KW - Highway traffic KW - Loop detectors KW - Monitoring KW - Traffic density KW - Traffic estimation KW - Traffic simulation UR - https://trid.trb.org/view/406605 ER - TY - CONF AN - 00662944 AU - Wiederholt, L AU - Okunieff, P AU - Wang, J AU - Federal Highway Administration TI - INCIDENT DETECTION AND ARTIFICIAL NEURAL NETWORKS PY - 1993/10 SP - v.p. AB - In this paper, the Back Propagation Technique with Conjugate Gradient Minimization was used on simulated traffic data. The simulated traffic data was obtained from a calibrated INTEGRATION model of the Toronto section of the Highway 401 - Freeway Traffic Management System (FTMS). The data consisted of volume, occupancy, and speed information. Supervised learning was used with different data set input patterns. Independent data sets were used for training and testing. The sensitivity to both time and spatial data was evaluated. Using this method, it was found that the detection probability was high and there was a low probability of false alarm. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Freeway traffic KW - Freeways KW - Highway traffic KW - Incident detection KW - Toronto (Canada) KW - Traffic simulation KW - Traffic volume UR - https://trid.trb.org/view/406602 ER - TY - CONF AN - 00662940 AU - LIN, F-B AU - Federal Highway Administration TI - NEED FOR IMPROVED EVALUATION MODELS FOR SIGNAL COORDINATION IN ADAPTIVE CONTROL PY - 1993/10 SP - v.p. AB - Adaptive control relies on a surveillance system to obtain real-time traffic data. It uses imbedded intelligence to synthesize traffic data, to evaluate alternative control strategies, and to select and implement the best strategy. To accommodate the constantly changing traffic conditions, the control strategy has to be updated frequently. The evolution of signal control technology has to a large extent been moving toward adaptive control. This evolutionary process, however, has not resulted in significant advancement in the ability to assess accurately the relative merits of alternative timing strategies for real-time control applications. This deficiency in the state of the art of signal control can lead to the deployment of sub-optimal control strategies. The risk in adaptive signal coordination is particularly high because of the complexity of the problem involved. To draw attention to this problem, a brief assessment of the state of the art of modelling the impact of signal control is given herein. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Analysis KW - Standardization KW - Traffic control device uniformity KW - Traffic control devices KW - Traffic data KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic surveillance UR - https://trid.trb.org/view/406598 ER - TY - CONF AN - 00662938 AU - Daganzo, C F AU - LIN, W-H AU - Federal Highway Administration TI - MOVING QUEUES IN FREEWAY TRAFFIC NETWORKS PY - 1993/10 SP - v.p. AB - This paper presents the basic building block and some illustrations of a computer program that is currently being developed to predict the behavior of freeway traffic with a macroscopic model. The program, which keeps track of traffic destinations, is based on an approximation of the hydrodynamic theory of traffic flow in which time and space are treated as discrete variables. The program automatically tracks shocks and acceleration waves, and can realistically locate the front and rear end of moving queues within every link. The basic building block is illustrated by means of a computer spreadsheet that produces numerical output in the form of a time-space table. An example is given in which the table can be seen at a glance to exhibit the shock-wave pattern obtained with the hydrodynamic analysis. An appendix documents the spreadsheet, which can be constructed in a few minutes; with this spreadsheet the reader can easily verify the results and solve other (single link) problems. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Freeway traffic KW - Freeways KW - Highway traffic KW - Network analysis (Planning) KW - Queueing models KW - Queuing KW - Queuing theory KW - Simulation KW - Traffic models UR - https://trid.trb.org/view/406596 ER - TY - CONF AN - 00662942 AU - Denney, R W AU - Williams, J C AU - Bhat, SCS AU - Ardekani, S A AU - Federal Highway Administration TI - CALIBRATING NETSIM FOR A CBD USING THE TWO FLUID MODEL PY - 1993/10 SP - v.p. AB - This paper chronicles the calibration of NETSIM, a traffic network simulation model, in the CBD of San Antonio, Texas, with the use of the two-fluid model; a procedure, which, until now, had been performed only with a hypothetical network. Turning movement counts were used for input to NETSIM, and field studies were conducted to calibrate the two-fluid model for the San Antonio CBD. NETSIM was considered calibrated when a series of runs over all volume conditions resulted in the same (or similar) two-fluid parameters. Several features of NETSIM were used in its calibration: creation of new vehicle classes based upon differing maximum accelerations, maximum speeds, and queue discharge characteristics; parking intensity and short-term events. By far, the most effective tool in calibrating NETSIM in this network was the addition of new vehicle classes. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Central business districts KW - San Antonio (Texas) KW - Traffic characteristics KW - Traffic models KW - Traffic simulation UR - https://trid.trb.org/view/406600 ER - TY - RPRT AN - 00662796 AU - Button, J W AU - Phillips, S G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EFFECT OF ASPHALT ADDITIVES ON PAVEMENT PERFORMANCE. INTERIM REPORT PY - 1993/10 SP - 72 p. AB - Test pavements were constructed in four districts in the mid-1980s to assess the effectiveness of asphalt additives in reducing cracking and rutting in asphalt concrete pavements. Field trials were built in Districts 1, 2, 19, and 21 and their performance has been evaluated. Ride quality of all pavements has proven approximately equivalent and satisfactory. Some pavements exhibit cracking at the surface. EVA modified and control pavements have shown the most cracking. Polyethylene, SBS, SBR, and carbon black appear capable of reducing or delaying cracking in asphalt pavements. Test pavements in District 19 were cored and the cores were tested in the laboratory. Testing consisted of recovering asphalt to measure penetration and viscosity as well as Hveem and Marshall stability, indirect tension, resilient modulus at five temperatures, moisture susceptibility, creep, and permanent deformation. Laboratory test results did not reflect the findings from the field condition surveys. Based on the findings of these tests on pavement cores, along with their comparisons to field performance and past experience with these test procedures, it appears that these test methods can identify very bad and very good mixes (regarding cracking and rutting) but cannot detect subtle differences in mixtures properties that can contribute to significant differences in cracking and rutting. KW - Acetates KW - Additives KW - Asphalt concrete KW - Asphalt pavements KW - Carbon black KW - Copolymers KW - Core analysis KW - Cores (Specimens) KW - Creep KW - Deformation KW - Effectiveness KW - Ethylene resins KW - Ethylene vinyl acetate KW - Ethylenes KW - Experimental roads KW - Hveem stability KW - Indirect tension KW - Laboratory tests KW - Latex KW - Marshall stability & flow KW - Measures of effectiveness KW - Modulus of resilience KW - Moisture content KW - Moisture susceptibility KW - Pavement cracking KW - Pavement performance KW - Pendulum tests KW - Polyethylene KW - Ride quality KW - Rutting KW - Styrene butadiene copolymers KW - Tension KW - Vinyl resins KW - Viscosity UR - https://trid.trb.org/view/404803 ER - TY - CONF AN - 00662941 AU - Tarnoff, P J AU - Gartner, N AU - Federal Highway Administration TI - REAL-TIME, TRAFFIC ADAPTIVE SIGNAL CONTROL PY - 1993/10 SP - v.p. AB - This paper summarizes the history of real-time signal control including both its successes and failures. It provides a critical evaluation of these activities that serves as the basis for the future development of real-time control strategies. The paper then describes the Real-Time Traffic Adaptive Control Strategy (RT-TRACS), development by Farradyne Systems, Inc. (FSI), being developed under contract with the Federal Highway Administration (FHWA). The strategies used for this project include a suite of control algorithms that will be applied on the basis of traffic and roadway conditions. RT-TRACS also includes traffic prediction capabilities that employ expert systems concepts. The system will be implemented in a manner that permits both centralized and distributed traffic control. It will also be developed using a modular design to permit application to locations with different levels of surveillance and traffic management requirements. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Real time control KW - Real-time systems KW - Signalization KW - Traffic control KW - Traffic control systems KW - Traffic signal controllers KW - Traffic surveillance UR - https://trid.trb.org/view/406599 ER - TY - CONF AN - 00662943 AU - Chen, C-H AU - Chang, G-L AU - Santiago, A J AU - Federal Highway Administration TI - A DYNAMIC REAL-TIME INCIDENT DETECTION SYSTEM FOR URBAN ARTERIALS: FRAMEWORK AND METHODOLOGY PY - 1993/10 SP - v.p. AB - The proposed system consists of three principal components: a dynamic traffic flow prediction model, an incident identification model, and an incident monitoring module. The system is designed to not only detect incidents, but assess their severity in real time. Preliminary laboratory experiments show that this arterial network incident detection system can achieve an acceptable level of performance, thus indicating a promising future for further research of such systems. In this paper, the framework of the system is presented, followed by detailed methods for developing each component. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Arterial highways KW - Incident detection KW - Streets KW - Traffic control KW - Traffic control systems KW - Traffic flow KW - Traffic models KW - Traffic patterns KW - Travel patterns KW - Urban highways UR - https://trid.trb.org/view/406601 ER - TY - RPRT AN - 00662795 AU - Messer, C J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ADVANCED FREEWAY SYSTEM RAMP METERING STRATEGIES FOR TEXAS. INTERIM REPORT PY - 1993/10 SP - 104 p. AB - Freeway ramp metering systems have been used to improve urban freeway flow. However, control strategies must be properly adjusted to account for ramp queues overflowing onto surface streets and provide equitable on-ramp control during various operating periods. An improved solution can be obtained by optimizing this problem simultaneously for a group of time slices. This study identifies and examines a microcomputer-based optimization scheme that can assist in developing efficient freeway control strategies for on-line freeway surveillance and control. A multi-level freeway control structure is employed for which ramp metering control algorithms are developed for each level of control. Flow-based and lane occupancy-based system algorithms are presented. Detailed data file requirements are provided for each control level. A microcomputer prototype, or laboratory test version of the system level, will be described in a companion project report. KW - Algorithms KW - Freeways KW - Highway traffic control KW - Microcomputers KW - On ramps KW - Optimization KW - Queuing KW - Ramp metering UR - https://trid.trb.org/view/404802 ER - TY - CONF AN - 00662937 AU - ROBERTSON, D I AU - Federal Highway Administration TI - CONTROL OF CONGESTED NETWORKS IN URBAN AREAS PY - 1993/10 SP - v.p. AB - In congested networks of urban streets, serious loss of capacity is likely to occur when downstream queues extend back into an upstream junction - in extreme cases, this can lead to gridlock. The effect is well known and of concern to traffic engineers and road users alike but, rather surprisingly, little research seems to have been conducted to measure the loss of capacity or to prove the effectiveness, or otherwise, of the various methods of control that exist or have been proposed. This paper comments on the design, relevant to congested conditions, of two European methods of controlling networks of traffic signals - one operates off-line and the other in realtime. The use of such systems for managing queue location and influencing route choice is discussed briefly before the concluding remarks. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Europe KW - Networks KW - Queuing KW - Real time control KW - Real time operations KW - Route choice KW - Technology KW - Traffic congestion KW - Traffic signal control systems KW - Transportation networks UR - https://trid.trb.org/view/406595 ER - TY - CONF AN - 00662939 AU - Teply, S AU - Federal Highway Administration TI - QUEUE PROBABILITY ESTIMATES AS CONSTRAINTS TO INTERSECTION CONTROL STRATEGIES PY - 1993/10 SP - v.p. AB - This paper deals with the estimation of the probability of long queues on approach lanes of signalized intersections. Where the consequences of queues reaching sensitive areas are severe, both off- and on-line intersection control strategies should include an evaluation of the associated risk. Such instances include queues exceeding the length of a turning bay for left turns and blocking a through lane, or queues stretching across an upstream intersection. If the risk is unacceptably high, the cycle time, green intervals, phase structure or their sequence should be modified. This paper summarized international practices of queue determination and explains the method suggested in Canada for the estimation of the probability of a queue exceeding a given distance. The technique applies arrival flows to determine a Poisson-based dependent probability measure. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Approach lanes KW - Approaches KW - Canada KW - Green interval (Traffic signal cycle) KW - Intersection approach KW - Intersections KW - Left turn lanes KW - Queueing theory KW - Queuing theory UR - https://trid.trb.org/view/406597 ER - TY - CONF AN - 00662935 AU - Yagar, S AU - Federal Highway Administration TI - INTEGRATION - A CRITIQUE PY - 1993/10 SP - v.p. AB - A study of the INTEGRATION traffic simulation model was conducted. In particular, the theory and procedures used by the model were studied and evaluated in detail, with special emphasis on the model's uses of traffic assignment. The paper provides: -an overview of INTEGRATION's simulation procedures. -discussions of its relative strengths and weaknesses. -a brief discussion of some subsequent developments on INTEGRATION. It was concluded that: -INTEGRATION is quite user-friendly for a model of this type. -the assignment and simulation sub-models within INTEGRATION need to interact more. -the assignment model needs to learn how to better use the information from the simulation side, and to incorporate an iterative capability to facilitate this. -individual vehicle simulation is inefficient, as iterations should be used. It is recommended that: -a rate-based procedure be used in order to provide pre-estimates of equilibrium routings and link costs; -a routine be added to keep track of the front and tail of queues. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Equilibrium models KW - Queueing theory KW - Queuing theory KW - Routing KW - Traffic assignment KW - Traffic simulation UR - https://trid.trb.org/view/406593 ER - TY - CONF AN - 00662936 AU - Mahmassani, H S AU - Peeta, S AU - Hu, T-Y AU - Ziliaskopoulos, A AU - Federal Highway Administration TI - DYNAMIC TRAFFIC ASSIGNMENT WITH MULTIPLE USER CLASSES FOR REAL-TIME ATIS/ATMS APPLICATIONS PY - 1993/10 SP - v.p. AB - This paper addresses the problem faced by a central controller seeking to optimize overall network performance through the provision of real-time routing information to equipped motorists, taking into account different user classes in terms of information availability, information supply strategy, and response behavior. In particular, four user classes are incorporated in the formulation: (1) equipped drivers who follow prescribed system optimal routes; (2) equipped drivers who follow user optimum routes; (3) equipped drivers who follow a boundedly-rational switching rule in response to descriptive information on prevailing conditions; and (4) non-equipped drivers who follow externally specified paths, which may be historically known or exogenously solved. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Highway traffic control KW - Passenger information systems KW - Real time control KW - Real time operations KW - Routing KW - Traffic assignment KW - Traveler information and communication systems UR - https://trid.trb.org/view/406594 ER - TY - CONF AN - 00662934 AU - Solanki, R S AU - Rathi, A K AU - Federal Highway Administration TI - A CONCEPTUAL FRAMEWORK FOR A DYNAMIC TRAFFIC FLOW MODEL PY - 1993/10 SP - v.p. AB - A properly functioning dynamic traffic flow model will play a crucial role in the Advanced Traffic Management System and Advanced Traveler Information System (ATMS/ATIS) areas of IVHS. It will be used both for predicting the future traffic conditions given the travel demand, traffic control strategies, and the route guidance systems as well as for guiding the equipped drivers to their destinations. The advantage of dynamic models over the static traffic models in real-time traffic control is well established. This paper examines the desired features of a dynamic traffic flow model for use in the context of ATMS/ATIS. A few representative existing models are discussed in view of these requirements. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Highway traffic control KW - Intelligent transportation systems KW - Passenger information systems KW - Simulation KW - Traffic control KW - Traffic flow theory KW - Traffic models KW - Traffic simulation KW - Traveler information and communication systems UR - https://trid.trb.org/view/406592 ER - TY - CONF AN - 00662932 AU - Leonard, J D AU - Federal Highway Administration TI - DEMONSTRATION OF PROTOTYPING TOOLS FOR ATMS DESIGN PY - 1993/10 SP - v.p. AB - This paper presents an ongoing research project initiated at the Institute of Transportation Studies, University of California, Irvine, directed towards the specification, development, and implementation of a software architecture and corresponding tools for the study of the entire ATMS. This approach allows the researcher to become a part of the development "loop", speeding implementation of and testing of new approaches in traffic management and communications, and studying implementation of hybrid systems combining traditional traffic control elements with advanced methods. The proposed research architecture combines traditional traffic simulation models (e.g., arterial, freeway, and control elements) with models of the communication infrastructure. A demonstration project focusing on evaluation of an alternate ramp metering algorithm is described. This project demonstrates integration of existing simulation models into the proposed workbench environment, development of a simple dynamic ramp-meter controller, and a demonstration of the complete system running over a network on a series of microcomputers. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Highway traffic control KW - Intelligent transportation systems KW - Prototypes KW - Ramp metering KW - Software KW - Traffic simulation UR - https://trid.trb.org/view/406590 ER - TY - RPRT AN - 00662779 AU - McCullough, B F AU - Zollinger, D AU - Allison, B T AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - PRELIMINARY RESEARCH FINDINGS ON THE EFFECT OF COARSE AGGREGATE ON THE PERFORMANCE OF PORTLAND CEMENT CONCRETE PAVING. INTERIM REPORT PY - 1993/10 SP - 112 p. AB - This report focuses on aggregates used in the construction of continuously reinforced concrete pavements (CRCP). Specific chapters address (1) past research regarding aggregates used in CRCP, (2) field and laboratory investigations of CRCP, and (3) CRCP behavior and distress. The report reviews such topics as spalling and punchout distresses in continuously reinforced and jointed pavements, aggregate shape characterization using fractals, and the determination of sawcut depth using fractal analysis. Some of these activities relate directly to improving pavement performance, regardless of aggregate type used for construction. Early recommendations based on the project's significant findings have already been presented to the Texas Department of Transportation. KW - Aggregate shape KW - Aggregates KW - Aggregates by shape and surface texture KW - Continuously reinforced concrete pavements KW - Defects KW - Field investigations KW - Field studies KW - Fractal analysis KW - Fractals KW - Laboratory tests KW - Pavement distress KW - Pavement performance KW - Pavements KW - Saw cutting KW - Sawing KW - Spalling UR - https://trid.trb.org/view/404786 ER - TY - CONF AN - 00662933 AU - Junchaya, T AU - Chang, G-L AU - Federal Highway Administration TI - PARALLEL COMPUTING ARCHITECTURES AND TRAFFIC NETWORK SIMULATION PY - 1993/10 SP - v.p. AB - This eperpresents parallel traffic simulation models for real-time applications in Intelligent Vehicle-Highway Systems (IVHS). There are two main parallel computing architectures: (1) SIMD (single instruction, multiple data stream); and (2) MIMD (multiple instruction, multiple data stream). Due to the differences in the modelling paradigm, two separate parallel models have been designed specifically to take full advantage of each parallel computing architecture. These are the (1) SIMD simulation model and the (2) MIMD simulation model. The first two sections of this paper describe existing parallel computing architectures and their modelling paradigms. The third section presents the simulation models for SIMD computing architecture and some preliminary results. Section four illustrates the concept behind MIMD simulation models. The Connection Machine CM-2 is selected to represent SIMD computing architecture, while the Connection Machine CM-5 is used to represent MIMD computing architecture. U1 - Large Urban Systems. Proceedings of the Advanced Traffic Management ConferenceFederal Highway AdministrationSt. Petersburg, Florida StartDate:19931003 EndDate:19931008 Sponsors:Federal Highway Administration KW - Computing KW - Highway traffic control KW - Information processing KW - Intelligent transportation systems KW - Simulation KW - Traffic models KW - Traffic simulation KW - Traffic systems UR - https://trid.trb.org/view/406591 ER - TY - RPRT AN - 00662763 AU - Zia, P AU - Caner, A AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - CRACKING IN LARGE-SIZED LONG-SPAN PRESTRESSED CONCRETE AASHTO GIRDERS. FINAL REPORT PY - 1993/10 SP - 98 p. AB - An investigation was conducted to study a cracking problem associated with the production of large-sized long span prestressed concrete AASHTO girders. During the production of these girders in the prestressing plant, vertical cracks often develop near the mid-third of the span after the girders have been cured overnight on the casting bed and before the prestressing strands are detensioned. The cracks would extend across the top flange of the girder transversely and penetrate vertically down through the girder web, reaching toward the bottom flange. The objective of the investigation was to identify the cause(s) of the problem, and to develop and recommend its remedies. The research included a national survey of prestressed concrete producers to assess the status of the problem, a literature review of relevant issues, a series of laboratory and field studies to determine the condition of concrete and tendon force during the curing period, and an analysis of the girder under restrained thermal contraction. The most probable cause of the cracking problem was due to restrained thermal contraction of the entire casting system (i.e., the girders with the linking tendons) during the cooling period after the overnight steam or heat curing. The potential for cracking the girder may be minimized by increasing the total length of the exposed tendons outside the girders, or by reducing the cooling period and thus minimizing the temperature reduction as much as possible. The cracks caused by the restrained thermal contraction are closed immediately as soon as the prestressing tendons are detensioned. Given an adequate supply of moisture, the cracks will heal and the concrete will virtually regain its full strength. KW - Concrete curing KW - Data collection KW - Exposed length KW - Field studies KW - Fracture mechanics KW - Girders KW - Guides to the literature KW - Industries KW - Laboratory studies KW - Literature reviews KW - Long span KW - Prestressed concrete KW - Production KW - Restrained thermal contraction KW - Surveys KW - Tendons UR - https://trid.trb.org/view/404767 ER - TY - RPRT AN - 00647424 AU - Flintsch, G W AU - Arizona Department of Transportation AU - Federal Highway Administration TI - REVIEW OF RETROREFLECTIVE SIGN SHEETING MATERIALS, PRACTICES AND POLICIES. FINAL REPORT PY - 1993/10 SP - v.p. AB - The Arizona Department of Transportation (ADOT) is interested in establishing minimum retroreflectivity requirements for sign sheeting used on the State Highway System. This study consisted of a thorough literature review of minimum retroreflectivity needs and a nationwide survey which identified types of sheeting used and usage policies among the states. The distance at which a sign can be detected and recognized must be greater than the visibility distance required by the driver to make a decision and initiate and complete a maneuver, if necessary. Since at night visibility is heightened primarily by retroreflection, there must be a minimum retroreflectivity requirement that assures the visibility distance required by the driver. Forty-eight states were surveyed regarding sign sheeting and 35 states answered the questionnaire. The responses showed that most states have a policy that establishes the type of sheeting used for each sign class. However, minimum reflectivity requirements (SIA) are used only for purchase of new signs and new sign sheeting. The most recent study on SIA was performed by Olson at the University of Michigan. He conducted a field study of sign conspicuity and recommended minimum retroreflectivity requirements for several types of signs depending on the complexity of the surroundings and travel speed. Additionally, FHWA is sponsoring a project that will determine minimum visibility requirements and the level of retroreflectivity required to satisfy those requirements. The values determined by Olson appear to be high, especially for high complexity areas, but the study is the best currently available and Olson's SIA values were used in this study to estimate the minimum grade of sheeting necessary for each sign type. Considering the economic impact of using more retroreflective sheeting, it appears reasonable to wait for the results of the research sponsored by FHWA before recommending a retroreflective sheeting policy for ADOT. KW - Data collection KW - Guides to the literature KW - Literature reviews KW - Materials KW - Minimization KW - Minimum KW - Night visibility KW - Requirements KW - Research KW - Retroreflectivity KW - Specifications KW - State departments of transportation KW - Surveys KW - Traffic sign materials KW - Traffic signs KW - Visibility distance UR - https://trid.trb.org/view/388782 ER - TY - RPRT AN - 00647337 AU - Gupta, J AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF CRITERIA FOR DESIGN, PLACEMENT AND SPACING OF RUMBLE STRIPS. FINAL REPORT PY - 1993/10 SP - 138 p. AB - Rumble strips are one of the special geometric features which can be applied to the roadway to alert drivers. A questionnaire survey to various state Departments of Transportation showed that grooved rumble strips are superior in performance to raised ones. Four different grooved design patterns of 3 and 4 in. wide, 1/2 in. deep and tapered or straight edge were developed. These patterns, with a combination of rumble strip pad configurations, were developed for permanent installation at seven different locations. For temporary installation, three raised and three grooved rumble strip pads were installed in advance of a lane drop at two work zone locations on I-75 near Findlay, Ohio. A before-and-after speed study at the seven rumble strip locations showed an average reduction in mean speed of 4 mph and 1.5 mph at 300 ft and 600 ft, respectively, downstream from the first rumble strip pad. Statistical analysis showed the reduction in mean speed was statistically significant at most of the locations. A 4-in. wide, 1/2-in. deep straight edge and 12-in. center-to-center cut is considered easier for installation. A before-and-after speed study at the work-zone locations showed no significant difference in mean speed. An increase in ambient noise level by 6-8 decibels was noted from the vehicles passing over rumble strips. KW - Before and after studies KW - Data collection KW - Design KW - Grooved design patterns KW - Lane drops KW - Location KW - Placement KW - Questionnaires KW - Raised design patterns KW - Rumble strips KW - Sound level KW - Spacing KW - Speed control KW - Speed reduction KW - State departments of transportation KW - Surveys KW - Traffic speed KW - Work zone traffic control UR - https://trid.trb.org/view/387156 ER - TY - RPRT AN - 00647324 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 - USER'S GUIDE FOR THE TEXAS MOBILE SOURCE EMISSION ESTIMATION SOFTWARE: PREPIN, POLFAC5A, COADJ, IMPSUM, AND SUMALL. INTERIM REPORT PY - 1993/10 SP - 60 p. AB - This research report represents the latest revisions to the software, PREPIN, POLFAC5A, COADJ, IMPSUM, and SUMALL. The report is presented as a user's guide; operating instructions are provided 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 emissions factors. COADJ, a special utility program, combines emission factors from three applications of the POLFAC5A program to produce a new set of emission factors. IMPSUM facilitates the computation of emissions by using the emission factors for POLFAC5A and COADJ. Lastly SUMALL sums the emission results from two or more time periods plus diurnals. IMPSUM and SUMALL have the additional capability of producing gridded emission estimates. KW - Computer program documentation KW - Estimating KW - Gridded emission estimates KW - Pollutants KW - Software KW - Vehicle miles of travel UR - https://trid.trb.org/view/387144 ER - TY - RPRT AN - 00646048 AU - Ward, D R AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CRACK SEALANT PERFORMANCE ON INDIANA'S ASPHALT CONCRETE SURFACED PAVEMENTS. FINAL REPORT PY - 1993/10 SP - 76 p. AB - Of twelve crack sealants evaluated over forty months only one had an overall "group" success rate above 70% (a crumb rubber product). The best performing sealant/treatment combination was a single component polymer placed in a rout cleaned with compressed air which had a success rate of 81.4% after forty months. The current Indiana Department of Transportation (INDOT) asphaltic emulsion sealant had an overall group success rate of 6.5% after forty months. All asphaltic emulsion sealant treatment combinations reached near total failure after two years. The field process currently used by INDOT (straight squeegee and compressed air cleaning) had a success rate of 4.9% after one and a half years. The functional life of the asphaltic emulsion as placed by INDOT maintenance crews is believed to be significantly less than one year. Several of the "better" sealants evaluated are projected to have functional lives (+70% success rate) of 4 to 6 years. This is supported by the experience of other DOTs. KW - Asphalt emulsions KW - Asphalt pavements KW - Crumb rubber KW - Performance evaluations KW - Polymers KW - Sealing compounds KW - Treatments UR - https://trid.trb.org/view/386587 ER - TY - RPRT AN - 00643564 AU - Jahren, C T AU - Jones, R AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FERRY LANDING DESIGN PHASE I. FINAL REPORT PY - 1993/10 SP - 45 p. AB - A procedure is developed for selecting design criteria for the berthing energy fender systems at ferry landings. In particular, end berthing arrangements are considered. A sample of 568 landing events are reviewed to find the distribution of approach velocity for kinetic energy calculations. An upper bound for the berthing coefficient is also identified. The design procedure is developed that involves 1) identification of the upper limits of the approach velocity by analyzing a sample of berthing events, 2) selection of a safety factor by making systematic judgements, 3) selection of a berthing coefficient based on experimental results, and 4) selection of design berthing energy using the kinetic energy formula. Further research is recommended to improve the placement of landing aids and to develop design criteria for other landing structures. The contents of this final report are presented in the following sections: Summary; Conclusions and Recommendations; Background; Review of Previous Work; Procedures; Discussion; and Application and Implementation. KW - Approach KW - Approach speed KW - Berthing facilities KW - Design KW - Design criteria KW - Fender systems KW - Fenders (Wharves) KW - Ferries KW - Future KW - Future research KW - Kinetic energy KW - Landing aids KW - Landing structures KW - Marine engineering KW - Research KW - Safety factors KW - Speed UR - http://www.wsdot.wa.gov/research/reports/fullreports/253.1.pdf UR - https://trid.trb.org/view/386059 ER - TY - RPRT AN - 00643565 AU - Jahren, C T AU - Jones, R AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FERRY LANDING DESIGN PHASE I. FINAL TECHNICAL REPORT PY - 1993/10 SP - 167 p. AB - A procedure is developed for selecting design criteria for the berthing energy fender systems at ferry landings. In particular, end berthing arrangements are considered. A sample of 568 landing events are reviewed to find the distribution of approach velocity for kinetic energy calculations. An upper bound for the berthing coefficient is also identified. The design procedure is developed that involves 1) identification of the upper limits of the approach velocity by analyzing a sample of berthing events, 2) selection of a safety factor by making systematic judgements, 3) selection of a berthing coefficient based on experimental results, and 4) selection of design berthing energy using the kinetic energy formula. Further research is recommended to improve the placement of landing aids and to develop design criteria for other landing structures. The contents of this final technical report are presented in the following sections: Summary; Introduction and Research Approach; Findings; Interpretation, Appraisal and Application; Conclusions and Recommendations; and Implementation. There are eight appendices: (A) State-of-the-Art Survey; (B) Inventory of Fender Systems; (C) Fender Facilities for Ro/Ro Shipping and Ferry Berths; (D) Fender Design; (E) Description of Equipment; (F) Calendar of Dates of Operation; (G) Baseline Data Set of 568 Events; and (H) Data Set of 102 High Deflection Events. KW - Approach KW - Approach speed KW - Berthing facilities KW - Design KW - Design criteria KW - Fender systems KW - Fenders (Wharves) KW - Ferries KW - Future KW - Future research KW - Kinetic energy KW - Landing aids KW - Landing structures KW - Marine engineering KW - Research KW - Safety factors KW - Speed UR - http://www.wsdot.wa.gov/research/reports/fullreports/253.2.pdf UR - https://trid.trb.org/view/386060 ER - TY - RPRT AN - 00642449 AU - Jackson, L B AU - Barnow, B A AU - Greenhorne & O'Mara, Incorporated AU - Federal Highway Administration TI - QUALITY IMPROVEMENT RESOURCE GUIDE: ENGINEERING A QUALITY FUTURE IN TRANSPORTATION PY - 1993/10 SP - 44 p. AB - The guide was developed as a part of the National Quality Initiative sponsored in part by FHWA Demonstration Project No. 89. The guide was prepared for transportation professionals who are interested in learning about a state-of-the-art management theory and practice called "Continuous Quality Improvement". It provides an overview of the concept and of the tools available, a synopsis of the rising emphasis on the subject of quality in the highway industry, and a reference of various organizations and documents concerned with quality management. KW - Continuous quality improvement KW - Guides KW - Guides to information KW - Highway engineering KW - Program management KW - Quality KW - Quality control KW - Total quality management KW - Transportation engineering UR - https://trid.trb.org/view/381468 ER - TY - RPRT AN - 00642340 AU - Gatlin, G R AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF COLD PLASTIC AND HOT SPRAY THERMOPLASTIC TRAFFIC STRIPE ON I-20 IN SCOTT COUNTY PY - 1993/10 SP - 16 p. AB - Pavement marking materials exhibit great variation in reflectance values and durability. Hot spray thermoplastic is manufactured in place on the roadway and its quality depends on accurate blending, temperature control and thickness. Cold plastics vary by type and grade with each type having its own distinct characteristic of reflectance, retention and durability. Stamark brand cold plastic has higher initial values of reflectance than hot spray thermoplastic. The retention of this reflectance and its durability compared to hot spray thermoplastic were the objectives of this research effort. Stamark 5750 compared favorably with hot spray thermoplastic at initial construction for the reflectance and maintained a satisfactory level for the duration of this study on HMA pavement. Its durability on concrete pavement is questionable. KW - Alternatives analysis KW - Cold plastics KW - Durability KW - Reflectance KW - Reflectivity KW - Retention KW - Road marking materials KW - Thermoplastic materials KW - Traffic marking materials UR - https://trid.trb.org/view/381429 ER - TY - RPRT AN - 00642331 AU - Fager, G A AU - Maag, R G AU - Kansas Department of Transportation AU - Federal Highway Administration TI - HOT BITUMINOUS PAVEMENT RECYCLING, US-56, EDWARDS AND PAWNEE COUNTIES, KANSAS. FINAL REPORT PY - 1993/10 SP - 24 p. AB - A study was undertaken between 1978 and 1993 to construct and monitor a hot recycle section. One hot recycle test section and one control section were completed in 1978 and monitored for cracking for approximately 12 years. The control section consisted of widening the roadway to 24 ft with a normal 4 in. overlay. The test section consisted of milling 5 1/4 in. and hot recycling back to a 8 1/2 in. hot recycle pavement. The test section was then overlayed with a 3/4 in. conventional overlay. This project was the first hot recycle project constructed in Kansas and one of the first in the United States. Using the experimental cost data and only cracking to determine pavement life, this hot recycle project was not economically feasible. Wheelpath rutting was not a problem throughout the life of both pavements. Opacity and particulate requirements were never met on this first hot recycle project. Due to the many unknowns, the project was considered a success. Hot recycling has now become a standard procedure. Reclaimed asphalt (RAP) and virgin aggregates are used at various blend ratios. Either a soft asphalt cement or a recycling agent is added as an additional binder. Today, hot recycling has progressed from a low production process to a high production construction process. KW - Bituminous pavements KW - Costs KW - Hot in-place recycling KW - Opacity KW - Particulates KW - Pollutants KW - Recycling UR - http://kdot1.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003670374 UR - https://trid.trb.org/view/381420 ER - TY - RPRT AN - 00642303 AU - Scarpelli, B A AU - Jahren, C T AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FERRY LANDING DESIGN CRITERIA II: VESSEL CHARACTERISTICS AND HOW THEY INFLUENCE FERRY LANDING DESIGN. FINAL TECHNICAL REPORT PY - 1993/10 SP - 253 p. AB - Information is provided that will help ferry landing designers understand how vessel characteristics affect berthing maneuvers. Such information will assist in the development of improved ferry landing designs and operating policies. The study includes a literature review, mathematical modeling, a review of physical model tests, and sea trials. Full-scale measurements were also collected with global positioning (GPS) equipment. The results show that physical model tests, sea trials, and full-scale measurements provide useful information on vessel stopping and turning characteristics. Efforts to mathematically model vessel deceleration produced limited success. Recommendations are given for further full-scale tests to assist in defining vessel maneuverability in a variety of berthing situations. KW - Berthing facilities KW - Deceleration KW - Design KW - Docking KW - Docks KW - Ferries KW - Ferry terminals KW - Global Positioning System KW - Guides to the literature KW - Literature reviews KW - Maneuverability KW - Maneuvering KW - Mathematical models KW - Model tests KW - Port design KW - Ports KW - Prototype tests KW - Seaworthiness KW - Ship trials KW - Vessel characteristics KW - Vessel stopping KW - Vessel turning UR - http://www.wsdot.wa.gov/research/reports/fullreports/267.2.pdf UR - https://trid.trb.org/view/381391 ER - TY - RPRT AN - 00642302 AU - Margaroni, S J AU - Jahren, C T AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FERRY LANDING DESIGN CRITERIA II: VESSEL TRACKING METHODS FOR FERRY LANDING DESIGN. FINAL TECHNICAL REPORT PY - 1993/10 SP - 204 p. AB - Methods for recording the approach path and approach velocity of berthing vessels are developed and tested. Methods include video camera observations from shore, video camera observations of the radar screen, and global positioning system (GPS) tracking. The methods are tested on the Washington State Ferry Edmonds to Kingston crossing. The video methods are useful for preliminary studies to obtain approximate results and familiarize investigators with the berthing process. The GPS records provide more precise results with less data reduction effort than other methods. Twenty-four berthing maneuvers are recorded. Analysis of the GPS record shows a consistent pattern of velocity reductions as the vessel nears the landing structure. KW - Approach KW - Approach path KW - Approach velocity KW - Berthing facilities KW - Design KW - Docking KW - Docks KW - Ferries KW - Ferry terminals KW - Global Positioning System KW - Maneuvering KW - Port design KW - Ports KW - Velocity KW - Vessel tracking KW - Video methods UR - http://www.wsdot.wa.gov/research/reports/fullreports/267.1.pdf UR - https://trid.trb.org/view/381390 ER - TY - CONF AN - 00641765 AU - Association for Commuter Transportation AU - Federal Transit Administration TI - THE TMA SUMMIT. CONFERENCE PROCEEDINGS. FIRST NATIONAL MEETING OF TRANSPORTATION MANAGEMENT ASSOCIATIONS PY - 1993/10 SP - 90p AB - The purpose of the first Transportation Management Association (TMA) Summit was to discuss key strategic and policy issues nececssaary for the creation of effective public-private partnerships. The participants included private sector Board members and their executive staffs, in addition to federal and state transportation officials. The agenda covered board strategic issues, such as the role of TMAs in the implementation of new federal policy initiatives. Technical tracks were geared to developing critical skill areas necessary to successful management of the nonprofit association; operation of services; and policy issues. Workshops were offered in starting new TMAs and leadership development. U1 - The TMA SummitFederal Highway Administration TMA Council, Association for Commuter Transportation U.S. Department of Energy Federal Transit AdminstrationWilliamsburg, VA StartDate:19921104 EndDate:19921106 Sponsors:Federal Highway Administration TMA Council, Association for Commuter Transportation U.S. Department of Energy Federal Transit Adminstration KW - Demand responsive transportation KW - Employer sponsored transportation KW - Employer trip reduction program KW - Finance KW - Financial planning KW - Mobility KW - Public private partnerships KW - Strategic planning KW - Tma business venture KW - Traffic restraint KW - Transportation Management Association Summit (1st : 1992 : Williamsburg, Virginia) KW - Transportation management associations KW - Travel demand management UR - https://trid.trb.org/view/384733 ER - TY - RPRT AN - 00640028 AU - Ung, E H AU - Winter, W A AU - California Department of Transportation AU - Federal Highway Administration TI - EVALUATE VEHICLE NAVIGATION AND COMMUNICATION TECHNOLOGIES. FINAL REPORT PY - 1993/10 SP - 267 p. AB - An automatic vehicle location system incorporated in a vehicle-based data logging system was developed. Navigational inputs from various dead-reckoning sensors and a Global Positioning System (GPS) receiver were used to establish the exact location of logged data. The availability of such a location system eliminates the need for an operator to manually tag logged data, thus increasing productivity, accuracy and enhancing safety. Short-range communication using inductive loops as location beacons was also investigated and reported in this project. KW - Accuracy KW - Automatic vehicle location KW - Data logging KW - Data logging systems KW - Dead reckoning KW - Driver information systems KW - Global Positioning System KW - Highway inventory logging KW - Loop detectors KW - On board KW - Onboard navigational aids KW - Productivity KW - Route guidance KW - Safety UR - https://trid.trb.org/view/380867 ER - TY - RPRT AN - 00640027 AU - Chou, NNS AU - Wu, JTH AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - INVESTIGATING PERFORMANCE OF GEOSYNTHETIC-REINFORCED SOIL WALLS. FINAL REPORT PY - 1993/10 SP - 341 p. AB - The comparative study of four finite element programs (SSCOMP, CRISP, CON2D86, and DACSAR) led to selecting DACSAR for this research. This program was then modified and validated for analyzing the performance of Geosynthetic-Reinforced Soil (GRS). The validation was conducted by comparing the analytical results with a laboratory "element test" of soil, reinforcement, and facing; with another validated FEM program (SSCOMP); and with measurements from two full-scale test walls. Using the analytical model, a parametric study was conducted to investigate the effects of various factors on the performance of GRS walls: wall height, wall shape, backfill type, facing rigidity, reinforcement tensile stiffness/strength, and K of the backfill. The parametric study gave valuable insight into the performance of GRS walls. Some highlights of the findings are: (1) When kept near optimum moisture, cohesive backfill walls can perform at least as well as those with granular backfill provided that wetting of backfill is prevented; (2) Foundation soil has a significant influence on the wall performance; and (3) Wall facing affects lateral movement of GRS walls even under a service load of 5 psi. From the results, a preliminary design procedure is proposed. The procedure overcomes three major drawbacks of current design methods: (1) It accommodates the interaction among soil, reinforcement, and facing; (2) It does not use arbitrarily assigned safety factors to ensure satisfactory performance of a GRS wall; and (3) It accounts for the effects of foundation stiffness and facing rigidity and permits judicious use of cohesive soil as backfill. KW - Alternatives analysis KW - Analytical models KW - Computer programs KW - Design methods KW - Earth walls KW - Finite element method KW - Foundation soils KW - Geosynthetics KW - Laboratory tests KW - Lateral movement KW - Mathematical models KW - Performance KW - Prototype tests KW - Reinforcement (Engineering) KW - Trench backfill KW - Wall facing UR - https://trid.trb.org/view/380866 ER - TY - RPRT AN - 00638831 AU - McGhee, K K AU - Allen, G R AU - McKeel, W T AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF PERFORMANCE AND DETERIORATION CURVES AS A RATIONAL BASIS FOR A MAINTENANCE MANAGEMENT SYSTEM FOR STRUCTURES. FINAL REPORT PY - 1993/10 SP - 36 p. AB - The Virginia Department of Transportation (VDOT) is deeply committed to the development and implementation of an efficient, cost-effective maintenance management system for its bridges. Much effort is being applied towards the development of a management system that will ensure that appropriate maintenance takes place at the optimum times. Within such systems, the ability to anticipate with reasonable accuracy how rapidly and in what fashion bridges will deteriorate is essential in optimizing expenditures of limited maintenance funds. The research described in this report was undertaken to provide this predictive capability. Specifically, the objective was to use existing bridge inspection data in conjunction with multiple regression analyses to develop models relating the rate of deterioration of structural components with variables such as age, loadings, and environmental factors and to evaluate the relative importance of these variables. In addition, these efforts include a discussion of current bridge management activities and recommendations on needed modifications to the VDOT record-keeping system. KW - Age KW - Bridge management systems KW - Deterioration KW - Environmental impacts KW - Environmental quality KW - Inspection data KW - Loads KW - Maintenance management KW - Multiple regression KW - Multiple regression analysis KW - Recommendations KW - Recordkeeping KW - Simulation UR - http://ntl.bts.gov/lib/36000/36800/36885/94-R1.pdf UR - https://trid.trb.org/view/380464 ER - TY - JOUR AN - 00638810 JO - Publication of: Illinois University, Urbana-Champaign PB - University of Illinois, Urbana-Champaign AU - Hall, K T AU - Darter, M I AU - Rexroad, W M AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE OF BARE AND RESURFACED JRCP AND CRCP ON THE ILLINOIS INTERSTATE HIGHWAY SYSTEM -- 1991 UPDATE. INTERIM REPORT PY - 1993/10 SP - 96 p. AB - Two previous studies on the survival of bare and asphalt-overlaid concrete pavements on the Illinois Interstate highway system were updated to reflect the performance of the pavements through 1991. The Illinois Interstate system consists of about 1750 miles of 10-in. jointed reinforced concrete pavement (JRCP) and continuously reinforced concrete pavement (CRCP) ranging in thickness from 7 to 10 in. As of 1991, about 60% of these pavements had been overlaid with asphalt concrete (AC), ranging in thickness from 1.5 to 6 in. Data for the survival analysis were retrieved from the Illinois Pavement Feedback System database. Both in-service life and accumulated 18-kip ESALS at rehabilitation were estimated for bare pavements categorized by type, thickness, and D cracking susceptibility, and for overlaid pavements categorized by overlay thickness, overlaid pavement type, and D cracking susceptibility. The results show the effects of D cracking, traffic level, pavement type, pavement thickness, and overlay thickness on performance of bare and resurfaced concrete pavements. KW - Asphalt concrete KW - Axle loads KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - D cracking KW - Equivalent single axle loads KW - Illinois KW - Interstate Highway System KW - Overlays (Pavements) KW - Pavement joints KW - Pavement life KW - Pavement performance KW - Pavement thickness KW - Pavements KW - Service life KW - Thickness KW - Traffic equivalence factor UR - https://trid.trb.org/view/383290 ER - TY - RPRT AN - 00638812 AU - Clark, J E AU - Sanders, S M AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - REVIEW AND RECOMMENDATIONS FOR PAVEMENT MARKING MATERIALS. FINAL PROJECT REPORT PY - 1993/10 SP - 54 p. AB - Today there are many different types of pavement marking materials which provide guidance, regulatory, and warning information to the driver. This study examined the different types of pavement marking materials available today, their performance in previous studies, and whether they were applicable for field testing in South Carolina. A literature review was performed in order to collect information on the application and performance of the different types of pavement marking materials. In addition, a survey of the state highway agencies was conducted in order to determine their usage of different pavement marking materials on asphalt and portland cement concrete pavement in new, good, and poor conditions and under different traffic volume conditions. Selected manufacturers and suppliers of pavement marking materials were also contacted and requested to send literature describing their products. The performance of each pavement marking material greatly depends on the pavement type, existing traffic conditions, and the application method used. Based on the literature review, surveys of the state highway agencies, and manufacturers' information, recommendations on the selection and testing of selected pavement marking materials were made. Promising new materials were identified and possible locations were selected for the field testing of these materials. KW - Asphalt pavements KW - Concrete pavements KW - Data collection KW - Field tests KW - Guides to the literature KW - Industries KW - Literature reviews KW - Performance KW - Recommendations KW - Road marking materials KW - State departments of transportation KW - Suppliers KW - Surveys KW - Traffic marking materials UR - https://trid.trb.org/view/380447 ER - TY - RPRT AN - 00638693 AU - Paniati, J F AU - Mace, D J AU - Federal Highway Administration TI - MINIMUM RETROREFLECTIVITY REQUIREMENTS FOR TRAFFIC SIGNS: SUMMARY REPORT PY - 1993/10 SP - 23 p. AB - Currently, national guidelines regarding the nighttime visibility of signs are limited to the stipulation in the "Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD)" that all warning and regulatory signs be illuminated or reflectorized to show the same color and shape by day or night. There are no objective measures that can be used to determine when a sign has reached the end of its service life and needs to be replaced. This study seeks to fill that need by establishing minimum retroreflectivity requirements for traffic signs. Given the wide range of visual, cognitive, and psychomotor capabilities of the driving population and the complexity of the relationships between the driver, the vehicle, the sign, and the roadway, a mathematical modeling approach was selected. The model determines the distance at which a driver needs to see a sign, uses this distance to determine the luminance required, and then calculates the coefficient of retroreflection at standard measurement angles. This model is called Computer Analysis of Retroreflectance of Traffic Signs (CARTS). The CARTS model was executed for each sign in the MUTCD at various vehicle speeds, sign sizes, and sign placements. The results are summarized and presented in a format that can be implemented by practitioners. Retroreflectivity values are given for both yellow and orange warning signs, white on red regulatory signs, white regulatory signs, and white on green guide signs. KW - Mathematical models KW - Requirements KW - Retroreflectivity KW - Specifications KW - Traffic signs KW - Visibility UR - https://trid.trb.org/view/380376 ER - TY - RPRT AN - 00638688 AU - Aschenbrener, T AU - Colorado Department of Transportation AU - Federal Highway Administration TI - I-70, SILVERTHORNE TO COPPER MOUNTAIN: A CASE HISTORY OF USE OF EUROPEAN TESTING EQUIPMENT. FINAL REPORT PY - 1993/09/14 SP - 52 p. AB - A project on I-70 from Copper Mountain to Silverthorne began to exhibit moisture related distress after one severe winter. The European testing equipment was used to improve the quality of the hot mix asphalt (HMA) pavement. The primary reason the Colorado DOT and the FHWA Turner Fairbank Highway Research Center obtained the equipment was to improve the quality of HMA pavements. The purpose of this report is to document a case history of the use of the European equipment to improve an HMA pavement on a project in Colorado. Cost effective adjustments were identified to produce a high quality pavement that resists rutting and stripping. The three changes were: 1) increasing the optimum asphalt content, 2) adding a liquid anti-stripping additive with hydrated lime, and 3) changing the crude oil source and refinery. The cost of the HMA increased from $24.00 to $25.00, 4.2%, for a project cost increase of $80,000. These changes likely saved $5,000,000. KW - Antistrip additives KW - Asphalt content KW - Asphalt pavements KW - Calcium hydroxide KW - Case studies KW - Cost effectiveness KW - Defects KW - Europe KW - Hot mix asphalt KW - Loss and damage KW - Moisture damage KW - Pavement distress KW - Pavements KW - Quality KW - Quality control KW - Rutting KW - Stripping (Pavements) KW - Technology KW - Testing equipment KW - Water UR - https://trid.trb.org/view/380371 ER - TY - RPRT AN - 00643576 AU - Federal Highway Administration TI - STANDARDS AND GUIDES FOR TRAFFIC CONTROLS FOR STREET AND HIGHWAY CONSTRUCTION, MAINTENANCE, UTILITY, AND INCIDENT MANAGEMENT OPERATIONS. PART VI OF THE MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES, 1988 EDITION, REVISION 3 SN - 0160430151 PY - 1993/09/03 SP - 203 p. AB - This publication contains the third revision to Part VI of the 1988 edition of the Manual on Uniform Traffic Control Devices (MUTCD). The contents are organized as follows: (6A) Introduction; (6B) Fundamental Principles; (6C) Temporary Traffic Control Elements; (6D) Pedestrian and Worker Safety; (6E) Hand-Signaling Control; (6F) Types of Devices; (6G) Types of Temporary Traffic Control Zone Activities; and (6H) Application of Devices. KW - Guides KW - Guides to information KW - Incident management KW - Manual on Uniform Traffic Control Devices KW - Revisions KW - Standards KW - Work zone traffic control UR - https://trid.trb.org/view/386071 ER - TY - RPRT AN - 01548149 AU - Klingaman, Gerald L AU - King, John W AU - Wheeler, G Laurin AU - Einert, A E AU - Talbert, Ron E AU - Huneycutt, H J AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Recommended Species for Roadside Management PY - 1993/09//Final Report SP - 228p AB - This study is a review of the plant materials that have a place in the rights of way of Arkansas' highways. It is a reference work addressing the specific and unique plant related needs of the Arkansas State. Highway and Transportation Department. The study contains a listing of trees, shrubs, grasses and legumes available in sufficient supply to be useful for highway planting. The study focuses on but is not limited to native species. The plants presented are available in the nursery trade except not all of the wildflowers presented are commercially available in quantities needed for right of way planting. A section is included on maintenance and establishment procedures. KW - Arkansas KW - Grasses KW - Landscape maintenance KW - Legumes KW - Native plants KW - Right of way (Land) KW - Roadside flora KW - Shrubs KW - Trees KW - Vegetation control KW - Vegetation establishment KW - Wildflowers UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209302.pdf UR - https://trid.trb.org/view/1335508 ER - TY - JOUR AN - 01404807 JO - McTrans PB - Federal Highway Administration TI - The current status of capacity analysis software PY - 1993/09 VL - 8 IS - 1 SP - 7-9 KW - Computer hardware KW - Computer program KW - Computer programs KW - Computers KW - Directory KW - Highway capacity KW - Signalized intersection KW - Signalized intersections KW - Traffic capacity KW - Unsignalized intersection KW - Unsignalized intersections UR - https://trid.trb.org/view/1172603 ER - TY - CONF AN - 00639957 AU - Rossi, T F AU - Lawton, T K AU - KIM, K H AU - Faris (Jerry M) TI - REVISION OF TRAVEL DEMAND MODELS TO ENABLE ANALYSIS OF A TYPICAL LAND USE PATTERN PY - 1993/09 SP - p. 757-776 AB - Among the problems associated with the traditional four-step transportation demand modeling process is the inability of the models to evaluate innovative changes in the factors affecting travel behavior. These factors may include travel demand management methods, atypical demographic changes, and alternative urban design and land use options. For the most part, existing models are capable of using only variables easily measured and typically associated with travel behavior such as travel time, cost, and socioeconomic measures. Since the models are estimated from travel survey data, they are designed to analyze travel demand within the range of behavior reported in the survey. In Portland, Oregon, alternative land use patterns for future suburban growth, travel demand management measures, and public transportation improvements are being considered as a way to slow growth in automobile travel. The land use options are different from typical suburban development patterns, and the existing travel demand models for Portland, developed by the Metropolitan Service District (Metro), were not designed to analyze the travel demand effects of such developments. As part of the project "Making the Land Use, Transportation, and Air Quality Connection" (LUTRAQ) for 1000 Friends of Oregon, an environmental advocacy organization, Cambridge Systematics and Metro revised the travel models to include variables representing characteristics of developments that are different from typical suburban land use. The variables tested include measures of residential and employment density and heterogeneity and of the quality of the pedestrian environment. Models revised included mode choice (including walk/bike, auto, and transit modes) and auto ownership. The original models had been calibrated to replicate the survey data across a range of different variables including location, trip length, and various household characteristics. The additional variables used in the revised models improved the ability to replicate the survey data, not only across ranges of these variables but also across ranges of employment density and pedestrian environment quality in the Portland area. The revised models were used to analyze the effects of the "LUTRAQ Alternative" in suburban Washington County, consisting of alternative land use patterns such as "transit oriented developments" (TODs), improved transit service, and travel demand management actions designed to discourage commuting by single occupant automobiles. The LUTRAQ alternative was compared to other scenarios, including a "no action" alternative. The results from the model runs demonstrated that the LUTRAQ alternative was successful in reducing automobile travel and increasing walking, bicycling, and transit use compared to the other alternatives. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Automobile ownership KW - Bicycle travel KW - Conferences KW - Development KW - Employment KW - Employment density KW - Improvements KW - Land use KW - Level of service KW - Mathematical models KW - Mode choice KW - Pedestrian environment KW - Portland (Oregon) KW - Public transit KW - Residential areas KW - Residential development KW - Ridership KW - Transit oriented development KW - Transportation KW - Transportation models KW - Travel demand KW - Walking UR - https://trid.trb.org/view/383912 ER - TY - RPRT AN - 00638691 AU - McGee, H AU - Joshua, S AU - Hughes, W AU - Strickland, R AU - Bareket, Z AU - Fancher, P AU - Bellomo-McGee, Incorporated AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - FEASIBILITY OF AN AUTOMATIC TRUCK WARNING SYSTEM. FINAL REPORT PY - 1993/09 SP - 81 p. AB - One of the identified truck accident types that occur on curved exit ramps at interchanges is truck rollover. A truck will overturn or rollover if the lateral acceleration imposed upon it as it travels around a curve of a certain radius and superelevation is greater than allowable given its loading condition. Also, there is a speed at which rollover will occur. This report deals with an automatic warning system to prevent truck rollover. Within the study, three different options were identified and evaluated for feasibility. Of the three, the option selected for further definition and cost-effectiveness analyses was an inroad detection/warning system. The system consists of two detection stations upstream of the curve with the combined ability to detect a truck speed, weight, and height threshold. The warning system is a combination of a static warning sign and a fiber-optic warning message sign, which would be activated if the controller determined that the truck would be operating at the rollover threshold speed or faster by the time it reached the point of curvature. This report provides the details of the design, its costs, and its cost-effectiveness. Also, design plans and specifications were prepared for three installations on the Capital Beltway in Maryland and Virginia. KW - Automatic warning systems KW - Capital Beltway KW - Cost effectiveness KW - Costs KW - Crash avoidance systems KW - Curvature KW - Design KW - Feasibility analysis KW - Field tests KW - Inroad detection/warning system KW - Interchanges KW - Lateral acceleration KW - Prevention KW - Ramps KW - Rollover crashes KW - Safety KW - Specifications KW - Speed KW - Superelevation KW - Trucks KW - Trucks by weight KW - Weight UR - https://trid.trb.org/view/380374 ER - TY - RPRT AN - 00760562 AU - Fu, Gongkang AU - New York State Department of Transportation AU - Federal Highway Administration TI - IMPROVED DIRECT IMPORTANCE SAMPLING METHOD FOR SYSTEM RELIABILITY PY - 1993/09 SP - 29 p. AB - This report presents an importance-sampling method for the first-order problem of reliability analysis of structural systems, having a failure domain defined by linear or linearized functions. Truncated multimodal simulation is suggested as a new technique, offering an advantage of locating all samples in the failure domain and thus increasing computation efficiency. Variance of estimator is evaluated by an analytically derived upper bound. It is compared with that of the conventional Monte Carlo method by a variance change factor for conservative estimation of increase in accuracy and efficiency. The upper bound of variance can be used for a priori determination of required sample size, given an acceptable maximum error associated with a confidence level. Various application examples of both series and parallel systems are included for illustration. KW - Monte Carlo method KW - Reliability KW - Safety KW - Sampling KW - Simulation KW - Structural engineering KW - Variance UR - http://ntl.bts.gov/lib/21000/21100/21125/PB99100224.pdf UR - https://trid.trb.org/view/496302 ER - TY - RPRT AN - 00759833 AU - Price Waterhouse and Company AU - Federal Highway Administration TI - EXPERIENCES IN OVERCOMING FEDERAL, STATE, AND LOCAL LEGISLATIVE/ADMINISTRATIVE BARRIERS TO IMPLEMENTING PUBLIC-PRIVATE HIGHWAY PROJECTS PY - 1993/09 SP - v.p. AB - As part of its efforts to provide technical assistance for public-private partnerships in highway projects, the Federal Highway Administration has commissioned this study to investigate, document, and report on ways to overcome Federal, State, and local legislative and administrative barriers to the use of public-private partnerships for highway construction and improvement projects. As part of this study, many projects located throughout the United States have been examined regarding barriers to public-private partnerships that have been confronted. The extensive research has culminated in this compilation of twelve projects which have successfully overcome legislative and administrative barriers to public-private partnerships. The original contract consisted of the following four tasks: identify highway projects which have experienced legislative/administrative barriers; describe the highway project barriers, and identify the attempts that were made to overcome the barriers; investigate and classify attempts to overcome barriers; and final report documenting successful attempts at overcoming barriers. This final report represents the culmination of these four tasks. The report contains summary sections describing each of the tasks and the major products of each task. This documentation includes project descriptions, discussions of barriers encountered, project maps, relevant legislation for the projects, and sample agreements between the partners, where available. KW - Administration KW - Barriers (Obstacles) KW - Construction KW - Federal government KW - Highways KW - Improvements KW - Legislation KW - Local government KW - Maps KW - Public private partnerships KW - Research projects KW - State government UR - https://trid.trb.org/view/497789 ER - TY - RPRT AN - 00636308 AU - Davalos, J F AU - Petro, S H AU - West Virginia University, Morgantown AU - Federal Highway Administration TI - CORROSION PROTECTION OF STEEL HARDWARE USED IN MODERN TIMBER BRIDGES. FINAL REPORT PY - 1993/09 SP - 50 p. AB - Corrosion of steel components and connectors used in timber bridges can cause structural damage and failure. The steel hardware is usually exposed to corrosive environments, and therefore, inadequate corrosion protection and favorable conditions for galvanic reactions can promote the onset of corrosion and lead to unexpected failures. In particular, the steel stressing system and special connectors used in modern timber bridges, such as stress-laminated and glued laminated systems, must be adequately protected against corrosion and inspected frequently. The objectives of this booklet are: (1) to familiarize the bridge engineer with the steel components and fasteners used in timber bridges that may corrode and with the types of corrosion that may occur on those components, and (2) to recommend corrosion prevention measures (galvanizing and epoxy coating) applied to the steel components and to provide inspection guidelines for quality control and inservice maintenance of these components. A simple explanation of the corrosion mechanism and its causes is presented, followed by a detailed discussion of the quality control and inspection of galvanized and epoxy-coated steel articles. The inspector is alerted to potential corrosion treatment problems (e.g., hydrogen embrittlement) that must be avoided. Checklists are provided for quality control of treated steel articles and inservice maintenance of timber bridge steel components. KW - Bridge inspection KW - Bridge maintenance KW - Bridges KW - Components KW - Connectors KW - Corrosion KW - Corrosion mechanisms KW - Corrosion protection KW - Epoxy coatings KW - Fasteners KW - Galvanizing KW - Glue KW - Glue lamination KW - Inspection KW - Laminates KW - Maintenance KW - Quality control KW - Steel KW - Steel components KW - Stresses KW - Wooden bridges UR - https://trid.trb.org/view/379813 ER - TY - RPRT AN - 00662821 AU - Baumgardner, R AU - Pierce, L AU - Way, G AU - Moore, L AU - Smith, K AU - Bemanian, S AU - Farrar, M AU - Stites, J AU - Wells, G AU - Nokes, W AU - Frank, W AU - Woodstrom, J AU - Southwest Concrete Pavement Association AU - Federal Highway Administration TI - WESTERN STATES DRAINABLE PCC PAVEMENT WORKSHOP, JULY 21-22, 1993, SACRAMENTO, CALIFORNIA. PROCEEDINGS PY - 1993/09 SP - 165 p. AB - A workshop on the subject of portland cement concrete (PCC) pavement drainage was held in Sacramento, California, with the Federal Highway Administration (FHWA) and six western states participating. Papers were presented by the participants followed by a discussion period, allowing a free exchange of information and viewpoints among those in attendance. Current practices involving the design and construction of new concrete pavements, the construction of concrete "inlays" and other methods of PCC pavement rehabilitation were covered. Most states are using a positive drainage approach in the design of such facilities. Although performance experience is limited in many western states, early observations provide considerable optimism regarding improved service life. FHWA research on some of the early projects throughout the country, provide evidence of significant extension of service life. Also, it is apparent that other pavement features, such as widened truck lanes, concrete shoulders, tie bars, and doweled joints will enhance performance and should be included in modern designs. A field trip included review of a local pavement drainage project and observing a demonstration of television inspection equipment for drain pipes and small culverts. The inspection equipment was demonstrated to be an effective tool to inspect the performance of edge drains, culverts, etc. KW - Concrete pavements KW - Culverts KW - Doweled joints KW - Drainage KW - Driver rehabilitation KW - Edge drains KW - Field observation KW - Field studies KW - Inlays KW - Inspection equipment KW - Pavement design KW - Paving KW - Pipe KW - Portland cement concrete KW - Rehabilitation KW - Road shoulders KW - Service life KW - State of the art studies KW - Television KW - Tie bars KW - Truck lanes KW - Workshops UR - https://trid.trb.org/view/404827 ER - TY - RPRT AN - 00675269 AU - Williams, M AU - Hoekstra, E AU - Green, P AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - DEVELOPMENT AND EVALUATION OF A VEHICLE MONITOR DRIVER INTERFACE. FINAL REPORT PY - 1993/09 SP - 84 p. AB - This report describes precompetitive research concerning the design of an interface to warn drivers about vehicle malfunctions. Issues examined were: (1) in general, what do drivers understand about the operation and maintenance of the items of interest (e.g., oil, brakes); (2) how should warnings be structured; and (3) how well are the supporting graphics understood. In the first experiment, 27 drivers were interviewed at a local licensing office. They were asked questions such as "What is an alternator for?" and "What happens if the brake fluid is too low?" For about half of the items, understanding was marginal at best. Warning messages were designed to overcome the difficulties noted. In the second experiment, 60 drivers were shown 9 prototypical warning messages and selected the words they preferred. (For example, should the brake fluid message use the wording "low", "add", "refill", "replenish", "add some", or another choice?) Using the preferred wording, 20 drivers were shown a mockup of a warning display in a third experiment. Drivers said what each warning meant and how they would respond. This experiment identified problems with specific warnings and the vehicle mimic. KW - Driver vehicle interfaces KW - Ergonomics KW - Human factors engineering KW - Intelligent transportation systems KW - Mechanical failure KW - Warning messages KW - Warning systems UR - https://trid.trb.org/view/412287 ER - TY - RPRT AN - 00675266 AU - Hoekstra, E AU - Williams, M AU - Green, P AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - DEVELOPMENT AND DRIVER UNDERSTANDING OF HAZARD WARNING AND LOCATION SYMBOLS FOR IVSAWS. FINAL REPORT PY - 1993/09 SP - 146 p. AB - This report describes research on an In-Vehicle Safety Advisory and Warning System (IVSAWS). A system of this type could receive radio signals from beacons on hazards and display in-vehicle warning messages to drivers. Possible hazards include accidents, new traffic signals, police cars, and school buses. Appropriate hazards were identified from the literature. Based on drawings from 10 UMTRI employees, candidate hazard warnings were developed for 30 hazards. Next, 75 drivers at a driver licensing office ranked these warning symbols from best to worst, leading to recommended symbols in many cases. Text messages were slightly preferred over graphical messages. Symbols based on signs in the standard set (MUTCD) were not always preferred. Finally, in an understandability experiment, 20 drivers were shown warnings and location cues while either driving a test route or parked. Ten hazard location symbol designs were tested: 2 text, 4 arrow, 3 overview, and 1 inside-out. Each driver identified 10 hazard symbols shown individually, a single hazard symbol combined with a location cue, and 40 combinations of warning and location cues. Of the location cues, text ("on right", "behind", "ahead to left", etc.) was best understood. KW - Advanced driver information systems KW - Ergonomics KW - Graphical messages KW - Hazards KW - Human factors engineering KW - Human subject testing KW - Intelligent transportation systems KW - Messages (Communications) KW - Symbols KW - Text messaging KW - Warning devices UR - https://trid.trb.org/view/412284 ER - TY - RPRT AN - 00675260 AU - Williams, M AU - Green, P AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - DEVELOPMENT AND TESTING OF DRIVER INTERFACES FOR NAVIGATION DISPLAYS. FINAL REPORT PY - 1993/09 SP - 69 p. AB - Several design reviews and two formal experiments examined driver responses to route guidance displays. In the design reviews, single and small groups of drivers were shown displays and asked to explain them. This resulted in interface revisions and design guidelines. In a subsequent experiment, 60 drivers at a licensing office were shown plan, aerial, and perspective views of displays for 9 situations (T-turn left, etc.) and were asked to explain what they meant. There were few errors. Driver preferences were plan, aerial, and perspective view, in that order. In a laboratory experiment, 12 additional drivers (6 age 30 or younger, 6 age 65 or older) in a vehicle mockup were simultaneously shown slides of intersections (photographed from the driver's viewpoint) and slides of a navigation display. Drivers indicated whether the two images were for the same or different type of intersection (cross, Y, T, etc.). The response time data indicated head-up displays were better than console-mounted displays (1524 versus 1630 ms), and that aerial views were slightly but not significantly better than plan views (1501 versus 1523 ms), but significantly better than perspective views (1706 ms). Responses to intersections shown as solid objects were more rapid than to those shown as outlines (1557 versus 1597 ms). Error, eye-fixation, and preference data supported these results. KW - Driver information systems KW - Driver vehicle interfaces KW - Emergency response time KW - Ergonomics KW - Head up displays KW - Human factors engineering KW - Human subject testing KW - Intelligent transportation systems KW - Navigation KW - Reaction time KW - Route guidance UR - https://trid.trb.org/view/412278 ER - TY - RPRT AN - 00670397 AU - Dongguang, G AU - Pasada, L AU - Nordin, C F AU - Colorado State University, Fort Collins AU - Federal Highway Administration TI - PIER SCOUR EQUATIONS USED IN THE PEOPLE'S REPUBLIC OF CHINA: REVIEW AND SUMMARY. INTERIM REPORT PY - 1993/09 SP - 66 p. AB - Equations for estimating scour depth at bridge structures were developed from model and field data presented in the Symposium on Scour at Bridges in China, 1964. These equations have been used in highway and railway engineering in China for more than 20 years. This report is based on a recent research paper for improving these equations by Gao and Xu. The equations have been improved and verified using field data from China and other countries. Others have described the flow field and scour process in great detail. The focus of this report is on the development of equations based on hydraulic model studies and a considerable amount of field data. Results calculated from the equations are in reasonable agreement with field data. KW - Alternatives analysis KW - Bridge piers KW - China KW - Depth KW - Equations KW - Field data KW - Field studies KW - Hydraulic models KW - Hydraulic structures KW - Scour UR - https://trid.trb.org/view/411139 ER - TY - RPRT AN - 00669000 AU - Ferragut, T R AU - Federal Highway Administration TI - STRATEGIC HIGHWAY RESEARCH PROGRAM ASPHALT RESEARCH OUTPUT AND IMPLEMENTATION PROGRAM PY - 1993/09 SP - 17 p. AB - The Intermodal Surface Transportation Efficiency Act of 1991 fully supported the implementation of research results from the $150 million Strategic Highway Research Program (SHRP). Successful implementation of SHRP by and large will be measured by successful implementation of the asphalt research. In a unique cooperative spirit, the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), and the SHRP Project Management Office have worked together to develop a plan that ensures the research will indeed be implemented. This paper describes important aspects of this partnership and focuses on key elements of the plan. These elements include: the large scale procurement and evaluation of new equipment; integration of equipment procurement with national training agenda; use of mobile laboratory support; integrated activities with standards setting functions of AASHTO; integrated use of other funding sources for followup research and implementation - National Cooperative Highway Research Program (NCHRP), FHWA Administrative Funds, and Federal-aid Planning and Research Funds; and the unique role of users-producer groups and technical working groups that represent public and private interests. Finally, the paper discusses the very critical function of Specific Pavement Study 9 (SPS-9), Validation of the SHRP Superpave (Trademark) and Innovations in Asphalt Pavements, in the continuing refinement of the Superpave (Trademark) performance models and design methods. KW - American Association of State Highway and Transportation Officials KW - Asphalt mixtures KW - Asphalt pavements KW - Equipment KW - Finance KW - Financial sources KW - Implementation KW - Innovation KW - Laboratories KW - Mobile laboratories KW - Procurement KW - Public private partnerships KW - Research KW - Standards KW - Strategic Highway Research Program KW - Training UR - https://trid.trb.org/view/410631 ER - TY - RPRT AN - 00667262 AU - Maurer, D AU - Sukley, R AU - Dash, U AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - SPRINKLE TREATMENT OF BITUMINOUS CONCRETE FOR IMPROVED SKID RESISTANCE PY - 1993/09 SP - 43 p. AB - The purpose of the report is the evaluation of Sprinkle Treatment of asphalt surface as compared to conventional treatment, ID-2 Wearing Course. Sprinkle treatment is intended to provide high frictional characteristics using a minimal amount of high quality aggregate. The evaluation is based on a 5 year collection of data as performed on two sections each of pavements. (Sprinkle treated as compared to Control sections of conventional ID-2 wearing course) by the Pennsylvania Department of Transportation. The most significant results were in cost and skid resistance. The cost of sprinkle treatment increased 16% over the conventional. Sprinkle treated demonstrated superior skid resistance to the control sections. It is concluded that the sprinkle treatment is not a cost-effective alternative, at this time, because of the current supply of approved reasonably priced quality aggregate in Pennsylvania. KW - Alternatives analysis KW - Asphalt concrete KW - Bituminous concrete pavements KW - Costs KW - Irrigation KW - Pavements KW - Skid resistance KW - Sprinkling KW - Watering UR - https://trid.trb.org/view/406261 ER - TY - RPRT AN - 00667245 AU - Hallenbeck, M E AU - Kim, S G AU - Washington State Transportation Center AU - Federal Highway Administration TI - SUMMARY OF TRUCK LOADING PATTERNS IN WASHINGTON STATE PY - 1993/09 SP - 39 p. AB - The report summarizes a brief analysis of WSDOT weight-in-motion data. The report includes data from ten sites: the four WSDOT bending plate sites and six piezoelectric sites. The intent of this analysis is to provide an overview of the truck loading patterns observed at these sites and to provide improved ESAL loading estimates for use within the WSDOT. The ten sites selected for inclusion in the study illustrate the variety of traffic loading conditions found in the state of Washington. KW - Bending moments KW - Load tests KW - Piezoelectricity KW - Truck loading facilities KW - Weight measurement UR - http://www.wsdot.wa.gov/research/reports/fullreports/314.1.pdf UR - https://trid.trb.org/view/406247 ER - TY - RPRT AN - 00666416 AU - McGee, H AU - Joshua, S AU - Hughes, W AU - Strickland, R AU - Bareket, Z AU - Bellomo-McGee, Incorporated AU - Federal Highway Administration TI - FEASIBILITY OF AN AUTOMATIC TRUCK WARNING SYSTEM PY - 1993/09 SP - 81 p. AB - One of the identified truck accident types that occur on curved exit ramps at interchanges is truck rollover. A truck will overturn or rollover if the lateral acceleration imposed upon it as it travels around a curve of a certain radius and superelevation is greater than allowable given its loading condition. Also, there is a speed at which rollover will occur. The report deals with an automatic warning system to prevent truck rollover. With the study, three different options were identified and evaluated for feasibility. Of the three, the option selected for further definition and cost-effectiveness analyses was an inroad detection/warning system. The system consists of two detection stations upstream of the curve with the combined ability to detect a truck speed, weight and height threshold. The warning system is a combination of a static warning sign and a fibre-optic warning message sign, which would be activated if the controller determined that the truck would be operating at the rollover threshold speed or faster by the time it reached the point of curvature. The report provides the details of the design, its costs, and its cost-effectiveness. Also, design plans and specifications were prepared for three installations on the Capital Beltway in Maryland and Virginia. KW - Automatic warning systems KW - Crash avoidance systems KW - Detection systems KW - Detectors KW - Exits KW - Height KW - Load limits KW - Rollover crashes KW - Speed KW - Trucks KW - Vehicle design UR - https://trid.trb.org/view/405915 ER - TY - RPRT AN - 00664404 AU - Barnes, K E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN ALTERNATIVE METHOD FOR ANALYZING MERGE/DIVERGE AND WEAVING AREAS ON FREEWAYS WITH FOUR OR MORE DIRECTIONAL LANES. INTERIM REPORT PY - 1993/09 SP - 58 p. AB - The current procedures for analyzing freeway weaving sections with four or more directional freeway lanes contain approximations and estimates based on observed freeways with fewer lanes. The use of larger cross-section freeways to cope with congestion reinforces the need for updated ramp merge/diverge and weaving area analysis procedures. This study documents the inappropriate results provided by the 1985 Highway Capacity Manual method of analysis. The new FRESIM microscopic freeway simulation model under development by the Federal Highway Administration provides reasonable estimates of merge/diverge and weaving area operations. This study substantiates the validity of the FRESIM model to predict the general performance of four and five lane freeways in Texas. Finally, recommendations for use of auxiliary lanes in Texas, based on FRESIM simulations, are presented in a tabular "operational matrix". KW - Auxiliary lanes KW - Diverging traffic KW - Freeway ramps KW - Freeways KW - Merging traffic KW - Microscopic models KW - Ramps (Interchanges) KW - Traffic simulation KW - Weaving sections UR - https://trid.trb.org/view/405284 ER - TY - RPRT AN - 00664339 AU - Roop, S S AU - Wang, D U AU - Dickinson, R W AU - Clarke, G M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - CLOSURE OF THE GIWW AND ITS IMPACT ON THE TEXAS HIGHWAY TRANSPORTATION SYSTEM: FINAL REPORT - VOLUME I PY - 1993/09 SP - 150 p. AB - This report was developed for use by the Texas Department of Transportation in planning efforts to reduce the degree of impact on the Texas highways in the event of a closure of the Texas Gulf Intracoastal Waterway (GIWW). With the provision of up-to-date GIWW commodities and roadway conditions, the methodologies developed in this report can predict the expected tonnage to be shifted to the highway system and its associated detrimental effects. This volume, Volume I, contains the final report and appendices A-C. KW - Closures KW - Environmental impacts KW - Freight transportation KW - Gulf Intracoastal Waterway KW - Highway capacity KW - Highway maintenance KW - Highway safety KW - Highway transportation KW - Impact studies KW - Lane closure KW - Maintenance costs KW - Maintenance management KW - Modal shift KW - Texas KW - Traffic congestion KW - Traffic patterns KW - Travel patterns UR - https://trid.trb.org/view/405220 ER - TY - RPRT AN - 00664340 AU - Roop, S S AU - Wang, D U AU - Dickinson, R W AU - Clarke, G M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - CLOSURE OF THE GIWW AND ITS IMPACT ON THE TEXAS HIGHWAY TRANSPORTATION SYSTEM: FINAL REPORT - VOLUME II PY - 1993/09 SP - 226 p. AB - This report was developed for use by the Texas Department of Transportation in planning efforts to reduce the degree of impact on the Texas highways in the event of a closure of the Texas Gulf Intracoastal Waterway. With the provision of up-to-date GIWW commodities and roadway conditions, the methodologies developed in this report can predict the expected tonnage to be shifted to the highway system and its associated detrimental effects. This volume, Volume II, contains appendices D through L. KW - Closures KW - Environmental impacts KW - Freight transportation KW - Gulf Intracoastal Waterway KW - Highway capacity KW - Highway maintenance KW - Highway safety KW - Highway transportation KW - Impact studies KW - Lane closure KW - Maintenance costs KW - Maintenance management KW - Modal shift KW - Texas KW - Traffic congestion KW - Traffic patterns KW - Travel patterns UR - https://trid.trb.org/view/405221 ER - TY - RPRT AN - 00664328 AU - Rowhani, P AU - Glauz, D L AU - Stoughton, R L AU - California Department of Transportation AU - Federal Highway Administration TI - VEHICLE CRASH TESTS OF A THRIE BEAM BARRIER TERMINAL. FINAL REPORT PY - 1993/09 SP - 93 p. AB - Two vehicle crash tests were performed on a new terminal design for thrie beam barrier. The terminal consists of nine 0.91 m (36 in.) diameter corrugated steel pipes (CSPs) to absorb the vehicle's kinetic energy. Some of these CSPs are braced with steel cables to increase the energy absorption capabilities of the terminal. The tests included one with a 2077-kg (4580-lb) pickup truck at 90 km/h (55.9 mph) and 0 deg on the nose of the barrier and the other with a 1928-kg (4250-lb) pickup truck at 95 km/h (59.1 mph) and 20 deg near the nose. The barrier did not pass NCHRP Report 230 test criteria. KW - Barriers (Roads) KW - Cables KW - Corrugated steel KW - Corrugated steel pipes KW - End treatments KW - Energy absorption KW - Freight terminals KW - Guardrails KW - Impact KW - Impact angle KW - Impact speed KW - Impact tests KW - Intermodal terminals KW - Pickup trucks KW - Speed KW - Steel KW - Steel cables KW - Steel pipe KW - Test results KW - Thrie beams UR - https://trid.trb.org/view/405209 ER - TY - RPRT AN - 00664240 AU - Roop, S S AU - MATHUR, S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - LEASING OF TXDOT'S RIGHTS-OF-WAY. FINAL REPORT PY - 1993/09 SP - 119 p. AB - This report was developed for use by the Texas Department of Transportation (TxDOT) in expanding and developing its airspace or right-of-way leasing program. The report collects and presents policy and procedure data from several states currently involved in airspace leasing with the goal of providing information that TxDOT can use to expand its right-of-way leasing program. The report covers policy and procedures data on lease provisions, marketing and advertising, and staffing considerations. KW - Advertising KW - Airspace (Aeronautics) KW - Airspace (Law) KW - Asset management KW - Leasing KW - Marketing KW - Personnel KW - Policy KW - Procedures KW - Property management KW - Right of way (Land) KW - Texas UR - https://trid.trb.org/view/405123 ER - TY - RPRT AN - 00648120 AU - Solaimanian, M AU - Kennedy, T W AU - Elmore, W E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - LONG-TERM EVALUATION OF STRIPPING AND MOISTURE DAMAGE IN ASPHALT PAVEMENTS TREATED WITH LIME AND ANTISTRIPPING AGENTS. FINAL REPORT PY - 1993/09 SP - 78 p. AB - This report summarizes the results of a long-term field evaluation of the effectiveness of lime and various antistripping agents. This research study was a continuation of the research carried out between 1986 and 1991 (documented in CTR Research Reports 441-1 and 441-2F). Core samples were obtained from the field test sections and tested in the laboratory based on Test Methods Tex-531-C and AASHTO T283. Test results did not indicate any consistent pattern with regard to effectiveness of certain antistripping additives versus others. The field test sections, treated with antistripping agents and built in eight districts of the Texas Department of Transportation, were monitored for signs of distress during the course of the research study. No signs of moisture damage could be found on any of the test sections (with and without antistripping) which had been exposed to traffic and moisture for six to seven years. At this time, the average air void levels for different districts varied between 2 and 5%. Other types of distress such as cracking and rutting could be found on some of the sections. KW - Air voids KW - Air voids content KW - Antistrip additives KW - Asphalt pavements KW - Calcium oxide KW - Core analysis KW - Cores (Specimens) KW - Defects KW - Effectiveness KW - Evaluation KW - Long term KW - Loss and damage KW - Measures of effectiveness KW - Moisture damage KW - Pavement cracking KW - Pavement distress KW - Pavement performance KW - Pavements KW - Rutting KW - Stripping (Pavements) KW - Test results KW - Test sections KW - Time duration KW - Water UR - https://trid.trb.org/view/387456 ER - TY - RPRT AN - 00647338 AU - Huckelbridge, A A AU - El-Esnawi, H AU - Moses, F AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - AN INVESTIGATION OF LOAD TRANSFER IN MULTI-BEAM PRESTRESSED BOX GIRDER BRIDGES. FINAL REPORT PY - 1993/09 SP - 109 p. AB - This report describes a series of field tests of multi-beam prestressed box girder bridges. The objectives of the tests were to investigate the in situ performance of the grouted shear keys, located at the joints between adjacent girders, and to identify causes for joint distress observed on some bridges of this type. The tests consisted of monitoring relative displacements occurring across the intergirder joints, as well as bending strains in the girders themselves, during passages of a preweighed test vehicle. The test vehicle consisted of a fully loaded tandem axle dump truck with axle loads typically in the range of 18 kips (80 kN). Relative displacements were measured with an especially designed transducer, having a resolution on the order of 0.1 mil (.00254 mm), which was bonded to the underside of the bridge across the intergirder joints. Bending strains in the girders were measured with conventional foil strain gages, having a gage length of 1.5 in. (38 mm), bonded to the underside of the beams along their centerlines. A total of five bridges were tested; one bridge was tested on two occasions, both before and after attempted joint repairs. All of the bridges tested had some joints exhibiting relative displacements large enough to indicate a fractured shear key. Joints for which there were obvious indications of joint problems (leakage through the joint or reflective cracking in the deck above the joint) expectedly indicated large relative displacements. Other joints, which as yet had no readily observable problems, also indicated fractured shear keys. There would therefore appear, at least in some circumstances, to be a lag between the time when a shear key is fractured and observable joint problems are manifested. Typically joints exhibiting the largest relative displacements were those adjacent to the normal wheel tracks in the driving lanes, indicating that shear key failure is related to load transfer demands placed upon the intergirder joints. KW - Beams KW - Bending KW - Bending strains KW - Box girder bridges KW - Bridges KW - Dislocation (Geology) KW - Field tests KW - Flexural strength KW - In situ performance KW - Joints KW - Joints (Engineering) KW - Load transfer KW - Prestressed concrete bridges KW - Shear keys KW - Strain gages KW - Transducers UR - https://trid.trb.org/view/387157 ER - TY - RPRT AN - 00643532 AU - Meneguzzer, C AU - Boyce, D E AU - Rouphail, N AU - Sen, A AU - Illinois Transportation Research Consortium AU - Illinois Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION AND EVALUATION OF AN ASYMMETRIC, EQUILIBRIUM ROUTE CHOICE MODEL INCORPORATING INTERSECTION-RELATED TRAVEL TIMES. FINAL REPORT PY - 1993/09 SP - 183 p. AB - This study considers theoretical and computational issues related to the development and implementation of an equilibrium route choice model with asymmetric cost functions that reflect traffic interaction at urban intersections. Detailed modes of intersection operation are imbedded into a user-optimal route choice framework, so that link costs can be represented by a set of realistic delay functions. The intersection analysis is mainly based on the methodologies posed in the 1989 Highway Capacity Manual and subsequent amendments and includes most of the intersection configurations that are encountered in practice. Also, a methodology for travel time analysis of urban and suburban arterials is applied to links between intersections in place of conventional link performance functions. The model is implemented on a medium-size network located in the North Shore subregion of the Chicago region; a detailed network representation, in which turning movements at intersections are coded as separate links, is adopted. A network builder program, which created the detailed representation starting from a conventional one, has been developed and applied to the case study. In addition, a procedure for interfacing the model with a conventional route choice model is implemented. The solution of the asymmetric equilibrium route choice model incorporating the detailed intersection analysis is accomplished using the diagonalization algorithm. Extensive computational tests are carried out, and the model performance is evaluated for the network as a whole as well as at the level of individual intersections. Also, a comparative study of the equilibrium solution is investigated from both a theoretical and a computational standpoint. KW - Algorithms KW - Asymmetric cost functions KW - Chicago (Illinois) KW - Equilibrium models KW - Intersections KW - Performance evaluations KW - Route choice KW - Traffic assignment KW - Traffic signal timing KW - Urban areas KW - Urban intersections UR - https://trid.trb.org/view/386025 ER - TY - RPRT AN - 00643531 AU - Said, K AU - Rouphail, N AU - Boyce, D E AU - Sen, A AU - Illinois Transportation Research Consortium AU - Illinois Department of Transportation AU - Federal Highway Administration TI - OPTIMIZATION OF TRAFFIC SIGNAL CONTROLS WITHIN EQUILIBRIUM ROUTE CHOICE MODELS. FINAL REPORT PY - 1993/09 SP - 142 p. AB - The objective of this research is to incorporate intersection design elements into a user-equilibrium route choice model. These elements consist of a realistic traffic signal setting model and traffic signal phase selection model. The research includes the application of these models to a fairly large existing network. In conventional network equilibrium models, unrealistic mathematical functions are used to calculate link costs in relation to the flows traversing the link. In this project, state of the art capacity, signal timing and delay models of signalized intersections are incorporated into a network equilibrium route choice model. The bilevel nonlinear programming framework is used to formulate the problem. A traffic signal timing model was developed to account for permissive as well as protected left turn traffic demand and capacities, unlike conventional models which ignore the permissive left turn demand and capacities. The optimum signal settings are obtained by an iterative procedure, where cycle lengths and green splits are calculated, and capacities and flows of protected and permissive left turns are updated. A model for optimizing traffic signal phasing was also developed. Existing traffic signal phasing schemes were first estimated, and for these phasing schemes, signal settings (timing and splits) were optimized. The model then applies a scheme to improve the existing phasing by testing all possible rational combinations of phasing at every intersection; based on the least delay criterion, the best phasing is selected. The user-optimal route choice model is used to evaluate the existing phasing scheme and select the best phasing, and to offer a comparison between the two. All intersection design element models involve a lane-by-lane approach, which offers a more detailed and accurate design and analysis of intersection operation. The route choice model is applied to a large-size existing network, namely the Chicago North Shore Regional Network. It consists of 413 zones; 8,406 nodes; and 26,719 links. The intersection design element models, which are embedded in the route choice model, apply to a smaller network within the regional network; it consists of 217 zones; 1,059 nodes; and 2,898 links. Finally, analysis of the results and recommendations are presented. KW - Chicago (Illinois) KW - Equilibrium models KW - Exclusive phasing KW - Highway capacity KW - Intersection capacity analysis KW - Left turn phase KW - Left turn phasing KW - Optimization KW - Permissive phasing KW - Route choice KW - Traffic assignment KW - Traffic flow KW - Traffic signal phases KW - Traffic signal phasing KW - Traffic signal timing UR - https://trid.trb.org/view/386024 ER - TY - RPRT AN - 00642341 AU - Ferguson, P J AU - Avent, J AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - LIME-FLY ASH-AGGREGATE BASE COURSE WITH CLASS C FLY ASH. FINAL REPORT PY - 1993/09 SP - 29 p. AB - This study evaluates the performance of a lime-fly ash stabilized base course using Class C fly ash constructed on a highway paving project. The stabilization consisted of a six-inch thick lime-fly ash-aggregate (LFA) mixture utilizing low plasticity sand aggregates. Data were collected through visual observations, photographic documentation, distress surveys, core evaluation, and deflection testing over a three year period. Project data exhibited a very successful undertaking using Class C fly ash in an LFA mixture as a base course alternative. KW - Aggregates KW - Base course (Pavements) KW - Condition surveys KW - Core analysis KW - Cores (Specimens) KW - Defects KW - Deflection tests KW - Inspection KW - Lime fly ash KW - Pavement distress KW - Pavements KW - Performance evaluations KW - Photographs KW - Sand KW - Stabilized materials KW - Vision UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20147%20-%20Long-Term%20Effect%20of%20Lime-Fly%20Ash%20Treated%20Soils.pdf UR - https://trid.trb.org/view/381430 ER - TY - RPRT AN - 00642322 AU - Federal Highway Administration TI - AERODYNAMICS LABORATORY PY - 1993/09 SP - 2 p. AB - Operated by the Federal Highway Administration's (FHWA's) Office of the Associate Administrator for Research and Development, the Turner-Fairbank Highway Research Center (TFHRC) is the Nation's primary highway transportation research and development facility. Located in McLean, Virginia, just inside the Capital Beltway, the TFHRC consists of a number of world-class testing and laboratory facilities. This pamphlet describes the Center's Aerodynamics Laboratory. Research in the Aerodynamics Laboratory involves model testing, numerical modelling, static and dynamic structural analysis, and full scale measurements. KW - Aerodynamic force KW - Aerodynamics KW - Bridges KW - Laboratory tests KW - Model tests KW - Poles (Supports) KW - Prototype tests KW - Research and educational facilities KW - Research facilities KW - Sign supports KW - Signal support (Structural) KW - Signals KW - Simulation KW - Structural analysis KW - Wind KW - Wind load KW - Wind tunnels UR - https://trid.trb.org/view/381411 ER - TY - RPRT AN - 00642306 AU - Herman, L AU - Bowlby, W AU - Vanderbilt University AU - Washington State Department of Transportation AU - Federal Highway Administration TI - NOISE MITIGATION STRATEGIES. FINAL TECHNICAL REPORT PY - 1993/09 SP - 159 p. AB - Noise mitigation strategies involving both noise reduction at the source of transportation noise and at the receiver of transportation noise are reviewed. The following major sources of noise within a motor vehicle were considered: engine, intake, exhaust, cooling fan, transmission, and tire noise. Current research intended to address methods of reducing noise for each of these sources is discussed. It was found that vehicle manufacturer efforts in the U.S. to reduce vehicle noise are currently being motivated by marketplace demands for quiet vehicles. In addition to the potential noise reduction from specific components of the vehicle, it was found that the type of roadway pavement can have a significant effect on tire/road noise. A key strategy for reducing transportation noise at the receiver of the noise was land use compatibility planning. Local agencies who have successfully implemented noise and land use compatibility planning programs were interviewed. These programs fall into two broad categories. The first category is land use compatibility brought about by zoning. In this category, land uses that are inherently compatible with transportation noise sources are located adjacent to the sources. The second category, referred to as proponent mitigated development, involves a process of mitigation needed to make the land use compatible with transportation noise through mitigation efforts funded by the proponent of the development. It was found that noise and land use compatibility programs were most beneficial to communities in the earlier stages of development whereas the use of a local noise ordinance was found to be more beneficial to communities that are more fully developed. KW - Compatibility KW - Land use planning KW - Mitigation KW - Motor vehicles KW - Noise KW - Noise control KW - Noise reduction KW - Ordinances KW - Pavements KW - Strategic planning KW - Tires KW - Traffic mitigation KW - Traffic noise KW - Transportation KW - Transportation noise KW - Vehicle noise KW - Zoning UR - http://www.wsdot.wa.gov/research/reports/fullreports/327.2.pdf UR - https://trid.trb.org/view/381394 ER - TY - RPRT AN - 00642305 AU - Herman, L AU - Bowlby, W AU - Vanderbilt University AU - Washington State Department of Transportation AU - Federal Highway Administration TI - NOISE MITIGATION STRATEGIES. FINAL REPORT PY - 1993/09 SP - 40 p. AB - Noise mitigation strategies involving both noise reduction at the source of transportation noise and at the receiver of transportation noise are reviewed. The following major sources of noise within a motor vehicle were considered: engine, intake, exhaust, cooling fan, transmission, and tire noise. Current research intended to address methods of reducing noise for each of these sources is discussed. It was found that vehicle manufacturer efforts in the U.S. to reduce vehicle noise are currently being motivated by marketplace demands for quiet vehicles. In addition to the potential noise reduction from specific components of the vehicle, it was found that the type of roadway pavement can have a significant effect on tire/road noise. A key strategy for reducing transportation noise at the receiver of the noise is land use compatibility planning. Local agencies who have successfully implemented noise and land use compatibility planning programs were interviewed. These programs fall into two broad categories. The first category is land use compatibility brought about by zoning. In this category, land uses that are inherently compatible with transportation noise sources are located adjacent to the sources. The second category, referred to as proponent mitigated development, involves a process of mitigation needed to make the land use compatible with transportation noise through mitigation efforts funded by the proponent of the development. It was found that noise and land use compatibility programs were most beneficial to communities in the earlier stages of development whereas the use of a local noise ordinance was found to be more beneficial to communities that are more fully developed. KW - Compatibility KW - Land use planning KW - Mitigation KW - Motor vehicles KW - Noise KW - Noise control KW - Noise reduction KW - Ordinances KW - Pavements KW - Strategic planning KW - Tires KW - Traffic mitigation KW - Traffic noise KW - Transportation KW - Transportation noise KW - Vehicle noise KW - Zoning UR - http://www.wsdot.wa.gov/research/reports/fullreports/327.1.pdf UR - https://trid.trb.org/view/381393 ER - TY - RPRT AN - 00642307 AU - Kay, R K AU - Mahoney, J P AU - Jackson, N C AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THE WSDOT PAVEMENT MANAGEMENT SYSTEM - A 1993 UPDATE. FINAL REPORT PY - 1993/09 SP - 205 p. AB - This first report documents some of the more fundamental features of the Washington State Pavement Management System (WSPMS). Included is an overview of pavement management principles. Recent additions to the WSPMS include the rehabilitation scoping technique and revised pavement rating scores. These are documented in the report. KW - Evaluation KW - Pavement conditions KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Principles KW - Ratings KW - Rehabilitation scoping KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/274.1.pdf UR - https://trid.trb.org/view/381395 ER - TY - RPRT AN - 00640034 AU - Schutzbach, A M AU - Lyons, A J AU - Illinois Department of Transportation AU - Federal Highway Administration TI - ALTERNATIVES TO FULL-DEPTH PATCHING ON RESURFACING PROJECTS. FINAL REPORT PY - 1993/09 SP - 36 p. AB - The vast majority of Illinois' non-interstate network is constructed of jointed Portland cement concrete (PCC). Typically, Illinois' first significant rehabilitation efforts for jointed PCC pavements are in the form of full-depth bituminous concrete or undoweled PCC patches, followed by a 2.5-in. bituminous concrete policy overlay. The full-depth bituminous concrete patches often rut or hump, and the full-depth undoweled PCC patches often settle, rock, or pump, resulting in a rough-riding overlay. The objectives of this study were to develop alternatives to conventional full-depth patching of PCC pavements on resurfacing projects, to evaluate their performance, and to determine their cost-effectiveness. The following alternatives were studied: full-depth bituminous concrete patches, partial-depth bituminous concrete patches, full-depth undoweled PCC patches, Roadglas (a woven fiberglass repair system marketed by Owens-Corning Fiberglas Corporation) over joints and cracks in lieu of patching, and GlasGrid (a self-adhesive fiberglass mesh produced by Bayex, a division of Bay Mills Limited) over joints, cracks, and patches, all with a 2.5-in. bituminous concrete policy overlay. Reducing patching quantities and applying the "savings" to increasing the overlay thickness was also studied. KW - Alternatives analysis KW - Asphalt concrete KW - Concrete pavements KW - Cost effectiveness KW - Full-depth reclamation KW - Glasgrid (Self-adhesive fiberglass mesh) KW - Overlays (Pavements) KW - Patching KW - Pavement joints KW - Performance evaluations KW - Portland cement concrete KW - Resurfacing KW - Roadglas (Woven fiberglass repair system) KW - Thickness UR - http://ntl.bts.gov/lib/5000/5700/5773/afdp.pdf UR - https://trid.trb.org/view/380872 ER - TY - CONF AN - 00639959 AU - Reinke, D B AU - Faris (Jerry M) TI - NEW DIRECTIONS IN COLLECTION AND USE OF HOUSEHOLD TRAVEL SURVEY DATA PY - 1993/09 SP - p. 797-821 AB - Household travel survey data are the foundations for development of travel demand models. But in many urban areas, existing household travel survey data are not sufficiently detailed for current transportation and air quality analysis needs. In addition, many data sets are 15 or more years old; because of large demographic changes since then, it is highly likely that these older data sets do not adequately represent current travel. A further issue is that these data are not often fully used; by limiting their use to travel model development, transportation planning agencies are not aware of potential uses of the data for analysis of transportation and air quality issues that cannot be directly analyzed with current travel models. This paper presents an overview of the collection and use of household travel survey data. The paper reviews household travel survey data collection experience, focusing on recent surveys in the San Francisco Bay Area, California, and summarizes lessons learned from survey experience. The paper also discusses the use of household travel survey data beyond that of estimating traditional travel demand models. The paper concludes with a look at new advances in household travel survey data collection, with an emphasis on longitudinal data collection. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Air quality KW - Conferences KW - Data analysis KW - Data collection KW - Households KW - Innovation KW - Longitudinal studies KW - Mathematical analysis KW - San Francisco Bay Area KW - Transportation planning KW - Travel surveys KW - Urban areas UR - https://trid.trb.org/view/383914 ER - TY - CONF AN - 00639922 AU - Purvis, C L AU - Faris (Jerry M) TI - ESTIMATING REGIONAL AUTO OWNERSHIP MODELS USING THE 1990 CENSUS PUBLIC USE MICRODATA SAMPLE (PUMS) PY - 1993/09 SP - p. 95-123 AB - Disaggregate (household-level) auto ownership choice models have typically been estimated using large-scale cross-sectional household travel surveys. These travel demand models will typically stratify housholds into households owning zero, one, or two-or-more vehicles within the household. This basic market segmentation is critical in the estimation and application of a regional set of disaggregate travel demand models. An alternative regional data set for estimating disaggregate auto ownership choice models is the 1990 Census Public Use Microdata Sample (PUMS). The PUMS are two disaggregate files of individual 1990 Census records (household and population characteristics) of either 1% of an area's households, or 5% of an area's households (the 1% and the 5% Sample). Disaggregate auto ownership choice (logit) models have been estimated based on the PUMS data files for the nine-county San Francisco Bay Area. Disaggregate validation is reported at the Public Use Microdata Area (PUMA) and by other market segments. These models are also compared to disaggregate models based on the 1981 and 1990 Metropolitan Transportation Commission (MTC) household travel surveys. Strengths and weaknesses of both approaches - PUMS versus household travel surveys - are discussed. The primary weakness of the PUMS is the lack of neighborhood characteristics, such as land use density or accessibility measures, at a fine enough geographic level (i.e., regional travel analysis zone). Transferability of the model estimation methodology to other metropolitan regions is discussed. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - 1990 Census KW - Alternatives analysis KW - Automobile ownership KW - Conferences KW - Disaggregate analysis KW - Disaggregate models KW - Estimating KW - Logits KW - Public use microdata samples KW - San Francisco Bay Area KW - Travel demand KW - Travel surveys UR - https://trid.trb.org/view/383878 ER - TY - CONF AN - 00639924 AU - Bernardin, V L AU - SAHA, S K AU - Faris (Jerry M) TI - A SIMULTANEOUS LINK SPEED ADJUSTMENT PROCEDURE FOR CALIBRATING TRAFFIC ASSIGNMENT MODELS: A CASE STUDY OF TERRE HAUTE & SOUTH BEND PY - 1993/09 SP - p. 153-169 AB - In the calibration of transportation planning models, adjustments to link speeds or impedances are very common. However, since this process is typically conducted on an ad hoc basis to "fix" localized problems, the adjustments invariably create new problems in other parts of the network. Consequently, the network calibration often turns into a painstaking, protracted process of trial-and-error adjustments. In this paper, a simple two-step procedure for simultaneously adjusting link speeds throughout the network is presented. The paper presents a case study using the Terre Haute, Indiana network, and the results of a more recent application of the technique in calibrating the South Bend-Elkhart, Indiana network. Before-and-after error statistics are discussed as well as summary statistics of speeds by facility type and corridor. The method has proven to be a tremendous time-saver and can be very useful for modelers provided it is not used as a panacea for calibration problems that are not related to link speed misspecifications. The paper ends by taking pains to point out this potential for abuse. For modelers who prefer to avoid individual link impedance adjustments in favor of modifying speed-capacity tables, the procedure can be used for determining the optimum average speed for a given facility type. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Adjustment factors KW - Adjustments KW - Calibration KW - Case studies KW - Conferences KW - Electrical impedance KW - Link speeds KW - Links (Networks) KW - Mathematical models KW - Mechanical impedance KW - Productivity KW - South Bend (Indiana) KW - Speed KW - Terre Haute (Indiana) KW - Time savings KW - Traffic assignment KW - Transportation KW - Transportation models KW - Transportation planning UR - https://trid.trb.org/view/383880 ER - TY - CONF AN - 00639947 AU - Adler, T J AU - Rimmer, L L AU - Bredahl, D AU - Lamb, D R AU - Faris (Jerry M) TI - HOUSEHOLD SURVEY FOR THE TAMPA BAY REGIONAL TRANSPORTATION PLANNING MODEL PY - 1993/09 SP - p. 557-573 AB - The Florida Department of Transportation (FDOT) is funding the development and application of a transportation planning model covering the Tampa Bay region of Hillsborough, Pinellas, Pasco and Hernando Counties. This region is unique in several ways. First, the region includes two major metropolitan areas, Tampa and Clearwater/St. Petersburg, separated by a bay and connected with causeways. Second, the region has a very large retired population comprising almost 40% of the region's households. And third, the region attracts a substantial amount of recreational traffic because of its beaches and other commercial attractions such as Busch Gardens. This paper describes the household survey effort that was developed to address the transportation-related issue resulting from these characteristics. A mailout/mailback household survey was developed to collect information about household travel characteristics and about mode preferences of the region's residents. The survey used Dillman's Total Design Method to maximize response rate. The net response rate was close to 50%. Travel diary data from the survey were used to estimate life-cycle-based trip generation rates by trip type. Significant variations were found in trip-making patterns among three major household categories: retired, non-retired with children and non-retired without children. Because of the large number of retired households in the region, these differences in travel characteristics are especially important in transportation planning for the region. The household survey included a stated preference section designed to provide data for a Direct Utility Assessment (DUA) analysis of choices among existing and prospective future travel modes. The statistical analysis of these data was used to update and provide additional details to the Florida standard mode split model. The analysis showed significant differences in mode preferences among income classes and between alternative line haul and access modes. Overall, the household survey provided useful insights into the effects on travel behavior of the region's unique characteristics. These insights in turn provide guidance for the design of the full regional transportation planning models. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Consumer behavior KW - Consumer preferences KW - Data collection KW - Households KW - Income KW - Mathematical models KW - Modal split KW - Mode choice KW - Regional transportation KW - Statistical analysis KW - Surveys KW - Tampa Bay Area KW - Transportation KW - Transportation models KW - Transportation planning KW - Travel behavior KW - Travel patterns KW - Trip generation UR - https://trid.trb.org/view/383903 ER - TY - CONF AN - 00639949 AU - Schiffer, R G AU - Faris (Jerry M) TI - LICENSE TAG SURVEYS - DATA COLLECTION, PROCESSING AND ANALYSIS: THE PENSACOLA STREET REALIGNMENT STUDY (TALLAHASSEE, FLORIDA) PY - 1993/09 SP - p. 583-605 AB - The Florida Department of Transportation (FDOT) is presently conducting a corridor study for a proposed one-way pair of two streets connecting Downtown Tallahassee with areas surrounding Florida State University. At the University's request, FDOT has now incorporated as one of its alternatives the realignment of a major four lane roadway, Pensacola Street, to connect with the proposed one-way pair. The realignment of Pensacola Street would remove a significant physical barrier to pedestrian activity on campus. An origin-destination survey was proposed to identify existing travel patterns which would be impacted by a realignment of Pensacola Street. A license tag survey was chosen as the appropriate methodology for two primary reasons. First, license tag surveys are relatively inexpensive and can generally be accomplished in a shorter time frame than a traditional origin-destination roadside interview survey. Secondly, the emphasis of the survey was to ascertain trip origins and destinations only. Typical interviewer-obtained data concerning trip purposes, vehicle occupancies and trip lengths were not essential to the survey. However, completing the survey prior to the end of Florida State University's spring semester was critical. While a license tag survey is relatively simple in terms of the information collected, survey success is dependent on the definition of adequate survey sites, the training and coordination of manpower and the availability of needed equipment. Survey-generated datasets were analyzed using the Statistical Analysis System (SAS) software. Survey findings and products included the following: Split between "through" trips and "University-bound" trips; Trip origin-destination matrix; Comparisons between survey-generated and model-generated trip tables. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Conferences KW - Field data KW - Field studies KW - Highway realignment KW - License plate surveys KW - License plates KW - Mathematical models KW - Matrices (Mathematics) KW - Origin and destination KW - Statistical analysis KW - Surveys KW - Tallahassee (Florida) KW - Transportation KW - Transportation models KW - Travel patterns UR - https://trid.trb.org/view/383905 ER - TY - CONF AN - 00639926 AU - Schiffer, R G AU - Faris (Jerry M) TI - DIFFERENCES IN TRAVEL BEHAVIOR BETWEEN PERMANENT & SEASONAL RESIDENTS: THE LEE COUNTY (FLORIDA) URBAN TRAVEL CHARACTERISTICS STUDY PY - 1993/09 SP - p. 187-217 AB - Areas of south and central Florida play host to a significant number of seasonal residents each winter. These "snowbirds", as they are called, generally reside in the northeast and midwest for the majority of the year but spend the winter months in Florida. It has always been the perception that seasonal residents have differed considerably from permanent Florida residents in terms of travel behavior. However, previous travel surveys conducted in Florida have not specifically targeted seasonal residents and their tripmaking characteristics. The Florida Department of Transportation (FDOT) initiated the Lee County Urban Travel Characteristics Study to identify differences in travel behavior between permanent and seasonal residents of the Fort Myers-Cape Coral Metropolitan Area. This information will later be used to update the existing tranfportation planning models for Lee County. More importantly, it is believed that survey findings on permanent and seasonal resident tripmaking in Lee County should be transferrable to other areas of Florida and possibly other regions of the United States which experience strong variations in seasonal population. It is anticipated that the survey findings on seasonal resident travel behavior will be used in revising the Florida Standard Urban Transportation Model Structure. The Lee County Urban Travel Characteristics Study has concluded that significant differences in travel behavior do exist between seasonal and permanent residents. These differences include the following: average household size; number of trips per household; percent of trips by purpose; average trip lengths; vehicle occupancies; and temporal distribution of trips (time-of-day). The seasonal resident population continues to increase in Florida. Nonpermanent residents are impacting both the validity of Florida's travel forecasting models and the ability to identify their impacts on future roadway needs. This study will be a catalyst in redefining standard modeling practices to account for seasonal resident variation in travel behavior. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Case studies KW - Conferences KW - Forecasting KW - Lee County (Florida) KW - Mathematical models KW - Metropolitan areas KW - Seasonal residents KW - Transportation KW - Transportation models KW - Transportation planning KW - Travel behavior KW - Travel demand KW - Urban travel UR - https://trid.trb.org/view/383882 ER - TY - CONF AN - 00639928 AU - Kanninen, B J AU - Mohn, C AU - Faris (Jerry M) TI - THE ECONOMICS OF ALTERNATIVE TRANSPORTATION MODES: MEASURING THE VALUE OF TRANSPORTATION CHARACTERISTICS THAT AFFECT THE DEMAND FOR TRANSPORTATION MODES PY - 1993/09 SP - p. 233-260 AB - Transportation congestion is worsening in most U.S. cities. In addition, to the opportunity costs of time associated with traffic congestion, there are environmental costs associated with automobile use: greenhouse gas emissions, air and noise pollution, and increased land use. Yet people are increasingly unwilling to use alternative modes of transportation, such as public transit, carpooling, or bicycling, which might impose lower environmental and time costs on society. Nationally, the automobile occupancy rate during commute hours was 1.1 in 1990. Although the Twin Cities does not face the severe congestion and pollution problems faced by cities such as Los Angeles and New York, it is nevertheless important to begin addressing this issue in terms of medium-sized cities. Trends show the situation will worsen over time. We must begin searching for ways to reverse these trends. The ultimate goal of this research is to better understand the transportation needs and desires of the people in the Twin Cities area so that we will be able to design transportation alternatives (public transit, semi-private or private commuter services, bicycle or pedestrian systems) that better accommodate the public demand. The objective of the present research project is to assess the values that the public places on particular transportation amenities or characteristics. By measuring these values, we can define the public's priorities in choosing transportation modes, and we can attempt to design transportation alternatives that address these priorities. In this paper a mode-choice model incorporating several (nested) decisions made by households is estimated. People jointly decide such things as what mode to use, how many cars to own, and how many trips to take. This model takes these decisions as dependent variables and uses as independent variables household characteristics (income, age, number in household, number under 5 years old, use day care - yes/no, hours worked per week, occupation, region of residence, and region of work) and mode characteristics (proximity of bus line to home, distance to trip, trip time, and trip cost). The data used are from the 1990 Travel Behavior Inventory, collected by the Metropolitan Council for the Twin Cities. These data have 9,746 household observations and contain some sociodemographic information and a one-day trip diary of all members in each household, including origin, destination, time and purpose. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Economics KW - Environmental impacts KW - Governments KW - Medium sized cities KW - Minneapolis (Minnesota) KW - Mode choice KW - Present value KW - Public KW - Saint Paul (Minnesota) KW - Strategic planning KW - Traffic congestion KW - Values KW - Variables UR - https://trid.trb.org/view/383884 ER - TY - CONF AN - 00639943 AU - Milone, R J AU - Faris (Jerry M) TI - AN ANALYSIS OF INCOME STRATIFIED WORK TRIP DISTRIBUTIONS FOR WASHINGTON, D.C. PY - 1993/09 SP - p. 507-520 AB - This report presents a comparative analysis of work related travel distributions, both with and without income stratification, in the Washington, D.C. metropolitan area. The investigation makes use of available 1980 Census travel files to develop Home-Based-Work (HBW) person trip tables which are disaggregated to four income levels. The study objective is to assess whether or not income related biases exist in nonstratified distributions, upon which current gravity models are calibrated. The study has found that, in general, regional trip length frequencies appear to increase uniformly, but not dramatically, from lower to higher income strata. The mean travel time between each of the four income strata increases by approximately 1 to 3 minutes. An analysis of jurisdictional interchange summaries has shown that the nonstratified trip distribution tends to overestimate lower income travel to the regional core, by 19% for the lower income groups, and to underestimate high income travel to the regional core, approximately 17% for the 2 upper income groups. This bias is most pronounced for trips produced from the inner-suburban jurisdiction, and appears to be offset, in large part, by intra-jurisdictional travel. The nonstratified trip distribution appears to understate low income travel and overstate high income travel within suburban counties. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Bias (Statistics) KW - Conferences KW - Gravity models KW - Income KW - Travel time KW - Trip distribution KW - Trip length KW - Washington Metropolitan Area KW - Work trips UR - https://trid.trb.org/view/383899 ER - TY - CONF AN - 00639945 AU - Blewett, Chris AU - Lewis, M AU - DAY, S AU - Faris (Jerry M) TI - THE ALBUQUERQUE TRAFFIC MONITORING SYSTEM: BEYOND TRAFFIC DATA COLLECTION STANDARDS PY - 1993/09 SP - p. 539-545 AB - State standards for traffic monitoring have been in place in New Mexico since 1987. These standards prescribe methods for the collection, processing and reporting of traffic monitoring data and summary statistics. The standards were based in part on Traffic Monitoring Guide (TMG) recommendations and the principles of truth-in-data and base data integrity. The standards served as a basis for the design and implementation of the Albuquerque Traffic Monitoring Program (ATMP), yet it soon became apparent that standards alone do not ensure the success of a traffic monitoring program. In order to formulate the basis for an effective traffic monitoring program and the efficient utilization of traffic monitoring data, additional elements were considered and implemented. Front end software was developed for processing traffic monitoring data, applying standard edits and other quality control measures and saving summary statistics to ASCII files. Automated linkages between the summary statistic files and the Geographic Information System (GIS), modeling environment and Street Inventory File (SIF) were implemented so that traffic monitoring data could be effectively linked with the environments and software in which it is most often utilized. A menu driven GIS based query system was developed which allows users to review the entire universe of data collection points, select subsets for on screen or hard copy reports, and review other relevant data like the annual and monthly data collection schedules, traffic flows and roadway utilization data. The GIS was also used to generate monthly data collection schedules in map form to assist field personnel with the identification of data collection points and the efficient grouping of traffic monitoring activities. This paper describes how these features combined with standards for traffic data collection have resulted in a traffic monitoring program and information system which is quality oriented, highly automated, user friendly and cost effective. Given the emphasis placed on traffic monitoring systems by the Intermodal Surface Transportation Efficiency Act (ISTEA), this paper may also serve as a guide to communities which are interested in revitalizing existing traffic monitoring programs and information systems. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Albuquerque (New Mexico) KW - Conferences KW - Cost effectiveness KW - Geographic information systems KW - Information processing KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Monitoring KW - Quality KW - Quality control KW - Software KW - Standards KW - Statistics KW - Traffic UR - https://trid.trb.org/view/383901 ER - TY - CONF AN - 00639961 AU - Pearson, D F AU - Dresser, G B AU - Faris (Jerry M) TI - HOUSEHOLD AND WORKPLACE TRAVEL SURVEY DESIGN PY - 1993/09 SP - p. 831-878 AB - This paper is the result of a comprehensive review of the household and workplace survey methodologies, survey instruments, and survey results from five household and workplace surveys done in Texas in 1990-91. Included in the paper are recommended changes, additions, etc., to the methodologies with revised survey instruments and special conditions/guidelines for addressing problems identified in the surveys. Methodologies are developed and presented for the determination of survey sample sizes and the sample selection procedure. Specific recommendations for conducting the surveys are presented in the paper. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Households KW - Methodology KW - Problem identification KW - Recommendations KW - Texas KW - Travel surveys KW - Workplaces UR - https://trid.trb.org/view/383916 ER - TY - CONF AN - 00639963 AU - Johnson, K A AU - Faris (Jerry M) TI - LONG RANGE TRANSPORTATION AND FINANCIAL PLANNING PROCESS FOR THE PITTSBURGH METROPOLITAN REGION PY - 1993/09 SP - p. 923-930 AB - Because of the long range planning mandates for Metropolitan Planning Organizations contained in the Intermodal Surface Transportation Efficiency Act of 1991, the Southwestern Pennsylvania Regional Planning Commission (SPRPC) has embarked on a major public/private planning effort for the Pittsburgh metropolitan region. For this process, SPRPC has formed an influential advisory board to develop the comprehensive transportation investment strategy for the six-county Greater Pittsburgh area. The 70-member panel, known as the Regional Transportation Partnership, includes government, business, and community leaders from the area. Operating through a series of committees and task forces, the Partnership is addressing the key policy and technical issues which are arising from this strategy. Under the guidance of this advisory board, SPRPC staff is developing a series of alternative land use and transportation scenarios. These scenarios will be evaluated on the basis of mobility, clean air, financial feasibility and other factors. While none of these options are considered to be the final plan, it is felt that by looking at various, distinct options, certain advantages of each will appear. These advantages will then be used to develop a final plan. Each option is vastly different than others in terms of types of transportation projects, geographic location and land usage. The four options being evaluated are: 1) The Concentrated Growth Option - transportation investment and land usage is limited to the three major growth centers of the region; 2) The Valley and Suburban Renaissance Option - investments are geared to rebuilding the industrial valley communities and connecting them to employment centers in the region; 3) The New Growth Option - this option emphasizes a continuing development into the rural areas and stresses new highways; and 4) The Congestion Management Option - this is a "no-build" option where the transportation investment is spent on reducing and preventing congestion, and where IVHS, transit, and demand management techniques are featured. Also part of this process is the development of a transportation financial plan for the region. The objectives of this process is to develop a fiscal envelope that will give a reasonable picture of how much funding can be expected for the region, develop innovative financial techniques to pay for future projects, and develop a financial plan to implement the long range plan. A Financial Task Force was created to deal with these objectives. Members of this task force include officials from the Pennsylvania Department of Transportation, the Pennsylvania Turnpike Commission, the City of Pittsburgh, and local economists and financial representatives from the region's banking community. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Conferences KW - Finance KW - Financial planning KW - Forecasting KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Land use planning KW - Long range planning KW - Options KW - Pittsburgh (Pennsylvania) KW - Public private partnerships KW - Regional transportation KW - Strategic planning KW - Transportation planning UR - https://trid.trb.org/view/383918 ER - TY - CONF AN - 00639978 AU - WEINER, E AU - Faris (Jerry M) TI - UPGRADING TRAVEL DEMAND FORECASTING CAPABILITIES PY - 1993/09 SP - p. 1139-45 AB - With the passage of the Intermodal Surface Transportation Efficiency Act of 1991 and the Clean Air Act Amendments of 1990, there is increased concern about the limitations of travel forecasting procedures to meet the requirement of these acts. Current travel forecasting models, in use for almost 30 years, were originally developed for long range regional scale planning and forecasting, especially for highways. This paper examines: (1) the requirements of a long-term development program to upgrade travel demand forecasting capabilities in transportation agencies; (2) the new Travel Model Improvement Program, which has just completed its first year; and (3) lessons learned from past experiences using travel forecasting procedures that should be applied in the development of a new generation of procedures. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Accuracy KW - Conferences KW - Forecasting KW - Improvements KW - Limitations KW - Travel demand KW - Travel Model Improvement Program UR - https://trid.trb.org/view/383933 ER - TY - CONF AN - 00639923 AU - Benson, J D AU - Mullins, J A AU - Clark, A C AU - Faris (Jerry M) TI - IMPLEMENTATION AND VALIDATION OF SPEED MODELS FOR THE HOUSTON-GALVESTON REGION PY - 1993/09 SP - p. 125-151 AB - The speed models were implemented to estimate operational speeds using time-of-day assignment results. The models implemented are a variation of the speed estimation techniques described in the report entitled "Highway Vehicle Speed Estimation Procedures for Use in Emissions Inventories" (prepared for the EPA by E.R. Ruiter of Cambridge Systematics). The models rely heavily on the volume-speed relationships described in the Highway Capacity Manual (HCM). The Houston version of the models was implemented to facilitate the emissions inventories for the region and to improve the peak period travel time estimates for the mode share modeling. A unique feature of this effort is the rich data base available for validating the ability of the model to replicate operating speeds and travel times. An extensive regional travel time/speed survey was performed for the base year. This survey provides observed travel time/speed data by direction for the morning and afternoon peak periods. These survey data were used to compute the average (non-incident) morning and afternoon speeds and to append these speeds to the corresponding links in the regional highway networks (i.e., the morning peak observations were appended to the morning peak network and the afternoon observations were appended to the afternoon network). There are more than 2,000 links with average observed morning and afternoon directional speeds (typically four observed speeds per link) or more than 8,000 average observed directional link speeds. These data were used to validate the ability of the models to reasonably replicate observed operational speeds using peak period capacity restrained assignment results. The ability of the models to reasonably replicate these data are critical to the region's air quality analysis. In addition, both morning and afternoon directional travel time runs were made between 14 activity centers and the results compared to the observed data. The ability of the models to reasonably replicate observed highway travel times between locations in the region is critical to the mode choice analysis for the region. This paper describes the speed models and the model validation results. With the increasing emphasis being placed on MPOs to assess the impacts of forecasted traffic on the operational speeds, the Houston experience should be of interest to many of the conference participants. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Data collection KW - Design methods KW - Houston (Texas) KW - Implementation KW - Operating speed KW - Peak periods KW - Speed KW - Speed models KW - Surveys KW - Travel time KW - Validation UR - https://trid.trb.org/view/383879 ER - TY - CONF AN - 00639930 AU - Muntean, D AU - Hall, R A AU - Faris (Jerry M) TI - ANALYSIS OF ORIGIN/DESTINATION SURVEY DATA BEGINNING AT THE ROADSIDE PY - 1993/09 SP - p. 269-284 AB - The roadside interview origin-destination (O/D) survey has long been a primary data collection procedure for refining urban transportation planning models and to provide information on intercity travel. Beginning in June 1991, a significant enhancement to overcome shortcomings in the traditional analysis of O/D data was pioneered using microcomputers at the roadside to conduct over 100,000 travel surveys for five projects in the state of Florida. In Florida, where growth continues and strong growth policies are embedded in state legislation, accurate analysis of travel model data is required more than ever before. This paper shares the experiences gained in microcomputer based analysis for 140 Florida highway locations, with up to 75,000 vehicles daily (including interstate, expressway, and turnpike facilities). Using dBASE IV programming and Real Time Data Entry for each survey, "automatic geocoding" is achieved by searching place name equivalency tables developed for a given set of traffic analysis zones (TAZs). Field surveys of each TAZ are conducted to identify logical trip and locations within the TAZ. Specific types of locations include: government buildings, residential neighborhoods, commercial centers, schools, parks and major intersections, among other land uses. After assigning each location to the correct TAZ, they are then entered into the database. Geocoding of place name equivalency tables for each survey zone and its potential trip and locations is done prior to O/D field data collection. Data base software with pop-up menus and on-site editing capability now give interviewers more time to concentrate on interview questions to achieve a more valid survey. Each survey is auto-geocoded by computer, enabling the software to automatically connect each logical O/D place name reported by a motorist to a specific TAZ. Edit checks are performed instantaneously as the interview proceeds allowing corrections to be made prior to vehicle departure. These efforts vastly improve survey information accuracy. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Accuracy KW - Conferences KW - Data collection KW - Florida KW - Microcomputers KW - Origin and destination KW - Real time control KW - Real time data processing KW - Roadside KW - Roadside surveys KW - Software KW - Surveys KW - Traffic analysis zones UR - https://trid.trb.org/view/383886 ER - TY - CONF AN - 00639941 AU - Hunt, John Douglas AU - Brownlee, A T AU - Doblanko, L P AU - Ploof, D W AU - Faris (Jerry M) TI - MODELLING THE DEMAND FOR PARK+RIDE IN EDMONTON, CANADA PY - 1993/09 SP - p. 449-486 AB - The Edmonton Metropolitan Region is served by an extensive public transport system that includes some light rail transit (LRT). Potential extensions to the LRT component are under consideration. The Region's total population is just over 850,000 and densities are relatively low, typical of cities of this size in western North America. It is recognized in Edmonton's planning of future LRT that park+ride - where public transport access/egress is by auto - has the potential to enhance greatly the role of public transport in the Region. This makes the forecasting of LRT park+ride volumes in particular very important in Edmonton's travel demand modelling and forecasting: the results are relied upon in the evaluation of alternative extensions to the LRT system and in the selection of designated park+ride stations and sizing of designated park+ride parking lots. In recognition of this importance, the City of Edmonton recently embarked upon a program to develop an appropriate system for modelling and forecasting LRT park+ride. The result is an AM peak period transport demand model - complete with generation, distribution, mode split and assignment - that has a variety of specific treatments for representation of park+ride in mode split and network path building. Three mode alternatives are considered: auto, public transport and park+ride. Auto access paths for park+ride are built using the same network used for the auto alternative, with the path building from a given origin allowed to consider the full set of designated locations for transferring from auto to public transport. Constraints have been placed on the set of destinations considered for park+ride in order to avoid problems with the path building process related to the potential reuse of the auto after the access portion of the trip. Mode split is done in two steps. Trips are first separated into groups according to the mode alternatives that are available. The trips in each group are then allocated among the relevant available modes using nested logit choice models. Revealed preference observations obtained in a 10% household survey and at various LRT stations were used to develop the grouping process used in the first step and to estimate the parameters and test the alternative nesting structures for the logit choice models used in the second step. The nesting structures found to be appropriate for these models acknowledge the relatively greater similarity between the auto and park+ride modes, which is contrary to what is often assumed for such models. The resulting model's predictions of conditions after the opening of a new extension to the LRT system compare extremely favorably with observed values collected after the event (within 5%). In this light the specific treatments developed for the representation of park+ride are judged successful and of potential use elsewhere. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Accuracy KW - Conferences KW - Edmonton (Canada) KW - Forecasting KW - Light rail transit KW - Line extensions (Rail transit) KW - Logits KW - Mathematical models KW - Modal split KW - Park and ride KW - Transit extensions KW - Transportation KW - Transportation models KW - Travel demand UR - https://trid.trb.org/view/383897 ER - TY - CONF AN - 00639948 AU - Moffett, D P AU - Fricker, J D AU - Faris (Jerry M) TI - IMPROVED LICENSE PLATE MATCHING PROCEDURES TO ESTIMATE O-D MATRICES PY - 1993/09 SP - p. 575-580 AB - Faced with outdated origin-destination matrices assembled from expensive and time-consuming home interview surveys conducted years ago, today's travel demand modelers are considering more expedient and economical alternatives to update or replace those matrices. The use of roadside surveys is under increasing pressure due to safety and privacy concerns, while estimating O-D patterns from link counts involve methods that have not been sufficiently validated. License plate surveys, as a result, have been receiving renewed attention in parts of the country and in the literature. The authors propose an improvement upon license plate matching methods that appeared in a recent issue of "Transportation Research" (Vol 26B, #3). This new technique exploits high certainty matches to improve the reliability of matches with less available information and avoids traditional statistical distribution assumptions previously used in such analysis. The authors offer results of some artificial and actual tests. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Estimating KW - License plates KW - Matching KW - Mathematical models KW - Matrices (Mathematics) KW - Origin and destination KW - Transportation KW - Transportation models KW - Travel demand UR - https://trid.trb.org/view/383904 ER - TY - CONF AN - 00639956 AU - Hunt, John Douglas AU - ECHENIQUE, M H AU - Faris (Jerry M) TI - EXPERIENCE IN THE APPLICATION OF THE MEPLAN FRAMEWORK FOR LAND USE AND TRANSPORT INTERACTION MODELING PY - 1993/09 SP - p. 723-754 AB - The MEPLAN general framework for land use and transport interaction modelling draws on the results of twenty years of development effort. It integrates economic theory with operational planning methods in a manner that can be used to establish models that are advanced in theory, practical in operation and useful in policy-making. The framework predicts the volumes and locations of activities and their economic linkages (in terms of goods, services or labor) using a spatially disaggregated input-output model with either conventional or more innovative forms. These economic linkages are converted into demands for transport that are assigned to modes and routes, taking account of congestion. Calculated measures of disutility in transport influence the location of activities through time. Considerations are based on a set of market simulations, each with a specific supply, demand and price, making it possible to assess the effects of input policies or scenarios in economic and social terms as well as in physical units. In 1985 work began on the embodiment of the MEPLAN framework in a general purpose software package. Successive versions of the software have been used since then to develop models for a wide range of applications. Areas that have been modelled include London and South-East England, Leeds, Naples, Dortmund, Bilbao, San Sebastian, Beijing, Edinburgh and the Scottish Borders, Cambridgeshire, Sweden, and all of Europe. Work is continuing on the development of models of Colombia, Helsinki, Stockholm, Edmonton and Calgary. The experience thus gained has helped identify a number of specific strengths and specific problem areas associated with the framework and its packaging in specific software. The problem areas are, for the most part, related to practical difficulties that arise during calibration because of the complexity of the framework. The various strengths of the framework make it most applicable in situations where there is a need for consistent land use and transport predictions and evaluations, particularly in cases where there are relatively few observed data. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Economics KW - Interactions KW - Land use KW - Linkages KW - Links (Networks) KW - Mathematical models KW - Software KW - Transportation KW - Transportation models KW - Transportation planning UR - https://trid.trb.org/view/383911 ER - TY - CONF AN - 00639967 AU - Allen, W G AU - DAVIES, G W AU - Faris (Jerry M) TI - A NEW METHOD FOR ESTIMATING COLD START VMT PY - 1993/09 SP - p. 967-983 AB - Motor vehicle emissions research indicates that emission levels are higher for a "cold" engine than for one which has reached its normal operating temperature. EPA's MOBILE 5 emission factor program accounts for this by allowing users to identify the proportion of VMT from vehicles operating in cold start mode and applying a separate emission factor to these "cold start VMT". Most MOBILE 5 users simply use the program's single default value for the regionwide percentage of cold start VMT: 20.6%. It is commonly assumed that all cold start VMT occurs on the local links nearest the zone's centroid and does not affect the "real" street network. In fact, this assumption is probably not true and, with the new requirements of the Clean Air Act Amendments, it is more important than ever to identify precisely where cold start VMT occurs in the network, so as to produce better emission estimates by small area. The MINUTP software package now includes a feature which summarizes the number of cold start vehicles on each link and provides this information in the loaded network for subsequent processing with MOBILE 5. To see this feature, the user must provide two parameters: the proportion of trips which operate in cold start mode for any part of their trip and the average time required for a vehicle to change from cold start to hot stabilized mode. Examination of prior research disclosed that the daily percentage of cold start trips ranges from 50 to 75%, with lower values associated with longer trip lengths. The "warm-up" time, from the Federal Test Procedure driving cycle, is 505 seconds. Application of this procedure to data from a traffic model for the southern half of New Jersey indicates that 56% of the trips are cold start, resulting in 19.3% of the VMT being cold start VMT. Tabulations by facility type and area type revealed logical patterns that were consistent with the literature. The result is a procedure that produces a more precise estimate of the cold start VMT fraction by small area, thus leading to more reliable estimates of mobile source emissions. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Case studies KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Cold start KW - Cold starts (Driving) KW - Conferences KW - Estimating KW - Exhaust gases KW - Mobile sources KW - New Jersey KW - Software KW - Trip length KW - Vehicle miles of travel KW - Warmup time UR - https://trid.trb.org/view/383922 ER - TY - CONF AN - 00639974 AU - Quackenbush, K H AU - Gallagher, J AU - Faris (Jerry M) TI - DATA ISSUES IN MODE CHOICE MODEL ESTIMATION PY - 1993/09 SP - p. 1077-90 AB - The Central Transportation Planning Staff is estimating new regional mode choice models for use in upcoming Boston area travel forecasting projects. In the process, several issues related to the data base used for model estimation have arisen. Our attempts to resolve these issues should be of interest to the modeling community. In the current transportation planning climate, there is a renewed interest in analytic issues involving a mode choice element, and it is imperative that mode choice models be as carefully developed as possible. This paper compares the results of specifying and estimating regional mode choice models using different sets of data. The objective is to demonstrate that how certain data items are measured and how mode availability is defined have an important bearing on resulting model coefficients. One set of issues discussed relates to the basic way in which impedances are obtained for a model estimation file. Another set of issues discussed relates to travel costs for non-chosen modes. A final set of issues has to do with how and when transit is characterized as an available mode. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Boston (Massachusetts) KW - Conferences KW - Mathematical models KW - Mode choice KW - Modems KW - Regional transportation KW - Sets KW - Transportation KW - Transportation models KW - Transportation planning UR - https://trid.trb.org/view/383929 ER - TY - CONF AN - 00639919 AU - Lyons, W M AU - Faris (Jerry M) TI - THE FTA-FHWA MPO REVIEWS - PLANNING PRACTICE UNDER THE INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT OF 1991 AND THE CLEAN AIR ACT AMENDMENTS OF 1990 PY - 1993/09 SP - p. 29-44 AB - In rapid succession, the Clean Air Act Amendments (CAAA) of 1990 and the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) have drastically changed how Metropolitan Planning Organizations (MPOs) will conduct urban transportation planning. This presentation provides insights into how MPOs are responding to the challenges and opportunities of these landmark Acts. These insights were gained through a series of comprehensive reviews of the planning process in the largest metropolitan areas being conducted jointly by the Federal Transit Administration (FTA) and the Federal Highway Administration (FHWA), with the assistance of the U.S. Department of Transportation's Volpe Center. The reviews evaluate compliance by the MPOs and other transportation planning agencies in each area with FTA and FHWA regulations and policies. And as CAAA and ISTEA guidance has been finalized, the reviews have increasingly focused on responses to the two Acts -- both on innovations and general problems encountered. The reviews are the basis for statutory findings on behalf of the Secretary on necessary improvements to the planning process in each area. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Compliance KW - Conferences KW - Federal laws KW - Federal regulations KW - Government policies KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Metropolitan planning organizations KW - Policy KW - Transportation planning KW - Urban transportation UR - http://ntl.bts.gov/DOCS/fta.html UR - https://trid.trb.org/view/383875 ER - TY - CONF AN - 00639920 AU - Hoffman, W G AU - Ding, D W AU - Mark, D AU - Johnson, K AU - Faris (Jerry M) TI - LAND USE/TRANSPORTATION INTERPRETATION - GROWTH MANAGEMENT AND TRANSPORTATION PY - 1993/09 SP - p. 49-64 AB - King County, Washington is leading an innovative planning effort that links land use and transportation. In 1990, Washington passed a growth management act requiring fast growing counties and cities to develop comprehensive plans and meet growth management requirements. Transportation has been a focal point of the legislation and requirements. Comprehensive plans must contain: "A transportation element, land use based travel forecasts, levels-of-service for arterials and transit, deficiencies/needs, financing, concurrency, and demand management." The County, working in conjunction with cities, has developed a number of new tools for use in transportation planning, and growth management. This paper describes some of the tools which include: A Transportation Adequacy Measure for level-of-service; A concurrency management framework; A Mitigation Payment System for transportation impact fees; Transportation demand management strategies; Arterial High Occupancy Vehicle planning; Non-motorized transportation planning; and Linkages among land use and transportation planning. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Growth management KW - High occupancy vehicles KW - Impact fees KW - Innovation KW - King County (Washington) KW - Land use planning KW - Level of service KW - Mitigation payment system KW - Nonmotorized transportation KW - Requirements KW - Specifications KW - Strategic planning KW - Transportation adequacy measure KW - Transportation planning KW - Travel demand management KW - Urban growth KW - Zoning UR - https://trid.trb.org/view/383876 ER - TY - CONF AN - 00639934 AU - Reeder, P R AU - Faris (Jerry M) TI - COMPARISON OF SYNTHETIC THRU TRIPS TO RECENT EXTERNAL O&D DATA PY - 1993/09 SP - p. 337-350 AB - Prior research on the use of synthetic thru trips has focused on thru trip movements for small areas (towns with population less than 50,000). Despite one researcher's findings that synthetic thru trip models tend to operate more effectively on facilities exhibiting high volume trips, the application of synthetic thru trip models has not been tested or implemented on larger urban areas. The Texas Department of Transportation has conducted a variety of small sample travel surveys for five urban areas since 1990. In each of the urban areas an external O&D survey was included as a component of the travel survey process. Additionally, it should be noted that each urban area sampled had previously been surveyed in the 1960s during the state's O&D program. Consequently, analysis of thru trip movements for two points-in-time over a twenty-plus year time span is now possible for several Texas urban areas. This paper compares the results of a synthetic thru trip model against 1960 and 1990 thru trip movements for one or more urban areas. The objective is to assess the applicability of synthetic thru trip models for urban areas of 50,000+ population, and to gauge the accuracy of the models in forecasting thru trip movements. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Accuracy KW - Conferences KW - Forecasting KW - Mathematical models KW - Origin and destination KW - Synthetic thru trip models KW - Texas KW - Through traffic KW - Transportation KW - Transportation models KW - Travel surveys KW - Urban areas UR - https://trid.trb.org/view/383890 ER - TY - CONF AN - 00639937 AU - Li, S-C AU - Vandervalk, A AU - Faris (Jerry M) TI - A HIGHWAY NEEDS ASSESSMENT METHODOLOGY FOR THE FLORIDA TRANSPORTATION PLAN PY - 1993/09 SP - p. 375-389 AB - Determining highway needs on an area-wide basis is an integral aspect of transportation plan development. Florida's coordinated planning procedures were refined by the passage of the State and Regional Planning Act (1984) and the Growth Management Act (1985). Together, these Acts mandate the creation of local and State Comprehensive Plans which establish future transportation network requirements by projecting needs for transportation improvements to ensure that facilities will be in place prior to growth. Recently, for the Florida Transportation Plan (FTP) twenty-year Needs Assessment, Florida Department of Transportation District 4 developed a methodology to analyze needs for Broward, Palm Beach, Martin, St. Lucie and Indian River Counties. The methodology involved computer forecasting models supplemented by a unique program designed to determine the needs in terms of additional lanes required to meet the Florida Statewide Minimum Acceptable Operating Level of Service (LOS) Standards. A different capacity standard used for comprehensive plans and computer modelling results in the fact that model reported volume/capacity ratios cannot be employed to judge highway LOS deficiencies. The program called Additional Laneage Evaluation Program (ADDLNS) bridges the different capacity standards. The first step in the process was to develop a relationship between modelling link attributes and roadway classifications of the Florida Statewide Minimum Acceptable Operating LOS to create an Acceptable LOS Service Flow Rate table. Projected 2001 and 2011 socioeconomic data sets were then loaded onto "existing plus committed" networks in the TRANPLAN based Florida Standard Urban Transportation Model Structure (FSUTMS) to establish demand. ADDLNS, which was specifically developed to use model output volumes to assess highway network deficiencies by incorporating the Acceptable LOS Service Flow Rate table, was utilized to determine the number of additional lanes required. ADDLNS also facilitates the graphic display of roadways needing widening. This paper describes the methodology and results of applying this streamlined and efficient process to determine highway network needs without manual link-by-link capacity calculations. The process is also flexible in adopting different acceptable LOS standards. It was concluded that the methodology is a viable tool for area-wide highway needs assessments. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Computer models KW - Conferences KW - Florida KW - Forecasting KW - Growth management KW - Highway capacity KW - Highway systems KW - Highways KW - Level of service KW - Mathematical models KW - Needs assessment KW - Regional planning KW - Regional transportation KW - Standards KW - State planning KW - States KW - Transportation KW - Transportation models KW - Transportation planning KW - Urban growth KW - Zoning UR - https://trid.trb.org/view/383893 ER - TY - CONF AN - 00639951 AU - Florian, M AU - Faris (Jerry M) TI - SOME COMBINED MULTIMODAL NETWORK EQUILIBRIUM MODELS THAT WORK WELL IN PRACTICE PY - 1993/09 SP - p. 631-645 AB - Significant advances have occurred over the last twenty years in the structure and quality of the models used for urban transportation planning (UTP), motivated by the interest of academic researchers and practitioners to better understand the effect of socioeconomic variables on the demand for travel and to better simulate the route choice phenomena on road and transit networks. The progress in the type of models used for UTP may be subdivided into three categories: travel demand models, route choice models on road and transit networks, and the integration of travel demand models with route choice models that result in "combined models". The combined models aim to represent simultaneously the travelers' choices regarding the mode and destination of travel, as well as the corresponding route choices on the corresponding modal networks. These models are internally consistent, in the sense that the origin-destination travel times (costs) are the same as those which are used in determining the demand. Such models are also referred to as multimodal network equilibrium models. This paper presents several variations on such models, that may be easily implemented with the use of the EMME/2 (INRO, 1992) transportation planning package. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Equilibrium models KW - Mathematical models KW - Modal selection KW - Mode choice KW - Multimodal transportation KW - Origin and destination KW - Route choice KW - Socioeconomic factors KW - Socioeconomics KW - Transportation KW - Transportation models KW - Transportation planning KW - Travel demand KW - Travel time KW - Urban transportation UR - https://trid.trb.org/view/383907 ER - TY - CONF AN - 00639952 AU - Lawton, T K AU - Walker, R E AU - Faris (Jerry M) TI - TRANSPORTATION MODEL EQUILIBRIUM--IN PRACTICE IT'S SIMPLE PY - 1993/09 SP - p. 647-662 AB - This paper describes the experience in model equilibration at Metro, the Metropolitan Planning Organization in Portland, Oregon. The perceived problem is the equilibration of speeds used in the mode and destination choice models which occur early in the recursive, or sequential, model structure with speeds from hourly assignment to the highway system at the end of the "four-step" process. In practice this equilibration is not carried out for every scenario or alternative in a future analysis. Scenarios that have changes that are too minor to affect distribution and mode choice, use zone to zone input travel times that are output from previous runs for the same year, for the purpose of destination and mode choice model forecasts. The output travel times are compared with the input travel times to verify this if there is any doubt. The equilibration steps are generally necessary when moving to a new forecast year for the first time and for scenarios evaluating major changes in the land use input or major changes in highway facilities. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Equilibration KW - Forecasting KW - Mathematical models KW - Mode choice KW - Origin and destination KW - Portland (Oregon) KW - Speed KW - Transportation KW - Transportation models KW - Travel time UR - https://trid.trb.org/view/383908 ER - TY - CONF AN - 00639970 AU - Marshment, R S AU - Dauffenbach, R C AU - Penn, D A AU - Faris (Jerry M) TI - SHORT RANGE TRAFFIC FORECASTING USING ECONOMETRIC TECHNIQUES PY - 1993/09 SP - p. 1007-25 AB - The Oklahoma Turnpike Authority (OTA) requires highly detailed monthly traffic forecasts for a variety of management and planning purposes, including revenue forecasting, budgeting, maintenance and personnel scheduling and cash flow accounting. Since traditional forecasting techniques based on trip generation and assignment models were impractical for very short range analysis, two econometric models were used to produce monthly forecasts for a three year period for the Turner Turnpike, which connects Oklahoma City and Tulsa. The first model was an autoregressive integrated moving average (ARIMA) model, also known as Box Jenkins model, which predicts future volumes based on observed past volumes. This method is appropriate when there is a stable trend. The second model, termed a hybrid, was also autoregressive in its use of past data to forecast future volumes, but the model also incorporated economic variables, such as real personal income, non-agricultural employment, the Federal Reserve Index of Industrial Production, and gasoline prices. The models were developed from twelve years of monthly data on vehicle volumes classified by vehicle type. Forecasts were prepared for passenger cars, five axle trucks, and other vehicle types. Both models performed extremely well, with mean absolute percentage errors (MAPEs) less than nine percent for individual vehicle types, and many MAPEs in the range of four to five percent. The OTA found the forecasting models sufficiently useful to commission development of similar models for nine additional turnpikes. The application demonstrates the utility of econometric modeling for a variety of short range transportation planning purposes, including revenue forecasting, single facility and small network traffic volume forecasting, and forecasting vehicle volumes by type. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Accuracy KW - Automobiles by type KW - Conferences KW - Econometric models KW - Oklahoma KW - Short term KW - Time duration KW - Toll roads KW - Traffic forecasting KW - Traffic volume KW - Turnpikes KW - Vehicle type UR - https://trid.trb.org/view/383925 ER - TY - CONF AN - 00639971 AU - Berstein, R AU - Meyer, S AU - Faris (Jerry M) TI - RENTON-TUKWILA I-405 RAMP METERING IMPACT STUDY TECHNIQUES PY - 1993/09 SP - p. 1027-39 AB - The Washington State Department of Transportation (WSDOT) is in the process of planning and designing a ramp metering system for I-405, the circumferential freeway that serves the highly-developed and rapidly-growing suburban areas east of Lake Washington and at its north and south ends. The cities of Renton and Tukwila are located at the south end of the lake, and lie astride the southernmost 7-mile section of I-405. In the past, the Renton City Council has been opposed to the concept of ramp metering, and in recognition of this opposition, the WSDOT asked the Renton Transportation Division to use the city's EMME/2-based traffic forecasting model to analyze the queueing and arterial circulation impacts of ramp metering in Renton. (The City of Tukwila was included in the study because arterial circulation and freeway access in Renton and Tukwila are greatly intertwined, and because ramp meters at the Renton and Tukwila I-405 interchanges would have to be designed to function in a coordinated manner.) In response to this request, the City of Renton, in cooperation with the WSDOT, undertook the "Renton-Tukwila I-405 Ramp Metering Impact Study". The purpose of the Study was to develop an "I-405 Corridor Improvement Program"--comprising ramp metering, arterial, and HOV improvements--that would be acceptable to both city councils. The Corridor Improvement Program and the study were divided into two elements: a short-range element comprising a ramp metering plan, and a long-range element, comprising ramp metering and a set of arterial and HOV improvements. For the short-range element, several alternative ramp metering concepts were analyzed, evaluated, and refined. The WSDOT identified the ramps to be metered and their lane configurations, and the Renton model was used to produce 1990 traffic assignments for basic meter timing concepts that ranged from a maximum metering rate of 4 sec (900 vphpl) to a minimum metering rate of 15 sec (240 vphpl). (The delays experienced at ramp meters were incorporated in the traffic assignment procedure by the use of specially-designed volume-delay functions for the metered ramps.) Traffic assignments for the various metering plans were compared to baseline (i.e., no metering) traffic assignments in order to assess the effect of metering on arterial traffic circulation patterns. Overall usage of the freeway system in the study area under the various metering plans also was assessed. The traffic assignments for each ramp were used to illustrate ramp demand volume changes associated with each metering plan, as well as to estimate queue length and duration. Based on the system-level and ramp-specific technical analyses, and on knowledge of local geography and politics, a consensus metering plan was developed. For the long-range element, Year 2010 traffic assignments were produced for several road network alternatives that comprised the selected ramp metering plan plus various arterial, freeway, and HOV improvements. A comparative analysis of the 2010 network alternatives provided technical input for the long-range program. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Circumferential freeways KW - Conferences KW - Corridor improvement programs KW - High occupancy vehicle lanes KW - Highways KW - Impact studies KW - Improvements KW - Long term KW - Queuing KW - Ramp metering KW - Short term KW - Time duration KW - Traffic assignment KW - Traffic forecasting KW - Transportation corridors KW - Transportation Improvement Program KW - Washington (State) UR - https://trid.trb.org/view/383926 ER - TY - CONF AN - 00639927 AU - Euritt, M A AU - Meesomboon, J AU - Qin, J AU - Walton, C M AU - Faris (Jerry M) TI - FRAMEWORK FOR EVALUATION OF TCM EFFECTIVENESS PY - 1993/09 SP - p. 219-232 AB - Transportation planning and air quality analysis models are rather incompatible. Emissions models require detailed inputs which are generally not provided by the transportation planning and analysis tools. The four-stage transportation planning analysis sequence does not account for the manner in which individuals make travel decisions. Equilibration procedures give information only on average flow conditions on roadway links, while the emissions models normally need such data as speed for different vehicle classes. Most traffic simulation models are not able to forecast changes in traffic volume as it is caused by a transportation control measure (TCM) implementation. This paper develops a macro-analysis model -- a unified framework that links the transportation planning and air quality analysis models. The framework can then be used to evaluate the effectiveness of a TCM. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Air quality KW - Air quality management KW - Conferences KW - Effectiveness KW - Forecasting KW - Macro-analysis models KW - Mathematical models KW - Measures of effectiveness KW - Pollutants KW - Traffic simulation KW - Transportation KW - Transportation models KW - Transportation planning KW - Travel demand management UR - https://trid.trb.org/view/383883 ER - TY - CONF AN - 00639929 AU - Boorse, J W AU - Faris (Jerry M) TI - METHODS OF DETERMINING TRAFFIC IMPACT OF LIGHT RAIL TRANSIT FOR ALTERNATIVES ANALYSIS PY - 1993/09 SP - p. 261-267 AB - As metropolitan areas plan solutions to transportation and/or environmental problems, Light Rail Transit (LRT) has become an increasingly popular consideration. Serious planning requires objective analysis of a number of alternatives, generally ranging from "Do nothing" to "Build something". Whenever an analysis includes LRT as a "Build" alternative it becomes necessary to specifically examine its traffic impacts as compared with those produced by the other alternatives. The environmental impacts of an LRT alternative are generally positive, primarily as a result of diverting trips from the highway mode to the rail mode with an attendant reduction of air pollution and oil consumption. However, because LRT does not necessarily require the high degree of physical separation from highway traffic that is needed by most other guided modes, designs are likely to include at-grade crossings and other interaction with the roadway network. These interactions may also have some modest negative impacts at the points where they occur. Customarily, evaluation of site-specific highway impacts includes a determination of the Level of Service (LOS) for the affected roadways under each alternative. At present, the tool most commonly used to make these determinations is the 1985 Highway Capacity Manual (HCM). When the HCM was developed the potential traffic impact of a new rail operation was rarely a factor. Understandably, the manual concentrates upon the interaction of highway movements and the matter of roadway/railway interface is not specifically addressed. Thus, in order to use the HCM to carry out analysis of locations which involve LRT impact, it is necessary to adapt its methodology to determine LOS at such locations. This paper discusses the common highway/LRT interfaces as well as a few uncommon ones. It explains several methodologies by which the impact of rail movements can be simulated so that the LOS can then be determined by traditional methods. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Environmental impacts KW - Highway Capacity Manual KW - Impact studies KW - Level of service KW - Light rail transit KW - Railroad grade crossings KW - Simulation KW - Traffic safety KW - Transportation planning UR - https://trid.trb.org/view/383885 ER - TY - CONF AN - 00639942 AU - Harper, E A AU - Rossi, T F AU - Faris (Jerry M) TI - MANAGING TRAVEL DEMAND FORECASTING METHODS USING A DATABASE APPROACH PY - 1993/09 SP - p. 491-504 AB - Over the five years of travel demand modeling on the Central Artery/Tunnel Project the need for a carefully managed data base of travel demand data has emerged. Databases and programs were developed gradually and independently over the course of the project. Much work has been done to coordinate and relate the systems and data to the end of both automating the data preparation and analysis of results and to the end of making possible analyses which were previously impossible. A complex database has been developed in response to needs such as: demand for a huge number of analyses; requirements for immediate turn-around of alternative analysis; numerous staff members, changing over time, working on the same, or similar alternatives; and a need to manage rapidly changing construction staging scenarios. Databases which have been developed include land use, networks and nodes, text files annotating the alternatives, construction truck routes and volumes, fixed bus routes and volumes, lists and status of alternatives, text files annotating construction phasing, screenline data, continuous route data, and speeds and volumes for air quality and noise analysis. All the data files are inter-relatable. Programs which access the databases are written in a variety of languages and packages including SAS, DBASE, Fortran, Lotus, Foxpro, Brief Macros and Arc/Info. Some of the programs manage and report inputs and outputs; others perform analysis. The database systems have fully automated the generation of screenlines and route data and made possible quick comparisons of screenlines from up to six different alternatives or sets of counts. It has also made it possible to quickly re-route multiple fixed route vehicles such as buses and construction trucks and generate data files for pre-loading the changed link level volumes. Other programs access the network database and analyze the speeds as a part of the speed/volume certification for the air quality analysis. The network databases make it possible to interactively and graphically compare the results of two alternatives. It also makes it possible to automatically generate construction staging networks, moving structures forward and backward in time. An auxiliary benefit is the ability to perform ad hoc analysis such as changes in VMT/VHT by geographic area. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Automation KW - Computer graphics KW - Conferences KW - Data analysis KW - Data collection KW - Databases KW - Forecasting KW - Interactive graphics KW - Management KW - Mathematical analysis KW - Travel demand UR - https://trid.trb.org/view/383898 ER - TY - CONF AN - 00639944 AU - Cottrell, W D AU - Faris (Jerry M) TI - THE GROWTH OF RECURRING ROADWAY CONGESTION: CUMULATIVE ANALYSIS OF SELECTED URBANIZED AREAS PY - 1993/09 SP - p. 521-537 AB - This paper reports on the 1987 to 1990 growth in the supply of and the demand and congestion on principal arterials in urbanized areas (UZAs). This is an update and expansion of a discussion offered in the 1991 Report of the Secretary of Transportation to the U.S. Congress. The Highway Performance Monitoring System served as the database for both studies. Level of service "F" (LOS F), characterized by forced or breakdown traffic flow, was chosen as the congestion threshold. Roadway supply was measured by lane-mileage, demand by the daily vehicle-miles of travel (DVMT), the extent of congestion by the DVMT experiencing LOS F (DVMT), and the extent and duration of LOS F by the lane-mile duration index (LMDI, in "lane-mile-hours"). Fifty-two of the nation's 115 UZAs with population greater than 199,999, based on the 1980 Census, were analyzed. The 1990 principal arterial DVMT in the UZAs studied represented 33.9% of the total arterial DVMT in all 115 UZAs. The supply of and the demand, DVMT and LMDI on principal arterials in the UZAs studied increased by 4.2, 10.8, 53.2, and 48.5%, respectively, between 1987 and 1990. The portion of the DVMT experiencing LOS F on principal arterials increased from 0.9 to 1.3%. In the 52 UZAs, the percent increase in principal arterial DVMT was 4.9 times the percent growth in demand and 12.6 times the percent growth in supply. The ratio of the DVMT in the 13 UZAs with population greater than 999,999 to that in all 52 UZAs decreased from 92.7 to 91.1%, while the ratio based on the LMDI decreased from 90.8 to 90.6% between 1987 and 1990. These statistics indicate that congestion is concentrated in the largest UZAs, although there was a modest spreading of congestion to the smaller UZAs. The trends emphasize the need for congestion mitigation. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Arterial highways KW - Conferences KW - Daily KW - Increase KW - Lane mile duration index KW - Level of service KW - Mileage KW - Statistics KW - Streets KW - Traffic congestion KW - Trend (Statistics) KW - Urban areas KW - Vehicle miles of travel UR - https://trid.trb.org/view/383900 ER - TY - CONF AN - 00639946 AU - McMillan, T W AU - Faris (Jerry M) TI - ISTEA MANAGEMENT SYSTEMS AND LONG RANGE PLANNING: THE CRITICAL LINK PY - 1993/09 SP - p. 547-556 AB - The Intermodal Surface Transportation Efficiency Act (ISTEA) has given the transportation industry unprecedented opportunities to improve transportation policies, planning, and investments. The six management systems in particular can be vital tools in advancing these improvements. However, if these management systems are developed and implemented outside of and divorced from a greater planning context, they can easily become bureaucratic, burdensome data collection exercises with little impact on major transportation decisions. The management system link to the ISTEA state and metropolitan long range planning requirements must be developed early. Long range planning has clearly shifted its emphasis under ISTEA to embrace the following key themes: 1) multimodal transportation system definition and focus, 2) responsible and accountable management of that system for performance, and 3) partnership among public agencies, the private sector, and the public in carrying out these management responsibilities. Within this comprehensive approach, the management systems envisioned by the ISTEA can be meaningful tools that add value to the transportation planning and programming process. The Metropolitan Transportation Commission of the San Francisco Bay Area is incorporating this strategy as part of its update of the Regional Transportation Plan, which will be used to illustrate how the critical management system/long range planning link can be forged. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - City planning KW - Conferences KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Long range planning KW - Management KW - Management systems KW - Multimodal transportation KW - Multimodal transportation systems KW - Performance KW - Public private partnerships KW - Regional planning KW - Regional transportation KW - San Francisco Bay Area KW - State planning KW - States KW - Transportation planning UR - https://trid.trb.org/view/383902 ER - TY - CONF AN - 00639960 AU - Schlappi, M L AU - Faris (Jerry M) TI - VALIDITY OF AVERAGE STOPPED DELAY ESTIMATES BASED ON AERIAL PHOTOGRAPHY PY - 1993/09 SP - p. 823-829 AB - Traffic congestion on arterial streets is frequently mentioned as an important issue in the Phoenix Metropolitan Area and in other major metropolitan areas. The Maricopa Association of Governments Transportation Planning Office needed to analyze over 400 intersections in the Phoenix metropolitan area to determine the Level of Service (LOS). Aerial photographs of intersection queue lengths combined with ground counts provide a cost effective way of determining the LOS at these intersections. This paper describes the validity of using this method. For the validation, four of the 400 intersections were studied in detail. Three types of data were collected simultaneously at each of these four intersections included in the study: aerial photographs, queue lengths, and machine counts. Aerial photographs were taken at ten minute intervals to record the queue lengths. The queue lengths were also counted by observers on the ground to verify the accuracy of the aerial photographs. In addition, machine traffic counts were taken at each approach of the intersections to measure the total volume of vehicles. The aerial photography provided a good estimate of the average hourly queue length by approach. Further, this hourly queue length estimate was found to be a good predictor of the peak 15 minute queue length. The average stopped delay was then estimated using the approach volume counts and related to LOS using the 1985 Highway Capacity Manual criteria. Aerial photography combined with machine counts provided a good estimate of levels of service at the intersections evaluated. In addition, the aerial photographs provided a permanent record to examine if there were any questions about the data. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Accuracy KW - Aerial photography KW - Conferences KW - Intersections KW - Length KW - Level of service KW - Metropolitan areas KW - Phoenix (Arizona) KW - Queuing KW - Stopped time delays KW - Traffic congestion KW - Traffic counts KW - Validation UR - https://trid.trb.org/view/383915 ER - TY - CONF AN - 00639962 AU - Hartgen, D T AU - Martin, W E AU - Reser, A AU - Faris (Jerry M) TI - AIR QUALITY PLANNING: HOW ARE THE MPOS RESPONDING? RESULTS OF A NATIONAL SURVEY PY - 1993/09 SP - p. 881-922 AB - The Clean Air Act Amendments of 1990 radically changed the requirements for transportation planning on those cities that are designated non-attainment for ozone or carbon monoxide. Depending on severity of non-attainment, cities must develop plans, implement pollution-reducing strategies, or otherwise respond, so that the future air pollution situation is better than at present. In some cities legal action has been initiated (or suggested) to ensure compliance with these and earlier requirements for conformity and for firm results. This paper reports on a national survey of all non-attainment areas, to determine what actions have been taken or are contemplated, their impacts or results, costs, and further anticipated efforts. The survey covers cities in various ranges of non-conformity, and assesses the best ways to ensure lawsuit-free transportation planning in the "air quality" era. Of 98 areas, 62 responded. Findings include: (1) About 17% of MPO resources (50% in severe non-attainment areas) are being targeted at air quality issues; (2) About 89% of MPOs have lead or support roles in air quality inputs to the SIP for their region; (3) About 35% are revising TIPs to account for air quality; (4) Projected reductions from TCMs will be small, generally less than 0.5%; (5) Ridesharing, transit, and pedestrian actions are the most popular TCMs; (6) New partnerships are forming between air quality and transportation agencies; and (7) For many reasons, delays in achieving the 1996 targets are likely. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Air pollution KW - Air quality KW - Air quality management KW - Carbon monoxide KW - Cities KW - Clean Air Act Amendments KW - Clean air act amentments 1990 KW - Compliance KW - Conferences KW - Data collection KW - Legal action KW - Metropolitan planning organizations KW - Nonattainment areas KW - Ozone KW - Pedestrian actions KW - Public transit KW - Ridesharing KW - Surveys KW - Transportation departments KW - Transportation Improvement Program KW - Transportation planning KW - Travel demand management UR - https://trid.trb.org/view/383917 ER - TY - CONF AN - 00639977 AU - Richter, K AU - Eash, R AU - Shimizu, R AU - Faris (Jerry M) TI - STEVENSON EXPRESSWAY HIGH OCCUPANCY VEHICLE LANE FEASIBILITY STUDY PY - 1993/09 SP - p. 1123-36 AB - In 1990, a preliminary evaluation of potential high occupancy vehicle (HOV) lane locations in northeastern Illinois recommended three expressway corridors for further evaluation. These three corridors were next screened using criteria based upon other regions' experiences with HOV facilities and recommendations from an expert panel held in early 1991. The Stevenson Expressway corridor - a radial corridor running from the southwest suburbs to the Chicago central area - was found to be the most promising of the three corridors for an HOV lane application. A feasibility study of an HOV lane on the Stevenson Expressway is now underway as part of the region's ongoing Operation Greenlight congestion management program. Direction for the project is provided by an HOV Lane Steering Committee composed of members from the region's operating and planning agencies. The Illinois DOT has contracted with a consultant to develop and recommend an HOV lane design. The Chicago Area Transportation Study is responsible for forecasting HOV traffic for alternative HOV designs selected by the consultant. This paper reviews the following major components of the HOV lane feasibility study: (1) Organization and management of the study; (2) Development of conceptual HOV lane alternatives; (3) Design and traffic operations issues that affect the project's feasibility; (4) Forecasting traffic on the HOV lane alternatives; (5) Evaluation of the HOV lane alternatives, in particular, their impact upon the corridor's transit ridership; and (6) Programming of the HOV lane improvement and coordination with other programmed improvements for the Stevenson Expressway. A status report on the feasibility study and a discussion of preliminary findings are included in the paper. Some comments on future HOV facility planning in the northeastern Illinois region conclude the paper. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Chicago (Illinois) KW - Conferences KW - Congestion management systems KW - Feasibility analysis KW - High occupancy vehicle lanes KW - Impact studies KW - Planning KW - Traffic forecasting UR - https://trid.trb.org/view/383932 ER - TY - CONF AN - 00639931 AU - Pehlke, L O AU - Faris (Jerry M) TI - NEW MODELING TECHNIQUES FOR EVALUATION OF TRANSPORTATION CONTROL MEASURES AND CONGESTION MANAGEMENT TECHNIQUES PY - 1993/09 SP - p. 287-304 AB - Under the new Intermodal Surface Transportation Efficiency Act (ISTEA) requirements, Federal funds may not be programmed for any highway or transit project that will result in a significant increase in carrying capacity for single-occupant vehicles unless the project is part of an approved Congestion Management System (CMS). The CMS has yet to be developed for the Boston region. Therefore, as part of the planning process for a major roadway improvement project already in the EIS preparation stage, a comprehensive assessment of the potential efficacy of various TDM/TSM measures was required. Specifically, it was necessary to evaluate these measures in terms of their potential to serve as alternatives to an additional general purpose lane of roadway capacity. To this end, various techniques and procedures were developed to utilize both the regional UTPS travel demand model and a regional mode choice model as tools to comparatively evaluate the measures. Regional travel statistics, air quality impacts and corridor specific travel condition results were derived from model outputs and assessed. Specific measures were identified and designed for application within the context of the project. Various changes to either the trip tables and/or networks were made to create surrogates of the roadway or tripmaking changes inherent in the assumed design parameters of each measure evaluated. The specific measures evaluated for this project included: 1) Employer Based Transportation Management Organizations; 2) Public Transportation Improvements; 3) High Occupancy Vehicle-Lanes; and 4) Incident Management. Ramp Metering was also evaluated, but it was determined to be an inappropriate candidate for development of a model surrogate. The paper presents the process of developing and testing the various TDM/TSM measures and an evaluation of the results. The following steps are detailed: 1) Selection of appropriate measures within the project context; 2) Designing the physical and/or institutional parameters of the measure and identifying the assumptions concerning applicability and potential success for each measure; 3) Developing specific model modifications and techniques for use in the analysis; and 4) Interpretation of results. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Air quality management KW - Conferences KW - Congestion management systems KW - Employer transportation management organizations KW - High occupancy vehicle lanes KW - Incident management KW - Mathematical models KW - Mode choice KW - Public transit KW - Traffic congestion KW - Transportation KW - Transportation models KW - Transportation system management KW - Travel demand KW - Travel demand management UR - https://trid.trb.org/view/383887 ER - TY - CONF AN - 00639933 AU - Kahng, J AU - Setteducato, J N AU - Kamal, M AU - Faris (Jerry M) TI - HOW TO FORECAST REGIONAL TRAVEL DEMAND FOR A 40 MILE LONG HOV SYSTEM WITH MULTIPLE INGRESS AND EGRESS? PY - 1993/09 SP - p. 321-334 AB - A critical component in planning/evaluating a High Occupancy Vehicle (HOV) system is to forecast HOV demand. However, certain HOV travel demand forecast procedures limit the potential market to users of the study freeway or the freeway plus one parallel arterial, while other less comprehensive methods employ generalized corridor assumptions, such as "nationwide average" conditions for alternative highways, traveler's characteristics, etc. To address this limitation, an HOV travel forecasting methodology, which can be implemented as an integral part of the regional "four-step" transportation planning process, has been developed. The methodology projects the travel demand for an HOV system by forecasting its two primary components: spatial shift and modal shift. A multi-layer trip assignment technique is employed to project the spatial shift (the HOV system-eligible trips already in a traffic stream that divert to an HOV system). A modified conventional mode choice method is utilized to predict the modal shift that represents newly formed HOV trips. Both forecasts employ travel time savings as the primary incentive for the change in the traveler's travel behavior. This paper highlights the key concepts and primary components of this HOV travel demand forecasting methodology and illustrates its transferability in application to other projects and areas. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Forecasting KW - High occupancy vehicle lanes KW - Modal shift KW - Spatial shift KW - Transportation planning KW - Travel behavior KW - Travel demand KW - Travel time UR - https://trid.trb.org/view/383889 ER - TY - CONF AN - 00639938 AU - Krzeminski, R J AU - Sklute, S AU - Stasiak, R T AU - Bean, M F AU - Faris (Jerry M) TI - DEFINING THE FLORIDA INTRASTATE HIGHWAY SYSTEM AND IMPLEMENTING THE INTRASTATE HIGHWAY SYSTEM POLICIES AND PRIORITIES OF THE FLORIDA DEPARTMENT OF TRANSPORTATION PY - 1993/09 SP - p. 391-407 AB - The Florida Intrastate Highway System (FIHS) was established by the Florida Legislature. The Florida Department of Transportation is required to develop an FIHS plan delineating a statewide system of limited and controlled access facilities. The plan is to provide a statewide transportation network to accommodate high speed and high volume traffic movements within the state. The FIHS consists of Interstate highways, the Florida Turnpike system, and inter-regional and inter-city limited access facilities. In response to the requirement to provide this transportation network, the Department formulated its Intrastate Highway System Policies and Priorities. This Policy limits the number of lanes on the Intrastate Highway System to ten. In urbanized areas with populations over 200,000, the ten lane maximum includes four physically separated exclusive lanes for high occupancy vehicles and through travel. The Policy requires the development of an intermodal system with provisions for high speed rail, transit, and high occupancy vehicles. It requires that additional capacity beyond that provided by the maximum highway section, be provided for by acquisition of sufficient right-of-way for alternative transportation options. Implementation of the Policy is through the development of Multi-Modal Interstate Master Plans on the Interstate System and all other limited access roads on the FIHS. Similar multi-modal solutions are generated through Action Plans which are defined for the controlled access FIHS routes. Planning for the FIHS and implementation of the Department's policies have been guided by the application of geographic information systems (GIS) and the development of a decision support system exploiting the capabilities of the GIS. Program information and systems characteristics are displayed together on computer generated maps. Level of Service (LOS), pavement condition, safety, economic development, and intermodal connectivity are quantified as variables which are weighed to simulate policy decisions. This supports the graphical presentation of policy, which is then overlaid on maps depicting Work Program information and system characteristics. This information provides guidance on where to apply Master Plan and Action Plan resources as the first step in the implementation of the Department's Intrastate Highway System Policies and Priorities and the development of the FIHS. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Florida KW - Geographic information systems KW - High occupancy vehicles KW - High speed rail KW - Highway capacity KW - Implementation KW - Intermodal transportation KW - Intrastate highway system KW - Multimodal transportation KW - Policy KW - Property acquisition KW - Public transit KW - Right of way (Land) KW - Strategic planning UR - https://trid.trb.org/view/383894 ER - TY - CONF AN - 00639940 AU - Allen, W G AU - Mukundan, S AU - Faris (Jerry M) TI - USE OF GIS IN TRANSIT ALTERNATIVES ANALYSIS PY - 1993/09 SP - p. 427-447 AB - Studies of major transit capital investment alternatives often rely on regional travel forecasting models and large-scale computerized transit networks. The process of designing alternatives usually involves modifying the network coding to reflect some kind of change in the service provided by the transit system. Examples include a new fixed guideway facility, significant changes in local or express bus frequency and routing, new park-and-ride lots, and improved feeder bus service. Given the very abstract nature of the computerized transit network and the numerous rules and complex protocol inherent to transit network processing programs, it is a rather difficult task to translate the planner's intentions into network coding changes, when creating a system alternative. It is also difficult to fully comprehend the tradeoffs between in-vehicle time and out-of-vehicle time when trying to design an alternative. As a result, it is not uncommon for an alternative which is supposed to improve service to actually result in worse service. It is difficult for the analyst to determine whether or not such a situation has occurred because to do so requires examining large volumes of numbers in a complex and tedious effort. Worse still, these situations are often not discovered until much later in the study process. The need to conduct such analyses has spurred researchers to use a geographic information system (GIS) to display the data in a manner in which problems are revealed much more readily. The authors have built upon earlier work by others to develop a way to systematically display service level differences between any two transit alternatives or between an alternative and some base condition. This procedure compares the weighted travel times between the two networks and produces summarized zone-level files of these differences. This zone-level information is then displayed using GIS software that can produce thematic maps. By automating the procedure, such maps can be produced very quickly for an alternative. In practice, these maps have proven to be very effective in showing the analyst whether or not a particular set of network coding changes has in fact achieved the desired goals. As a side benefit, the same maps have proven helpful in communicating the results of computerized transit network analysis to elected officials and the public. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Capital investments KW - Conferences KW - Geographic information systems KW - Level of service KW - Maps KW - Public transit KW - Travel time KW - Zones UR - https://trid.trb.org/view/383896 ER - TY - CONF AN - 00639964 AU - Nungesser, L G AU - Shafie, E AU - Faris (Jerry M) TI - MPOS' TRANSPORTATION IMPROVEMENT PROGRAMS: PROJECT SELECTION PROCEDURES PY - 1993/09 SP - p. 931-939 AB - The watershed Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) has required numerous changes in the way transportation projects develop locally: new participants, longer planning horizons, broader and more comprehensive planning considerations, new tests of financial feasibility, and different ways of weighing the merits of one project versus another. ISTEA has also changed the way Metropolitan Planning Organizations (MPOs) place transportation projects on the Transportation Improvement Program (TIP). In short the TIP is no longer to be a "wish list" of transportation improvements. This paper reviews the project selection, evaluation, and tradeoff procedures many MPOs have adopted with their revised TIP processes. It focuses on the categories of evaluation measures, the weighing and ranking approaches, and the differences in project selection procedures between urban areas under 750,000 population and those over 750,000. It also considers whether the project selection procedures in non-attainment areas for air quality differ from those in attainment areas. It also makes recommendations on several schemes that may be effectively employed by MPOs desiring to modify/restructure their procedures. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Air quality KW - Alternatives analysis KW - Conferences KW - Evaluation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Metropolitan planning organizations KW - Project management KW - Projects KW - Recommendations KW - Selection KW - Transportation Improvement Program UR - https://trid.trb.org/view/383919 ER - TY - CONF AN - 00639966 AU - Suhrbier, J H AU - Reinke, D AU - Ruiter, E AU - Rossi, T AU - Faris (Jerry M) TI - PUSHING BEYOND REASONABLE LIMITS? INTERFACING TRANSPORTATION AND AIR QUALITY MODELS PY - 1993/09 SP - p. 947-963 AB - After a decade of relative quiet, the analytical methodologies employed to support transportation air quality planning are being closely examined as a result of both the 1990 Clean Air Act and the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA). With the initial base year mobile source emission inventories now complete and the real work of analyzing alternative control strategies still ahead, both transportation and air quality professionals are increasingly uneasy about the state-of-the-art of transportation air quality modeling. Considerable high-quality effort has been invested in the four-stage network analysis process, the Highway Performance Monitoring System (HPMS), and the MOBILE5 emissions model, yet important limitations still exist in interfacing these important analytical capabilities. Each was well designed for a specific purpose; each is now being extended beyond its original design intentions. Transportation variables affecting emissions are not necessarily the same ones that currently receive most emphasis in travel demand model systems. Rather than looking primarily at vehicle miles of travel as often was done in the past, emphasis is now being given to variables such as the number of trips, trip length, vehicle speed, engine operating mode, and even the length of time between vehicle trips. Current studies also are calling into question the validity of mobile source emission models and even the representativeness of the underlying Federal Test Procedure. Analysts indicate that actual emissions may be underestimated by a factor of two to three, if not higher. This paper first presents general observations concerning the analytical implications of the new Clean Air Act, and then describes examples of emerging analytical practices. Three basic questions are addressed: How good are current analytical capabilities? Can independently developed transportation and air quality models be successfully linked? What are the priorities for developing improved analytical capabilities? The overall conclusion is that while numerous incremental refinements are possible, a more fundamental rehabilitation of both transportation and emissions models is needed for the kinds of policies identified to be realistically evaluated. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Air quality KW - Air quality management KW - Analysis KW - Analytical techniques KW - Clean Air Act KW - Clean air act 1990 KW - Conferences KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Mathematical models KW - Mobile sources KW - Pollutants KW - Transportation KW - Transportation models KW - Validity UR - https://trid.trb.org/view/383921 ER - TY - CONF AN - 00639973 AU - Rowden, W C AU - Faris (Jerry M) TI - NEO-TRADITIONAL NEIGHBORHOOD DESIGN PY - 1993/09 SP - p. 1067-75 AB - Neo-traditional neighborhood design has become popular with many in land use planning, but few analysis methods have been documented for transportation planning that involves neo-traditional design. However, the neo-traditional approach to land use planning will probably affect transportation planning. A multi-use development that includes both residential and commercial uses in a neo-traditional design is expected to have different trip-making patterns than those residential and commercial uses would have alone. It is believed that the number of vehicle trips generated by such a development would be fewer than the number of vehicle trips generated by a standard residential design. While no method for calculating the trip generation for a neo-traditional development is in widespread use, a method can be created using the principles in the ITE Trip Generation report. This approach was used for a development in Washington County, Oregon. This allowed a transportation impact analysis of a neo-traditional development. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Commercial development KW - Conferences KW - Design practices KW - Development KW - Economic development KW - Impact studies KW - Land use planning KW - Multiple use KW - Neighborhoods KW - Neotraditional design KW - Residential areas KW - Residential development KW - Transportation planning KW - Travel patterns KW - Trip generation KW - Washington County (Oregon) UR - https://trid.trb.org/view/383928 ER - TY - CONF AN - 00639975 AU - Adler, T J AU - Rimmer, L L AU - Szeto, C AU - North, R A AU - Shimizu, R A AU - Faris (Jerry M) TI - RIDERSHIP ESTIMATION FOR A SUBURBAN PRT SYSTEM PY - 1993/09 SP - p. 1091-12 AB - The Chicago Regional Transportation Authority is evaluating the potential of Personal Rapid Transit (PRT) systems to meet the unique mobility needs of suburban centers. An important part of this evaluation is to determine the potential ridership, given travel patterns and mode preferences in Chicago suburban communities. This paper describes the approach used and the initial ridership estimates for candidate PRT demonstration systems in four such communities. The PRT system designs being analyzed as potential demonstration projects in the Chicago area are approximately 2.5 miles in length, serving primarily the major commercial activity centers in the community. Virtually all trips on the systems would be short, non-home-based trips. Examples would include trips between commuter rail or bus stations and workplaces, trips between office buildings and mid-day trips from office buildings to retail centers. These types of trips are not detailed sufficiently in conventional urban transportation models to provide the level of information needed to evaluate tyis type of PRT system. A market area analysis was conducted for the four major activity centers to determine the numbers and types of trips that would be candidates for PRT service. Intercept travel surveys were conducted to determine the existing trip-making patterns within these centers. To estimate the number of trips that would be candidates for the PRT service, a detailed inventory was conducted of existing land uses and of the types of access that could be provided between those land uses and potential PRT stations. A self-administered, computer-based survey instrument was used to determine the conditions under which individuals would use PRT for current and possible future travel activities. The survey computers collected information on the respondents' current mode choice, described the PRT system using a digitized slide show, and presented a set of future travel scenarios adapted to the respondents' current trip. Data from the survey were used to estimate multinomial logit-form mode choice models for both work and non-work trips. The study found a significant range among the activity centers analyzed both in the number of trips that would be servced by PRT and in the sensitivity of PRT ridership to fare. Non-work uses were found to be particularly cost-sensitive. PRT ridership estimates for the potential demonstration systems ranged from 8,000 trips/day for two of the activity centers to less than 2,000 trips/day for the other two areas. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Access KW - Activity centers KW - Chicago (Illinois) KW - Conferences KW - Demonstration projects KW - Estimates KW - Fares KW - Land use KW - Market assessment KW - Mode choice KW - Non-work trips KW - Personal rapid transit KW - Ridership KW - Suburbs KW - Trip purpose KW - Work trips UR - https://trid.trb.org/view/383930 ER - TY - CONF AN - 00639925 AU - Siaurusaitis, V J AU - Faris (Jerry M) TI - INTERMODAL PLANNING UTILIZING TRAVEL DEMAND FORECASTING METHODS: NEW JERSEY HUDSON RIVER WATERFRONT STUDY PY - 1993/09 SP - p. 171-181 AB - The Intermodal Surface Transportation Efficiency Act (ISTEA) has introduced new legislation that focuses on increasing the efficiency of the existing transportation infrastructure and facilities. No longer can the increase in efficiency depend solely upon the expansion of the system but a shift towards understanding intermodal activity is necessary to improve the system. There is a great deal of discussion on the definitions of intermodal and multimodal modeling. Intermodal has been defined as the "transfer point" of goods or people from one point to the next. Multimodal is defined as the options in modes that are available to the user to move goods or people from one point to the next. It is obvious that both definitions, while describing a different portion of the overall trip, are very much related in the completion of a goods or person trip. This paper focuses on the movement of person trips as they relate to the development of travel demand models. Travel demand models have been used for many years to synthesize and predict person trips and their movements. The four step planning process of trip generation, trip distribution, modal split, and assignment has allowed transportation planners to make estimates as to the volume and distribution of person trips as they move across simulated highway and transit networks. The intermodal aspects of transportation modeling allow for the development of the networks to allow for considerable detail in the review and analysis of the transfer characteristics between modes. A project is currently underway for the Hudson County Waterfront, Hudson County, New Jersey by New Jersey Transit (NJT). This Alternatives Analysis/Draft Environmental Impact Statement for Hudson County contains a variety of transit options for person movements in the Northern New Jersey-New York metropolitan area, and is an excellent example for the understanding of intermodal activity. The size and intermodal complexity of the study provided for the development of a detailed intermodal reporting system which could later be used to better address the needs of the intermodal passenger. The study was conducted using the COMSIS MINUTP travel demand forecasting software which permitted the detailed development and coding of transit and highway options for the study. This paper explains in detail the steps required to develop the network and modeling detail to better understand intermodal activity. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Case studies KW - Conferences KW - Definitions KW - Forecasting KW - Hudson County (New Jersey) KW - Intermodal transportation KW - Mathematical models KW - Multimodal transportation KW - Passenger transportation KW - Software KW - Transportation KW - Transportation models KW - Transportation planning KW - Travel demand KW - Waterfronts UR - https://trid.trb.org/view/383881 ER - TY - CONF AN - 00639932 AU - Miller, E M AU - Faris (Jerry M) TI - TRANSPORTATION MODELING APPLICATIONS IN A WINDOWS BASED GEOGRAPHIC INFORMATION SYSTEM PY - 1993/09 SP - p. 305-320 AB - Geographic Information System (GIS) Technology has become a powerful and established tool for transportation modeling and planning applications. GIS offers spatial analysis features crucial to transportation engineering by associating data to actual locations on the earth's surface. Standard GIS software offers more robust analysis and display capabilities absent from traditional transportation planning packages. Standard GIS packages, however, were not written necessarily with the transportation engineer in mind. A GIS describes the world in terms of longitudes and latitudes and other projection systems consisting of a hierarchical structure of graphical objects. The typical GIS represents the world as a map. The concept of a network, fundamental to transportation modeling, is foreign to most GIS packages. Modeling packages describe the world mathematically in terms of a network consisting of nodes and links. What is needed is a methodology to relate this abstract representation to a more realistic portrayal of a transportation system which can be accomplished by establishing a bridge between GIS and modeling packages. With the advent of affordable, powerful, personal computers, powerful GIS technology has entered the desktop realm of computing. Windows provides an ideal environment for both the developer and end user of GIS technology. A Graphical User Interface (GUI) for a GIS makes it usable for the novice computer user. From a developer's viewpoint, the Windows environment provides the necessary tools and framework to introduce modeling concepts into a standard GIS. Standardized dialogs, output device drivers, and lines of communication through Dynamic Link Libraries, Dynamic Data Exchanges, and multitasking capabilities create an effective bridge which is transparent to the end user. This paper describes the interface of a Windows Based GIS, MapInfo for Windows, with a traditional modeling package, COMSIS MINUTP travel demand forecasting software. A framework was developed that enables communication between two distinct packages. Specific projects are presented which utilized these techniques to perform core planning and modeling functions within a GIS including thematic display of land use, origin-destination, and travel data; direct development of highway and transit networks on TIGER base maps; and display of assignment and other output from transportation models. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Forecasting KW - Geographic information systems KW - Graphical user interfaces KW - Land use KW - Mathematical models KW - Origin and destination KW - Personal computers KW - Software KW - Traffic assignment KW - Transportation KW - Transportation models KW - Transportation planning KW - Travel demand KW - User interfaces (Computer science) UR - https://trid.trb.org/view/383888 ER - TY - CONF AN - 00639939 AU - DeCorla-Souza, P AU - Faris (Jerry M) TI - COMPARING COST-EFFECTIVENESS ACROSS MODES PY - 1993/09 SP - p. 411-426 AB - The flexibility provisions of the Intermodal Surface Transportation Efficiency Act (ISTEA) require Metropolitan Planning Organizations (MPOs) in cooperation with States and transit operators to make funding decisions among alternative transportation solutions involving more than a single mode. With little past experience in cross-modal evaluation, MPOs will need to develop the ability to make cost-efficiency and cost-effectiveness comparisons across modes at the project and system level. New ISTEA requirements for Congestion Management Systems and for considering multiple factors in metropolitan planning and programming will further increase the importance of multi-modal evaluation capabilities. Cost-effectiveness is listed as an objective for use of Federal funds in several places in ISTEA. In the past, MPOs have seldom used cost-efficiency measures to compare projects or alternative systems. Also, they have usually compared solutions using measures of effectiveness which are uniquely applicable to a specific mode. For example, a measure of highway project effectiveness used often is improvement in highway level of service or highway speed. Transit project effectiveness, on the other hand, is often measured by increase in transit ridership. If highway and transit solutions are to be compared, common measures of effectiveness applicable across modes will have to be used. Also, if cost-efficiency measures are to be emphasized, costs and benefits (including social and environmental costs and benefits) will need to be converted to dollar terms to the extent feasible. These cross-modal comparisons require development of a new evaluation framework which allows full accounting of all costs (i.e., public, private and social) and which includes measures of effectiveness that can be applied across modes. MPOs will have to attempt quantification of the impacts and true costs of transportation alternatives to assist decision-makers in making the tradeoffs between alternatives. This paper provides a case study demonstrating how comparisons can be made among investments for three alternative modes -- single-occupant vehicle (SOV), high-occupancy vehicle (HOV) and transit, based on cost-effectiveness measures such as (1) public costs per commute trip and (2) total costs (i.e., public, private and social costs) per commute trip. Comparisons are made for commute trips between nine pairs of work and home locations involving three urban location/design categories: Central Business District (CBD), urban core and fringe in a typical large urban area (population more than 1 million). The results of the analysis suggest that disparities in cost-effectiveness among modes vary significantly by employment/residence location combination. The paper discusses the policy implications of the disparities among modes. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Benefits KW - Case studies KW - Conferences KW - Cost effectiveness KW - Costs KW - Decision making KW - Environmental impacts KW - Externalities KW - High occupancy vehicles KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Measures of effectiveness KW - Public transit KW - Quantifying KW - Quantitative analysis KW - Residential location KW - Single occupant vehicles KW - Transportation modes KW - Transportation policy KW - Workplaces UR - https://trid.trb.org/view/383895 ER - TY - CONF AN - 00639950 AU - Hartgen, D T AU - Li, Yixuan AU - Faris (Jerry M) TI - GIS APPLICATIONS TO TRANSPORTATION CORRIDOR PLANNING PY - 1993/09 SP - p. 607-630 AB - Geographic information system (GIS) applications to large transportation corridor planning are reviewed in two cases: a large multi-city urban region considering a major regional ring road, and a 120-mile 10-county rural corridor recently upgraded to interstate status. In both cases, the use of a transportation-oriented GIS, TransCAD, was found to greatly facilitate the display and understanding of information and the decision-making process. A wide variety of GIS procedures--data display, buffering, opinion surveys, traffic statistics, land use patterns, and traditional modeling--were found to be applicable. Examples are shown of how the use of the GIS added "value" to decision-making, at a reasonable investment in time and effort by agency and support staff. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Case studies KW - Conferences KW - Decision making KW - Geographic information systems KW - Transportation corridors KW - Transportation planning UR - https://trid.trb.org/view/383906 ER - TY - CONF AN - 00639958 AU - Treadway, T B AU - Faris (Jerry M) TI - SMALL SCALE STRATIFIED RANDOM SAMPLE HOME INTERVIEW SURVEY FOR THE PITTSBURGH REGION PY - 1993/09 SP - p. 779-795 AB - In 1990, the Southwestern Pennsylvania Regional Planning Commission (SPRPC) designed and conducted a small scale home interview survey. There was a need to revise the variables and structure in the trip production model. It was also necessary to collect recent household data to validate the home base work and home base other trip production rates. A revised trip production model was first developed from home interview data obtained in the late 1970s. Trip rates for home based work and home based other trips were stratified by household size and auto ownership. In an effort to maintain a structure accounting for significant variation but minimizing the total number of cells, a model containing 15 cells was developed. This structure formed the basis of the 1990 stratified sample home interview survey. The goal was to obtain 30 observations for each cell requiring a total of 450 households to be surveyed. A consultant was hired to initially obtain households to agree to participate in the survey. SPRPC staff were responsible for the other aspects such as designing the survey forms, mailing them to the selected households, following up on survey responses, and processing the data. As was not unexpected, there were difficulties in meeting the objective of 30 observations for all 15 cells. Therefore, the number of cells was reduced to 12 with a minimum number of observations of 25 per cell. 1990 trip rates by the 12 cells were then compared to 1980 rates recalculated to the same cell structure. A statistical analysis was performed to check for significant differences, by cell, between 1980 and 1990 trip rates. It was concluded that home based work trip production rates did not significantly change. However, there was a significant increase in home based other trip productions per household. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Automobile ownership KW - Conferences KW - Data collection KW - Household size KW - Households KW - Interviewing KW - Pittsburgh (Pennsylvania) KW - Revisions KW - Statistical analysis KW - Surveys KW - Trip generation KW - Trip rate UR - https://trid.trb.org/view/383913 ER - TY - CONF AN - 00639965 AU - DeCorla-Souza, P AU - Faris (Jerry M) TI - CONGESTION PRICING: ISSUES AND OPPORTUNITIES PY - 1993/09 SP - p. 941-945 AB - Metropolitan Planning Organizations (MPOs) considering the adoption of a congestion pricing policy need to clearly understand several aspects of congestion pricing: (1) What is the rationale for congestion pricing? How does it differ from the traditional fuel tax? (2) How effective is congestion pricing with respect to the MPOs' objectives? (3) What are the critical issues and concerns which must be addressed before implementation can proceed? (4) What types of congestion pricing applications are reasonable in the short term and in the long term? This paper addresses these questions and offers some thoughts on how MPOs can proceed towards implementing this strategy. An MPO may seek to use congestion pricing as a means to achieve any or all of the following objectives: (1) manage congestion; (2) improve air quality; (3) secure adequate funding for transportation investments and services. The paper demonstrates a sketch planning procedure to analyze a congested urban area of about 1.5 million population in order to estimate effectiveness of congestion pricing with respect to the above objectives. The major issues with respect to implementation may be categorized as either technical or political. The paper discusses the major technical issues -- technological compatibility among geographic areas and modes, enforcement, privacy, price determination, and estimation of the impacts of alternatives. Use of the conventional four-step travel demand forecasting models to estimate impacts is demonstrated with a dataset for a small hypothetical urban area. The paper also discusses the political issues, i.e., public acceptance and interjurisdictional cooperation, and a three pronged strategy to help develop public support based on use of revenues from tolls. Congestion pricing can be applied at three successively larger scales: on a facility, within an area or sub-area of the region, and regionwide. The paper discusses how urban areas could begin to test the impacts of differential pricing on existing and new facilities. Also discussed is area pricing, involving pricing within a small geographic area such as a Central Business District or a major suburban activity center, which may be introduced through licensing schemes, cordon tolls or parking pricing. The prospects for regional scale application are projected. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Air quality management KW - Area pricing KW - Conferences KW - Congestion pricing KW - Effectiveness KW - Forecasting KW - Highway traffic control KW - Impact studies KW - Implementation KW - Measures of effectiveness KW - Metropolitan planning organizations KW - Political factors KW - Public relations KW - Public support KW - Revenues KW - Sketch planning KW - Sketch planning techniques KW - Travel demand KW - Urban areas UR - https://trid.trb.org/view/383920 ER - TY - CONF AN - 00639976 AU - Beck, S AU - Andriola, T AU - Faris (Jerry M) TI - THE USE OF A GIS IN THE STUDY OF THE LOCATION AND FEASIBILITY OF A MAGNETIC LEVITATION TRANSIT SYSTEM WITHIN THE BALTIMORE-WASHINGTON CORRIDOR PY - 1993/09 SP - p. 1113-20 AB - The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) provides for the development of a domestic prototype Maglev system in six years. While Maglev technology is generally regarded as feasible in this time frame, site-specific route and alignment studies are needed to assess economic viability, rights-of-way compatibility, and environmental impacts. Selection of a suitable corridor for implementation of the ISTEA prototype is essential to the assessment and success of a domestic Maglev system. KCI Technologies, in association with Martin Marietta Corporation and a number of other firms, is conducting a location and feasibility study to evaluate the 10-mile-wide Baltimore-Washington corridor with respect to the Prototype Development Program authorized under ISTEA. This location and feasibility study is being conducted in three phases. The initial and iterative phases characterize potential corridors in terms of: Maglev technologies, alignment geometries, environmental impacts, operations scenarios, ridership revenues, life-cycle costs and cost-effectiveness measures. The evaluation phase consists of a disciplined analysis and assessment of viable corridors with respect to ISTEA factors. This paper discusses the use of a Geographic Information System (GIS) as a tool for collecting, organizing, evaluating and displaying environmental data for this project. Emphasis is placed upon the design and implementation of databases and digital maps and the development of project-specific applications. Also discussed is the interface between the GIS and Martin Marietta's Ground Transportation Analysis System, a modelling tool for collecting and evaluating route alignment information along transportation corridors at the planning scale. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alignment KW - Baltimore-Washington Corridor KW - Conferences KW - Cost effectiveness KW - Digital mapping KW - Environment KW - Environmental data KW - Environmental impacts KW - Feasibility analysis KW - Geographic information systems KW - Information organization KW - Life cycle costing KW - Location KW - Magnetic levitation KW - Prototypes KW - Rail transit KW - Revenues KW - Route choice KW - Transportation corridors KW - Washington Metropolitan Area UR - https://trid.trb.org/view/383931 ER - TY - CONF AN - 00639918 AU - WEINER, E AU - Faris (Jerry M) TI - CONFERENCE SUMMARY: FOURTH NATIONAL CONFERENCE ON TRANSPORTATION PLANNING METHODS APPLICATIONS PY - 1993/09 SP - p. 3-16 AB - The Conference was attended by over 340 practicing transportation planners mostly from state and local agencies and consultants. This Fourth Conference reflected the changes being brought about by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and the Clean Air Act Amendments of 1990 (CAAA). There was demonstrated concern for meeting the planning and management system requirement in ISTEA and the National Ambient Air Quality Standards (NAAQS) under the deadlines in CAAA. There was considerable interest along the entire range of alternatives from shorter-term transportation system management (TSM) options to longer-term land use arrangements. States and metropolitan planning organizations (MPOs) are using the analytical tools that they have available and adapting them to address the new requirements of these two acts. However, concern was expressed about the tight deadlines and lack of technical assistance in meeting these requirements. Moreover, there was a clear expression of the need to improve analytical procedures and develop new ones. Conference participants expressed interest in improved communication and interchange between planners in State and local agencies. Many agencies are facing similar problems, and approaches to address these problems are likely to prove useful to others. The remainder of this Conference Summary summarizes the conference presentations in the following areas: Transportation, Land Use, and Air Quality Planning; Land Use Models; Travel Model Development and Calibration; Travel Model Applications - Part 1 and Part 2; Air Quality Applications; Statewide Planning - Multimodal and Intermodal; Statewide Planning - Highway Systems; ISTEA Management Systems; Alternatives Analysis; Transportation Data Collection; Roadway Planning; Transit Planning; and Partnerships in Transportation. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Air quality management KW - Alternatives analysis KW - Applications KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Conferences KW - Data collection KW - Federal laws KW - Highway planning KW - Highway systems KW - Highways KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Intermodal transportation KW - Land use models KW - Land use planning KW - Long term KW - Management KW - Management systems KW - Mathematical models KW - Methodology KW - Metropolitan planning organizations KW - Multimodal transportation KW - National ambient air quality standards KW - Partnerships KW - Planning KW - Public transit KW - Regional planning KW - Short term KW - Standards KW - State planning KW - States KW - Time duration KW - Transit planning KW - Transportation KW - Transportation models KW - Transportation planning KW - Transportation system management UR - https://trid.trb.org/view/383874 ER - TY - CONF AN - 00639921 AU - Wickstrom, G V AU - Milone, R J AU - Faris (Jerry M) TI - TRANSPORTATION DEMAND IMPACTS OF ALTERNATIVE LAND USE SCENARIOS PY - 1993/09 SP - p. 65-93 AB - The Federal Highway Administration (FHWA) conducted a study to examine the impact of urban area development alternatives on the efficiency and transportation system performance in those areas. As part of this effort, several metropolitan areas were selected to conduct case studies. FHWA contracted with the Metropolitan Washington Council of Governments to develop and analyze regional growth alternatives in the Washington, D.C. Metropolitan Area. Other areas selected were Denver, Dallas, Baltimore and Philadelphia. The purpose of the report is to compare the differences in travel by mode and transportation system performance between the land use alternatives selected. Data produced from the analysis will subsequently be used by FHWA's Office of Planning in their national program entitled "Ensuring the Efficiency of Urban Transportation Systems". As part of the Washington, D.C. Metropolitan Area case study, two alternative urban forms were identified as compatible with current regional development policies and were quantified, evaluated and compared to presently adopted plans and forecasts. One alternative would promote a closer balance between housing and employment growth in the region. The other would retain this emphasis, but also reinforce employment growth in areas of high transit use. Both alternatives would emphasize a more dense, compact regional form and maintain the emphasis on corridor development pattern. These alternatives are described more fully in the report. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Case studies KW - Conferences KW - Corridor development KW - Development KW - Employment KW - Forecasting KW - Housing KW - Housings KW - Impact studies KW - Land use KW - Planning KW - Public transit KW - Ridership KW - Transportation corridors KW - Travel demand management KW - Urban areas KW - Washington Metropolitan Area UR - https://trid.trb.org/view/383877 ER - TY - CONF AN - 00639935 AU - McElroy, R S AU - Faris (Jerry M) TI - NATIONAL LEVEL HIGHWAY INVESTMENT ANALYSIS: FOCUSING ON HIGHWAY USER IMPACTS PY - 1993/09 SP - p. 351-360 AB - In 1989 the Chairman of the U.S. House of Representatives Committee on Public Works and Transportation called for the "Department of Transportation (DOT) to accelerate its efforts to examine the costs, benefits and national economic implications associated with a broad array of [highway] investment options". The recently developed Highway Economic Requirements System (HERS) will provide DOT with the capability to incorporate a highway user impact dimension into its evaluation of alternative national-level highway investment policy options. The HERS uses incremental life-cycle benefit/cost analysis to define the "near-optimal" cost effective set of appropriate improvement options given user defined policy scenarios. Traditional highway investment analysis asks the question: "What impact do system condition and performance have on highway users?" The Highway Performance Monitoring System (HPMS) investment analysis model has been used to support Congressional development of highway programs and policies since 1980. While the HPMS is a highly regarded analytical tool, it relies heavily on engineering criteria in both its deficiency identification and improvement selection procedures. The HPMS is not particularly sensitive to the user cost consequences of alternative improvement options. In contrast, the HERS model is designed to select improvements that will reduce the total cost incurred by highway users and agencies while ensuring an acceptable economic return on the investment of public funds. The model recognizes reductions in direct user costs (travel-time, incidents and vehicle operating costs) as highway user benefits. Also considered as benefits are reductions in maintenance costs and the "residual value" of an improvement. This paper explores the unique features of the HERS modeling procedure, distinguishing them from the HPMS. Initial HERS results are presented and compared to comparable HPMS derived conclusions. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Benefit cost analysis KW - Conferences KW - Federal government KW - Highway Economic Requirements System KW - Highway performance monitoring system KW - Highway systems KW - Highway user costs KW - Highways KW - Investments KW - Life cycle costing KW - National transportation policies KW - Options KW - Transportation policy KW - United States KW - User benefits UR - https://trid.trb.org/view/383891 ER - TY - CONF AN - 00639936 AU - Guyton, J W AU - Faris (Jerry M) TI - PLANNING TRANSPORTATION OPTIONS FOR THE 21ST CENTURY PY - 1993/09 SP - p. 363-373 AB - Transportation planning endeavors often are long-range views of area-wide needs. But how does one evaluate 50-year needs on a national scale? In the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA), Congress directed a study to be made of a transcontinental transportation corridor to examine feasible multi-modal options for the 21st Century. This paper presents the study approach and some preliminary conclusions. The Transamerica Transportation Corridor (TTC) has a study area 3000 miles long and about 350 miles wide. The techniques utilized have application to other corridor studies and state-wide transportation planning. Intelligent Vehicle Highway Ssytems (IVHS), high speed rail, intermodal transport, and "missing" Interstate links are at the forefront of discussion today. But what are the realistic possibilities for a meaningful application of new or emerging modal, multi-modal, technological or joint use opportunities throughout the United States? Can they be brought to bear in a coast-to-coast transportation corridor? Can such concepts enhance the nation's economy? What are the long-term implications for transportation and to the environment? How can these issues be addressed while looking ahead half a century? Study of a possible new transcontinental transportation corridor is currently underway. While investigating an Interstate highway option from coast-to-coast, the study also addresses emerging technologies. The analyses then produce answers regarding which transportation concepts make sense, which are applicable to the designated corridor, and which are most practical and reasonable for implementation within 30 to 50 years. Urban area transportation studies and corridor planning studies constantly address the applications of micro techniques to macro questions and concerns. The TTC study has established a work program and techniques appropriate for an analysis of a corridor that is wider than most study corridors are long! Not since the planning of the Interstate highway system in the 1940s, has there been a comprehensive review with such strategic implications for transportation in the United States. This is more than a report on a traditional highway corridor project, even if one sets aside that it extends from Virginia to California. It illustrates how to analyze multi-regional transportation questions of the present -- and the future. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Conferences KW - Multimodal transportation KW - Options KW - Research KW - Studies KW - Study methods KW - Technological innovations KW - Transportation corridors KW - Transportation planning UR - https://trid.trb.org/view/383892 ER - TY - CONF AN - 00639954 AU - Gamble, T AU - PEARSON, D AU - Faris (Jerry M) TI - GROWTH ALLOCATION USING THE DELPHI PROCESS PY - 1993/09 SP - p. 683-709 AB - This paper presents the methodology and results of the use of the Delphi process in allocating projections of households and employment to the zone level. As part of a project funded by the Texas Department of Transportation (TxDOT), a need was recognized for a simpler and faster procedure for developing demographic data at the zone level for travel demand modeling in smaller urban areas (populations less than 200,000). In many cases, these smaller areas do not have the financial or personnel resources to allocate growth using more sophisticated models or methods. An existing technique (the Delphi process) was modified to allocate projected growth at the zone level. A qualitative measure of each zone's growth potential relative to the other zones in the area was established using the Delphi process and used to allocate projections of population and employment. The Delphi process provides reasonable results in a short time frame, which accelerates the overall planning process. The Delphi process uses an iterative process working with a panel of local experts and involved citizens to reach a consensus. A pilot project was conducted in the Longview, Texas, area in the summer of 1992 to examine the ability of the Delphi to allocate future growth. The result of this pilot project was the allocation of the area's projected population and employment for the year 2015 to 219 traffic analysis zones. A three-tiered process was employed beginning with the allocation of the projected growth to six districts, then disaggregating the district allocations to 35 areas, and finally allocating the area's growth to the 219 traffic analysis zones. The duration of the process from the first meeting with the panel to the formal adoption of the zone allocations by the Longview area Metropolitan Planning Organization (MPO) was less than three months. Benefits of the Delphi process include reduced costs to the MPO in both time and money; social, political, and legal advantages of basing the allocations on a panel consensus; and involving members of local agencies and committees in the allocation of projected socioeconomic data. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Benefits KW - Conferences KW - Delphi method KW - Demographics KW - Employment KW - Forecasting KW - Growth allocation KW - Households KW - Longview (Texas) KW - Mathematical models KW - Metropolitan planning organizations KW - Population growth KW - Public participation KW - Small cities KW - Traffic analysis zones KW - Transportation KW - Transportation models KW - Travel demand KW - Urban areas KW - Zones UR - https://trid.trb.org/view/383909 ER - TY - CONF AN - 00639955 AU - Marshall, N L AU - Lawe, SJC AU - Faris (Jerry M) TI - LAND USE ALLOCATION MODELS FOR MULTI-COUNTY URBAN AND SUBURBAN AREAS PY - 1993/09 SP - p. 711-722 AB - Long-term transportation planning depends on future land use forecasts. However, the location of future land use is also dependent on the transportation system. Areas made more accessible through highway and transit improvements tend to develop to a greater extent than they would have otherwise. Therefore, transportation planning should be based on linked land use/transportation network models. Operational land use models were first developed by Lowry in the 1960s. Putman linked land use models to transportation network models in the 1970s. These Lowry/Putman models have been applied to many large urban areas in the United States. Recently, versions of the Lowry model have been added to microcomputer network modeling packages. The authors have developed land use models for two multi-county areas: the four-county Tampa Bay region in Florida, and the three-county seacoast region of New Hampshire and Maine. These regions offer planning challenges that are common to other growth areas. In both regions, several different regional planning organizations are responsible for land use planning. As development pressure continues, areas between old urban centers fill in. Transportation improvements that are directed at alleviating congestion in these areas appear to accelerate the rate of in-fill, causing unexpected increases in traffic volumes. The authors have updated the Lowry/Putman model structure to better represent suburban growth areas in the 1990s. Instead of designating "primary" and "secondary" employment, employment is categorized as retail, commercial, or industrial. Instead of housing location being determined by the workplace of the "primary worker", locational choice is based on the generalized accessibility to all destinations. Generalized accessibility is calculated using a nested logit formulation, so that land use allocation incorporates transit accessibility. In a final enhancement, the effects of regulation on land use development are explicitly incorporated into the model structure. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Accessibility KW - Allocation models KW - Conferences KW - Cost allocation KW - Employment KW - Land use KW - Land use models KW - Logits KW - Mathematical models KW - Metropolitan areas KW - Public transit KW - Regional transportation KW - Suburbs KW - Transportation KW - Transportation models KW - Transportation planning KW - Urban areas UR - https://trid.trb.org/view/383910 ER - TY - CONF AN - 00639968 AU - Lee, R AU - Moriarty, J A AU - Dock, F C AU - Fish, C A AU - Faris (Jerry M) TI - TRANSFERABLE ESTIMATION TECHNIQUES FOR ASSESSING THE EMISSIONS AND VMT REDUCTIONS FROM TRANSIT RELATED TRANSPORTATION CONTROL MEASURES PY - 1993/09 SP - p. 985-996 AB - The Regional Transportation Authority (RTA) of Northeastern Illinois entered into a contract with Barton-Aschman Associates, Inc., in association with Cambridge Systematics and Beata Welsh to develop the analytical techniques and provide the software and training for analysis of a range of transit related transportation control measures (TCMs). The purpose of the project was to develop transferable and "technically defensible" estimation techniques (models) for assessing the emissions and VMT reductions of a variety of transit related TCMs. These microcomputer based estimation techniques will be used to analyze proposed TCM projects for inclusion in the mobile source component of the State Implementation Plan (SIP). These modeling techniques were also seen as a means to evaluate projects for funding under the Congestion Mitigation and Air Quality program of the Intermodal Surface Transportation Efficiency Act. This project was undertaken to provide a means to assess the air quality impacts of transit projects. Many of the project types identified in the U.S. EPA TCM guidance are not amenable to analysis by regional air quality and travel demand models. There was a need to develop an analytical tool that could address transit projects that were short-range or operational in nature. The RTA, as the agency charged with providing comprehensive planning for the region's transit system, is taking a lead role in developing the transit related TCMs for the Chicago region's mobile source component of the SIP. A Transit TCM Technical Committee was established to identify projects for analysis, coordinate data collection and review the consultant's products. The committee was composed of staff from the RTA, its Service Boards: The Chicago Transit Authority, Metra, the commuter rail division, and Pace, the suburban bus division; the Illinois Environmental Protection Agency; the Illinois Department of Transportation; and the Chicago Area Transportation Study, the region's metropolitan planning organization. This interagency approach was important to developing a methodology that would be useful to the region's transit, air quality and transportation planning agencies. One of the goals of the project was to share results, methodology and software with the Service Boards. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Air quality KW - Air quality management KW - Analysis KW - Analytical techniques KW - Chicago (Illinois) KW - Conferences KW - Districts and authorities KW - Estimating KW - Exhaust gases KW - Illinois KW - Impact studies KW - Interagency relations KW - Mobile sources KW - Plan implementation KW - Programming (Planning) KW - Public transit KW - Regional transportation KW - Software KW - State government agencies KW - State implementation plans KW - Transit projects KW - Transportation planning KW - Travel demand management KW - Vehicle miles of travel UR - https://trid.trb.org/view/383923 ER - TY - CONF AN - 00639969 AU - HOLDSTOCK, D A AU - Nichols, F AU - Faris (Jerry M) TI - UTILIZING A GEOGRAPHICAL INFORMATION SYSTEM FOR A ROADWAY IMPROVEMENT PLANNING STUDY ON THE SOUTHERN STATE PARKWAY CORRIDOR, LONG ISLAND, NEW YORK PY - 1993/09 SP - p. 999-1006 AB - The Southern State Parkway is a controlled-access east-west highway carrying non-commercial traffic through Queens, Nassau and Suffolk counties. Construction occurred in two phases during the 1920s and 1950s. The parkway today has many safety and operational deficiencies, and high traffic volumes diminish the levels of service during much of the workday, a condition that is expected to worsen if improvements are not made. Parsons Brinckerhoff was retained to identify existing and future highway problems and develop and evaluate a range of solutions. Geographic information system (GIS) technology was used to assist in the technical investigations as this approach offered a suitable mechanism for the storage, retrieval, analysis and display of the parkway's geographically-referenced features and its associated attributes. The objectives of the GIS effort were to: (1) Illustrate and maintain a database of the existing travel patterns of motorists using the Southern State Parkway - an origin-destination survey of motorists entering the parkway was conducted and survey data were stored in the relational data base; (2) Geographically reference records (1989 to 1991) of accidents occurring on the parkway by tenths of a mile, and identify and depict major areas of concern; (3) Incorporate the New York Metropolitan Transportation Council's (NYMTC's) square-mile-grid data of base year and projected vehicle trip-end data; (4) Create a link between TRANPLAN and ARC/INFO to update Average Annual Daily Traffic (AADT) volumes for alternatives under evaluation, and, in turn, automate the production of report-quality graphics; and (5) Import digital Intergraph files of the project area to use in conjunction with raster images of 7.5 quad sheets as a backdrop for visual identification of environmental constraints. The application of GIS technology proved to be useful on several fronts. Thematic mapping illustrated the general travel patterns of motorists using the Southern State Parkway. Dynamic segmentation provided the only mechanism for automatically locating and depicting accident records along the digital highway coverage. NYMTC square-mile-grid data were incorporated into ARC/INFO and trip end data displayed. Intergraph street base mapping was converted into ARC/INFO and used for report graphics. A link was created between TRANPLAN and ARC/INFO which facilitated an automated graphics production of the different AADT scenarios. 7.5 Quad sheet images were rectified and used as an environmental backdrop. The application of GIS technology and associated spatial techniques greatly assisted in the development and evaluation of roadway improvement alternatives. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Alternatives analysis KW - Annual average daily traffic KW - Conferences KW - Crash locations KW - Digital maps KW - Digital photo map KW - Geographic information systems KW - Graphics KW - High risk locations KW - Highways KW - Improvements KW - Long Island (New York) KW - Origin and destination KW - Parkways KW - Planning KW - Travel patterns KW - Trip end data UR - https://trid.trb.org/view/383924 ER - TY - CONF AN - 00639972 AU - Dowling, R G AU - Faris (Jerry M) TI - INTERFACING TRANSPORTATION PLANNING MODELS WITH TRAFFIC ENGINEERING SOFTWARE PY - 1993/09 SP - p. 1041-66 AB - Recent state and federal clean air and congestion management legislation have increased the need for transportation engineers to be able to conduct detailed traffic operations analysis of their long range traffic forecasts. TRANPLAN, MINUTP, SYSTEM2, TMODEL/2 and EMME/2 all have available custom-made routines for analyzing the level of service of individual intersections. These routines, however, usually address only individual signalized intersections and offer only a limited selection of analysis methods. Some routines do not even perform 1985 Highway Capacity Manual operations analysis of signalized intersections. None are capable of analyzing signal or freeway systems. Many excellent operations analysis programs such as TRANSYT, PASSER, HCS, FREQ, and NETSIM are consequently unavailable to transportation planners because of the lack of a generalized interface to these programs. This paper explores various approaches for linking transportation planning software to commonly available traffic operations software. Current practice and available techniques are discussed and critiqued. Performance criteria and data specifications are proposed for a general purpose interfacing program that would allow users to: (1) Input traffic forecasts and geometric data from transportation planning software into commonly available traffic operations software; (2) Process the data in the traffic operations software; and (3) Feed back the refined speed and delay forecasts into the transportation planning software. U1 - 4th National Conference on Transportation Planning Methods Applications, Volumes I and II. A Compendium of PapersTransportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation.Daytona Beach, Florida StartDate:19930503 EndDate:19930507 Sponsors:Transportation Research Board Committee on Transportation Planning Applications - A1C07; Federal Highway Administration; Federal Transit Administration; McTrans Center, University of Florida; and hosted by the Florida Department of Transportation. KW - Conferences KW - Long term KW - Mathematical models KW - Software KW - Time duration KW - Traffic engineering KW - Traffic estimation KW - Traffic forecasts KW - Traffic operations analysis KW - Transportation KW - Transportation models KW - Transportation planning UR - https://trid.trb.org/view/383927 ER - TY - RPRT AN - 00639882 AU - Maurer, D AU - Sukley, R AU - Dash, U AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - SPRINKLE TREATMENT OF BITUMINOUS CONCRETE FOR IMPROVED SKID RESISTANCE - DEMONSTRATION PROJECT NO. 50. FINAL REPORT PY - 1993/09 SP - 42 p. AB - The purpose of this report is the evaluation of sprinkle treatment of asphalt surface as compared to conventional treatment, ID-2 Wearing Course. Sprinkle treatment is intended to provide high frictional characteristics using a minimal amount of high quality aggregate. This evaluation is based on a 5-year collection of data from two sections each of sprinkle treated pavement and of control sections of conventional ID-2 wearing course by the Pennsylvania Department of Transportation. The most significant results were in cost and skid resistance. The cost of sprinkle treatment increased 16% over the conventional treatment. Sprinkle treated sections demonstrated superior skid resistance to the control sections. It is concluded that sprinkle treatment is not a cost-effective alternative, at this time, because of the current supply of approved reasonably priced quality aggregate in Pennsylvania. KW - Alternatives analysis KW - Asphalt pavements KW - Cost effectiveness KW - Demonstration projects KW - Skid resistance KW - Sprinkle treatment KW - Surface treating KW - Wearing course (Pavements) UR - https://trid.trb.org/view/380824 ER - TY - RPRT AN - 00638847 AU - Laguros, J G AU - Zaman, Musharraf AU - Chen, D-H AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - RESILIENT MODULUS OF SELECT AGGREGATE BASES AND THEIR CORRELATIONS WITH OTHER ENGINEERING PROPERTIES PY - 1993/09 SP - 130 p. AB - Six most commonly encountered aggregate materials which are used as subbases/bases in Oklahoma are selected and tested under dynamic loading by using AASHTO designation T292-91I. A vibratory compaction method was successfully developed to prepare the 6-in.-diameter and 12-in.-long specimen at optimum moisture content. The gradation of the specimens met the Oklahoma Department of Transportation (ODOT) 1988 specification Type A and Type B. Exploratory tests were carried out to assess the effect of varying gradations, compaction method, moisture content, specimen size, and testing procedures on the resilient modulus (RM). Statistical correlations were established between the RM and California bearing ratio (CBR), between the RM and cohesion and friction angle, and between the RM and elasticity (E). For a given gradation, the RM values of the six aggregate types at the same bulk stress are relatively close; the influence of gradation and compaction method on RM values were less significant compared to the effects of moisture content and the stress state; the T294-92I testing procedure gave higher RM values than those obtained by using the T292-91I testing procedure; the RM values for 4-in. specimens were higher than those for 6-in. specimens; and the best correlations exist between the cohesion and friction angle and the RM values. KW - Aggregate gradation KW - Aggregates KW - Base course (Pavements) KW - California bearing ratio KW - Cohesion KW - Compaction KW - Correlation analysis KW - Correlations KW - Dynamic loads KW - Elasticity (Mechanics) KW - Friction KW - Friction angle KW - Modulus of resilience KW - Moisture content KW - Properties of materials KW - Size KW - Specimen preparation KW - Specimen size KW - Specimens KW - Test procedures UR - https://trid.trb.org/view/380479 ER - TY - RPRT AN - 00638848 AU - WHITING, D AU - Stejskal, B AU - NAGI, M AU - Construction Technology Laboratories, Incorporated AU - Federal Highway Administration TI - CONDITION OF PRESTRESSED CONCRETE BRIDGE COMPONENTS: TECHNOLOGY REVIEW AND FIELD SURVEYS. INTERIM REPORT PY - 1993/09 SP - 286 p. AB - This report describes results of a technology review and field condition surveys carried out in the area of prestressed concrete (PS/C) bridge components. Both pretensioned and post-tensioned systems are included. The technology review indicates that most prestressed concrete bridges, when properly designed and constructed, can perform adequately even in severe environments. Only a limited number of structural failures attributed to corrosion of prestressed elements have been documented. Field surveys were carried out on 12 bridges located in severe environments, including both marine exposure and exposure to deicing agents. Direct exposure to marine spray or runoff of deicing solutions represent the exposure most likely to lead to premature corrosion and failure of prestressed systems. When elements can be protected or shielded from such exposure, the corrosion-free lifetime of PS/C bridge members can be greatly extended. Care must be exercised in selection and application of rehabilitation measures in such environments, as the severity of exposure may impact adversely on the expected lifetime and performance of such repairs. KW - Condition surveys KW - Corrosion KW - Crash exposure KW - Deicing chemicals KW - Driver rehabilitation KW - Exposure KW - Failure KW - Injury severity KW - Marine atmospheres KW - Prestressed concrete bridges KW - Rehabilitation KW - Seas KW - Severity KW - Technology assessment UR - https://trid.trb.org/view/380480 ER - TY - RPRT AN - 00638832 AU - Federal Highway Administration TI - MOTOR CARRIER ACTIVITIES OF THE FEDERAL HIGHWAY ADMINISTRATION - SEPTEMBER 1993 PY - 1993/09 SP - 24 p. AB - This publication describes the activities of the Federal Highway Administration's Office of Motor Carriers (OMC) and how it cooperates with other agencies. It begins with a short review of the origins of the OMC, which was previously known as the Bureau of Motor Carrier Safety until it was upgraded in status in 1985 to the Office of Motor Carriers. Next a brief look at what comprises the universe of the carriers, the vehicles, and the drivers under the jurisdiction of the OMC is provided. Attention is then focused on the close cooperative working relationship that the OMC and the States have developed. This is followed by a close look at the commercial vehicle driver, the vehicle, and the carriers. The next section is devoted to a look at the future of the motor carrier industry. Topics discussed here include the National Motorcoach Program, advanced technology, registration simplification, regulatory simplification, driver hours and fatigue, driver training, the North American Free Trade Agreement (NAFTA) (which incidentally has just been approved by Congress as this abstract is being written), drug interdiction, a regulatory analysis database, and the National Motor Carrier Advisory Committee. In conclusion, statistics are provided on the numbers of automobiles, trucks, buses, and motorcycles that shared the road in 1991; on the 1991 fatal accidents involving trucks; and on the motor carrier fines collected by the OMC in 1991. Also provided are a sample of typical questions from a commercial driver license test, a list of publications and video tapes on motor carriers that are available from the Office of Motor Carriers, and a list of the regional offices of the OMC. KW - Commercial drivers KW - Commercial vehicles KW - Driver training KW - Drivers KW - Drug smuggling KW - Fatalities KW - Fatigue (Physiological condition) KW - Federal laws KW - Federal regulations KW - Fines (Penalties) KW - History KW - Interagency relations KW - Interdiction KW - Motor carriers KW - Motor vehicles KW - National motor carrier advisory committee KW - National motorcoach program KW - North American Free Trade Agreement KW - Registration KW - Regulatory analysis data base KW - Statistics KW - Technological innovations KW - U.S. Office of Motor Carriers UR - https://trid.trb.org/view/380465 ER - TY - RPRT AN - 00638787 AU - Schauer, D A AU - Tokarz, F J AU - LOGAN, R W AU - Lawrence Livermore National Laboratory AU - Federal Highway Administration TI - VEHICLE IMPACT SIMULATION TECHNOLOGY AVDANCEMENT (VISTA): PLANNING DOCUMENT PY - 1993/09 SP - 84 p. AB - The VISTA (Vehicle Impact Simulation Technology Advancement) Planning Document provides details on the development of a powerful, versatile, user-friendly vehicle impact/handling simulation model. The model uses the general purpose finite element codes, DYNA3D/NIKE3D developed by the Lawrence Livermore National Laboratory. A three part program is discussed. Part I is a demonstration phase and is planned to take one and one-half years. During this phase, both the vehicle handling (real-time and NIKE3D) and the vehicle impact (DYNA3D) computer code enhancements (made to-date) will be executed and validated against experimental test data using a developed vehicle model, roadside safety structure model, and terrain model. Part II expands the work of Part I. All vehicle handling and vehicle impact/crash code developments work will be completed. All vehicle models, roadside safety structure models, and terrain models will be developed. Part III completes the validation of the vehicle handling and vehicle impact/crash code developments and the user-friendly man-machine interface. KW - Driving KW - Finite element method KW - Handling characteristics KW - Simulation KW - Vehicle impact UR - https://trid.trb.org/view/380434 ER - TY - RPRT AN - 00637789 AU - Wyant, D C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - DEVELOPING VTM-51 INTO AN ASTM TEST METHOD. FINAL REPORT PY - 1993/09 SP - 30 p. AB - In 1980, the Virginia Transportation Research Council developed a procedure to test silt fence installations (VTM-51). The test determines the filtering efficiency (amount of soil removed) and the flow rate of a geotextile. A known concentration and volume of sediment-laden water is timed as it passes through a geotextile sample. In 1988, ASTM Committee D35 requested that the Virginia Transportation Research Council consider developing VTM-51 into an ASTM Test Method. This report documents the many tests performed to meet this request, the numerous reviews of ASTM committees and subcommittees, and other work efforts required to develop ASTM Test Method 5141, Determine Filtering Efficiency and Flow Rate of a Geotextile for Silt Fence Application Using Site Specific Soil. The major differences between the two test methods are the number of samples to be tested, the number of runs on each sample, and the soil used. KW - Erosion control KW - Filtering efficiency KW - Flow KW - Flow rate KW - Geotextiles KW - Test procedures UR - http://ntl.bts.gov/lib/36000/36800/36881/94-R2.pdf UR - https://trid.trb.org/view/380088 ER - TY - RPRT AN - 00637790 AU - Clemena, G G AU - McGeehan, D D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - REPAIR OF CRACKS IN CONCRETE BY ELECTROCHEMICAL ACCRETION OF MINERALS FROM SEAWATER: A FEASIBILITY STUDY. FINAL REPORT PY - 1993/09 SP - 26 p. AB - For the rehabilitation of damaged concrete piles situated in coastal marine environment, the feasibility of sealing cracks in reinforced concrete by electrochemical accretion of seawater minerals in the cracks was investigated. Two different series of reinforced concrete specimens with induced cracks were subjected to the accretion processes under various combinations of accretion parameters (current level and time). The extent to which the accretion processes sealed the cracks and improved the structural quality of these specimens was assessed by the use of nondestructive inspection techniques such as neutron radiography and ultrasonic pulse velocity measurement. The results established that the electrochemical accretion processes can be utilized to seal undesirable cracks in concrete piles located in marine environments. Unfortunately, even the lowest accretion current (1.0 uA/sq mm) used in the study appeared to be too high, since it induced too rapid a deposition and at wrong locations inside a crack, which led to incomplete sealing. The results implied that a significantly lower accretion current, which is probably close to that typically used in a cathodic protection system for concrete structures, may be all that is needed to achieve complete sealing of any crack in a concrete pile. KW - Coastal marine environment KW - Cracking KW - Driver rehabilitation KW - Electrochemical processes KW - Feasibility analysis KW - Piles (Supports) KW - Rehabilitation KW - Reinforced concrete KW - Reinforced concrete piles KW - Sealing KW - Sealing (Technology) UR - https://trid.trb.org/view/380089 ER - TY - RPRT AN - 00638695 AU - Federal Highway Administration TI - STUDY OF THE FEASIBILITY AND DESIRABILITY OF USING MOTOR FUEL DYES AND MARKERS PY - 1993/08/27 SP - 166 p. AB - Section 1040(e) of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) (P.L. 102-240) and the Act making appropriations for the U.S. Department of Transportation in FY 1992 (P.L. 102-143) directed that a study be conducted of the feasibility and desirability of using motor fuel dyes and markers for detecting octane mislabeling, preventing consumer fraud, and enforcing motor fuel tax laws. The study was conducted in two segments. The first part, described in Chapter 1 of this report, evaluates the feasibility of using dyes and markers in untaxed No. 2 distillate fuel in the United States to facilitate enforcement of State and Federal motor fuel tax laws. The second part, described in Chapter 2, evaluates the feasibility of using dyes and markers in gasoline to reduce mislabeling of octane grades. With respect to coloring or marking of No. 2 distillate fuels to differentiate taxable and tax-exempt uses, this report concludes that a feasible and cost-effective program could be implemented, with legislative authority and funding authorized by Congress, as part of a comprehensive package of tax administration improvements. A motor fuel coloring or marking program does, however, represent a significant departure from traditional tax enforcement procedures used in the United States and would entail substantial changes in State and Federal enforcement mechanisms. Coloring or marking gasoline to differentiate octane grades would be a much more complex proposition that would adversely impact some current industry blending practices. Encouraging the States to adopt and strengthen State octane testing programs would likely be a more cost-effective strategy for enforcing octane posting requirements at the present time. KW - Colorants KW - Feasibility analysis KW - Federal government KW - Fraud KW - Fuel coloring KW - Fuel marking KW - Fuels KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Law enforcement KW - Octane mislabeling KW - Recommendations KW - State government KW - Taxation UR - https://trid.trb.org/view/380378 ER - TY - RPRT AN - 00642452 AU - Lee, W AU - BOHRA, N C AU - Altschaeffl, A G AU - White, T D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - SUBGRADE RESILIENT MODULUS FOR PAVEMENT DESIGN AND EVALUATION. FINAL REPORT PY - 1993/08/16 SP - 369 p. AB - The main goal of this study was to develop a set of testing procedures for resilient modulus and to provide a set of resilient modulus data on typical Indiana soils. Soils tested were five cohesive soils and one granular soil. Resilient modulus tests were performed in the laboratory on a fully automated repeated-load triaxial equipment according to AASHTO T 274-82. A set of correlations was developed between the resilient modulus and the unconfined compression test results for normal and thawed subgrade conditions, based on the test results on the specimen sampled from existing subgrades. Freeze-thaw and post compaction water content increase effects were simulated in the laboratory by using a freeze-thaw chamber and an injection technique, respectively. The resilient modulus for frozen subgrade was also determined. A nonparametric statistical technique was applied to identify a laboratory compaction method capable of replicating the field compacted fabric. Fabric studies on the soils investigated were performed using a mercury intrusion porosimeter. Deformability and resilient response were explained by the fabric of compacted and uncompacted (powdered) soils. A simplified design procedure was developed and it can be incorporated into 1986 AASHTO Guide for Design of Pavement Structures. Developed correlation for normal subgrade condition will help field engineers control the resilient properties of subgrade during construction. Also provided is the procedure to determine the resilient modulus at specific levels of stresses using the design charts developed. KW - Accelerated tests KW - Coefficient of subgrade reaction KW - Cohesive soils KW - Compaction KW - Design charts KW - Design methods KW - Freeze thaw durability KW - Freezing thawing effects KW - Frozen soils KW - Granular soils KW - Laboratory compaction KW - Laboratory tests KW - Modulus of deformation KW - Modulus of resilience KW - Porosity KW - Repeated loads KW - Stresses KW - Test procedures KW - Test results KW - Triaxial shear tests KW - Triaxial tests KW - Unconfined compression tests UR - https://trid.trb.org/view/381471 ER - TY - RPRT AN - 01402350 AU - Stuart, K D AU - Mogawer, W S AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Evaluation of natural sands used in asphalt mixtures PY - 1993/08 IS - FHWA/RD-93-070 SP - 58p AB - Five tests for sands were studied to determine if they could distinguish good performing natural sands from poor performing natural sands when used in asphalt mixtures: National Aggregate Association (NAA) Method A, direct shear, American Society for Testing Materials (ASTM) Method D 3398, Michigan Department of Transportation Method MTM 118-90, and a flow rate method. Performance was based on the effects of the sands on pavement rutting. The best methods for predicting how the sands would perform in pavements were the flow rate method, ASTM Method D 3398, and NAA Method A. The flow rate method is the easiest method to perform followed closely by the NAA method. ASTM Method D 3398 is very time consuming. The combined effects of shape, texture, gradation, and quantity of sand on the susceptibility of an asphalt mixture to rutting were evaluated using the US Corps of Engineer's Gyratory Testing Machine (GTM), the Georgia Loaded Wheel Tester (GLWT), and the French Laboratoires des Ponts et Chaussees (LPC) Pavement Rutting Tester. The gyratory stability indexes (GSI) and gyratory elasto-plastic indexes (GEPI) from the GTM did not differentiate the poor from the good quality sands. How much natural sand can be incorporated into a mixture could not be established using the GTM data. The Marshall design data and the rut depths from the LPC Pavement Rutting Tester and GLWT also did not differentiate the poor from the good quality sands. All rut depths were below the maximum allowable limits. Other mixture tests, or variations of the tests used in this study, are needed. KW - Aggregate KW - Aggregates KW - Asphalt KW - Bituminous pavement KW - Bituminous pavements KW - Geometric configurations and shapes KW - Material testing KW - Materials tests KW - Mix design KW - Mix design KW - Rutting KW - Rutting KW - Sand KW - Sand KW - Shape KW - Shape KW - Test method KW - Test procedures UR - https://trid.trb.org/view/1170134 ER - TY - RPRT AN - 01400891 AU - Miaou, S - AU - Hu, P S AU - Wright, T AU - Davis, S C AU - Rathi, A K AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - Development of relationship between truck accidents and geometric design: phase I PY - 1993/08 IS - FHWA/RD-91-124 SP - 144p AB - The purpose of this study was to establish empirical relationships between truck accidents and highway geometric design. First, statistical frameworks based on Poisson and negative binomial regression models were proposed. Preliminary models were then developed using accidents and road inventory data from the Highway Safety Information System (HSIS). Three roadway classes were considered in the model development: rural Interstate, urban Interstate and freeway, and rural two-lane undivided arterial. The maximum likelihood method was used for estimation of model parameters. Information criterion, asymptotic t-statistic, and goodness-of-fit test statistics were employed to evaluate the estimated models. The model results based on data from one of the HSIS States - Utah, were used for analysis and for suggesting areas in which the quality and quantity of the existing HSIS data can be enhanced to improve the developed models. Despite the limitations in existing Utah data, some encouraging relationships were developed for horizontal curvature, length of grade, shoulder width, number of lanes, and annual average daily traffic (AADT) per lane (a surrogate measure for vehicle flow density). Goodness-of-fit test statistics indicated that extra variations (or overdispersion) existed in the data over the developed Poisson models for all three roadway classes. Subsequent analyses suggested that a future study can be performed to enhance the predictive power of these preliminary models by including detailed truck exposure information, eg time-of-day, truck type, and weather conditions, by considering more explanatory variables, such as roadside design and superelevation, and by reducing the sampling errors of vehicle exposure data (both AADT and truck percentages). KW - Accident analysis KW - Crash analysis KW - Geometric design KW - Geometric design KW - Mathematical models KW - Methodology KW - Methodology KW - Modelling KW - Road type KW - Truck KW - Trucks KW - Types of roads UR - https://trid.trb.org/view/1168675 ER - TY - RPRT AN - 00981638 AU - Chen, H-J AU - New York State Department of Transportation AU - Federal Highway Administration TI - NYTEMP USER'S MANUAL: A PAVEMENT TEMPERATURE MODEL PY - 1993/08 SP - 36 p. AB - This report is a user's manual for the computer program NYTEMP which was develop to model temperature distribution within pavement layers. The program includes two models: surface and air. The surface model is used to predict pavement temperatures when hourly pavement surface temperatures are known and the air model is used when hourly air temperatures and solar radiation are known. Chapter I discusses NYTEMP input requirements, background, possible applications, and computer equipment requirements. Chapters II and III show how to use the program from installation, inputting data, and running, to printing and plotting results. In Appendix A, two materials properties required by the program-thermal conductivity and diffusivity are briefly defined and discussed and some of their common values for pavement materials are provided. Appendix B deals with solar radiation by describing its nature, terminologies, types, units, and relationships between extraterrestrial and global radiation, as well as some available sources for solar radiation information and general weather data pertinent to using NYTEMP. KW - Computer programs KW - Manuals KW - Pavement design KW - Pavements KW - Solar radiation KW - Surface temperature KW - Temperature measurement UR - http://ntl.bts.gov/lib/21000/21100/21128/PB99100257.pdf UR - https://trid.trb.org/view/743083 ER - TY - SER AN - 00637771 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - THE ASSOCIATION OF MEDIAN WIDTH AND HIGHWAY ACCIDENT RATE PY - 1993/08 SP - 4 p. AB - Medians on divided highways may be used as recovery areas by out-of-control vehicles. In some regions, the median widths of new highways are being minimized to control the amount of right-of-way required, and in others, existing highway medians are being reduced so that additional travel lanes can be built to improve capacity. Such actions trade off safety to reduce costs or increase efficiency (as measured by capacity). Correcting a deficiency after a road has been built is more expensive than building without the deficiency. The design of new highways must balance safety, cost, environment, and efficiency considerations. This study examined the effect of median width on the frequency and severity of accidents on homogeneous highway sections with a traversable (nonbarrier) median. The summary report gives a brief description of the analysis methods and results. The general findings indicate that accident rates do decrease with increasing median width for unprotected medians. KW - Crash rates KW - Crash severity KW - Divided highways KW - Highway design KW - Highway safety KW - Medians KW - Width UR - http://www.hsisinfo.org//pdf/rd93-046/rd93-046.htm UR - https://trid.trb.org/view/382593 ER - TY - RPRT AN - 00638843 AU - Eberhard, M O AU - MacLardy, J A AU - Marsh, M L AU - Hjartarson, G AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - LATERAL-LOAD RESPONSE OF A REINFORCED CONCRETE BRIDGE. FINAL TECHNICAL REPORT PY - 1993/08 SP - 184 p. AB - This study was part of a Washington State Department of Transportation (WSDOT) program to assess the vulnerability of highway bridges built before 1984. Researchers applied slowly-varying transverse loads to a three-span, reinforced concrete bridge, including the superstructure, piers, and abutments. The purpose of the tests was to measure the transverse stiffness of the bridge and to estimate each support's contribution to stiffness. The researchers also evaluated analytical models by comparing the calculated and observed responses. The bridge was extremely stiff and strong. In two cycles to a load equal to 45% of the bridge's weight, the maximum bridge displacement was 0.15 in. During these cycles damage was minimal. At a load equal to 65% of the bridge's weight, the pier displacement was 0.30 in. After the bridge had been excavated, the stiffness decreased to 15% of its initial stiffness. The stiffness further decreased to 8% of the initial stiffness after the superstructure had been isolated from the abutments. The University of Washington (UW), California Department of Transportation (CALTRANS) and WSDOT models underestimated the stiffness of the bridge in its initial state. The UW model probably overestimated the resistance of the polystyrene at the abutments and underestimated the stiffness of the soil at the wingwalls. The CALTRANS model was too flexible because it neglected the resistance of the bearing pads and polystyrene. The WSDOT model was too flexible because it neglected the resistance of the bearing pads and polystyrene, and underestimated the soil stiffness. The researchers concluded that (1) the tests can serve as a valuable benchmark against which to evaluate proposed seismic-evaluation procedures and models, (2) bridges that are similar to the test bridge are not highly vulnerable to transverse motions, (3) complex soil modeling is not justified if soil test data are not available, and (4) nonlinear analysis was necessary to reproduce the details of the observed response. KW - Analytical models KW - Field measurements KW - Field tests KW - Highway bridges KW - Lateral loads KW - Mathematical models KW - Nonlinear systems KW - Reinforced concrete bridges KW - Seismic response KW - Seismicity KW - Stiffness KW - Transverse stiffness UR - http://www.wsdot.wa.gov/research/reports/fullreports/305.2.pdf UR - https://trid.trb.org/view/380476 ER - TY - RPRT AN - 00637892 AU - Baker, C N AU - Parikh, G AU - Briaud, J-L AU - DRUMRIGHT, E E AU - Mensah, F AU - PSC Associates, Incorporated AU - Federal Highway Administration TI - DRILLED SHAFTS FOR BRIDGE FOUNDATIONS. FINAL REPORT PY - 1993/08 SP - 347 p. AB - This study examined drilled shafts for bridge foundations in soil and water environments where historically engineers have been reluctant to specify drilled shafts because of their concern for possible undetected construction defects. The major objectives of the study were to evaluate existing nondestructive testing techniques for identifying defects and/or results of adverse downhole condition that impact the load settlement behavior and to develop a pilot acceptance criteria for drilled shaft containing defects. The study included the construction of a total of twenty drilled shafts with and without defects for different soil sites located in California and Texas. The shafts were constructed using different techniques; dry construction, and wet construction using water, controlled bentonite slurry, and controlled polymer slurry. Five instrumented shafts were statically load tested and all shafts were dynamically load tested to correlate with static results. All shafts were tested nondestructively using both surface reflection and direct transmission techniques and the results summarized and evaluated in the report. The pilot allowable defect criteria developed consider the design basis, the ratio of design stress to a maximum code allowable, the type of stress, the level of quality control and the risk tolerance. KW - Acceptance tests KW - Bridge foundations KW - Construction management KW - Defects KW - Drilled shafts KW - Dynamic tests KW - Identification KW - Identification systems KW - Load settlement KW - Load tests KW - Loads KW - Nondestructive tests KW - Quality control KW - Risk assessment KW - Settlement (Structures) KW - Static tests KW - Stresses KW - Tolerance (Psychology) KW - Weather conditions UR - https://trid.trb.org/view/380142 ER - TY - RPRT AN - 00636309 AU - Kerr, A D AU - University of Delaware, Newark AU - Federal Highway Administration TI - THE ASSESSMENT OF CONCRETE PAVEMENT BLOWUPS - A USER MANUAL. FINAL REPORT PY - 1993/08 SP - 37 p. AB - This manual is based on the analyses of pavement blowups presented in 1984 and in 1989 ("Analysis of Concrete Pavement Blowups," A.D. Kerr and P.J. Shade, Acta Mechanica, Vol. 52, 1984, and "Blowup of a Concrete Pavement Adjoining a Rigid Structure," A.D. Kerr, University of Delaware, Dept. of Civil Engineering Report CE-89-78, 1989). It may be divided into three parts. The first part consists of sections 1 and 2. Section 1 reviews briefly the various early attempts to clarify the blowup phenomenon. Section 2 describes the blowup mechanism, the adopted criterion of the "safe temperature increase," and the outline of the analytical methodology on which this manual is based. For analytical details the interested reader is referred to the two papers referenced above. The second part consists of section 3. It contains the analytical expressions for the solutions of three problems, the description of the steps for the numerical evaluation as well as a list of the used pavement parameters, and the graphical presentation of the obtained results. Part three consists of sections 4 and 5. They contain a discussion of the practical implications of the presented results for concrete pavement design as well as for assessing pavement blowups after years of service, a presentation of a number of specific examples, and suggestions of full-scale tests for the determination of the identified pavement parameters. The purpose of this report is to make the recent analytical results for concrete pavement blowups accessible to pavement engineers in a "user friendly" form. KW - Analysis KW - Analytical method KW - Blowup (Pavements) KW - Computer program documentation KW - Concrete pavements KW - Graphical analysis KW - Graphics KW - Machines KW - Manuals KW - Mechanisms KW - Numerical analysis KW - Pavement blowups KW - Pavement design UR - https://trid.trb.org/view/379814 ER - TY - RPRT AN - 00634460 AU - Kerr, A D AU - University of Delaware, Newark AU - Federal Highway Administration TI - BLOWUP OF A CONCRETE PAVEMENT ADJOINING A RIGID STRUCTURE. FINAL REPORT PY - 1993/08 SP - 24 p. AB - The main cause of concrete pavement blowups are axial compression forces induced into the pavement by a rise in temperature and moisture. Recent analyses by this writer and his students were based on the notion that blowups are caused by lift-off buckling of the pavement. The cases analyzed were: (1) continuously reinforced concrete pavement and (2) concrete pavement weakened by a transverse joint or crack. The present paper contains an analysis of another case, when a long continuously reinforced concrete pavement adjoins a rigid structure, like a bridge abutment. The analysis is similar to the ones described above. The resulting formulation is non-linear and is solved exactly, in closed form. The obtained results are evaluated numerically and are compared with those of a long continuously reinforced pavement, in order to show the effect of the rigid structure on the pavement response. KW - Blowup (Pavements) KW - Buckling KW - Continuously reinforced concrete pavements KW - Nonlinear systems KW - Pavement blowups KW - Rigid structures UR - https://trid.trb.org/view/374792 ER - TY - RPRT AN - 00633461 AU - Stuart, K D AU - Mogawer, W S AU - Federal Highway Administration TI - EVALUATION OF NATURAL SANDS USED IN ASPHALT MIXTURES. FINAL REPORT PY - 1993/08 SP - 58 p. AB - Five tests for sands were studied to determine if they could distinguish good performing natural sands from poor performing natural sands when used in asphalt mixtures: National Aggregate Association (NAA) Method A, direct shear, American Society for Testing Materials (ASTM) Method D 3398, Michigan Department of Transportation Method MTM 118-90, and a flow rate method. Performance was based on the effects of the sands on pavement rutting. The best methods for predicting how the sands would perform in pavements were the flow rate method, ASTM Method D 3398, and NAA Method A. The flow rate method is the easiest method to perform followed closely by the NAA method. ASTM Method D 3398 is very time consuming. The combined effects of shape, texture, gradation, and quantity of sand on the susceptibility of an asphalt mixture to rutting was evaluated using the U.S. Corps of Engineer's Gyratory Testing Machine (GTM), the Georgia Loaded Wheel Tester (GLWT), and the French Laboratoires des Ponts et Chaussees (LPC) Pavement Rutting Tester. The gyratory stability indexes (GSI) and gyratory elasto-plastic indexes (GEPI) from the GTM did not differentiate the poor from the good quality sands. How much natural sand can be incorporated into a mixture could not be established using the GTM data. The Marshall design data and the rut depths from the LPC Pavement Rutting Tester and GLWT also did not differentiate the poor from the good quality sands. All rut depths were below the maximum allowable limits. Other mixture tests, or variations of the tests used in this study, are needed. KW - Accuracy KW - Aggregate gradation KW - Asphalt mixtures KW - Direct shear tests KW - Flow KW - Flow rate KW - Forecasting KW - Gradation KW - Gyratory testing machines KW - Gyratory tests KW - Performance tests KW - Quantities KW - Rut depth KW - Ruts (Pavements) KW - Rutting KW - Sand KW - Shape KW - Test procedures KW - Texture UR - https://trid.trb.org/view/374396 ER - TY - RPRT AN - 00722584 AU - Pierson, L A AU - Vickle, R V AU - SNI International Resources, Incorporated AU - Federal Highway Administration TI - ROCKFALL HAZARD RATING SYSTEM - PARTICIPANTS' MANUAL PY - 1993/08 SP - 104 p. AB - Development of the Rockfall Hazard Rating System (RHRS) is complete. The system has been fully tested and implemented by the Oregon Department of Transportation. The RHRS is a process used in the management of rockfall sites adjacent to highways. The system is proactive by design, providing a rational way to make informed decisions on where and how to spend construction funds in order to reduce the risks associated with rockfall. This Participants' Manual documents the components of the RHRS and the steps an agency should follow to implement the system, and discusses the level of commitment required. The benefits of implementation and the limitations of the system are also described. The manual serves both as a field guide and as a desk top reference for those who perform the slope ratings and those who use the resulting database in establishing rockfall remediation designs and construction priorities. KW - Benefits KW - Decision making KW - Implementation KW - Limitations KW - Management KW - Manuals KW - Ratings KW - Risk management KW - Rockfall hazard rating system KW - Rockfall sites KW - Strategic planning UR - https://trid.trb.org/view/459774 ER - TY - RPRT AN - 00642451 AU - Kim, O-K AU - Nokes, W A AU - California Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF BACKCALCULATION METHODS TO PREDICT PAVEMENT LAYER MODULI. FINAL REPORT PY - 1993/08 SP - 321 p. AB - The objective of this study is to evaluate five backcalculation procedures (BKCHEV, BOUSDEF 2.0, EVERCALC 3.3, MODULUS 4.0 and WESDEF) to determine the moduli of asphalt concrete pavement layers and the subgrade. The sensitivity of each procedure is evaluated using ranges of input variables: seed modulus, range of modulus, Poisson's ratio, layer thickness, rigid bottom, convergence criteria and others. The surface deflection data at each site are obtained from the SHRP LTPP study database. Evaluation of each procedure is based on the backcalculated moduli and the sum of absolute error between measured and calculated deflection basins. Also, normalized surface deflections are used to evaluate the stress sensitivity of each pavement structure. Comparison of backcalculated moduli to laboratory tests is not made because test equipment was not available during the project. The most influential variables for backcalculated moduli are location of the rigid bottom and AC layer thickness. Establishing a statewide database on the characteristics of pavement materials in California highways is strongly recommended for successful future operation. KW - Asphalt concrete KW - Backcalculation KW - Deflection KW - Evaluation KW - Methodology KW - Modulus of elasticity KW - Pavement deflection KW - Pavement layers KW - Pavements KW - Sensitivity KW - Stress sensitivity KW - Stresses UR - https://trid.trb.org/view/381470 ER - TY - RPRT AN - 00713008 AU - Kittleman, W M AU - Davis, R T AU - Hamilton, H R AU - Frank, K H AU - Breen, J E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF AGENTS FOR LUBRICATION AND TEMPORARY CORROSION PROTECTION OF POST-TENSION TENDONS. INTERIM REPORT PY - 1993/08 SP - 120 p. AB - In the construction of post-tensioned bridges, the increased use of precast technology has resulted in somewhat tighter radii of curvature and greater total angle changes. Both factors make friction losses during stressing higher and somewhat less predictable. In both cast-in-situ and precast post-tensioned bridges, as well as cable stays, there is often a need for temporary corrosion protection agents between installation and before grouting. Historically, the solution to both the friction reduction and the temporary corrosion protection problem has been use of a single agent, often an emulsifiable oil applied to the surface of the tendon or stay. The agent is usually flushed immediately before grouting. Particularly in bonded post-tensioned girders, it is essential that any residues of these agents not diminish the bond between the strand and the grout. There are numerous oils available, as well as several other agents often used in these applications. There is very little in terms of prior data indicating the amount of friction reduction or corrosion protection that can be expected from different oils or agents. In this study, thirteen agents were identified as practical candidates for tendon lubrication and/or temporary corrosion protection. Ten were emulsifiable oils, one was a sodium silicate solution, one was a soap and one was powdered granite. A series of small-scale corrosion, friction and adhesion tests were conducted to evaluate the candidate materials and compare their behavior with that of bare or unprotected prestressing strand. In the corrosion tests, the corrosion protection offered by the eleven corrosion protection agents was compared by accelerated testing in deionized water, 3.5% NaCl solution and ambient outdoor exposure. The adhesion tests used grouted single-strand pullout tests to indicate bonding. Test conditions before grouting included bare strands, lubricated strands and lubricated but then thoroughly flushed strands. The small-scale friction tests involved comparison of the static and dynamic coefficients of friction of a single strand being pulled through a segment of galvanized post-tensioning duct with a constant normal force applied. Test conditions included both bare and lubricated strands. Comparative data for all tests are provided, and the overall performance of the different agents was compared by using a Matrix Priority Rating System. Based on these results, four lubricants were selected for use in later large-scale girder friction tests with multi-strand tendons, which are a part of the overall project and will be reported in CTR Report 1264-2. KW - Adhesion KW - Alternatives analysis KW - Bridge construction KW - Bridges KW - Cable stayed bridges KW - Cable stays KW - Construction KW - Corrosion protection KW - Corrosion tests KW - Flushing KW - Friction KW - Friction reduction KW - Friction tests KW - Grouting KW - Lubricating oils KW - Materials evaluation KW - Materials selection KW - Posttensioning KW - Powdered granite KW - Pull out test KW - Soap KW - Sodium silicate KW - Temporary KW - Tendons KW - Test results UR - https://trid.trb.org/view/448159 ER - TY - RPRT AN - 00677788 AU - Aouad, M F 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 FLEXIBLE PAVEMENTS AND SUBGRADES USING THE SPECTRAL-ANALYSIS-OF-SURFACE-WAVES (SASW) METHOD. FINAL REPORT PY - 1993/08 SP - 283 p. AB - In this research study, Spectral-Analysis-of-Surface-Waves (SASW), Falling Weight Deflectometer (FWD), and compression wave (P-wave) tests were employed at flexible pavement sites at the Texas Transportation Institute's (Texas A&M University) test facility in Bryan, Texas, at a newly constructed site on Loop 1 in Austin, Texas, and at pavement sites in Districts 1, 8, 11, and 21 in Texas. The objective was to improve field testing capabilities in relation to testing flexible pavement systems, and to compare SASW results with other in-situ techniques, including the FWD method. The elements primarily investigated included the selection and performance of high-frequency sources and receivers on asphalt concrete (AC) pavements, the effect of temperature and frequency on SASW and FWD measurements of AC pavements, and the effect of shallow depth to bedrock on the backcalculated moduli of the subgrade layer from each method. KW - Backcalculation KW - Coefficient of subgrade reaction KW - Evaluation KW - Falling weight deflectometers KW - Field tests KW - Flexible pavements KW - Insitu methods KW - Nondestructive tests KW - Pavement performance KW - Pavement tests KW - Pavements KW - Rayleigh waves KW - Spectral analysis of surface waves KW - Spectrum analysis KW - Structural tests UR - https://trid.trb.org/view/421716 ER - TY - RPRT AN - 00675270 AU - Fancher, P AU - Bareket, Z AU - Blower, D AU - Mink, C AU - Campbell, K AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - EVALUATION OF BRAKE ADJUSTMENT CRITERIA FOR HEAVY TRUCKS. FINAL REPORT PY - 1993/08 SP - 249 p. AB - This report presents analyses, findings and recommendations concerning the brake adjustment criteria of the North American Uniform Driver-Vehicle Inspection Criteria for heavy trucks. The study involved interviews with Motor Carrier Safety Assistance Program (MCSAP) inspectors, mechanical analyses of the influence of brake adjustment on stopping capability, statistical analyses of brake inspection data, combined statistical and mechanical analyses of the current brake adjustment criteria, and development of a procedure for estimating or predicting brake adjustment intervals. The key statistical results are derived primarily from a set of 2,146 brake inspections performed by the National Transportation Safety Board. The data indicate 936 of the 2,146 vehicles (with S-cam brakes) were placed out of service for brake adjustment. Of the 936 vehicles placed out of service, 480 vehicles had braking capability that was greater than 80% of what the braking capability would have been if the brakes were fully adjusted. These 480 vehicles represent "false positive" cases. The study presents recommendations for changes to the brake adjustment criteria in order to reduce the percentage of "false positives" during roadside inspections and a procedure motor carriers can use to estimate brake adjustment intervals. KW - Brake adjustment criteria KW - Brake adjustment intervals KW - Brake inspection KW - Brakes KW - Braking capability KW - Heavy duty trucks KW - Heavy vehicles KW - Inspection KW - Out-of-service criteria KW - S-cam brakes KW - Statistical analysis KW - Truck brakes KW - Trucks UR - https://trid.trb.org/view/412288 ER - TY - RPRT AN - 00675262 AU - Serafin, C AU - Williams, M AU - Paelke, G AU - Green, P AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - FUNCTIONS AND FEATURES OF FUTURE DRIVER INFORMATION SYSTEMS. SUPPLEMENTAL REPORT PY - 1993/08 SP - 121 p. AB - This report describes advanced driver information systems that should appear in cars of the early 21st century, and proposes a systems engineering method for selecting the most beneficial systems. Systems (functions) of interest were cellular phone, navigation/route guidance, roadway hazard warning, traffic information, vehicle monitoring, entertainment, in-car signing, motorist services, and in-car offices. For each system, the reduction of accidents (59.3%), benefits to traffic operations (39.4%), and driver wants (0.5%) and needs (0.8%) were considered. The accident scores were based on the impact of features on causal factors of accidents (e.g., inattention, excessive speed, etc.). Benefits to traffic operations were estimated from changes in mode choice (e.g., use of public transportation), route choice, and traffic flow (e.g., eliminating peak congestion). Driver wants were based on a focus group study. Driver needs were assessed from the impact of each feature on driver behavior for three representative trip scenarios (work, personal business, and social/recreational). Using these schemes, features of each system were ranked from most to least beneficial. From this and other information, the first five systems listed above were chosen for further study. Features ranked as particularly beneficial provided information about roadway hazards (crash site, construction, railroad crossing), congestion, traffic rules, freeway management, path control (e.g., headlight out), and trip planning. Information elements (specific units of information) were identified for these features and prioritized. KW - Automatic vehicle monitoring KW - Cellular telephones KW - Driver information systems KW - Driver needs KW - Driver wants KW - Drivers KW - Ergonomics KW - Human factors KW - Intelligent transportation systems KW - Navigation KW - Route guidance KW - Safety KW - Traffic operations benefits KW - Traffic safety KW - Warning systems UR - https://trid.trb.org/view/412280 ER - TY - RPRT AN - 00675261 AU - Brand, J E AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration AU - National Highway Traffic Safety Administration AU - Brand Consulting Group TI - ATTITUDES TOWARD ADVANCED AUTOMOTIVE DISPLAY SYSTEMS: FEEDBACK FROM DRIVER FOCUS GROUP DISCUSSIONS. FINAL REPORT PY - 1993/08 SP - 72 p. AB - Forty-six drivers of late model cars equipped with advanced information systems participated in four focus groups conducted in Los Angeles and New York. The sessions provided insights into drivers' perceptions of the value of these systems, including strengths, weaknesses, and potential improvements for future systems. Drivers expressed greatest interest in systems that warn of potential hazards from their vehicles or the road. These systems must provide information in a timely manner to allow appropriate corrective actions. There were complaints about attention being diverted from driving while operating entertainment systems and cellular phones. The need was identified to integrate cellular phone controls on the dashboard, hands-free dialing, and easier identification of key controls. There is also an interest in navigational systems. Interest was expressed for a system that provides a head-up display to address safety concerns related to reading directions. KW - Attitudes KW - Cellular telephones KW - Driver information systems KW - Driver vehicle interfaces KW - Drivers KW - Entertainment KW - Head up displays KW - Information display systems KW - Instrument panels KW - Navigation KW - Route guidance KW - Safety KW - Warning systems UR - https://trid.trb.org/view/412279 ER - TY - RPRT AN - 00674188 AU - Hamm, R A AU - Woods, D L AU - Stover, V G AU - Hawley, P E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - CONGESTION MANAGEMENT SYSTEMS STATE-OF-THE-PRACTICE REVIEW. FINAL REPORT PY - 1993/08 SP - 268 p. AB - This report summarizes a literature review and interviews with many persons active nationally in congestion management. Telephone contact was made with all the state departments of transportation and numerous local agencies, metropolitan planning organizations (MPOs) and personal contacts throughout the country. These telephone contacts helped define the status of congestion management as of late 1992 and early 1993. The literature review found very little information. However, the interview process revealed that significant material was being developed in the first half of 1993. Most of this congestion management system (CMS) related work was in response to state legislation (California and Washington), local recognition of congestion issues (Tucson), and anticipation of the Intermodal Surface Transportation Efficiency Act (ISTEA) requirements relative to the management system. These interviews uncovered many documents that have been incorporated into this report. On site interviews were conducted with twenty local agencies and five state departments of transportation. The findings are summarized into specific recommendations on the measure of congestion, definition of the CMS network, monitoring the CMS network over time, and administration of the CMS Program. The report has several appendices which contain detailed information drawn from the site visits and other information which may be helpful to MPOs and state highway agencies. The final chapter of the report includes specific recommendations for the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) to consider in the implementation of the CMS Program at the Federal level. KW - Congestion management systems KW - Definitions KW - Federal government KW - Guides to the literature KW - Implementation KW - Interviewing KW - Literature reviews KW - Local agencies KW - Local government agencies KW - Measurement KW - Metropolitan planning organizations KW - Monitoring KW - Recommendations KW - State departments of transportation KW - State of the art studies KW - Traffic congestion UR - https://trid.trb.org/view/411832 ER - TY - RPRT AN - 00668969 AU - Roberts, C L AU - Breen, J E AU - KREGER, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - MEASUREMENT BASED REVISIONS FOR SEGMENTAL BRIDGE DESIGN AND CONSTRUCTION CRITERIA. FINAL REPORT PY - 1993/08 SP - 378 p. AB - This report is the second and final in a series reporting the field study of several spans of the San Antonio "Y" project. The San Antonio "Y" project is a major urban viaduct comprising segmental concrete box girders post-tensioned with a mix of internal and external tendons and erected using span-by-span techniques. The instrumentation program targeted areas of segmental design and construction which are still uncertain due to lack of laboratory and field data or are still debated by designers and constructors. The targeted areas of uncertainty were: (1) Prestress losses in external tendons, (2) Distribution of stresses across flanges, (3) Thermal gradients and their effects, (4) Behavior of segmental joints, (5) Heavy end diaphragm behavior, (6) Deviator behavior, (7) Behavior under construction and live loads, and (8) Thermal gradients during match casting. Each topic is presented in an individual chapter which includes a literature review, a description of the instrumentation system, presentation of the results, analysis and comparison with current design methods, and recommendations for improvement of current design and construction criteria. KW - Box girder bridges KW - Bridge construction KW - Bridge design KW - Bridges KW - Construction KW - Deflection KW - Deformation curve KW - Design methods KW - Deviators KW - Diaphragms KW - Diaphragms (Engineering) KW - Flanges KW - Guides to the literature KW - Instrumentation KW - Joints KW - Joints (Engineering) KW - Literature reviews KW - Live loads KW - Posttensioning KW - Prestress loss KW - Prestressing KW - Recommendations KW - Segmental construction KW - Structural design KW - Temperature gradients KW - Tendons KW - Thermal gradients KW - Viaducts UR - https://trid.trb.org/view/410607 ER - TY - RPRT AN - 00667260 AU - Hallenbeck, M AU - Koehne, J AU - Scheibe, R R AU - Rose, D AU - Leech, J AU - Washington State Transportation Center AU - Federal Highway Administration TI - WESTERN STATES TRANSPARENT BORDERS PROJECT: INSTITUTIONAL BARRIERS AND RECOMMENDED ACTIONS - WASHINGTON PY - 1993/08 SP - 125 p. AB - This is the second report for an FHWA sponsored project that is investigating the barriers to implementing IVHS commercial vehicle operations (CVO) technologies in seven northwestern states. The report describes the barriers to implementing the IVHS CVO technologies and the steps needed to surmount those barriers. The report is intended to serve as a blueprint for state agency efforts to use to successfully and incrementally improve the efficiency with which they regulate trucking industry operations. KW - Commercial vehicle operations KW - Institutional issues KW - Intelligent transportation systems KW - Northwestern United States KW - Socioeconomic development KW - Transparent Borders Concept KW - Trucking UR - https://trid.trb.org/view/406259 ER - TY - RPRT AN - 00666422 AU - MANNERING, F L AU - Koehne, J L AU - Araucto, J AU - Washington State Transportation Center AU - Federal Highway Administration TI - TRUCK RESTRICTION EVALUATION: THE PUGET SOUND EXPERIENCE PY - 1993/08 SP - 183 p. AB - Large trucks are often perceived to restrict the free flow of general traffic and present a safety hazard. In addition, the delay caused by trucks is thought to detrimentally affect the economy, and repetitive heavy loads increase pavement deterioration. Truck lane restrictions attempt to achieve one or more of four purposes: 1) improve highway operations, 2) improve the level of safety, 3) facilitate more even pavement wear, and 4) ensure better operation and safety through construction zones. Three study sites and a control site were selected in the Puget Sound region to test the effectiveness of truck lane restrictions in achieving these purposes. Three types of analyses were performed: 1) an in-depth analysis to determine how the implementation of a lane restriction would impact the operation, safety, and life of the facility and the economic impacts for the region, 2) a site comparison analysis to determine whether the results from the in-depth analysis could confidently be applied to other areas in the region, and 3) a survey analysis to determine the opinions of truckers, motorists, industry, and enforcement officials with respect to lane restrictions. KW - Axle loads KW - Highway capacity KW - Lane restrictions KW - Restrictions KW - Safety factors KW - Traffic flow KW - Traffic lanes KW - Truck effect on highway capacity KW - Truck highway damage KW - Truck lanes KW - Truck pavement damage KW - Trucks UR - http://www.wsdot.wa.gov/research/reports/fullreports/307.1.pdf UR - https://trid.trb.org/view/405917 ER - TY - RPRT AN - 00662901 AU - Henk, R H AU - Morris, D E AU - Christiansen, D L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN EVALUATION OF HIGH-OCCUPANCY VEHICLE LANES IN TEXAS. FINAL REPORT PY - 1993/08 SP - 298 p. AB - This report evaluates the operation of freeway high-occupancy vehicle (HOV) lanes in Houston and Dallas through calendar year 1992. As of the end of 1992, HOV lanes were in operation on four Houston freeways: Katy Freeway (I-10); North Freeway (I-45); Northwest Freeway (US 290); and Gulf Freeway (I-45). The only HOV facility in operation in Dallas as of the end of 1992 was on the East R.L. Thornton Freeway (I-30E). Since 1988, an annual report has been prepared through this research project that summarizes the status and effectiveness of freeway HOV improvements in the State of Texas. This research report provides an analysis of data related to: 1) operation of the HOV lanes; 2) operation of the freeway mainlanes; 3) combined HOV lane and freeway data; and 4) data relating to transit usage and operations. Both a "before" and "after" trend line analysis (where applicable) and a comparison to control freeways are used as a means of assessing the impacts of the HOV facilities. As of the end of 1992, 46.5 miles of barrier-separated HOV facilities were in operation in Houston, while 5.2 miles were in operation in Dallas. Approximately 70,000 daily person trips are served on the Houston HOV lane system. Sixty percent of total person trips on the Houston HOV lanes are being served by carpools and vanpools, with the remaining 40 percent being served by buses. The East R.L. Thornton HOV lane in Dallas serves approximately 16,500 daily person trips. Sixty-four percent of these trips are being served by carpools and vanpools, with the remaining 36 percent being served by buses. KW - Before and after studies KW - Busways KW - Carpools KW - Cost effectiveness KW - Dallas (Texas) KW - Freeways KW - Guideways KW - High occupancy vehicle lanes KW - Houston (Texas) KW - Impact studies KW - Measures of effectiveness KW - Vanpools UR - https://trid.trb.org/view/404852 ER - TY - RPRT AN - 00662790 AU - Bligh, R P AU - JAMES, R W AU - Bray, D E AU - Nakirekanti, S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - NDE TECHNIQUES FOR DETECTING GROUT DEFECTS IN CABLE STAYS. FINAL REPORT PY - 1993/08 SP - 101 p. AB - Problems with corrosion of steel strands in grouted bridge cable stays have raised concern about the integrity of the grout layer protecting the strands. Bleed water that may accumulate in the grout layer if voids or bubbles are trapped during the grouting process can lead to corrosion of the cables. This research study was undertaken to evaluate various nondestructive evaluation (NDE) methods for inspection of this grout layer. Methods which were studied include ultrasonics, film radiography, computed tomography (CT), and neutron radiography. The feasibility of using computed tomography for inspection of the grout layer has been demonstrated. Voids as small as 0.04 in. (1 mm) in diameter were identified in both the annular region of grout and inside the steel cable bundle. Although some of these voids were manufactured, many of those found were a result of the grouting operation during fabrication of the specimens, an observation which lends urgency to the need for an inspection system. Laboratory experiments were conducted with a prototype ultrasonic inspection unit which utilizes two rolling contact probes with 500 kHz transducers. A digital signal subtraction technique was found to be particularly useful in analyzing the received signals. The ultrasonic system was successful in identifying the location of defects, but information regarding the size and content of the defects was inconclusive. Three distinct regions exist along the cable which will most likely require different inspection schemes. It is envisioned that the main section of cable will be inspected by one technique, possibly ultrasonics, while the lower regions of cable, where extra layers are added for fire and crash protection, will require a radiographic technique. The third region, which includes the saddles and anchorages, will likely require a third inspection technique, such as a portable linear accelerator. KW - Cable stayed bridges KW - Cable stays KW - Corrosion KW - Defects KW - Detection and identification KW - Detectors KW - Grouting KW - Inspection KW - Nondestructive tests KW - Prototype tests KW - Radiography KW - Tomography KW - Ultrasonics KW - Void ratios KW - Voids UR - https://trid.trb.org/view/404797 ER - TY - RPRT AN - 00647420 AU - Burati, J L AU - Hughes, C S AU - Brent Rauhut Engineering, Incorporated AU - Federal Highway Administration TI - CONSTRUCTION QUALITY MANAGEMENT FOR MANAGERS (DEMONSTRATION PROJECT 89). STUDENT WORKBOOK (AUGUST 1993) PY - 1993/08 SP - 210 p. AB - This student workbook accompanies presentation of the 2-day workshop "Construction Quality Management for Managers" sponsored under FHWA Demonstration Project 89, "Quality Management". This workshop was developed as an overview for managers from Federal, State, and local governments to private industry on the concepts of quality control/quality assurance. Topics discussed include a top management module, implementation, statistical concepts, elements of a quality assurance (QA) program, and QA specifications overview. Much of the material contained in this workbook is also included in the in-depth comparison 4 1/2-day National Highway Institute course "Materials Control and Acceptance--Quality Assurance" (NHI Course 13442). KW - Building materials KW - Construction KW - Education and training methods KW - Implementation KW - Management KW - Quality assurance KW - Quality control KW - Specifications KW - Statistical quality control KW - Students UR - https://trid.trb.org/view/387216 ER - TY - RPRT AN - 00647419 AU - Federal Highway Administration TI - SOIL NAILING RECOMMENDATIONS - 1991 (ENGLISH TRANSLATION) T2 - RECOMMANDATIONS CLOUTERRE 1991 PY - 1993/08 SP - 321 p. AB - The "Recommandations CLOUTERRE 1991" constitute the culmination of the French National Project CLOUTERRE, which was conducted from 1986 to 1990 with a total budget of 22 million French francs. These "Soil Nailing Recommendations" represent a major contribution to the engineering community interested in the cost effective earth excavation support system known as soil nailing. Nailing, a recent technique of reinforcing in-place soils, started in France in the first wall built in Versailles in 1972. Since then, the French experience has continued to progress to the point that in 1990 more than 100,000 square meters of walls were built on highway, railway, and building construction projects. This remarkable development is due to the two principal advantages of soil nailing: its financial competitiveness compared to other earth support systems and its speed of construction. However, one must also credit the National Project CLOUTERRE that has greatly eased the dissemination of the technology to national and international audiences. Soil nailing techniques have been used since the 1970s and technical papers have been published at geotechnical conferences around the world since its inception. However, as late as 1992 no document that summarizes the whole design and construction process, from geotechnical investigation to field quality control, as this one does was available. Shortly after publication bilingual engineers recognized the value of producing an English translation of the document. This document is a faithful translation of the original book. KW - Cost effectiveness KW - France KW - Mechanically stabilized earth KW - Productivity KW - Recommendations KW - Retaining walls KW - Soil nailing KW - Technology KW - Time savings KW - Translations UR - https://trid.trb.org/view/387215 ER - TY - RPRT AN - 00647336 AU - Ruth, B E AU - Tia, M AU - Shen, X AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - FLEXIBLE PAVEMENT EVALUATION/DESIGN - PHASE II. FINAL REPORT PY - 1993/08 SP - 162 p. AB - This report presents the results of an analytical investigation of a dual-load Falling Weight Deflectometer with load spacing of 24 and 40 in. An elastic layer program "RIGID" was used to evaluate the deflections produced by rigid load plate at different sensor locations. A parametric study was conducted to identify the optimum sensor locations for determination of layer moduli. Additional deflection data were generated for various combinations of layer moduli and layer thicknesses using the optimum sensor locations. A basic power log equation format was used to develop layer moduli prediction equations for regression analyses of sensor deflections and deflection difference between two different sensors. The developed moduli prediction equations appear to be very reliable with errors generally less than 15%. Upper pavement stiffness is easier to predict using the dual load system which produces double bending. KW - Computer programs KW - Deflection KW - Equations KW - Evaluation KW - Falling weight deflectometers KW - Flexible pavements KW - Forecasting KW - Layer coefficient (Pavements) KW - Layer moduli KW - Layer thicknesses KW - Location KW - Modulus KW - Nondestructive tests KW - Pavement deflection KW - Pavement performance KW - Pavements KW - Regression analysis KW - Sensor locations KW - Sensors UR - https://trid.trb.org/view/387155 ER - TY - RPRT AN - 00643614 AU - Sargand, S M AU - Hazen, G A AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PAVEMENT JOINT PERFORMANCE. FINAL REPORT PY - 1993/08 SP - 431 p. AB - In this study, field performance of steel and fiberglass dowels used for load transfer in rigid pavement repair sections was evaluated. Electric strain gages were cemented to dowel rods to determine shear forces, moments, torques and axial loads. Repair sections were instrumented to measure concrete and surface stresses. Loads were applied using Falling Weight Deflectometer and single and tandem axle trucks. Truck speeds were varied between 5 and 65 mph. Analysis of field data examined force variations due to truck speed, size and material of the dowels, and Y or YU joints. The dominating forces in the dowel rods were moments and vertical shear forces. Field performance data were compared to analytical solutions using modified versions of ILLI-SLAB. One inch diameter fiberglass dowel was not recommended for rigid pavement, and there was not a sufficient benefit to warrant the undercut (YU) joint. ILLI-SLAB was not capable of predicting true response of the joints. Recommendations were made for dowels and joint repair in rigid pavement sections. KW - Alternatives analysis KW - Axial loads KW - Dowels KW - Dowels (Fasteners) KW - Falling weight deflectometers KW - Fiberglass KW - Field performance KW - Forecasting KW - Load transfer KW - Moments KW - Moments (Mechanics) KW - Motor vehicles KW - Pavement joints KW - Performance KW - Recommendations KW - Repairing KW - Repairs KW - Rigid pavements KW - Shear forces KW - Shear stress KW - Speed KW - Steel KW - Stresses KW - Torque KW - Traffic loads KW - Traffic speed KW - Vehicle size KW - Vertical shear UR - https://trid.trb.org/view/386109 ER - TY - RPRT AN - 00643574 AU - Federal Highway Administration TI - AMERICA ON THE MOVE PY - 1993/08 SP - 45 p. AB - America is on the move today, in many ways. This publication describes the highway and transit programs that support that mobility. The contents are organized in the following sections: Introduction (highway history; transit history); Surface Transportation Programs (general); Federal-Aid Programs (highway related programs; transit related programs; intermodal programs; supportive programs); Eligible Uses of Surface Transportation Program Funds (major eligible activities; other eligible activities); How Surface Transportation Programs Are Financed (financing process; Highway Trust Fund; alternative financing); and How the Program Operates (program development activities; project development activities; management and operation). KW - Federal aid KW - Finance KW - Financing KW - Ground transportation KW - Highway planning KW - Highway programs KW - Highway Trust Fund KW - Intermodal transportation KW - Mobility KW - Program management KW - Project management KW - Public transit KW - United States UR - https://trid.trb.org/view/386069 ER - TY - RPRT AN - 00643529 AU - Seshadri, M AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - NOVACHIP PAVING IN MISSISSIPPI. FINAL REPORT PY - 1993/08 SP - 28 p. AB - During October, 1992, 44,000 sq m of State Route 12 in Choctaw County, Mississippi, was surface treated by a process called "Novachip". This project is a study of the treatment process. The treatment is a paver laid hot asphalt mixture over a heavy tack coat. Notable features of Novachip are the application of both tack coat and cover material with a single machine and the use of hot asphalt mixture instead of plain uncoated coarse aggregates. The treated surface has superior friction properties which is attributed to its open macro surface texture. It may provide adequate water protection without loss of cover material. However, at this time in Mississippi it does not appear to be economically viable for rehabilitation and routine maintenance operations. KW - Economics KW - Friction KW - Hot mix asphalt KW - Open graded aggregates KW - Pavement friction KW - Pavements KW - Ride quality KW - Skid resistance KW - Surface course (Pavements) KW - Surface treating KW - Surface treatments KW - Tack coats KW - Texture UR - https://trid.trb.org/view/386022 ER - TY - RPRT AN - 00643530 AU - Rouphail, N AU - Bamford, R AU - Raj, J AU - Illinois Transportation Research Consortium AU - Illinois Department of Transportation AU - Federal Highway Administration TI - CALIBRATION AND VALIDATION OF CAPACITY ANALYSIS PROCEDURES FOR LEFT TURN LANES IN ILLINOIS. PHASE II REPORT PY - 1993/08 SP - 69 p. AB - This report describes the process and results of field studies of saturation flow rates for studies of exclusive left turn lanes conducted in small urban areas in Illinois. Thirteen intersection sites were selected in Rockford, Quad Cities, Springfield, Bloomington and Kankakee. Single left turn lanes were classified into protected-only phasing (3 sites), permissive-only phasing (3) and protected-permissive phasing (4). Dual-left turn lanes in protected-only phasing were investigated at three sites. Parameters were compared with their counterpart values measured in the Chicago Metropolitan area. Data are reported on the basis of the mean and standard deviation of the mean saturation flow rates observed for vehicles in the fourth and subsequent position in the queue. Further, using the ideal saturation flow rate for through traffic in small urban areas of 1800 pcph, the equivalent left turn adjustment factor (f sub LT) was calcualted. Data from the permissive-only sites (3) did not meet the above criterion, as queues on the left turn and opposing approach were very short precluding further analysis. However, the permissive portion of the protected-permissive phase did yield adequate data for analysis. Consistent with previous findings in the literature, saturation flow rates for exclusive left turn lanes in small urban areas were always smaller than those observed in the Chicago area. This was true for every left turn treatment calibrated. It is proposed to use the following saturation flow rates in downstate locations. For permissive-only sites we recommend the use of the Chicago area factors until further data are collected: 1) through-only lanes: 1800 vph/lane; 2) exclusive single LT-protected-only: 1705 vph/lane; 3) dual LT lanes-protected-only: 3424 vph. Recommendations are also given for the calibration of the left turn factor for the permissive portion of protected-permissive LT phases. KW - Adjustment factors KW - Calibration KW - Dual left turn lanes KW - Exclusive permissive phasing KW - Exclusive phasing KW - Field studies KW - Flow KW - Flow rate KW - Highway capacity KW - Illinois KW - Left turn lanes KW - Permissive phasing KW - Small cities KW - Traffic flow KW - Urban areas KW - Validation UR - https://trid.trb.org/view/386023 ER - TY - RPRT AN - 00643932 AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - REVIEW OF THE TRANSPORTATION PLANNING PROCESS IN THE SOUTHERN CALIFORNIA METROPOLITAN AREA PY - 1993/08 SP - 75 p. AB - This formal, comprehensive review of the planning process in the Southern California metropolitan area, conducted by Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) headquarters and field staff, with input from state, regional and local transportation entities, takes place of the 1992 planning review of the Southern California Metropolitan Planning Organization (MPO) which otherwise would be conducted by FHWA field and FTA regional staff. The planning activities conducted by the Southern California Association of Governments (SCAG) were carried out in accordance with FHWA and FTA regulations, policies, and procedures in effect at the time of the review. However, the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), which became law after the site review was conducted, necessitates major changes in the planning process and will require formal federal certification of the planning process. This report provides suggestions to strengthen the process in developing the next long-range transportation plan, Transportation Improvement Program (TIP), and State Implementation Plan (SIP). This review will also assist the Southern California metropolitan area to meet the evolving requirements of ISTEA, and in particular, to prepare for future formal certification. KW - City planning KW - Metropolitan planning organizations KW - Multimodal transportation KW - Public participation KW - Regional transportation KW - State departments of transportation KW - Transportation Improvement Program KW - Transportation improvement program/tip KW - Transportation planning UR - http://ntl.bts.gov/lib/4000/4300/4302/44.pdf UR - https://trid.trb.org/view/386223 ER - TY - RPRT AN - 00642354 AU - Lewis, B AU - Navstar Mapping Corporation AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - VOICE DATA ENTRY SYSTEM. FINAL REPORT PY - 1993/08 SP - 20 p. AB - Asset location and inventory has long been an arduous, time consuming, and labor-intensive process. In 1992, Navstar Mapping Corporation (NMC) was awarded a patent for its Voice Data Entry System (VDES). This is a new inventory data collection system that has repeatedly proven its ability to accelerate the collection process for new windshield survey data by at least twice the rate of the manual techniques in use today by many state DOTs. The VDES is composed of a digital voice synthesizer and controller unit, a Distance Measuring Instrument, an audio cassette tape recorder, and a notebook computer, supported by custom field software used in the notebook computer and custom office post-processing software for use in general purpose MS-DOS computers. The objective of this project was to evaluate the feasibility of adapting NMC's Voice Data Entry System for use in simultaneously updating two classes of inventory data files maintained by the Planning Division for the Tennessee Road Information Management System (TRIMS) mainframe computer database. A prototype system was delivered and installed in a TENNDOT inventory van and in the Planning Division's data inventory office. Two custom software programs were developed and tested, one for field data collection and the other for use in the office to edit the field data and convert it to TRIMS update formats. Operating manuals were prepared for production implementation. A primary objective was to demonstrate that existing log mile based computer inventories could be updated faster, more efficiently, and without the use of hand-written field notes or computer data entry forms. All research program objectives were successfully demonstrated and are described in this report. KW - Cost effectiveness KW - Data entry KW - Feasibility analysis KW - Field performance KW - Inventory KW - Modernization KW - Occupational safety KW - Performance KW - Personnel safety KW - Productivity KW - Prototypes KW - Road inventory KW - Roads KW - Speech recognition KW - State departments of transportation KW - Tennessee KW - Time savings KW - Voice data entry systems UR - https://trid.trb.org/view/381441 ER - TY - RPRT AN - 00642333 AU - Harik, I E AU - Allen, D L AU - Street, R L AU - Guo, M AU - Graves, R C AU - Harison, J AU - Gawry, M J AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - SEISMIC ANALYSIS OF THE BRENT-SPENCE BRIDGE. FINAL REPORT PY - 1993/08 SP - 164 p. AB - This report presents the findings of a seismic evaluation of the Brent-Spence bridge. The bridge is a double-deck cantilever through truss which was constructed in 1961; it is a critical highway link conveying I-75 over the Ohio River. While not yet subjected to a moderate or major earthquake, the bridge is within the influence of the New Madrid, Wabash Valley, and Anna seismic zones. The seismic evaluation program consisted of field testing and seismic analysis. The vibrational properties of the main bridge were determined through field testing and used to calibrate a 3-D finite element model. The model was then subjected to time histories of projected earthquakes in the aforementioned seismic zones, including a maximum credible earthquake of magnitude 8.5 on the Richter scale at New Madrid. The Covington approach spans were analyzed using simple models and response spectrum analyses. Analytic results indicate that the main bridge will survive the projected maximum credible earthquake in the elastic range without significant damage and no loss of span; however, the Covington approach spans are vulnerable to loss of span failure in this event. Hence retrofit and a thorough seismic analysis of the approach spans are required. KW - Brent-Spence Bridge (Covington, Kentucky) KW - Bridge spans KW - Bridge superstructures KW - Collapse KW - Earthquake resistant structures KW - Failure KW - Failure prediction KW - Field tests KW - Finite element method KW - Retrofitting KW - Seismic analysis KW - Seismic regions KW - Seismicity KW - Seismology KW - Vibration tests KW - Vibrational testing UR - https://trid.trb.org/view/381422 ER - TY - RPRT AN - 00640031 AU - Ford, S G AU - Villa, S L AU - California Department of Transportation AU - Federal Highway Administration TI - REFLECTOR USE AND THE EFFECT THEY HAVE ON THE NUMBER OF MULE DEER KILLED ON CALIFORNIA HIGHWAYS. FINAL REPORT PY - 1993/08 SP - 17 p. AB - The "Swareflex" wildlife warning system was tested to determine if it would reduce the number of mule deer killed on the highway. The test area was located on a four-mile section of State Route 36 east of Chester in Plumas County, California. This section of highway was chosen due to a history of extremely high deer kill. After three seasons, it has been determined there is no statistical difference in the mean of the deer killed when the reflectors were in operation and when they were not operating. KW - Deer KW - Effectiveness KW - Measures of effectiveness KW - Reflectorized materials KW - Warning systems KW - Wildlife UR - https://trid.trb.org/view/380869 ER - TY - RPRT AN - 00639914 AU - Cuciti, P AU - Janson, B AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - COURTESY PATROL PILOT PROGRAM. FINAL REPORT PY - 1993/08 SP - 97 p. AB - The pilot courtesy patrol program for the I-25 corridor in Denver was initiated as a result of a recommendation from the Colorado Incident Management Coalition (CIMC). The purpose of the pilot program was to detect and remove disabled vehicles from the roadway quickly to avoid congestion backups. An independent technical evaluation of the pilot program was conducted by the University of Colorado's Center for Public Private Sector Cooperation, working in conjunction with the University's College of Engineering. The evaluation had the following five objectives: (1) Document how the program was implemented; (2) Document incident type and the type of service provided by the courtesy patrols; (3) Assess levels of motorist satisfaction with the program; (4) Compare alternative service delivery modes; and (5) Assess impact on traffic conditions. This report contains the results of the evaluation and is organized in the following chapters: (1) Introduction; (2) What Does it Take To Put Together a Courtesy Patrol Program?; (3) Incident Management by the Courtesy Patrol; (4) Comparison of Alternative Service Delivery Modes; (5) Motorist Satisfaction; (6) Evaluation of Traffic Impacts; and (7) Conclusions and Recommendations. There are two appendices: (I) Data Collection Forms and (II) Public Relations Materials. KW - Courtesy patrol program KW - Denver (Colorado) KW - Detection and identification KW - Detectors KW - Disabled vehicles KW - Incident management KW - Mitigation KW - Performance evaluations KW - Recommendations KW - Removal KW - Traffic congestion KW - Traffic incidents KW - Traffic mitigation UR - https://trid.trb.org/view/380849 ER - TY - RPRT AN - 00639885 AU - Knott, D L AU - Rojas-Gonzalez, L F AU - Newman, F B AU - GAI Consultants, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - GUIDE FOR FOUNDATION ENGINEERING IN PENNSYLVANIA KARST. FINAL REPORT PY - 1993/08 SP - 205 p. AB - This report summarizes the important factors in karst development and presents the typical karst features that may be anticipated in Pennsylvania. Maps show the areas in the counties where karst conditions may be encountered, and the potential karstic geologic formations are summarized. Procedures are outlined for conducting foundation investigations in karst areas, and appropriate foundation options are discussed relevant to the types of karst conditions present. KW - Deep foundations KW - Exploration KW - Foundation engineering KW - Foundations KW - General surface features of the earth KW - Geologic formations KW - Geotechnical engineering KW - Karst KW - Maps KW - Pennsylvania KW - Shallow foundations KW - Treatments UR - https://trid.trb.org/view/380827 ER - TY - RPRT AN - 00639884 AU - Rojas-Gonzalez, L F AU - Knott, D L AU - Newman, F B AU - GAI Consultants, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - DEMONSTRATION APPLICATIONS IN THE USE OF FLOWABLE BACKFILLS FOR BRIDGE ABUTMENTS. FINAL REPORT PY - 1993/08 SP - 108 p. AB - Flowable backfills are cementitious materials placed in a fluid condition that cure to hard, relatively incompressible backfills. They typically consist of cement, fly ash and water with possible additions of coarse aggregate and/or admixtures. Flowable backfills were used to backfill abutments and a retaining wall at the Mahoning Creek and Panther Creek bridge demonstration projects in western and central Pennsylvania. The abutments were instrumented with pressure cells to measure vertical and lateral backfill pressures and with piezometers to monitor groundwater levels. Survey monitoring points were installed on the completed paved surface to monitor long-term settlements. Tilt plates were installed to monitor rotations of the abutments. This report summarizes observations during construction of the flowable backfills and evaluates the instrumentation data to date. It concludes that flowable backfills are suitable for use behind bridge abutments. It also references the other reports produced in conjunction with this research and presents the specifications developed as a part of this research. KW - Bridge abutments KW - Demonstration projects KW - Flowable backfills KW - Fly ash KW - Instrumentation UR - https://trid.trb.org/view/380826 ER - TY - RPRT AN - 00638845 AU - Hallenbeck, M AU - Koehne, J AU - Scheibe, R R AU - Rose, D AU - Leech, J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - WESTERN STATES TRANSPARENT BORDERS PROJECT: INSTITUTIONAL BARRIERS AND RECOMMENDED ACTIONS--WASHINGTON. FINAL TECHNICAL REPORT PY - 1993/08 SP - 124 p. AB - This is the second report for an FHWA sponsored project that is investigating the barriers to implementing IVHS commercial vehicle operations (CVO) technologies in seven northwestern states. This report describes the barriers to implementing the IVHS CVO technologies and the steps needed to surmount those barriers. The report is intended to serve as a blueprint for state agency efforts to use to successfully and incrementally improve the efficiency with which they regulate trucking industry operations. The project team concludes that the primary barriers to implementation of IVHS CVO technologies are neither institutional nor regulatory. Instead, the barriers are a combination of economic uncertainty and a lack of shared vision among the various states, state agencies, and trucking industry groups. Although institutional and regulatory barriers exist in the seven participating states, these barriers are relatively unimportant in comparison to the barriers that arise from disagreements over the system's intended functions, the cost of providing the system, and the parties responsible for paying those costs. The project team has reached the conclusion that the only way to surmount the barriers produced by the above conditions is to create a modular system that will allow both states and private companies to enter into the IVHS CVO process for little cost. The system will have to be expandable to allow its capabilities to grow as the benefits from IVHS CVO technologies become more apparent and as funding becomes available. The initial system must be simple, low cost (for both states and trucking firms), relatively easy to implement, and flexible enough to meet the needs of different states and state agencies. Finally, benefits commensurate with the costs of participating in the system must be available to all involved agencies and trucking firms. KW - Benefits KW - Commercial vehicle operations KW - Costs KW - Economic considerations KW - Economic factors KW - Institutional issues KW - Intelligent transportation systems KW - Socioeconomic development KW - States KW - Transparent Borders Concept KW - Trucking KW - Washington (State) UR - https://trid.trb.org/view/380477 ER - TY - RPRT AN - 00637773 AU - Banks, J H AU - San Diego State University Foundation AU - California Department of Transportation AU - Federal Highway Administration TI - EMERGENCY PARKING AREAS ALONG RESTRIPED URBAN FREEWAYS. FINAL REPORT PY - 1993/08 SP - 36 p. AB - This research was intended to provide information required for the rational design of emergency parking areas along restriped urban freeways. Specific objectives were to determine the usage and safety characteristics of existing emergency parking areas along the Santa Ana Freeway in Los Angeles County and to determine appropriate lengths, tapers, and spacing required for safe and effective operation of such areas. Extensive videotaping of existing emergency parking areas showed them to be little used, probably because they are small and inconspicuous. Analysis of accident records provided no evidence that use of existing emergency parking areas has resulted in accidents. Responses to a survey of maintenance and law enforcement personnel revealed that the existing parking areas are useful in their work, but that larger parking areas would be better. A study of use of normal freeway shoulders revealed that total lengths of 625-800 feet with tapers of between 150 and 300 feet should be adequate to accommodate most pull-on-pull-off maneuvers. KW - Emergencies KW - Emergency vehicles KW - Freeways KW - Length KW - Parking facilities KW - Road shoulders KW - Safety KW - Spacing KW - Taper KW - Tapers (Work zone traffic control) KW - Urban areas KW - Urban freeways KW - Utilization KW - Videotapes UR - https://trid.trb.org/view/380073 ER - TY - RPRT AN - 00637666 AU - Gunaratne, M AU - Mullins, G AU - Stinnette, P AU - Maringanthi, R AU - Lepore, S AU - Echelberger, W F AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - ENGINEERING PROPERTIES AND DYNAMIC REPLACEMENT AND MIXING OF FLORIDA ORGANIC MATERIAL. FINAL REPORT PY - 1993/08 SP - 90 p. AB - A preliminary investigation of Dynamic Replacement and Mixing (DRM) of Florida organic material with sand has been successfully accomplished. This was preceded by a systematic investigation of engineering properties of the above material to formulate correlations between its classification, compressibility and strength properties. Results of the above tasks indicate significant enhancement of engineering properties of Florida organic material upon DRM treatment. KW - Compressibility KW - Foundation soils KW - Mixing KW - Organic soils KW - Properties of materials KW - Replacing KW - Sand KW - Shear strength KW - Shear strength of soils KW - Soil stabilization KW - Soil treatment KW - Soils UR - https://trid.trb.org/view/380027 ER - TY - RPRT AN - 00636352 AU - Outcalt, W AU - Colorado Department of Transportation AU - Federal Highway Administration TI - COLD HAND PATCHING MATERIAL EVALUATION. FINAL REPORT PY - 1993/08 SP - 24 p. AB - This report describes a study comparing the performance of four types of cold hand patching material (cold mix) used by the Colorado Department of Transportation maintenance personnel. The primary objective of this study was to compare the cost effectiveness of the different types of cold mix. Six test sites were located statewide, then all four types of cold mix were used to make repairs at each site. The repairs were monitored for two years to compare performance. The results of this study show that proprietary cold mixes perform significantly better under adverse conditions than ordinary cold mixes. The increase in performance more than offsets the additional cost of the proprietary mix. KW - Cold mix paving mixtures KW - Cost effectiveness KW - Materials evaluation KW - Materials selection KW - Patching KW - Performance evaluations KW - Potholes KW - Repairing KW - Repairs UR - https://trid.trb.org/view/379852 ER - TY - RPRT AN - 00634391 AU - Miaou, S-P AU - Hu, P S AU - Wright, T AU - Davis, S C AU - Rathi, A K AU - Oak Ridge National Laboratory AU - Federal Highway Administration TI - DEVELOPMENT OF RELATIONSHIP BETWEEN TRUCK ACCIDENTS AND GEOMETRIC DESIGN: PHASE I. FINAL REPORT PY - 1993/08 SP - 152 p. AB - The purpose of this study was to establish empirical relationships between truck accidents and highway geometric design. First, statistical frameworks based on Poisson and negative binomial regression models were proposed. Preliminary models were then developed using accidents and road inventory data from the Highway Safety Information System (HSIS). Three roadway classes were considered in the model development: rural Interstate, urban Interstate and freeway, and rural two-lane undivided arterial. The maximum likelihood method was used for estimation of model parameters. Information criterion, asymptotic t-statistic, and goodness-of-fit test statistics were employed to evaluate the estimated models. The model results based on data from one of the HSIS States--Utah, were used for analysis and for suggesting areas in which the quality and quantity of the existing HSIS data can be enhanced to improve the developed models. Despite the limitations in existing Utah data, some encouraging preliminary relationships were developed for horizontal curvature, length of curve, vertical grade, length of grade, shoulder width, number of lanes, and annual average daily traffic (AADT) per lane (a surrogate measure for vehicle flow density). Goodness-of-fit test statistics indicated that extra variations (or overdispersion) existed in the data over the developed Poisson models for all three roadway classes. Subsequent analyses suggested that a future study can be performed to enhance the predictive power of these preliminary models by including detailed truck exposure information, e.g., time-of-day, truck type, and weather conditions, by considering more explanatory variables, such as roadside design and superelevation, and by reducing the sampling errors of vehicle exposure data (both AADT and truck percentages). KW - Annual average daily traffic KW - Arterial highways KW - Curvature KW - Curve length KW - Curves (Geometry) KW - Freeways KW - Future KW - Future research KW - Geometric design KW - Grade length KW - Highway design KW - Highway grades KW - Horizontal curvature KW - Interstate highways KW - Length KW - Poisson distributions KW - Regression analysis KW - Research KW - Road shoulders KW - Rural highways KW - Shoulder width KW - Traffic lanes KW - Truck crashes KW - Urban areas KW - Urban freeways KW - Urban highways KW - Utah KW - Vertical grade KW - Width UR - https://trid.trb.org/view/374727 ER - TY - RPRT AN - 00634392 AU - Staplin, Loren AU - Lococo, K AU - Sim, J AU - Ketron Division of the Bionetics Corporation AU - Federal Highway Administration TI - TRAFFIC MANEUVER PROBLEMS OF OLDER DRIVERS: FINAL TECHNICAL REPORT PY - 1993/08 SP - 213 p. AB - This project includes a literature review and accident analysis that supported the hypothesis that age differences in motion perception capabilities represent a likely source of difficulty for specific traffic maneuver problems experienced by older drivers. A feasibility study was performed to evaluate the most appropriate apparatus for use in later driving simulation tests planned in this research. Two sets of experiments were subsequently conducted. In the first experiment, drivers in three age groups--18-55, 56-74, and 75+ years of age--estimated the time-to-collision (TTC) of an approaching vehicle, from both stationary and moving perspectives. The conflict vehicle approached at varying speeds, and was removed from the view of the test subject at varying times/distances relative to the subject. In the second experiment, drivers viewed a dynamic roadway scene containing an approaching conflict vehicle. The subject's task was to judge the "last safe moment to proceed" with a particular traffic maneuver in relation to the conflict vehicle, to determine a gap judgment measure. Both the TTC and the gap judgment measures were obtained under laboratory conditions using multiple stimulus presentation methodologies in a driving simulator. Limited controlled field validation data were also obtained for both types of dependent measures, using the same test sample. Recommendations for countermeasures to accommodate older driver difficulties with turning maneuvers at intersections were developed consistent with the results of these studies. KW - Aged drivers KW - Countermeasures KW - Crash analysis KW - Driver performance KW - Drivers KW - Driving simulators KW - Driving tests KW - Field data KW - Field studies KW - Guides to the literature KW - Literature reviews KW - Motion perception KW - Personnel performance KW - Recommendations KW - Traffic crashes KW - Traffic maneuver problems KW - Validation UR - https://trid.trb.org/view/374728 ER - TY - RPRT AN - 00633471 AU - Morris, J E AU - California Department of Transportation TI - DEVELOPMENT OF NEW TEST METHODS FOR DETERMINATION OF RELATIVE COMPACTION OF UNTREATED AND TREATED SOILS AND AGGREGATES. FINAL REPORT PY - 1993/08 SP - 38 p. AB - This report presents new and revised test methods for relative compaction of soils and aggregates. The existing test methods and their development are reviewed. This includes a detailed discussion of the "wet" method concept and how it is used to determine relative compaction. A mathematical proof verifying the "wet" method is presented. New California Test Method (CTM) 122 and revisions to current tests CTM 216 and CTM 231 are presented, in order to reduce redundancies in the tests and improve understanding of how they determine relative compaction. Procedures are developed to allow the use of modified Proctor compaction equipment in conjunction with the "wet" method concept as a test alternative. KW - Aggregates KW - Compaction tests KW - Mathematical analysis KW - Nuclear gages KW - Soil compaction KW - Soil compaction test KW - Soil tests KW - Test procedures UR - https://trid.trb.org/view/374406 ER - TY - RPRT AN - 00637894 AU - Roblee, C J AU - Yee, W S AU - California Department of Transportation AU - Federal Highway Administration TI - AXIAL LOAD TESTING OF 3-FT DIAMETER DRILLED SHAFTS AT THE CENTURY FREEWAY IN LOS ANGELES, CALIFORNIA. FINAL REPORT PY - 1993/07/27 SP - 159 p. AB - Results of a static axial load-testing program of two 3-ft diameter drilled shafts installed into a very-competent alluvial profile in Los Angeles, California are presented. Construction difficulties were encountered during the installation of one shaft. The shafts were instrumented internally at several levels, and over 11,000 individual measurements were recorded with less than 1% failure. The testing program included backbone loading cycles to high levels of shaft-head displacement, as well as both a multi-day hold of each shaft at ultimate load and a "quick load" test of one shaft. Close assessment of data quality shows all measurements to be highly compatible. Shaft-head response is evaluated to establish both the capacity and stiffness of the test shafts. Three displacement-based "failure" criteria are utilized to determine shaft capacities and associated displacements. Shaft stiffness is shown to vary dramatically depending upon both the load level and the loading path. Displacement profiles as a function of load are developed which show that the shafts remained essentially elastic throughout the entire load history. Significant time-dependent shaft-head settlement was measured during the held load, and is attributed to soil displacements rather than concrete creep. Families of load-distribution curves are presented for backbone loading, held-loading, and for both partial and complete unloading. Tip resistance is shown to provide only a small contribution to ultimate shaft capacity. Strata-specific interpretation of unit shaft resistance could not be established due to several factors, however, highly compatible shaft averages are presented. "Site average" curves of both unit shaft and tip resistance are developed which clearly illustrate a difference in the rate of mobilization of these two components with shaft displacement. Design unit shaft and tip resistance values for this site are found to be approximately 1.8 ksf and 2 ksf, respectively, for "failure" defined as a displacement of 0.5 inch. However considerable additional capacity in terms of both components is clearly developed at higher displacements. KW - Alluvium KW - Axial loads KW - Capacity KW - Curves (Geometry) KW - Dislocation (Geology) KW - Drilled shafts KW - Load distribution curves KW - Load tests KW - Load transfer KW - Settlement (Structures) KW - Stiffness KW - Tip resistance UR - https://trid.trb.org/view/380144 ER - TY - RPRT AN - 00642454 AU - Jabarin, S AU - BENNETT, R A AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE OF PLASTIC DRAIN PIPES MANUFACTURED FROM RECYCLED HIGH DENSITY POLYETHYLENE. FINAL REPORT PY - 1993/07/01 SP - 76 p. AB - Post consumer and virgin resin samples were evaluated alone and at various blended compositions in order to determine their critical physical, chemical, and processing characteristics. Homopolymer and copolymer blends were prepared containing 25, 50 and 75% PCR HDPE with the balance made up of virgin resin as specified. Small scale, controlled resin blends exhibited expected systematic changes, as percentages of recycled and virgin resins were varied. Increased percentages of recycled copolymer material generally resulted in reduced stiffness and increased elasticity of the samples. Mechanical properties of blends, therefore fell in the intermediate region between those of 100% virgin and 100% recycled materials. This was found to be consistent for both homopolymer and copolymer PCR HDPE blended with virgin resin. Commercially manufactured plastic drainage pipes were tested in order to demonstrate the suitability of using recycled HDPE copolymer to prepare such pipes. It was determined that plastic pipes manufactured from blends of PCR HDPE demonstrate acceptable performance in terms of stiffness, flattening, brittlemess and environmental stress cracking. Pipes were fabricated with 25, 50 and 75% PCR HDPE copolymer (typically recycled post-consumer detergent bottles) with the balance composed of virgin resin. KW - Brittleness KW - Chemical properties KW - Corrosion cracking KW - Drain pipe KW - Drainage pipes KW - Elasticity (Mechanics) KW - Ethylene resins KW - High density KW - Mechanical properties KW - Physical properties KW - Polyethylene KW - Recycled materials KW - Stiffness KW - Stress corrosion KW - Stress cracking KW - Stresses UR - https://trid.trb.org/view/381472 ER - TY - RPRT AN - 01402319 AU - Bloomquist, D AU - Diamond, G AU - Oden, M AU - Ruth, B AU - Tia, M AU - United States. Federal Highway Administration TI - Engineering and environmental aspects of recycled materials for highway construction; appendix 1: final report PY - 1993/07 IS - FHWA-RD-93-088 SP - 220p AB - This report presents an assessment of environmental aspects and engineering factors related to the utilization of recycled materials in highway construction. A basic overview and assessment of different technologies, processes, and methods for recycling of various material into highway appurtenances and for highway construction are presented with consideration of environmental/health risks. KW - Asphalt KW - Bituminous pavements KW - Crash exposure KW - Crumb rubber KW - Crumb rubber KW - Environment KW - Environment KW - Exposure KW - Glass KW - Glass KW - Pavement components KW - Pavement materials KW - Plastics KW - Plastics KW - Recycled materials KW - Recycling KW - Risk KW - Risk management KW - Rubber KW - Rubber KW - Slag KW - Slag UR - https://trid.trb.org/view/1170103 ER - TY - RPRT AN - 00760549 AU - Boulos, S J AU - Fu, Gongkang AU - Alampalli, S AU - New York State Department of Transportation AU - Federal Highway Administration TI - LOAD TESTING, FINITE ELEMENT ANALYSIS, AND DESIGN OF STEEL TRAFFIC-SIGNAL POLES PY - 1993/07 SP - 59 p. AB - At request of the Structures Design and Construction Division of the New York State Department of Transportation, the Engineering Research and Development Bureau performed full-scale testing and finite element analysis (FEA) of span-wire traffic-signal poles to evaluate their structural adequacy. Results of testing and analysis of four poles indicated that they were structurally inadequate. The supporting base plate and anchor bolts were found to be the deficient components, but the pole's post was adequately designed. FEA models of the signal poles verified by the test results were then used to evaluate a representative sample of poles from three major suppliers to New York State. Evaluation criteria were based on adequacy of the base plate and anchor bolts. Results showed that plates designed by the manufacturers' current methods were not adequate to carry the design loads. Thus, a new design method for the base plate has been developed, based on results of the tests and analyses. This method is simple for routine applications, and consistent with the current AASHTO code. The anchor bolts were also found deficient with respect to axial capacity, apparently due to neglecting a critical (diagonal) load case, and this load must be considered in design. KW - Anchor bolts KW - Base plates KW - Design KW - Design load KW - Finite element method KW - Poles (Supports) KW - Structural adequacy KW - Testing KW - Traffic signal hardware UR - http://ntl.bts.gov/lib/21000/21100/21115/PB99100125.pdf UR - https://trid.trb.org/view/496289 ER - TY - RPRT AN - 00637888 AU - Bloomquist, D AU - Diamond, G AU - Oden, M AU - Ruth, B AU - Tia, M AU - Western Research Institute AU - Environmental Protection Agency AU - Federal Highway Administration TI - ENGINEERING AND ENVIRONMENTAL ASPECTS OF RECYCLED MATERIALS FOR HIGHWAY CONSTRUCTION. FINAL REPORT PY - 1993/07 SP - 220 p. AB - This report presents an assessment of environmental aspects and engineering factors related to the utilization of recycled materials in highway construction. A basic overview and assessment of different technologies, processes, and methods for recycling of various materials into highway appurtenances and for highway construction are presented with consideration of environmental/health risks. KW - Crumb rubber KW - Crushed glass KW - Engineering assessment KW - Environmental impacts KW - Health KW - Pavements KW - Plastics KW - Recycled materials KW - Recycled pavements KW - Recycling KW - Risk assessment KW - Road construction KW - Scrap tires KW - Solid wastes KW - Technology assessment KW - Tires UR - https://trid.trb.org/view/380138 ER - TY - RPRT AN - 00633416 AU - Rowshan, S AU - Harris, S AU - Science Applications International Corporation AU - Federal Highway Administration TI - LONG-TERM PAVEMENT PERFORMANCE INFORMATION MANAGEMENT SYSTEM: DATA USERS GUIDE PY - 1993/07 SP - 49 p. AB - The Long-Term Pavement Performance (LTPP) Information Management System (IMS) Data Users Guide provides an overview of the Information Management System of the LTPP Program that was initiated under the Strategic Highway Research Program (SHRP) and is currently managed by the LTPP Division of the Federal Highway Administration. This document is aimed to assist the researchers in understanding the types of data collected under the LTPP Program, how to request the data, the available formats of the IMS data, and how to use the output from the data base. The Guide also briefly describes the background of the LTPP Program, the data flow through the IMS, the data quality control checks, and sample reports generated from the LTPP data. KW - Data users guides KW - Information management KW - Information organization KW - Long-Term Pavement Performance Program KW - Management information systems KW - Pavement performance KW - Strategic Highway Research Program UR - https://trid.trb.org/view/374351 ER - TY - RPRT AN - 00675271 AU - Serafin, C AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - PRELIMINARY EXAMINATION OF DRIVER EYE FIXATIONS ON RURAL ROADS: INSIGHT INTO SAFE DRIVING BEHAVIOR. INTERIM REPORT PY - 1993/07 SP - 68 p. AB - This report describes an investigation of driver eye patterns on straight and curved rural roads. Eight participants (four under 30 years, four over 60 years) drove on a 4.6 mile (7.4 km), two-lane road while wearing an eye mark camera to record eye fixations. While data were collected for the entire route, only four road sections were of interest (one straight section and three left curves (3, 13 and 21 degrees)). In addition to eye fixation data, driving performance measures (speed and lane deviation) were recorded. Analysis of the results indicates that fixations to oncoming cars on the 3 degree curve (103 msec) were shorter than fixations to oncoming cars on the other two curves (588 msec) and the straight section (541 msec). On the straight section, there were more fixations to the far field (59%) than on the three curves (18%, 37%, and 28%, respectively). The probability of fixating on road features also varied with road curvature. On the straight section, the probability of fixating on the far field is 40%, whereas on curves it ranges from 10% (3 degree curve) to 28% (13 degree curve). On curves, the driver is more likely to distribute his/her eye fixations more evenly over the road features. From the driving data, there were no indications of excessive lane deviation or speed. The data from this study will be entered into a simulation model that will describe driver eye fixation patterns, and the model will be validated. The ultimate goal of the simulation modeling will be to describe driver eye fixations given various road and driver characteristics. This will provide baseline data for driving that will lead to safe and easy to use in-vehicle displays by helping to identify the attentional demands of driving. KW - Adolescents KW - Aged drivers KW - Alertness KW - Attention KW - Curves (Geometry) KW - Driver information systems KW - Driver performance KW - Drivers KW - Ergonomics KW - Eye fixations KW - Human factors engineering KW - Personnel performance KW - Route guidance KW - Rural highways KW - Simulation KW - Straight sections KW - Teenage drivers UR - https://trid.trb.org/view/412289 ER - TY - RPRT AN - 00670373 AU - Thompson, M R AU - Hall, K D AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - THE LIVINGSTON COUNTY TEST PROJECT: AN AGGREGATE BASE STUDY PY - 1993/07 SP - 83 p. AB - In 1985 considerable discussion was directed to a consideration of Illinois Department of Transportation (IDOT) aggregate gradations for subbase/base course use. The predominant IDOT gradations are CA-06 (4-12% minus #200) and CA-10 (5-13% minus #200 material). Frequently the minus #200 material is in the upper part of the ranges (and occasionally exceeds the upper limits) and the aggregate is also out of specification on Plasticity Index (PI). When high fines/high PI granular subbase/base layers experience a moisture increase, and/or become saturated, they tend to become weak and unstable. To address the fines/PI problem, IDOT proposed a low fines gradation for granular subbase/base. The gradation (CM-06) permits up to 4% passing the #200 sieve. Preliminary laboratory testing and limited field experience had indicated lime and cement were viable fines modification techniques. The low fines CM-06 gradation and the fines modification procedures are major departures from IDOT subbase/base course specifications. Thus, IDOT decided to evaluate the performance of the CM-06 aggregate gradation, lime- and cement-modified aggregates, and CA-06 "control materials" in an experimental project. The project was started in the Fall of 1986 and was completed in the early Summer of 1987. The primary purpose of the project is to investigate the performance of a number of granular base and modified (lime- or cement-treated) granular base materials under traffic. The project included nine test sections. All of the sections were a 3-in. asphalt concrete surface and a 12-in. aggregate base. The sections were: (1) Control CA-06 crushed stone section; (2) Low fines CM-06 crushed stone; (3) Lime-modified (3%) CA-06 crushed stone; (4) Cement-modified (1.5%) CA-06 crushed stone; (5) Control CA-06 crushed gravel; (6) Low fines CM-06 crushed gravel; (7) Control CA-06 natural gravel; (8) Locally available CA-06 partially crushed gravel; and (9) Lime-modified (3%) CA-06 natural gravel (PIs of 8 to 10). This report includes Livingston County Test Project design data, materials data, Falling Weight Deflectometer (FWD) data, and observed pavement performance information through the Spring of 1993. Overall, the pavement sections are performing satisfactorily and no not show excessive distress and/or rutting. Only Section 1 has required any patching repairs. Although the performance data available at this time are not adequate to establish "quantitative rankings", all of the granular base materials have performed satisfactorily. KW - Aggregate gradation KW - Base course (Pavements) KW - Calcium oxide KW - Cement KW - Falling weight deflectometers KW - Fines (Materials) KW - Flexible pavements KW - Granular bases KW - Pavement performance KW - Performance evaluations KW - Plasticity index KW - Subbase KW - Subbase (Pavements) KW - Test sections UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-087.pdf UR - https://trid.trb.org/view/411114 ER - TY - RPRT AN - 00668971 AU - Dedeitch, B P AU - Machemehl, R B AU - Euritt, M A AU - Harrison, R AU - Walton, C M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - RELIABILITY OF TOLL ROAD REVENUE FORECASTS FOR SELECTED TOLL ROADS IN THE UNITED STATES. INTERIM REPORT PY - 1993/07 SP - 106 p. AB - This study addresses the reliability of toll road revenue forecasts by analyzing historical data from existing toll roads in the United States. The aggregation of these data, along with an understanding of the relationships between revenues, traffic, and toll charges, leads to the development of applicable regression models. Elasticity of demand is the key link associated with these three toll road elements. The ability to combine elasticity with the toll road relationship provides the reader with a better understanding of forecast reliability. The groundwork for establishing a computer-based error prediction model can then be explained. KW - Demand KW - Elasticity (Economics) KW - Error prediction models KW - Errors KW - Forecasting KW - Highway privatization KW - Highways KW - History KW - Privatization KW - Regression analysis KW - Reliability KW - Revenues KW - Simulation KW - Time series KW - Toll roads UR - https://trid.trb.org/view/410609 ER - TY - RPRT AN - 00666181 AU - Zwahlen, H T AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - OPTIMAL APPLICATION AND PLACEMENT OF ROADSIDE REFLECTIVE DEVICES FOR CURVES ON TWO-LANE RURAL HIGHWAYS. FINAL REPORT PY - 1993/07 SP - 105 p. AB - A survey of the current delineation practices in the various U.S. States and Canadian Provinces indicated the importance of a set of quantitative delineation guidelines. According to the survey no U.S. State or Canadian Province uses computer assisted methods for the curve delineation task. A photolog analysis of the Ohio Department of Transportation (ODOT) districts 5 and 10, with the objective to assess the usage of curve delineation across two ODOT districts, found that there is generally a good correspondence with regard to applying arrow signs. However, due to the practice of applying an arrow only, both districts do not provide as much curvature information as possible and desirable from a human factors point of view. The evaluator responses before and after curve delineation, with the objective to obtain input for the curve delineation task, indicate that 1) evaluators have difficulties to agree on the type, number, and location of curve delineation devices, just by looking at a curve while driving with low beams at night; 2) subjective evaluation of an undelineated curve tends to provide a recommended number of devices that is considerably lower than the actual number required when placing four devices within a driver's functional visual field of view; 3) the optimal type, number, and location of the delineation devices should be computed with a set of algorithms implemented in a software package. These findings support the development and use of a knowledge-based, interactive software which computes the delineation layout. The approach and center speed measurements before and after delineation installation were conducted in order to assure that there are no adverse effects on driver behavior due to delineation. The measurements indicate that there is no systematic pattern in speed increase or speed reduction before and after the delineation devices are installed. OCARD (ODOT Computer Aided Road Delineation), a knowledge-based system, assists the traffic engineer with the delineation task. OCARD delineates curves consistently and uniformly. The program can be used in the office or in the field if installed on a laptop PC. The expert-system shell, Level5 Object, served as development platform. The research and the investigations during the development of the delineation software package OCARD lead to the conclusion that a number of procedural changes in the curve delineation process are recommended. KW - Algorithms KW - Before and after studies KW - Canada KW - Delineator placement KW - Delineators (Traffic) KW - Expert systems KW - Highway curves KW - Highway delineators KW - Rural highways KW - Software KW - Speed measurement KW - Two lane highways KW - United States UR - https://trid.trb.org/view/405752 ER - TY - RPRT AN - 00664407 AU - Siegfried, R H AU - Vaidya, N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AUTOMATED INCIDENT MANAGEMENT PLAN USING GEOGRAPHIC INFORMATION SYSTEMS TECHNOLOGY FOR TRAFFIC MANAGEMENT CENTERS. FINAL REPORT PY - 1993/07 SP - 378 p. AB - This study addresses the need to incorporate automated incident management in a traffic management center to respond to accidents, disabled vehicles, and other capacity-reducing incidents. The strategy examined to address this need involved developing an automated incident management plan, by customizing personal computer (PC) software and special programs, as a tool to assist operators in the decision making process. The objective of the study was to develop a database management system. To accomplish the objective, Geographical Information System (GIS) technology was customized for incident management. The plan was developed using a GIS development platform approach. PC-ARC/INFO was used to develop prototype/demonstration applications of two types. The first type pertains to incident management operations applications, which addresses Alternate Routing, Incident Response, and Resource Management. The second type pertains to planning and analysis applications, which includes a Roads Database Query, and Incident Database Query. Commercially available programs such as PASSER-II and CAMEO have been integrated into the plan to enhance the capabilities of the automated incident management plan. The development of GIS applications for incident management has identified issues that must be addressed prior to implementing a large scale automated incident management system. KW - Decision making KW - Geographic information systems KW - Highway traffic control KW - Incident management KW - Prototypes KW - Software UR - https://trid.trb.org/view/405287 ER - TY - RPRT AN - 00662800 AU - Morrow, T K AU - Johnston, D W AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - BRIDGE MAINTENANCE LEVEL OF SERVICE OPTIMIZATION. FINAL REPORT PY - 1993/07 SP - 238 p. AB - The development of a methodology and computer based decision assistance tool to aid in the formulation of strategy for routine and preventive maintenance of highway bridges is presented. The resulting analysis method and computer program are titled MAINTBRG. The methodology utilizes a level of service approach to optimize maintenance strategy of bridge elements under given budget constraints. The optimal strategy is selected by maximizing a value function relating to the levels of service. The maintenance levels of service represent degrees of maintenance effort for each bridge element considered in the analysis. MAINTBRG is a specialized and extended version of the Algorithm for the Selection of Optimum Policy (ASOP). The analysis utilizes a nonlinear integer programming algorithm coded in Fortran-77. A supplementary methodology and computer program was developed to assist in the determination of input data required in the MAINTBRG analysis. The RESNEEDS (Resource Needs) program uses system wide bridge element volume, condition, maintenance needs, and other data to provide a summary assessment of system wide bridge element conditions and resource requirements to achieve each alternate level of service for the bridge elements. KW - Algorithms KW - Bridge maintenance KW - Bridge management systems KW - Bridges KW - Computer programs KW - Decision making KW - Highway bridges KW - Level of service KW - Maintenance KW - Maintenance management KW - Optimization UR - https://trid.trb.org/view/404807 ER - TY - RPRT AN - 00647416 AU - Frank, K H AU - Jones, N P AU - Ellingwood, B R AU - Ross, R J AU - Pellerin, R F AU - Plecknik, J A AU - Henriquez, O AU - Teller, C M AU - DAVIS, A G AU - Hennecke, E G AU - Federal Highway Administration AU - Volpe National Transportation Systems Center TI - PROCEEDINGS: CONFERENCE ON NONDESTRUCTIVE EVALUATION OF BRIDGES, AUGUST 25-27, 1992 PY - 1993/07 SP - 252 p. AB - On August 25-27, 1992, a major forum of 80 knowledgeable individuals representing researchers, manufacturers, and users of nondestructive evaluation (NDE) methods and equipment for bridges was convened to exchange information and to provide guidance for studies of NDE of bridges proposed as a part of the Federal Highway Administration's High Priority Area (HPA). The conference (1) identified the current status of NDE for bridges, (2) defined goals and areas of concentration for NDE research as it applies to bridge inspection, and (3) fulfilled an immediate need to inform NDE system developers of bridge inspection needs and the NDE system users of potential technologies. KW - Bridge inspection KW - Bridges KW - Conferences KW - Inspection KW - Nondestructive tests KW - Research KW - Technology assessment UR - https://trid.trb.org/view/387212 ER - TY - RPRT AN - 00647339 AU - Santha, L AU - Young, B AU - Georgia Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A CONSTRUCTION ENGINEERING MANPOWER SYSTEM FOR GEORGIA DOT. FINAL REPORT PY - 1993/07 SP - 80 p. AB - The objective of this special research study was to develop a construction engineering manpower management system based primarily on construction dollars and to determine if this type of system will be adequate for the Georgia Department of Transportation (GDOT). The following information was collected: project cost, project type, project duration, number of employees working on project, and employee's title. After these data were collected, they were grouped according to project type. Two sets of linear regressions were performed on each project type data set to determine the correlations of total employees per month versus project cost per month and transportation engineers (T.E.'s) per month versus project cost per month. The total employees per month versus project cost per month linear regression correlations were very satisfactory. The linear regression correlations between T.E.'s per month and project cost per month were poor. From this study, a manpower management system based primarily on construction dollars was developed for GDOT. This system is able to estimate the number of employees and engineers required on construction projects. The manpower prediction procedure developed to estimate the required number of engineers should be utilized cautiously. This manpower system should be used as an aid in estimating manpower needs and should not be substituted for good engineering judgements. It is recommended that the manpower management system developed in this study be utilized on future construction projects during their planning stage to predict manpower needs. KW - Construction engineering KW - Data collection KW - Estimating KW - Forecasting KW - Labor market KW - Linear regression analysis KW - Manpower management systems UR - http://ntl.bts.gov/lib/43000/43000/43054/9212.pdf UR - https://trid.trb.org/view/387158 ER - TY - RPRT AN - 00646041 AU - Dossey, T AU - McCullough, B F AU - Hudson, W R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - UPDATING AND MAINTAINING THE RIGID PAVEMENT CONDITION SURVEY DATABASE FOR TXDOT. INTERIM REPORT PY - 1993/07 SP - 26 p. AB - This report presents the results of a study to plan for updating and maintaining the rigid pavement condition survey database for the Texas Department of Transportation (TxDOT). These data will be used to develop performance prediction models for rigid pavements (continuously reinforced concrete, jointed reinforced concrete, and jointed plain concrete pavements) in Texas. These models will be developed for the TxDOT for future incorporation into the Texas Pavement Management Information System. The data collected in this project and in future projects will be combined with data collected from Project 472, which are summarized in the references, to provide improved long-term performance prediction capability. The funds available in this small project were not adequate to actually carry out field studies, but the plans for these studies were completed and have been incorporated in Project 1342, which is ongoing, where the data will be collected. KW - Condition surveys KW - Databases KW - Forecasting KW - Long term KW - Pavement management systems KW - Pavement performance KW - Rigid pavements KW - Time duration UR - https://trid.trb.org/view/386580 ER - TY - RPRT AN - 00644044 AU - Brodesky, L W AU - DeCarla-Souza, P AU - Salvucci, F AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - REVIEW OF THE TRANSPORTATION PLANNING PROCESS IN THE HOUSTON METROPOLITAN AREA PY - 1993/07 SP - 64 p. AB - This report, the fifth in a series, presents the formal, comprehensive review of the planning process in the Houston metropolitan area conducted by the FHWA and FTA headquarters and regional staff, with input from state, regional and local transportation agencies. The purpose of the review was to allow the FHWA and the FTA to determine how successfully the urban transportation planning process (UTPP) addresses regional transportation needs, and whether the planning process meets the requirements of the joint planning regulations. Another purpose of this review is to assess the ability of the existing planning process to address broader concerns described in the guidelines implementing the Clean Air Act Amendments of 1990 and the re-authorization of the surface transportation legislation, the Intermodal Surface Transportation Efficiency Act of 1991. This report is an evaluation of transportation planning in the Houston metropolitan area. It summarizes the results of the review and includes a series of suggestions. Based on requirements in effect prior to ISTEA, the MPO conducts a competently managed and organized continuing cooperative, and comprehensive (3-C) planning process, adequate planning products, and uses acceptable planning tools. KW - Clean Air Act KW - Houston (Texas) KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Metropolitan planning organizations KW - Planning methods KW - Regional transportation KW - Regulatory constraints KW - Transportation planning KW - Urban transportation UR - http://ntl.bts.gov/DOCS/houston.html UR - https://trid.trb.org/view/386310 ER - TY - RPRT AN - 00643630 AU - Akram, T AU - Scullion, T AU - Smith, R E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - COMPARING PAVEMENT RESPONSES UNDER FWD AND TRUCK LOADS. INTERIM REPORT PY - 1993/07 SP - 45 p. AB - This report discusses the analyses of deflection data collected on thick and thin asphaltic concrete pavement sections instrumented with Multidepth Deflectometers (MDDs). Surface and depth deflection data were collected under both FWD and truck loadings. Linear elastic analysis was performed to compare layer moduli backcalculation from FWD surface deflections only, and FWD surface and MDD depth deflections combined. Researchers compared backcalculated moduli values with the laboratory results. The moduli calculated from FWD loads were also used to predict pavement response under known truck loads. These predictions were compared to the actual measured response. In general it was found that the FWD characterization slightly overestimates the strength of the subgrade and underpredicts the vertical compressive subgrade strains induced by truck loads by between 14 and 18%. KW - Alternatives analysis KW - Asphalt pavements KW - Backcalculation KW - Data collection KW - Deflection KW - Deflectometers KW - Elastic analysis KW - Falling weight deflectometers KW - Forecasting KW - Laboratory tests KW - Layer coefficient (Pavements) KW - Layer moduli KW - Linear elastic analysis KW - Measurement KW - Modulus KW - Multidepth deflectometers KW - Pavement deflection KW - Pavement thickness KW - Pavements KW - Strain (Mechanics) KW - Strains KW - Subgrade (Pavements) KW - Thickness KW - Traffic loads KW - Trucks UR - https://trid.trb.org/view/386125 ER - TY - RPRT AN - 00642369 AU - Sabra, Ziad A AU - Daniel Consultants, Incorporated AU - Federal Highway Administration TI - TRAFFIC CONTROL EQUIPMENT AND SOFTWARE. DEMONSTRATION PROJECT 93. PARTICIPANT NOTEBOOK PY - 1993/07 SP - 252 p. AB - The Participant's Notebook was developed as a training and references aid for the Traffic Signal Equipment and Software workshop. The notebook is organized to reflect the material presented in each of the 2-day sessions. The workshop is designed to provide participants (traffic signal systems engineers and technicians) with information and an opportunity to discuss and operate examples of the State-of-the-Art traffic signal technology and equipment on the market today. The Notebook also supplements the hands-on demonstration portion of the workshop, in which participants learn to operate 25 interactive technologies supplied by traffic equipment manufacturers and systems software firms. KW - Demonstration projects KW - Equipment KW - Software KW - State of the art KW - Technology KW - Traffic control KW - Traffic signals KW - Training KW - Training devices KW - Workshops UR - https://trid.trb.org/view/381455 ER - TY - RPRT AN - 00642349 AU - Terrel, R L AU - Kliewer, J E AU - Al-Joaib, A AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF OPEN-GRADED "F" MIXTURES FOR WATER SENSITIVITY. FINAL REPORT PY - 1993/07 SP - 77 p. AB - The Oregon Department of Transportation (ODOT) has increased their use of open-graded paving mixtures. During the last five years, ODOT has constructed several hundred miles of highways with open-graded "F" asphalt concrete mixtures. These pavements have performed well, with no known failures attributable to moisture damage. In 1992, many "F" mixtures failed the Index of Retained Strength (IRS) test used by ODOT to evaluate the water damage potential of asphalt concrete mixtures. Although "F" mixtures had difficulty passing the IRS test, ODOT engineers felt that the problem was not with the "F" mixtures, but with the test itself. This study investigated the suitability of implementing the Strategic Highway Research Program's (SHRP's) Environmental Conditioning System (ECS) procedure for evaluating the water sensitivity of "F" mixtures. As a part of this study, test data were collected using the IRS test and the ECS test for several different "F" mixtures. The IRS procedure is more severe than the ECS, indicating potential pavement failure problems where they don't exist and that are not predicted by the ECS. The IRS test may not be suitable for "F" mixtures. The ECS procedure shows promise as a test method for evaluating water sensitivity of "F" mixtures, but further evaluation and correlation with field performance is required. KW - Asphalt concrete KW - Environmental conditioning system KW - Index of retained strength KW - Open graded aggregates KW - Strategic Highway Research Program KW - Water sensitivity UR - https://trid.trb.org/view/381436 ER - TY - RPRT AN - 00642317 AU - Federal Highway Administration TI - FEDERAL HIGHWAY ADMINISTRATION TECHNOLOGY APPLICATIONS PROGRAM PY - 1993/07 SP - 162 p. AB - The Federal Highway Administration's (FHWA's) technology applications program covers all areas of highway technology, including asphalt and concrete pavements, environment, structures, geotechnology, hydraulics, safety, motor carriers, and traffic operations and management. The program also includes activities related to the implementation of the products from the Strategic Highway Research Program (SHRP) and the administration of the Local Technical Assistance Program (LTAP) for the FHWA. This publication focuses on the four categories that, for the most part, make up the technology applications program: demonstration, application, test and evaluation, and special. Technical activities are assigned to one of the categories depending on the stage the technology is in, and, after development, what technology transfer or marketing approach would be most useful in reaching the intended users. Each project writeup in the four categories includes its project number, its title, description and status section, and the name, organization code, and telephone number for the project manager and, where appropriate, for a project coordinator. The description section includes information about the reasons for initiating the project and the background and processes related to the individual project. The status section includes a discussion of the current and some of the past activities of the project. This publication includes a project number index, an index to SHRP projects, and a subject area index. KW - Application projects KW - Demonstration projects KW - Evaluation and assessment KW - Program management KW - Special projects KW - Technology applications program, fhwa KW - Test and evaluation projects KW - Testing KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/381406 ER - TY - RPRT AN - 00642291 AU - McKeel, W T AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF EPOXY-COATED REINFORCING STEEL. FINAL REPORT PY - 1993/07 SP - 22 p. AB - Virginia's first installation of epoxy-coated reinforcing steel, which was opened to traffic in 1977, was evaluated during construction and through 13 years of service. It was apparent at the time of construction that the integrity of the coating application did not meet the requirements of the specifications. There were many flaws and holidays in the coatings on all of the bars, and patching with a liquid epoxy compound was not effective. Although the applicability of the findings, which are based on an application that does not represent the best practice, may be limited, useful information on the durability of the coated steel and its role in protecting the deck was developed. It was found that the coated reinforcement was exposed to relatively high chloride concentrations at transverse cracks in the decks early in the life of the structures, but the decks remained in good condition throughout the evaluation period. It was concluded that despite the poor coatings, the coated reinforcing steel contributed to the deck's durability by providing enhanced protection at critical cracked sections. Rebars taken from deck cores showed no signs of rusting, although the steel had a dull dark gray finish that may be underfilm corrosion. No debonding of the coating was evident. KW - Bridge decks KW - Corrosion protection KW - Defects KW - Durability KW - Epoxy coatings KW - Performance evaluations KW - Rebars KW - Reinforcing bars KW - Reinforcing steel KW - Transverse cracking UR - http://ntl.bts.gov/lib/36000/36800/36888/94-R5.pdf UR - https://trid.trb.org/view/381379 ER - TY - RPRT AN - 00639911 AU - Ardani, A AU - Colorado Department of Transportation AU - Federal Highway Administration TI - SEASONAL MONITORING PROGRAM, WORKSHOP AND INSTRUMENTATION DEMONSTRATION, DELTA, COLORADO, JUNE 28 THROUGH JULY 2, 1993 PY - 1993/07 SP - 40 p. AB - The Colorado Department of Transportation in cooperation with the LTPP Division of the Federal Highway Administration and LTPP Western Region Coordination Office sponsored a workshop and a field demonstration in Grand Junction and Delta, Colorado, for the Seasonal Monitoring Program. The purpose of the workshop and the field demonstration was to train and familiarize the LTPP Strategic Highway Research Program (SHRP) Coordinators with the Seasonal Monitoring Program's concept, equipment installation, operation, and data collection. Altogether there are 64 sites for the Seasonal Monitoring Program across the country which cover four environmental zones (wet-freeze, wet-no freeze, dry freeze, dry no freeze). The matrix that constitutes this program also includes pavement type (flexible vs. rigid), thickness, and subgrade type (coarse vs. fine). With all these factors in mind the Colorado site is located in the zone of dry-freeze with fine subgrade and thin flexible pavement surface. The primary objective of the SHRP's seasonal monitoring program is to evaluate and monitor the impact of seasonal variations in moisture and temperature on pavement response. This program will attempt to establish a relationship between pavement response and deflection measurements taken at different times of the year for a given climatic zone. The ultimate goal of this program is to rationally use the acquired deflection data for evaluation, analysis and design. The instrumentation consisted of the following: 1) TDR (Time Domain Reflectometry) sensors, for moisture; 2) Resistivity sensors, to monitor frost penetration; 3) Thermistors, to measure temperature of the subgrade; 4) Observation well, to monitor depth of ground water; 5) Tipping Bucket Rain Gage, to measure rainfall; and 6) Ambient Temperature probe, to monitor the air temperature. The SHRP seasonal monitoring site at the Delta site will be tested on a two year cycle; i.e., testing in years 1, 3, 5, etc. The data collected from this site will be entered into the National Information Management System (NIMS), along with data from 63 other sites across the United States and Canada. Interim results cam be expected in 5 years, and final results within the next 10 years. KW - Deflection KW - Delta (Colorado) KW - Demonstration projects KW - Frost KW - Frost penetration KW - Groundwater KW - Groundwater level KW - Instrumentation KW - Moisture content KW - National information management system KW - Pavement deflection KW - Pavements KW - Rainfall KW - Seasonal monitoring program KW - Seasonal variations KW - Seasons KW - Subgrade (Pavements) KW - Temperature KW - Water table KW - Workshops UR - https://trid.trb.org/view/380847 ER - TY - RPRT AN - 00639878 AU - Cramer, S M AU - Bakke, P M AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - PILOT STUDY ON THE EFFECT OF CHANGES IN TOTAL AGGREGATE GRADATION ON PORTLAND CEMENT CONCRETE PERFORMANCE. FINAL REPORT PY - 1993/07 SP - 26 p. AB - The primary objective of this study was to initially quantify the effect of changes in total aggregate gradation on concrete performance. The effect of total gradation was studied by monitoring for different mixes: ease of placement; unit weight of fresh PCC; change in w/c at constant slump; change in slump for constant w/c ratio; compressive strength; shrinkage; and possible segregation under vibration. These effects were assessed for bridge deck mix and pavement mix by field and laboratory investigation. Briefly, it was found that optimized gradations can result in the following: modest increases in compressive strength (10 to 20%); air content can be achieved with reduced amounts of air entraining agent (20 to 30%); potentially reduced water demand (up to 15%) as indicated by field results; potentially higher spacing factors in the air void system of hardened concrete; and reduced segregation and higher density surfaces following extended vibration (from 1 to 3 minutes). Some mixed findings and uncertainty continue to cloud the picture, however. Further testing is needed to confirm the trends observed and to establish the effect of gradation optimization on concrete freeze-thaw durability. KW - Aggregate gradation KW - Air content KW - Air voids KW - Air voids content KW - Bridge decks KW - Compressive strength KW - Concrete KW - Concrete pavements KW - Concrete placing KW - Concrete shrinkage KW - Concrete tests KW - Field investigations KW - Field studies KW - Future KW - Future research KW - Laboratory tests KW - Mechanical analysis KW - Moisture content KW - Optimization KW - Research KW - Segregation (Aggregates) KW - Shrinkage KW - Slump test KW - Surface density KW - Unit weight KW - Water cement ratio KW - Weight UR - https://trid.trb.org/view/380820 ER - TY - RPRT AN - 00639889 AU - Ehsan, J AU - California Department of Transportation AU - Federal Highway Administration TI - FIELD AND LABORATORY PULLOUT RESISTANCE TESTS FOR FOUR SOIL REINFORCEMENT SYSTEMS. FINAL REPORT PY - 1993/07 SP - 138 p. AB - This report presents the results of field and laboratory testing of several configurations of earth reinforcing elements used in retaining wall systems. Reinforcement elements were placed in zones of sand, gravel, and clay within a specially constructed embankment in the field and tested for pullout resistance. The same elements were tested in Translab's large scale pull box under similar conditions. During testing, horizontal forces and displacements were recorded at regular time intervals under constant overburden pressures. Pullout resistance vs. displacement curves showed that lab tests were characterized by high initial pullout resistance which decreased with continued displacement while field tests showed low initial pullout resistance which increased with continued displacement. Sand and gravel provided similar pullout resistances which were both higher than clay. "C" channels with tee configurations and corrosion resistant elements produced higher pullout resistances than other elements. No correlation was found between overburden and pullout resistance in the field tests. Field tests results were generally inconsistent making pullout behavior difficult to characterize. Lab test results were high compared to field and should not be used as an estimate of field pullout resistance within the first 2 in. of displacement. KW - Clay KW - Dislocation (Geology) KW - Embankments KW - Field tests KW - Gravel KW - Laboratory tests KW - Overburdens KW - Pull out test KW - Pullout resistance KW - Reinforcement (Engineering) KW - Retaining walls KW - Sand UR - https://trid.trb.org/view/380830 ER - TY - RPRT AN - 00638792 AU - Gopu, VKA AU - Cousins, T E AU - Francis, L H AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - SPACING AND COVER OF EPOXY COATED PRESTRESSING STRANDS. FINAL COMPREHENSIVE REPORT PY - 1993/07 SP - 197 p. AB - This report summarizes a two year research effort related to spacing and concrete cover requirements for epoxy coated prestressing strand. Today, prestressed concrete is widely used in the construction industry. Prestressed members are generally smaller than their reinforced concrete counterparts under the same loading conditions. Thus, prestressed members require less concrete and reduce the amount of steel reinforcement needed. However, the smaller amount of reinforcement in prestressed members is more vulnerable to corrosion. Protection against corrosion of prestressing steel is more critical than the non-prestressed reinforcement case since the strength of a prestressed member is a function of the prestressing tendon area. As prestressed structures become older, corrosion of the prestressing steel can become a problem. A prestressing strand manufacturer, Florida Wire and Cable Company, has developed an epoxy coated prestressing strand. This epoxy coating has proven to be effective in preventing the corrosion of prestressing steel. The epoxy coating is impregnated with grit to improve its bonding capabilities in prestress applications. In an earlier research study the splitting at transfer in single epoxy coated strand specimens was observed. This splitting did not occur in uncoated single strand specimens with like dimensions. The splitting problem was attributed to the shorter transfer length of epoxy coated prestressing strand which causes higher bond stresses, and could be even more severe in members with multiple strands at close spacings. This research study was undertaken to investigate the spacing and cover requirements of epoxy coated prestressing strand. By varying the parameters of strand spacing, concrete cover, and number of strands, spacing and concrete cover requirements were determined. These requirements were then compared to existing American Association of State Highway and Transportation Officials (AASHTO) specifications. Also, the transfer length of epoxy coated and uncoated prestressing strand was investigated. KW - Corrosion protection KW - Cover depth KW - Epoxy coatings KW - Prestressed concrete KW - Prestressing KW - Prestressing strands KW - Spacing KW - Splitting KW - Splitting (Communications) KW - Time duration KW - Transfer length KW - Transfers UR - http://www.ltrc.lsu.edu/pdf/2008/fr_275.pdf UR - https://trid.trb.org/view/380439 ER - TY - RPRT AN - 00637770 AU - Kramer, S L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SEISMIC RESPONSE--FOUNDATIONS IN SOFT SOILS. FINAL TECHNICAL REPORT PY - 1993/07 SP - 189 p. AB - A geotechnical investigation was performed to develop information needed for an evaluation of the seismic vulnerability of a series of interstate highway bridges that cross a thick peat deposit in Washington. The research focused on estimation of dynamic pile stiffness, characterization of dynamic properties of peat, and prediction of ground motions. A series of free vibration and forced vibration tests were performed on an 8-in. diameter pipe pile installed in the peat. The results of these tests were used to develop methods for estimation of the dynamic stiffness of other piles. A three-phase laboratory testing program was undertaken to investigate the dynamic properties of the peat. Ground response analyses were performed to investigate the influence of the peat on seismic ground motions. The results of the analyses indicated that the ground response would be expected to vary along the alignment of the bridges in accordance with the variation in peat thickness. The peat exhibited very low stiffness in the field and laboratory tests, and is not expected to transmit large accelerations, particularly in the central portions of the bridges where it is thick. The investigation has improved understanding of the dynamic response of peat and its implications with respect to seismic ground motions, but has also revealed the need for further research in this area. KW - Bridge foundations KW - Field tests KW - Forecasting KW - Geotechnical engineering KW - Highway bridges KW - Laboratory tests KW - Peat soils KW - Pile foundations KW - Piles (Supports) KW - Pipe KW - Pipe piles KW - Properties of materials KW - Seismic response KW - Seismicity KW - Soft soils KW - Soil properties KW - Soils KW - Stiffness KW - Vibration tests UR - http://www.wsdot.wa.gov/research/reports/fullreports/264.1.pdf UR - https://trid.trb.org/view/380069 ER - TY - RPRT AN - 00636407 AU - Federal Highway Administration TI - AN EXAMINATION OF TRANSPORTATION INDUSTRY PRODUCTIVITY MEASURES. SUMMARY OF PROCEEDINGS: HIGHWAY-RELATED TRANSPORTATION INDUSTRY PRODUCTIVITY MEASURES SYMPOSIUM, ARLINGTON, VIRGINIA, NOVEMBER 19-20, 1992 PY - 1993/07 SP - 61 p. AB - This report summarizes the results and recommendations of the Highway-Related Transportation Industry Productivity Measures Symposium. The symposium provided an opportunity for participants to discuss emerging technical issues and users' needs related to transportation productivity measures. Participants investigated the available measures and offered specific ideas for improving these measures through collection of additional data or improved methodology. Panelists presented several papers discussing potential measures of the transportation industry's economic performance in contrast to traditional industry productivity measures. These presentations are summarized in this report. Also included is a synthesis of ideas, conclusions, recommendations, and priorities from the breakout discussions. The contents of this summary report are organized as follows: Foreword; Executive Summary; Introduction; Opening Remarks; Session 1: Current Issues in Correctly Measuring Transportation Productivity; Session 2: Ambient Productivity Trends and the Measurement of Transportation Productivity; Luncheon Presentation: The Difficulty of Measuring Productivity in the Motor Carrier Industry; Session 3: Modal Freight Productivity Issues; and Session 4: New Ideas for Measuring Productivity in the Transportation Sector. KW - Air transportation KW - Conferences KW - Economic performance KW - Economics KW - Freight transportation KW - Highway transportation KW - Measurement KW - Passenger transportation KW - Performance KW - Productivity KW - Railroad transportation KW - Ratings KW - Recommendations KW - Shippers KW - Strategic planning KW - Traffic managers KW - Transportation KW - Trend (Statistics) KW - Trucking UR - https://trid.trb.org/view/379904 ER - TY - RPRT AN - 00638694 AU - Federal Highway Administration TI - THE JOINT FEDERAL/STATE MOTOR FUEL TAX COMPLIANCE PROJECT. FISCAL YEAR 1992 STATUS REPORT PY - 1993/06/30 SP - 146 p. AB - Section 1040 of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) authorized Federal Highway Administration (FHWA) funding for highway use tax evasion projects to enhance motor fuel tax enforcement. This report is the second in a biannual series of reports, required by Section 1040(d), that describe motor fuel tax enforcement activities funded under this program. This report covers FHWA progress in developing administrative procedures and distributing funds to the States and the Internal Revenue Service (IRS) for tax evasion projects under Section 1040. In addition, this report examines the continuing controversy about the magnitude of motor fuel tax evasion losses, summarizes recent legislative and regulatory changes in Federal and State motor fuel tax procedures, and provides a summary of the FHWA study of motor fuel coloring and marking to improve enforcement of diesel fuel taxes. KW - Administrative procedures KW - Colorants KW - Diesel fuels KW - Federal government KW - Finance KW - Financing KW - Fuel coloring KW - Fuel marking KW - Fuels KW - Funds distribution KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Internal Revenue Service KW - Law enforcement KW - Legislation KW - Losses KW - Policy KW - State government KW - States KW - Tax evasion KW - Taxation UR - https://trid.trb.org/view/380377 ER - TY - RPRT AN - 00636311 AU - Swan, C AU - Cripps, R AU - Coorts, G AU - Byler, B AU - Tennessee Technological University, Cookeville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - LANDSCAPING WITH NATIVE PLANTS AND WILDFLOWERS ON TENNESSEE INTERSTATES. FINAL REPORT PY - 1993/06/30 SP - 54 p. AB - Research was conducted to determine the feasibility of using native plants and wildflowers to landscape Tennessee's roadsides. Eight test plots, located in four regions of the state, were established and evaluated for 2 growing seasons. Establishment and maintenance techniques, potential of native plants for roadside use and the feasibility of managing existing stands of native plants for highway beautification and seed collection were evaluated. Several seed mixtures were formulated. A comprehensive database of plants was developed, along with a complete bibliography of past research. A manual of establishment and maintenance techniques for new plantings was also developed. This study, along with many others, has shown that using native plants and wildflowers is a viable, economical and environmentally sound alternative to traditional roadside vegetation management. KW - Beautification KW - Feasibility analysis KW - Highway beautification KW - Highways KW - Interstate Highway System KW - Landscaping KW - Maintenance KW - Mixtures KW - Native plants KW - Planting KW - Roadside KW - Seeds KW - Tennessee KW - Vegetation KW - Vegetation control KW - Vegetation establishment KW - Wildflowers UR - https://trid.trb.org/view/379816 ER - TY - RPRT AN - 00633460 AU - Abdalla, O A 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 - DEBONDING IN PRETENSIONED BEAMS - PRECAST PRESTRESSED CONCRETE BRIDGE GIRDERS WITH DEBONDED STRANDS - PART 2, SIMPLY SUPPORTED TESTS. FINAL REPORT PY - 1993/06/01 SP - 250 p. AB - This report summarizes an experimental investigation regarding the effects of strand debonding on the flexure and shear behavior of simply supported precast pretensioned bridge members composite with a cast-in-place deck slab. Five specimen sets were fabricated and tested to failure as simply supported members under a single concentrated load. Four specimen sets consisted of Type-I AASHTO girders composite with a cast-in-place deck slab. One specimen set consisted of Indiana State Type CB-27 box girders also composite with a cast-in-place deck slab. Each specimen set consisted of two identical beams with different strand debonding schemes near the ends. In each set, one beam had the strands bonded throughout the entire length. The other one had some percentage of the strands debonded near the ends. The current ACI/AASHTO requirements for flexure and shear design of pretensioned bridge girders with debonded strands were examined. KW - Beams KW - Box girders KW - Bridges KW - Continuous bridges KW - Continuous structures KW - Cracking KW - Debonding KW - Flexural strength KW - Girders KW - Laboratory tests KW - Precast concrete KW - Prestressed concrete KW - Pretensioned beams KW - Pretensioning KW - Shear strength KW - Strands KW - Test results UR - https://trid.trb.org/view/374395 ER - TY - RPRT AN - 00633459 AU - Abdalla, O A 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 - DEBONDING IN PRETENSIONED BEAMS - PRECAST PRESTRESSED CONCRETE BRIDGE GIRDERS WITH DEBONDED STRANDS - PART 1, CONTINUITY ISSUES. FINAL REPORT PY - 1993/06/01 SP - 258 p. AB - This report summarizes an experimental investigation carried out to evaluate the effects of strand debonding on the behavior of precast pretensioned bridge members made continuous with a cast-in-place slab and diaphragm. Shear and flexural capacity were evaluated and the experimental results compared to the results obtained using the PCA and CTL (proposed) analytical methods. Four continuous specimens were fabricated and tested. Three specimens consisted of Type-I AASHTO girders continuous with a cast-in-place slab and diaphragm. The fourth specimen consisted of Indiana Type CB-27 box girders also continuous with cast-in-place slab and diaphragm. The effect of time-dependent creep and shrinkage deformations on the capacity of the girders at the continuous supports was investigated in this study. Also addressed in this report is the effect of limiting the stress at the extreme compression fiber, near the continuous support, to allowable working stress values on the load carrying capacity of continuous members. KW - Beams KW - Box girders KW - Bridges KW - Continuous bridges KW - Continuous structures KW - Cracking KW - Creep KW - Debonding KW - Deformation KW - Flexural strength KW - Girders KW - Load carrying capacity KW - Load limits KW - Precast concrete KW - Prestressed concrete KW - Pretensioned beams KW - Pretensioning KW - Shear strength KW - Shrinkage KW - Strands UR - https://trid.trb.org/view/374394 ER - TY - JOUR AN - 01404624 JO - Research and technology transporter PB - Federal Highway Administration TI - New sign color being studied to improve pedestrian and bicyclist safety at roadway crossings PY - 1993/06 SP - p7 KW - Color KW - Colour KW - Crosswalks KW - Fluorescence KW - Fluorescence KW - Pedestrian crossing KW - Traffic sign KW - Traffic signs UR - https://trid.trb.org/view/1172420 ER - TY - RPRT AN - 01402318 AU - Thorne, J AU - Turner, D AU - Lindly, J AU - United States. Federal Highway Administration TI - Highway/utility guide PY - 1993/06 IS - FHWA-SA-93-049 SP - 298p AB - For many years there has been a need to assemble, under one cover, state-of-the-knowledge guidance on the better practices being employed to address the full array of issues which can arise from highway and utility facilities sharing common right-of-way. The Highway/Utility Guide is such a document. It provides useful information relevant to joint use issues, a historical perspective, and good current practices. Issues addressed in the Highway/Utility Guide include: planning and coordination, design, permits, information management and mapping, notification procedures, legal, safety, construction, maintenance, relocation reimbursement, and others. KW - Construction site KW - Design KW - Design KW - Highway operations KW - Highway safety KW - Information management KW - Information management KW - Legislation KW - Legislation KW - Maintenance KW - Maintenance KW - Permit KW - Permits KW - Planning KW - Planning KW - Policy KW - Policy KW - Public utilities KW - Public utilities KW - Road management KW - Road safety UR - https://trid.trb.org/view/1170102 ER - TY - RPRT AN - 01399859 AU - Federal Highway Administration TI - A study of the use of recycled paving material - report to Congress PY - 1993/06 IS - FHWA/RD-93-147 SP - 50p AB - Section 1038(b) of the Intermodal Surface Transportation Efficiency Act of 1991 (Pub. L. 102-240) required the Department of Transportation and Environmental Protection Agency to conduct a study of asphalt pavements containing scrap tire rubber and synthesize the experience with other recycled materials. Highway agencies have been evaluating crumb rubber modifier (CRM) technology applications at different levels of development since the 1970's. Ten CRM technologies were identified. The performance of asphalt pavements using CRM technology has been mixed. The amount of documented research on recycling CRM paving materials is limited. An analysis, using the results of seven studies, was conducted to compare the relative threats/risks to human heath and the environment of conventional asphalt paving to CRM asphalt paving. The health/environmental comparison was influenced by numerous variables. The data contained no obvious trends to indicate a significant increase or decrease in emissions was attributed to the use of CRM. The highway construction industry has a long history of using recycled products for highway construction. This report summarizes some-of the industries' experiences and, where sufficient information exists, it provides documentation regarding the economic savings, technical performance, threats to human health and the environment, and environmental benefits of using recycled materials in highway devices and appurtenances and highway projects. A supporting document to this study is a research synthesis report FHWA-RD-93-088, titled "Engineering Aspects of Recycled Materials for Highway Construction." KW - Asphalt KW - Bituminous pavements KW - By product KW - Environment KW - Environment KW - Hot mix KW - Hot mix asphalt KW - Occupational health KW - Occupational safety KW - Pavement components KW - Pavement materials KW - Recycled materials KW - Recycling KW - Rubber KW - Rubber KW - Waste products UR - https://trid.trb.org/view/1167643 ER - TY - RPRT AN - 01073593 AU - Federal Highway Administration TI - Lake Ariel extension, State trunk highway 31 - Layton Avenue, Kenosha, Racine, and Milwaukee counties, draft environmental impact statement PY - 1993/06//Volumes held: Draft KW - Environmental impact statements UR - https://trid.trb.org/view/832985 ER - TY - RPRT AN - 00982120 AU - Federal Highway Administration TI - FHWA'S IMPLEMENTATION PLAN FOR SHRP PRODUCTS: ORGANIZATIONAL MEMBERSHIP PY - 1993/06 SP - 12 p. AB - The Strategic Highway Research Program (SHRP) is a $150,000,000 product-driven research program financed under the Federal-aid highway program. The purpose of the Federal Highway Administration's (FHWA's) SHRP Products Implementation Program is to encourage and facilitate the application of those research findings that will improve the quality, efficiency, safety, performance, and productivity of our Nation's highway system. This document provides the names of the partners and the FHWA staff involved in the implementation of the SHRP products as of June 1, 1993. This list will be updated periodically. KW - Organization charts KW - Partnerships KW - Personnel KW - Strategic Highway Research Program UR - https://trid.trb.org/view/743254 ER - TY - CONF AN - 00633374 JO - Transportation Research Circular PB - Transportation Research Board AU - Henk, R AU - Transportation Research Board TI - SIXTH NATIONAL CONFERENCE ON HIGH-OCCUPANCY VEHICLE SYSTEMS, OCTOBER 25-28, 1992, OTTAWA, ONTARIO, CANADA: HOV FACILITY RESEARCH TOPICS PY - 1993/06 IS - 409 SP - p. 25 AB - This conference presentation briefly summarizes the research needs related to HOV facilities identified by the Research, Planning, Design, and Operations Subcommittee of the TRB HOV Systems Committee. The suggested topics are grouped into three categories: planning and design; operations and enforcement; and arterial street HOV facilities. U1 - Sixth National Conference on High-Occupancy Vehicle Systems: Moving into the 21st CenturyCommittee on High-Occupancy Vehicle Systems, Transportation Research Board, National Research Council; Federal Highway Administration; Federal Transit Administration.Ottawa, Ontario, Canada StartDate:19921025 EndDate:19921028 Sponsors:Committee on High-Occupancy Vehicle Systems, Transportation Research Board, National Research Council; Federal Highway Administration; Federal Transit Administration. KW - Arterial highways KW - Conferences KW - Design KW - High occupancy vehicle lanes KW - Highway operations KW - Law enforcement KW - Planning KW - Research KW - Streets KW - Traffic UR - https://trid.trb.org/view/377817 ER - TY - CONF AN - 00633366 JO - Transportation Research Circular PB - Transportation Research Board AU - Williams, J AU - Transportation Research Board TI - SIXTH NATIONAL CONFERENCE ON HIGH-OCCUPANCY VEHICLE SYSTEMS, OCTOBER 25-28, 1992, OTTAWA, ONTARIO, CANADA: THE EMERGING ROLE OF METROPOLITAN PLANNING ORGANIZATIONS PY - 1993/06 IS - 409 SP - p. 13-15 AB - This conference presentation discusses the impact of the Intermodal Surface Transportation Efficiency Act (ISTEA) on the metropolitan planning process and the implications for HOV facility development. A brief overview of metropolitan and regional planning in the United States precedes the discussion. U1 - Sixth National Conference on High-Occupancy Vehicle Systems: Moving into the 21st CenturyCommittee on High-Occupancy Vehicle Systems, Transportation Research Board, National Research Council; Federal Highway Administration; Federal Transit Administration.Ottawa, Ontario, Canada StartDate:19921025 EndDate:19921028 Sponsors:Committee on High-Occupancy Vehicle Systems, Transportation Research Board, National Research Council; Federal Highway Administration; Federal Transit Administration. KW - City planning KW - Conferences KW - Finance KW - Financing KW - High occupancy vehicle lanes KW - Impact studies KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Metropolitan planning organizations KW - Regional transportation KW - Transportation planning UR - https://trid.trb.org/view/377809 ER - TY - RPRT AN - 00783654 AU - Federal Highway Administration TI - THE APPRAISAL GUIDE PY - 1993/06 SP - 54 p. AB - Appraisal problems are often encountered by States, local agencies and appraisers because there is not a clear understanding of the relationship between the "Uniform Act" and the appraisal function on Federal or federally-assisted projects. This guide was developed to assist those involved to avoid potential appraisal problems. It covers the Uniform Act, appraisal formats, and offers an appraisal glossary. KW - Appraisals KW - Definitions KW - Federal aid KW - Federal projects KW - Glossaries KW - States KW - The Uniform act UR - https://trid.trb.org/view/636795 ER - TY - JOUR AN - 00638818 JO - Publication of: California University, Irvine PB - University of California, Irvine AU - Bullock, D AU - Hendrickson, C AU - Carnegie Mellon University AU - California Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF SOFTWARE STANDARDS FOR ADVANCED TRANSPORTATION CONTROL SYSTEMS. FINAL REPORT. VOLUME 1: A MODEL FOR ROADWAY TRAFFIC CONTROL SOFTWARE PY - 1993/06 SP - 250 p. AB - A systematic approach to traffic engineering software development could provide significant advantages with regard to software capability, flexibility and maintenance. Improved traffic controllers will likely be essential for many of the proposed intelligent vehicle highway systems (IVHS) applications. This report proposes a computable language, called TCBLKS (Traffic Control BLocKS), that could provide the foundation for constructing real time traffic engineering software. This computable language is designed to be configured by a graphical user interface that does not require extensive software engineering training to use, yet provides much more flexibility and capability than possible by simply changing program parameters. The model is based upon the function block metaphor commonly used for constructing robust and efficient real time industrial control systems. Adapting this model to the transportation sector permits traffic control applications to be programmed by: i) selecting pre-programmed function blocks from a block library, ii) configuring block parameters, and iii) connecting blocks to other blocks in the strategy. The software model has been implemented in C on an open architecture transportation controller platform and demonstrated under simulated conditions for applications such as signalized intersection control, ramp metering, and communications with existing traffic control devices. KW - Advanced traffic management systems KW - Computer graphics KW - Computer programming languages KW - Interactive graphics KW - Ramp metering KW - Real time control KW - Real time data processing KW - Signalized intersections KW - Software KW - Standards KW - Traffic control KW - Traffic engineering UR - https://trid.trb.org/view/383291 ER - TY - RPRT AN - 00728406 AU - Doody, M E AU - Morgan, R AU - New York State Department of Transportation AU - Federal Highway Administration TI - POLYMER-CONCRETE BRIDGE-DECK OVERLAYS PY - 1993/06 SP - 46 p. AB - This report summarizes the results of a survey of polymer-concrete bridge-deck installations (test patch and overlay) in New York, and canvassing of the experience of other states with these overlays. In New York, two types of polymer overlay materials have been used -- thin epoxies and a thicker polyester -- with one thin epoxy in New York State Department of Transportation (NYSDOT) Region 1, two polyesters in Region 10, and two thin epoxies in Region 11. In inspections during the summer of 1991, condition and performance of most of these overlays was found to be satisfactory, but the installations were determined to be best suited only to urban areas. KW - Bridge decks KW - Bridge inspection KW - Bridges KW - Condition surveys KW - Epoxides KW - Epoxy KW - Inspection KW - Overlays (Pavements) KW - Performance KW - Polyester resins KW - Polymer concrete KW - Urban areas UR - http://ntl.bts.gov/lib/21000/21100/21137/PB99100349.pdf UR - https://trid.trb.org/view/465309 ER - TY - RPRT AN - 00638739 AU - Thorne, J AU - Turner, D AU - Lindly, J AU - American Public Works Association AU - Federal Highway Administration TI - HIGHWAY/UTILITY GUIDE. FINAL REPORT PY - 1993/06 SP - 312 p. AB - The "Highway/Utility Guide" is dedicated to the memory of Mr. James A. Carney (Federal Highway Administration) who recognized a need, envisioned this publication, and contributed generously of his time and technical expertise towards its completion. For many years there has been a need to assemble, under one cover, state-of-the-knowledge guidance on the better practices being employed to address the full array of issues which can arise from highway and utility facilities sharing common right-of-way. The "Highway/Utility Guide" is such a document. It provides useful information relevant to joint use issues, a historical perspective, and good current practices. Issues addressed in the "Highway/Utility Guide" include: planning and coordination, design, permits, information management and mapping, notification procedures, legal, safety, construction, maintenance, relocation reimbursement, and others. KW - Construction KW - Coordination KW - Current practices KW - Design KW - Guides KW - Guides to information KW - Highways KW - History KW - Information management KW - Joint use KW - Legal factors KW - Maintenance KW - Mapping KW - Notification procedures KW - Permits KW - Planning KW - Public utilities KW - Relocation reimbursement KW - Right of way (Land) KW - Safety KW - State of the art studies KW - Utilities UR - https://trid.trb.org/view/380412 ER - TY - RPRT AN - 00637893 AU - Racin, J A AU - California Department of Transportation AU - Federal Highway Administration TI - GABION FACILITIES ALONG THE PACIFIC COAST HIGHWAY. FINAL REPORT PY - 1993/06 SP - 60 p. AB - The report documents completed research of assessing how four gabion facilities performed. They were built in 1985 along the Pacific Coast Highway in California. There are two gravity walls, and two 6-ton rock slope protection (RSP) revetments. Gabion mattresses were used under the 6-ton RSP instead of progressively smaller classes of RSP. Twisted hexagonal mesh was 12-gage steel wire with coatings of hot-dipped zinc and gray polyvinyl chloride (PVC) for corrosion protection. Related study results are published. It was determined that twisted hexagonal and welded square-grid gabions are comparable. Flexibility and deflection results of the related study were useful in our assessment. Wire corrosion was studied. Peak (ultimate) tensile force was the performance variable. We tensile-tested 7-year-old as-built mattress wires and 6-year-old test panel wires. Mean peak tensile forces were analyzed by standard statistical methods. Compared to before exposure, after exposure means were: 2% lower for not damaged PVC-zinc-coated wire, 4.4 and 5% lower for blazed and cut PVC-zinc-coated wire, and 6.1% lower for zinc-coated wire. For abraded and cracked PVC-zinc-coated as-built mattress wire, there was a 16.3% decrease of mean peak tensile force. A forecast of 50%-force is developed to help estimate service-life. Alternative plastic formulations should be considered for improved sunlight-resistance and pliability. The four facilities are performing well so far. Using gabion mattresses is feasible for reducing thickness of RSP. There is a guide for selecting gabion materials. Standard contract special provisions and companion construction detail drawings are available. KW - Coastal highways KW - Coasts KW - Corrosion KW - Corrosion protection KW - Deflection KW - Flexibility KW - Gabions KW - Galvanizing KW - Gravity walls KW - Highways KW - Hot dip galvanizing KW - Performance evaluations KW - Polyvinyl chloride KW - Revetments KW - Rock slopes KW - Service life KW - Steel wire KW - Tension tests KW - Wire mesh KW - Zinc coatings UR - https://trid.trb.org/view/380143 ER - TY - RPRT AN - 00636380 AU - Hagan, K S AU - Tassan, R L AU - California Department of Transportation AU - Federal Highway Administration TI - BIOLOGICAL CONTROL OF PEPPER TREE PSYLLID. FINAL REPORT PY - 1993/06 SP - 24 p. AB - In 1987, a biological control program was initiated against the pepper tree psyllid (PTP), Calophya schini, which attacks the California pepper tree, Schinus molle. This psyllid was first discovered in California in Los Angeles County in 1984, and subsequently spread to most trees along coastal California. Since the California Department of Transportation (CALTRANS) has planted many pepper trees along the freeways and because CALTRANS has the philosophy of keeping the use of pesticides to a minimum by advocating the biological control approach, we proceeded to use the classical approach of biological control. Since the PTP originated in Chile or Peru, a search was made in Chile, and a parasitic wasp, Tamarixia sp., was found and tested in quarantine and released in California. It quickly spread from the release sites and readily attacked the PTP in both northern and southern California. If there has been a reduction in psyllid abundance due to activity of the parasite, it has been obscured by the high seasonal variation of psyllid populations. However, since the pests and natural enemies react in constantly-changing environments, it may be too early to give the final word on the parasite's effectiveness. For this reason, and in view of the fact that current threats to the pepper tree from the psyllid appear to be minimal, it is important to avoid pesticide use in the system. KW - Biological control KW - California KW - Effectiveness KW - Measures of effectiveness KW - Pest control KW - Roadside KW - Trees UR - https://trid.trb.org/view/379878 ER - TY - RPRT AN - 00634555 AU - Kamel, A AU - Kalluri, P AU - Bush, T D AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - EFFECT OF FIELD VARIABLES AND TEST PROCEDURES ON SILANE WEATHERPROOFING PERFORMANCE. FINAL REPORT PY - 1993/06 SP - 99 p. AB - The performance of a generic silane penetrating water repellent material was evaluated using alternate test procedures. Field variables introduced into the laboratory tests included: 1) concrete mix design, 2) concrete surface finish, and 3) curing and cleaning methods prior to the application of silane. Two basic laboratory tests series were used: 1) Oklahoma Department of Transportation tests, and 2) a series based on NCHRP 244 Series II. Silane performance was evaluated with respect to depth of penetration, absorption, water vapor permeability, and chloride ingress. One mix type examined was similar to standard reference concrete often used in laboratory testing (w/c=0.49). The other two mixes represented structural deck concrete (w/c=0.44) and high density overlay (w/c=0.33). Concrete surface finishes studied included smooth/broom and tine. Curing methods examined included use of a linseed oil emulsion compound, use of a white pigmented membrane compound, and self-curing. Methods used to clean the concrete surface prior to treatment were dry shot-blasting, high pressure water washing, and no cleaning. Results indicated the need to represent field conditions (particularly mix design) to the extent possible in order to predict better field performance with laboratory tests. Also, relative performance of some mixes was affected by the test procedure performed. KW - Bridge decks KW - Cleaning KW - Concrete curing KW - Laboratory tests KW - Maintenance KW - Mix design KW - Performance evaluations KW - Seal coats KW - Silane KW - Water cement ratio KW - Weatherproofing UR - https://trid.trb.org/view/374829 ER - TY - RPRT AN - 00634456 AU - Aschenbrener, T AU - Colorado Department of Transportation AU - Federal Highway Administration TI - COMPARISON OF 1992 COLORADO HOT MIX ASPHALT WITH SOME EUROPEAN SPECIFICATIONS. FINAL REPORT PY - 1993/06 SP - 73 p. AB - Sixteen hot mix asphalt designs placed during 1992 in Colorado were tested with the standard Colorado Department of Transportation test methods, the French rutting tester, the Hamburg wheel-tracking device, and the Georgia loaded-wheel tester. Hot mix asphalt was designed with Texas gyratory compactor. These mixtures are very resistant to rutting. Some improvements need to be made to the mixtures to resist moisture damage. KW - Alternatives analysis KW - Compactors KW - Europe KW - Gyratory compactors KW - Hot mix asphalt KW - Loss and damage KW - Mix design KW - Moisture damage KW - Rutting KW - Technology KW - Test procedures KW - Test results KW - Testing equipment KW - Water UR - https://trid.trb.org/view/374788 ER - TY - RPRT AN - 00634424 AU - Osegueda, R A AU - Noel, J S AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - HEAVY LOAD VEHICLE ROUTING USING HIGHWAY NETWORK MODELS AND BRIDGE LOAD FORMULA. INTERIM REPORT PY - 1993/06 SP - 57 p. AB - A demonstration software for the routing of vehicles and for the retrieval of BRINSAP information of bridges along a route is presented. The software is demonstrated for its potential application in evaluating a proposed Bridge Load Formula. The software is implemented using a network model of the On-system roads of the Texas Department of Transportation's (TXDOT's) District 12. The model was created from digitized maps and by defining node and link attributes. The definition of the bridges on the links and the nodes was accomplished by a mapping procedure and was verified using TXDOT's Road Inventory sheets. Due to insufficient span length information in BRINSAP, implementation of the Bridge Load Formula requires determination of individual span lengths of all bridges. KW - Bridge spans KW - Bridge superstructures KW - Bridges KW - Digital maps KW - Digitized maps KW - Heavy vehicles KW - Length KW - Links KW - Links (Networks) KW - Network analysis (Planning) KW - Nodes KW - Nodes (Networks) KW - Routing KW - Simulation KW - Software UR - https://trid.trb.org/view/374758 ER - TY - RPRT AN - 00634381 AU - Yu, S L AU - Barnes, S L AU - Gerde, V W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - TESTING OF BEST MANAGEMENT PRACTICES FOR CONTROLLING HIGHWAY RUNOFF. FINAL REPORT PY - 1993/06 SP - 68 p. AB - In order to obtain the necessary detailed design guidelines for stormwater best management practices (BMPs) included in the Virginia Department of Transportation's stormwater manual, a field program was initiated in 1991 for testing the pollutant removal efficiency of selected practices. A dry detention pond with a small, highly impervious drainage area and a vegetated swale draining runoff from an urban highway were selected for the study. Manual as well as automatic sampling methods were used to monitor stormwater runoff into and out of the two facilities. Pollutant removal efficiencies were calculated by a mass balance method. Pollutants examined included total suspended solids, total phosphorus, and total zinc. Preliminary data showed that, if properly designed, these types of facilities can be an effective tool for removing stormwater pollution from highway runoff. KW - Best practices KW - Catch basins KW - Detention basins KW - Drainage KW - Economic efficiency KW - Efficiency KW - Field tests KW - Management KW - Pollutants KW - Pollution control KW - Removal KW - Runoff KW - Swales UR - http://ntl.bts.gov/lib/36000/36800/36876/93-R16.pdf UR - https://trid.trb.org/view/374716 ER - TY - RPRT AN - 00633457 AU - Ruinen, F A AU - Bell, L C AU - Clemson University AU - South Carolina Department of Highways and Public Transportation AU - Federal Highway Administration TI - BRIDGE MANAGEMENT SYSTEM: PHASE I. FINAL REPORT PY - 1993/06 SP - 62 p. AB - A research project was conducted for the South Carolina Department of Highways and Public Transportation (SCDHPT) to evaluate the Pontis bridge management system (BMS) software package and formulate BMS implementation recommendations. The research team conducted a literature review, attended various BMS conferences, met with the software developers, and contacted persons in other states who were performing similar evaluations. A 75 bridge database was created that utilized South Carolina NBI data and cost and bridge element transition data that were supplied with the Pontis program. A large number of Pontis reports were generated and evaluated. The data requirements of Pontis were also carefully examined. The Pontis software package was judged to be very well suited to the BMS needs of the SCDHPT. However, procedures must be put in place to capture the cost of bridge maintenance activities for work performed by external contract and work performed by SCDHPT crews. It is recommended that some mechanism be put in place that would permit all states using Pontis to share, with appropriate modifications, the cost data that are required as Pontis input. It is further recommended that technologies such as document imaging be examined as a means of linking the various components of a BMS. KW - Bridge maintenance KW - Bridge management systems KW - Bridges KW - Cost data KW - Costs KW - Databases KW - Evaluation KW - Guides to the literature KW - Interviewing KW - Literature reviews KW - Maintenance KW - Maintenance costs KW - Maintenance management KW - Software KW - South Carolina UR - https://trid.trb.org/view/374392 ER - TY - RPRT AN - 00680705 AU - Bloomquist, D AU - Townsend, F C AU - Dunkelberger, C E AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF DRILLED SHAFT SKIN FRICTION DESIGN METHODS BASED ON THE RESULTS OF LABORATORY PROCEDURES AND THE IMPLEMENTATION OF PULLOUT TESTS. FINAL REPORT PY - 1993/06 SP - 139 p. AB - The objective of this research report was the continued implementation of procedures and equipment developed at the University of Florida for assessing the skin friction developed in drilled shafts. Specifically, this scope of work involved pullout testing, field and laboratory seismic testing, unconfined compression, splitting tensile, and direct shear testing as well as the development of a laboratory pushout test. The results of the testing program were used in an effort to evaluate the pullout test and design correlations proposed by the Department of Civil Engineering at the University of Florida as well as correlations presented by Williams, Reese and O'Neill and Carter and Kulhawy. Two pullout tests were performed in central Florida limestones, one was attempted in the completely decomposed granite (cohesionless sand) of central Georgia, and two pullout tests were performed in a clay/shale in Dallas, Texas. A total of 64 laboratory seismic tests were performed in conjunction with a field cross-hole seismic survey. In addition, 17 unconfined compression tests, 12 splitting tensile tests, 7 direct shear tests and 1 laboratory pushout test were performed. The results of this research indicate the use of a 6-in. diameter pullout anchor over-predicts the skin friction measured in full-scale load tests on drilled shafts by a factor of approximately 2. The results also suggest, regardless of the geologic conditions, that the design method proposed by the Department of Civil Engineering at the University of Florida provides the most consistent estimate of the side shear developed in drilled shafts. Other conclusions that may be drawn from this research include: 1) The length to diameter ratio of the pullout anchor is insignificant for L/D ratios between 4 to 8; 2) No direct correlation between P-wave velocity and the unconfined compressive strength of intact cores could be discerned; 3) The laboratory pushout test provides an unconservative estimate of skin friction in drilled shafts; 4) Seismic cross-hole surveys may be supplemented or eliminated by laboratory seismic testing; and 5) The direct shear test may be a viable method for confirming design correlations. KW - Clay KW - Cohesionless sand KW - Design methods KW - Direct shear tests KW - Drilled shafts KW - Earthquake resistant design KW - Field tests KW - Laboratory tests KW - Limestone KW - Pull out test KW - Pushout tests KW - Seismic surveys KW - Seismic tests KW - Seismicity KW - Shale KW - Skin friction KW - Splitting tensile test KW - Surveys KW - Tension tests KW - Test results KW - Unconfined compression tests UR - https://trid.trb.org/view/422212 ER - TY - RPRT AN - 00676580 AU - Hunsucker, D Q AU - Graves, R C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - PERFORMANCE OF EXPERIMENTAL HIGHWAY BASE AND SUBBASE LAYERS CONTAINING COAL-FIRED POWER PLANT BY-PRODUCT MATERIALS: KY ROUTE 3074, BLEICH ROAD. INTERIM REPORT PY - 1993/06 SP - 81 p. AB - Three 750-ft (26-m) test sections of a 22-ft (6.7-m) wide roadway were constructed on newly constructed subgrade in May and June, 1988. The three experimental sections contained experimental base and subbase layers comprised of mixtures utilizing by-product materials from a coal-fired power plant. One test section included a base layer containing residue from an atmospheric fluidized bed combustion (AFBC) process, size No. 57 aggregate, and Class F fly ash. The second test section included a base layer constructed of ponded fly ash, hydrated lime, and dense-graded aggregate. The third test section included a subbase layer constructed of pond ash stabilized with AFBC residue. A control section was included in the study for comparison purposes. Previous reports have documented preliminary engineering, construction details, and initial performance evaluations of the three experimental sections constructed on State Route 3074 in McCracken County, Kentucky. This report summarizes performance information derived from the field trials. Performance measurements included distress surveys, Road Rater deflections, pavement rutting measurements, and strength and durability measurements of field cores obtained from the experimental base and subbase layers for laboratory evaluations. The two test sections containing residue from the AFBC process were regarded as failures due to the excessive expansion of the materials, although efforts were made to eliminate, or minimize, the inherent expansive properties of the residue by prehydrating the AFBC residue prior to its use in the mixtures. The two layers were eventually removed and replaced with conventional materials. The remaining experimental section has given good performance and service. No significant distresses have been noted. Rutting measurements indicated less rutting occurring in the ponded fly ash-hydrated lime-dense graded aggregate section than in the control section. Analyses of deflection data indicate superior structural characteristics compared to the control section. Unconfined compression tests indicate excellent strengths of the experimental mixture. The accomplishment of this application confirms that waste fly ash may be used successfully in stabilized road base construction. KW - Base course (Pavements) KW - Calcium hydroxide KW - Core analysis KW - Cores (Specimens) KW - Defects KW - Deflection KW - Dense graded aggregates KW - Field tests KW - Fluidized bed combustion KW - Fluidized bed combustion residue KW - Fly ash KW - Pavement deflection KW - Pavement distress KW - Pavement performance KW - Pavements KW - Rutting KW - Subbase KW - Subbase (Pavements) KW - Test sections KW - Unconfined compression tests UR - https://trid.trb.org/view/421334 ER - TY - RPRT AN - 00670399 AU - Urzua, A AU - Tiller, G AU - PROTOTYPE Engineering, Incorporated AU - Federal Highway Administration TI - SPILE: A MICROCOMPUTER PROGRAM FOR DETERMINING ULTIMATE VERTICAL STATIC PILE CAPACITY. USER'S MANUAL PY - 1993/06 SP - 177 p. AB - The objective of this report is to introduce a microcomputer program for determining the Ultimate Vertical Static Capacity of piles in cohesive and cohesionless soils. The program follows the methods and equations presented by Nordlund (1963, 1979), Thurman (1964), Meyerhof (1976), Cheney and Chassie (1982), Tomlinson (1979, 1985), and the FHWA Pile Manual. The report presents the equations, analytical procedures and empirical curves utilized by the program, and examples of the user friendly data entry form capabilities. The computer program is coded in Turbo Pascal 5.0 language and takes full advantage of the "stand alone" (single-user) characteristics of the IBM-PC through the use of friendly input menus and data-checking routines. The code implements copyrighted portions of the microcomputer programs SAF-I and SAF-TR, developed by PROTOTYPE Engineering, Inc., Winchester, Massachusetts, and uses the screen editor Turbo Magic from Sophisticated Software. KW - Cohesive soils KW - Computer program documentation KW - Computer programs KW - Granular soils KW - Manuals KW - Microcomputers KW - Pile bearing capacities UR - https://trid.trb.org/view/411141 ER - TY - RPRT AN - 00670376 AU - Heller, M D AU - California Department of Transportation AU - Federal Highway Administration TI - LATERAL ELECTRONIC GUIDANCE SYSTEM FOR VEHICLES. DRAFT FINAL REPORT PY - 1993/06 SP - 86 p. AB - This research is one component related to investigating the feasibility of developing an Automated Highway System (AHS), that is a strategy under Intelligent Vehicle Highway System (IVHS). The objective of this research is to investigate using vision, passive wire and active microwave/radar techniques for automatic lateral guidance of highway vehicles with conventional steering. On-vehicle tests indicate that vision, passive wire and radar sensor techniques can be used to provide the necessary information to laterally control a vehicle with conventional steering at highway speeds up to 70 mph with +/- 0.15 meters on straight and curved sections and within +/- 0.3 meters when the vehicle transitions from a straight to curve road section or curve to straight road section. Only lateral displacement from the sensors is passed to the steering controller for lateral vehicle control. The research of this project indicates that curve preview (looking ahead to obtain curve information) is not required. The steering control computer algorithm is based on the sliding mode approach. KW - Advanced vehicle control systems KW - Advanced vehicle control systems KW - Algorithms KW - Automated vehicle control KW - Automatic steering control KW - Intelligent transportation systems KW - Steering KW - Steering control KW - Testing UR - https://trid.trb.org/view/411117 ER - TY - RPRT AN - 00670377 AU - Kubel, L G AU - Rounds, R F AU - Quinlan, T F AU - California Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF AN ADVANCED TRANSPORTATION CONTROL COMPUTER. FINAL REPORT PY - 1993/06 SP - 231 p. AB - Advanced hardware and software will be required for successful implementation of Intelligent Vehicle Highway Systems (IVHSs). This report presents the development and evaluation of an Advanced Transportation Control Computer (ATC) serving as the basis for standard hardware and software specifications. The ATC prototype employs current engineering technology, including an IEEE (Institute of Electrical and Electronic Engineers) standard VME bus, a Motorola 68020 32-bit microprocessor, C high-level programming language, and OS-9 (Trademark) real-time operating system. Controller capabilities were demonstrated in a slow speed weigh-in-motion (SWIM) field test environment. A screening system consisting of the controller, axle sensors, weigh pads, and an inductive loop, determined axle spacings, weights, and classes of trucks entering a static weigh station. The SWIM system alerted weigh station operators to vehicles violating Federal Highway Administration (FHWA) weight/class limits. ATC SWIM system hardware and software was evaluated for accuracy, reliability, and ease of use. Test results found the electrical, mechanical, and environmental performance appropriate for control systems in harsh transportation environments. SWIM system axle spacing measurements fell well within California Department of Transportation accuracy specifications. Weight errors, however, were slightly greater than allowed by the Department. Many factors, including pavement irregularities, vehicle suspension dynamics, and SWIM site geometry were believed to have contributed to weight inaccuracies. KW - Accuracy KW - Advanced transportation control computer KW - Field tests KW - Hardware KW - Intelligent transportation systems KW - Performance KW - Reliability KW - Slow speed weigh-in-motion KW - Software KW - Test results UR - https://trid.trb.org/view/411118 ER - TY - RPRT AN - 00668999 AU - Hardcastle, J H AU - University of Idaho, Moscow AU - Idaho Transportation Department AU - Federal Highway Administration TI - SUBGRADE RESILIENT MODULUS FOR IDAHO PAVEMENTS. FINAL REPORT PY - 1993/06 SP - 267 p. AB - This report documents a method for estimating seasonal values of resilient moduli of subgrade soils and proposed for use with the 1986 AASHTO flexible pavement design guide. The method consists of applying a series of adjustment coefficients to a "reference resilient modulus", defined as the most probable resilient modulus measured on a soil compacted to 100% of the AASHTO T-99 maximum dry weight at optimum water content with a bulk stress of 10 psi. Reference resilient moduli are provided from a literature review for twelve soil classes as a function of grain sizes and soil plasticity. KW - Grain size (Geology) KW - Modulus of resilience KW - Plasticity KW - Reference resilient moduli KW - Seasonal variations KW - Seasons KW - Soil plasticity KW - Soils KW - Subgrade (Pavements) UR - https://trid.trb.org/view/410630 ER - TY - RPRT AN - 00666391 AU - Nihan, N L AU - Washington State Transportation Center AU - Federal Highway Administration TI - FORECASTING FREEWAY AND RAMP DATA FOR IMPROVED REAL-TIME CONTROL AND DATA ANALYSIS. VOLUME 1. SUMMARY REPORT (FREEWAY AND RAMP REAL TIME FORECASTING) PY - 1993/06 SP - 46 p. AB - The current project addresses two major weak points of the existing Washington State Department of Transportation (WSDOT) ramp control system. One weak point in the system is the fact that it reacts to the problem (congestion), rather than preventing the problem. The other weak point in the system is its reliance on detector data that may be in error. Both of these problems can be minimized by developing methods to accurately predict short-term traffic data. By predicting the onset of congestion early enough, the ramp metering system can act to prevent or delay occurrence of the problem. Also, if a detector has failed or is malfunctioning, the data from the detector can be estimated from short-term predictions based on neighboring detectors. At the beginning of the current project, the researchers had hoped that the same model would provide a basis for both forecasting congestion (for predictive ramp control) and replacing erroneous data (predicting actual values). However, the best congestion or breakdown flow forecaster (the pattern recognition method) does not provide a basis for data prediction. The best method for filling in missing detector data turned out to be multivariate time series analysis. Several pattern recognition and time series models were tested for further development. In both cases, the simpler models turned out to be the best choices, and in both cases, further model testing and development were recommended. KW - Congestion KW - Forecasting KW - Freeway operations KW - Freeway ramps KW - Mathematical prediction KW - Multivariate analysis KW - Pattern recognition systems KW - Ramp metering KW - Ramps (Interchanges) KW - Real time control KW - Real time operations KW - Traffic congestion UR - http://www.wsdot.wa.gov/research/reports/fullreports/288.1.pdf UR - https://trid.trb.org/view/405893 ER - TY - RPRT AN - 00666395 AU - Nihan, N L AU - Zhu, J NL AU - Washington State Transportation Center AU - Federal Highway Administration TI - SHORT-TERM FORECASTS OF FREEWAY TRAFFIC VOLUMES AND LANE OCCUPANCIES, PHASE 1. VOLUME 4. FREEWAY AND RAMP REAL TIME FORECASTING PY - 1993/06 SP - 114 p. AB - In operating a real-time, traffic-responsive control system, such as freeway ramp control system, most of the decisions made by the system will depend on its prediction of traffic during upcoming short-term periods. Volume IV deals with the prediction of freeway traffic volumes and occupancies using parametric methods, including the following steps: 1) Four existing parametric methods will be used to forecast volumes and occupancies. These models include the adaptive prediction system, the double exponential smoothing method, the exponential smoothing with adaptive response method, and the Box-Jenkins method. 2) A new model will be developed using Fourier's transformation or cross spectrum to forecast the downstream volumes. The model can analyze the lags between upstream or on-ramp volume time series and downstream volume series. 3) A detailed comparison of both volume and occupancy forecasting results using these different models will be made, and the interpretation of the results and the drawbacks of each model will be discussed. 4) A conclusion will be drawn from the research and recommendations presented. KW - Forecasting KW - Fourier transforms KW - Freeway capacity KW - Freeways KW - Highway capacity KW - Lane occupancy KW - Parametric analysis KW - Ramp metering KW - Real time control KW - Real time operations KW - Short term KW - Time duration KW - Traffic volume UR - http://www.wsdot.wa.gov/research/reports/fullreports/288.4.pdf UR - https://trid.trb.org/view/405897 ER -