TY - RPRT AN - 00625452 AU - Spangler, E B AU - Schell, H J AU - Surface Dynamics, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - NONCONTACT, NONDESTRUCTIVE DETERMINATION OF PAVEMENT DEFLECTION UNDER A MOVING LOAD. FINAL REPORT PY - 1992/03 SP - 116 p. AB - A feasibility study of a proposed method for measurement of highway pavement deflection under a moving load is presented in this report. The proposed method utilizes non-contact displacement sensors to measure pavement deflections at speeds up to 50 mph. Anticipated problem areas with this measurement task are discussed and proposed solutions to them are presented along with equipment recommendations to implement the solutions. Test data are presented on an optical sensor of the type proposed for measurement of pavement deflection. A recommendation is made to build a prototype pavement deflection measurement system based on the results of this work. KW - Deflection KW - Feasibility analysis KW - Live loads KW - Measuring instruments KW - Measuring methods KW - Nondestructive tests KW - Optical systems KW - Pavement deflection KW - Pavements KW - Problem identification KW - Problem solving KW - Prototypes KW - Recommendations KW - Sensors UR - https://trid.trb.org/view/367937 ER - TY - RPRT AN - 00625065 AU - Mears, A I AU - Mears (Arthur I) Consulting AU - Colorado Department of Transportation AU - Federal Highway Administration TI - AVALANCHE CHARACTERISTICS AND STRUCTURE RESPONSE: EAST RIVERSIDE AVALANCHE SHED, HIGHWAY 550, OURAY, COLORADO. FINAL REPORT PY - 1992/03 SP - 115 p. AB - The East Riverside avalanche path crosses Highway 550 approximately 5 miles (8 km) south of Ouray, Colorado. By itself, the East Riverside represents approximately 10% of the total avalanche hazard between Ouray and Durango and has caused five fatalities in three separate accidents in 1963, 1970, and 1978. In 1985, the Colorado Department of Highways built a 180-foot (55 m) long avalanche shed to protect the highway from the smaller, frequent avalanches. During construction, 32 strain gages and six load cells were welded to reinforcing steel in the structure to measure avalanche-induced strains and loads. These data are intended to be used for future shed design. Avalanche velocities were measured in two events and estimated in eight others by a simple empirical runup equation. Measured and computed velocities ranged from 69 to 124 mph (31 to 55 m/s); however, avalanches were relatively small, ranging from 10 to 30% of design size. More detailed avalanche-dynamics calculations applied a stochastic particle model to compute velocity and momentum distributions at the shed and compute shear stresses. The results of the runup equation and stochastic modeling were in general agreement with measurements. The central core of flowing avalanche debris was confined by the shed in 11 of 12 events; however, the powder blast extended beyond the north portal in six avalanches, and beyond both portals in four avalanches. Any future shed extension should first be built on the north end. KW - Avalanche sheds KW - Avalanches KW - Colorado KW - Data collection KW - Equations KW - Fatalities KW - Load cells KW - Loads KW - Mathematical models KW - Measurement KW - Momentum KW - Performance KW - Shear stress KW - Shear stresses KW - State highways KW - Stochastic processes KW - Strain (Mechanics) KW - Strain gages KW - Strains KW - Structural analysis KW - Structural mechanics KW - Structural response KW - Velocity UR - https://trid.trb.org/view/367730 ER - TY - RPRT AN - 00624972 AU - Robinson, B W AU - Vandehey, M A AU - Mazur, G D AU - May, A D AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - IMPROVED FREEWAY ANALYSIS TECHNIQUES: RAMP AND WEAVING OPERATIONS FOR FREEWAY LANE MODEL. FINAL REPORT PY - 1992/03 SP - 305 p. AB - Many recurring operational problems on freeways occur because of the turbulence caused by traffic entering the freeway and the presegregation of exiting traffic in the vicinity of ramps. This report proposes a method to estimate point flows at various locations immediately downstream of on-ramps and upstream of off-ramps in the right-most two freeway lanes. The point flows are computed from multi-variate linear regression equations using each origin-destination flow and the length between ramp pairs as independent variables. Models have been developed for isolated on-ramps, isolated off-ramps, on-off ramps, on-on ramps, and an on-off-off ramp multiple weave site all with four freeway lanes and an on-off ramp combination with three freeway lanes. All ramps are single lane with no auxiliary lanes. The equations are based on empirical data from seven California freeway sites with origin-destination flows and ramp spacings extrapolated using the microscopic freeway simulation model, INTRAS. KW - Equations KW - Estimating KW - Freeway ramps KW - Freeways KW - Highway capacity KW - Linear regression analysis KW - Multivariate analysis KW - Off ramps KW - On ramps KW - Origin and destination KW - Ramp spacings KW - Ramps (Interchanges) KW - Traffic flow KW - Traffic simulation KW - Urban areas KW - Urban freeways KW - Weaving traffic UR - https://trid.trb.org/view/367640 ER - TY - RPRT AN - 00633260 AU - Suh, Y-C AU - Hankins, K AU - McCullough, B F AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EARLY-AGE BEHAVIOR OF CONTINUOUSLY REINFORCED CONCRETE PAVEMENT AND CALIBRATION OF THE FAILURE PREDICTION MODEL IN THE CRCP-7 PROGRAM PY - 1992/03 SP - 166 p. AB - This report focuses on (1) the observations and findings from the short-term monitoring of the special test sections constructed in Houston, Texas, and (2) the calibration of the CRCP failure prediction model in the CRCP-7 computer program. To determine whether the performance of pavements in the field is in accordance with that predicted by the CRCP program, special test sections were constructed at four different locations in Houston. For approximately 1 month after construction, the behavior of the pavements was monitored for temperature (both air and concrete), slab movement, and cracking. Although additional long-term condition surveys should be scheduled to draw further conclusions from this test-section study, much valuable information about the early-age behavior of CRCP was obtained during the short-term monitoring. Major observations and findings from the test sections include (1) the importance of the heat of hydration on the early-age behavior of CRCP, (2) the effect of construction season and time of placement during the day on the early-age cracking, (3) detrimental characteristics of the early-age cracks in terms of their shapes and widths, (4) the effect of coarse aggregate type on cracking, (5) factors affecting crack width, (6) determination of setting temperature used as a reference temperature in the calculation of the temperature-induced stresses, and (7) correlation between the shrinkage of concrete pavement in the field and that of lab-cured cylinders. Based on these observations and findings, recommendations are provided as to how the early-age observations may be simulated in the CRCP program. Recommendations for the future design and construction are also presented. Long-term distress curves having various reliabilities were developed for CRC pavements in terms of the number of failures per mile using the Rigid Pavement Database available at the Center for Transportation Research. Calibration of the failure prediction model in the computer program CRCP-7 was made based on these distress curves. KW - Age hardening KW - Calibration KW - Coarse aggregates KW - Concrete KW - Concrete placing KW - Concrete shrinkage KW - Continuously reinforced concrete pavements KW - Crack shapes KW - Crack widths KW - Cracking KW - Defects KW - Early-age behavior (Pavements) KW - Failure KW - Failure prediction KW - Heat of hydration KW - Mathematical prediction KW - Monitoring KW - Pavement cracking KW - Pavement distress KW - Pavement performance KW - Pavements KW - Periods of the day KW - Seasons KW - Setting (Concrete) KW - Shrinkage KW - Temperature KW - Test sections KW - Width UR - https://trid.trb.org/view/374258 ER - TY - RPRT AN - 00622400 AU - Hu, P S AU - Young, J AU - Oak Ridge National Laboratory AU - Federal Highway Administration TI - SUMMARY OF TRAVEL TRENDS: 1990 NATIONWIDE PERSONAL TRANSPORTATION SURVEY PY - 1992/03 SP - 51 p. AB - This report is part of a series of products from the 1990 Nationwide Personal Transportation Survey (NPTS). The NPTS dataset contains information about the amount and nature of personal travel in the U.S., as related to the demographics of persons and households. This report highlights the survey results with emphasis on comparing the 1990 data to NPTS data collected in 1969, 1977, and 1983. The report includes topics such as household vehicle availability and use, annual miles per licensed driver, household travel rates, vehicle occupancy, and home-to-work trips. The report also contains a brief look at travel by women and older persons. Each of these topics will be covered more extensively in later reports in this series. KW - Aged KW - Demographics KW - Females KW - Households KW - Modal split KW - National Personal Transportation Survey KW - Nationwide Personal Transportation Survey KW - Travel KW - Trend (Statistics) KW - Trip purpose KW - United States KW - Vehicle miles of travel KW - Work trips UR - https://trid.trb.org/view/362909 ER - TY - RPRT AN - 00720040 AU - Yang, W-S AU - Bruno, N J AU - Kenyon, W D AU - New York State Department of Transportation AU - Federal Highway Administration TI - TENSION LOSS IN CABLE GUIDERAIL. FINAL REPORT PY - 1992/03 SP - 25 p. AB - Cable guiderail with insufficient tension may deflect excessively on impact, allowing vehicles to contact fixed objects behind the barrier. The Department's 1979 Highway Safety Review indicated that almost every cable guiderail installation observed had insufficient tension. Research Project 166-1 was initiated to examine this problem. This report describes the second phase of that study to investigate causes of tension loss and formulate corrective measures. Several changes had already been made, based on results of the study's first phase. Construction specifications and standard sheets were changed to ensure proper soil compaction and better initial and long-term cable tension. Field performance of selected improved guiderail installations was documented from 1984 to 1987. In addition, prestressed cable was used in some projects in 1985 to investigate its effectiveness in reducing tension loss due to cable stretch. Laboratory stretch tests were conducted using normal and prestretched cable to determine any significant differences appearing in cable strain due to long-term loading. Results from field and laboratory tests indicated that cable installations continually lose tension and need to be retensioned periodically, and that substituting prestretched for normal cable in guiderail installations does not reduce the tension-loss problem. KW - Cable guardrails KW - Cables KW - Field performance KW - Improvements KW - Laboratory tests KW - Median barriers KW - Performance KW - Prestressing KW - Stretching KW - Tension KW - Tension loss KW - Tension tests KW - Test results UR - https://trid.trb.org/view/454429 ER - TY - RPRT AN - 00620564 AU - Ardani, A AU - Colorado Department of Transportation AU - Federal Highway Administration TI - EXPANSIVE SOIL TREATMENT METHODS IN COLORADO. FINAL REPORT PY - 1992/03 SP - 41 p. AB - This report reviews and summarizes the effectiveness of past expansive soils treatment methods used by Colorado DOT and other transportation agencies. Among the treatment methods evaluated were the following: Sub-excavation and removal of expansive soils and replacement with non-expansive soil; application of heavy applied load to balance the swelling pressure; preventing access of water to the soil by encapsulation; stabilization by means of chemical admixtures; mechanical stabilization; explosive treatment to correct swelling shales; pre-wetting the soil; and avoiding the expansive soil. A survey questionnaire was designed and sent to the District Materials Engineers to obtain their consensus on the treatment techniques used in Colorado. The results of this survey are presented in Part VIII of the report. The results of this study showed that the performance of some of the swelling soil treatment methods used in Colorado have been poor. As a result, initiation of the second phase of study is recommended. The ultimate goal of the second phase will be to establish up-to-date design guidelines that offer specific strategies for highway construction on swelling soils and swelling shales in Colorado. KW - Admixtures KW - Clay KW - Data collection KW - Effectiveness KW - Encapsulation KW - Explosives KW - Heavy load KW - Loading and unloading KW - Measures of effectiveness KW - Mechanical stabilization KW - Prewetting KW - Questionnaires KW - Replacing KW - Shale KW - Soils KW - Surveys KW - Swelling soils KW - Treatment KW - Wetting UR - https://trid.trb.org/view/362433 ER - TY - RPRT AN - 00620559 AU - Cottrell, B H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF WEIGH-IN-MOTION SYSTEMS. FINAL REPORT PY - 1992/03 SP - 100 p. AB - The objective of this research was to evaluate low cost weigh-in-motion systems. The three systems evaluated were (1) a capacitance weigh mat system, (2) a bridge weighing system, and (3) a piezoelectric cable sensor system. All three systems have a two-lane capability. An evaluation was made of (1) the quality of the data, (2) the performance of the equipment, (3) the applications of the equipment and its ease of use, and (4) the format of the data and its usefulness. Although objective data were used when possible, the majority of the evaluation is subjective. The quality of the data from each of the three systems is about the same. The piezoelectric cable system provides slightly lower quality data than the other two systems. The equipment of the capacitance weigh mat performed well; that of the bridge system was adequate; and there was concern about the durability of the piezoelectric cable system. Because of the tradeoffs between the capacitance weigh mat system and the bridge system, it is difficult to rank them. The piezoelectric cable system's sensors are permanently installed; therefore, it is not as portable as the other two systems. With regard to the format of the data and its usefulness (which are dependent mostly on the software and not the sensors), the capacitance weigh mat system is flexible and provides individual truck records in two formats, the bridge system provides the most comprehensive tables, and the piezoelectric cable system is limited and depends on other software to generate additional tables. Suggestions are made about how to use the systems and how to improve their performance. KW - Alternatives analysis KW - Data KW - Equipment KW - Formats KW - Formatting KW - Performance evaluations KW - Quality KW - Quality control KW - Weigh in motion UR - http://ntl.bts.gov/lib/36000/36800/36837/92-R8.pdf UR - https://trid.trb.org/view/362428 ER - TY - RPRT AN - 00627028 AU - Manion, W P AU - Humphrey, D N AU - Maine Department of Transportation AU - University of Maine, Orono AU - Federal Highway Administration TI - USE OF TIRE CHIPS AS LIGHTWEIGHT AND CONVENTIONAL EMBANKMENT FILL. PHASE I - LABORATORY PY - 1992/03 SP - 192 p. AB - Waste tires that have been chipped into 2-in. to 3-in. pieces have the potential to be used as lightweight and conventional fill beneath paved roads. A laboratory study was conducted to determine the properties that would affect the performance of tire chips as fill. The properties that were determined included: gradation, specific gravity, absorption, compacted unit weight, and compressibility. Compressibility was measured in a 12-in. diameter container designed to accommodate the large size and high compressibility of tire chips. These properties were used to determine the reduction in settlement that would be possible by using tire chips as lightweight fill and the effect of a tire chip layer on pavement deflection. The thickness of conventional soil needed between the top of the tire chip layer and the bottom of the pavement to keep pavement deflections below acceptable levels was determined. The cost of using tire chips as lightweight fill was estimated. KW - Absorption KW - Aggregate gradation KW - Compressibility KW - Cost estimating KW - Crumb rubber KW - Deflection KW - Embankments KW - Estimates KW - Fills KW - Gradation KW - Laboratory tests KW - Lightweight materials KW - Pavement deflection KW - Pavements KW - Performance evaluations KW - Settlement (Structures) KW - Specific gravity KW - Tire chips KW - Weight UR - https://trid.trb.org/view/368545 ER - TY - RPRT AN - 00626966 AU - Herrick, G C AU - Messer, C J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - STRATEGIES FOR IMPROVING TRAFFIC OPERATIONS AT OVERSATURATED DIAMOND INTERCHANGES. FINAL REPORT PY - 1992/03 SP - 85 p. AB - This is the fourth and final report conducted within Research Project 1148 entitled "Guidelines for Operational Control of Diamond Interchanges". This final report (1148-4F) contains recommended strategies for improving traffic operations at signalized diamond interchanges that are becoming oversaturated (i.e., have demand volumes exceeding phase capacity) for periods of time during the peak rush hours of the day. This problem is expected to grow worse with time as traffic was found to be increasing at about 3.2% per year in the six largest Texas cities. Enhanced features for third-generation traffic control are also recommended for consideration in future specification updates of diamond controllers. Traffic signal manufacturers may also wish to examine these new features as the operational need for them is rising. In addition, enhanced traffic detector strategies are provided to identify the presence of queue backups onto the freeway during oversaturated conditions. KW - Diamond interchanges KW - Highway operations KW - Improvements KW - Off ramps KW - Oversaturation (Traffic flow) KW - Peak periods KW - Queuing KW - Traffic KW - Traffic congestion KW - Traffic control KW - Vehicle detectors UR - https://trid.trb.org/view/368489 ER - TY - RPRT AN - 00680833 AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - EVALUATION OF PIEZOELECTRIC WEIGH-IN-MOTION EQUIPMENT AT FOUR SITES IN ASPHALTIC PAVEMENT IN ARKANSAS PY - 1992/03 SP - 77 p. AB - This contract directed the State to install piezoelectric automatic weight and classification system (AWACS) sensors in four flexible pavement sites. The project's objective was to continue evaluation, originated with the DEMO 76 test performed in Minnesota, of piezoelectric cable in asphaltic concrete cement pavement for weigh-in-motion (WIM) applications with emphasis on the relative stiffness of the pavement structures. The four sites included one with an asphalt overlay of a concrete pavement, a normal stiffness pavement, a relatively stiff pavement, and a poor quality pavement. The sites were chosen to provide a range of flexible pavement site conditions, from very rigid and stable to extremely poor and flexible, in order to assess the effects of the various pavement flexibilities on the operation of the AWACS installations using piezoelectric axle sensors. Although only time will prove the durability of the piezoelectric axle sensor, this test has shown that this device is capable of operating for extended periods of time under a variety of conditions without failure. It has also shown that the composition of the sensor allows its extraction from pavements without the destruction of the sensor, and allows the successful reinstallation at alternate locations. All four sites analyzed in this project operated similarly in the collection of WIM data. The sites with the least pavement roughness experienced the least scatter of the WIM from the static gross vehicle weights, and there appears to be a direct relationship between pavement roughness and this scatter. KW - Axle loads KW - Equipment KW - Flexible pavements KW - Performance evaluations KW - Piezoelectric axle sensors KW - Piezometers KW - Roughness KW - Stiffness KW - Weigh in motion UR - https://trid.trb.org/view/422242 ER - TY - RPRT AN - 00625555 AU - DeFoe, J H AU - Michigan Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ICE DETECTION AND HIGHWAY WEATHER INFORMATION SERVICES. FINAL REPORT PY - 1992/03 SP - 26 p. AB - The purpose of this project was to evaluate the usefulness and cost effectiveness of the Michigan Department of Transportation's (MDOT's) pavement surface sensors and pavement forecasting system as part of a nationwide FHWA research project. The study was conducted over two winter seasons and involved six MDOT maintenance garages. Sensors in bridge decks and pavements were found to be dependable and cost effective. The pavement forecasting system is considered useful by some maintenance supervisors but more reliable and timely informaiton can be obtained from local cable television weather broadcasts. KW - Bridge decks KW - Cost effectiveness KW - Ice KW - Ice forecasting KW - Pavements KW - Reliability KW - Sensors KW - Weather forecasting UR - https://trid.trb.org/view/368028 ER - TY - RPRT AN - 00625533 AU - Jimenez, MAO AU - McCullough, B F AU - Hankins, K AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - MONITORING OF SILICEOUS RIVER GRAVEL AND LIMESTONE CONTINUOUSLY REINFORCED CONCRETE PAVEMENT TEST SECTIONS IN HOUSTON 2 YEARS AFTER PLACEMENT, AND DEVELOPMENT OF A CRACK WIDTH MODEL FOR THE CRCP-7 PROGRAM. INTERIM REPORT PY - 1992/03 SP - 120 p. AB - In describing the effect of coarse aggregate type on the performance of CRCP, this report documents the design, construction, and monitoring of 32 test sections in Houston, Texas. Constructed to evaluate the performance of pavements built in accordance with the CRCP-89(B) design detail recently developed by TxDOT, these test sections were monitored to determine the field performance of CRCP 2 years after construction, looking in particular at crack spacings and crack width. Then, using the observed performance of the different coarse aggregates, the study team evaluated the recently developed CRCP-89(B) design detail. Finally, using the CRCP-7 computer program, the predicted performance was compared with the measured performance of the CRCP test sections. Based on this comparison, a new model to be used with the CRCP-7 program -- one capable of predicting crack widths -- was developed. KW - Alternatives analysis KW - Coarse aggregates KW - Computer programs KW - Continuously reinforced concrete pavements KW - Crack spacing KW - Crack width KW - Cracking KW - Forecasting KW - Gravelly soils KW - Limestone aggregates KW - Pavement design KW - Pavement performance KW - Rivers KW - Silica stone KW - Siliceous river gravel KW - Spacing KW - Test sections KW - Width UR - https://trid.trb.org/view/368017 ER - TY - RPRT AN - 00625535 AU - Little, D N AU - Youssef, H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - IMPROVED ACP MIXTURE DESIGN: DEVELOPMENT AND VERIFICATION. FINAL REPORT PY - 1992/03 SP - 344 p. AB - This report describes the testing methodologies and evaluation procedures and criteria for the evaluation of uniaxial compressive creep data to determine the susceptibility of asphalt concrete mixtures to permanently deform or rut. The methodology described and the supporting figures and tables allow the user to perform uniaxial creep testing in accordance with the procedure explained in the Asphalt Aggregate Mixture Analysis System (AAMAS) under a stress state that realistically duplicates the in situ condition for the specific pavement and traffic condition to which the asphalt mixture will be subjected. Furthermore, the procedure provides creep strain, creep curve slope and creep stiffness criteria by which to evaluate the potential of the mixture to deform in specific conditions of pavement structure and traffic. The procedure was developed with the intent of integration into the AAMAS procedure. The report explains the use of a method to analyze triaxial shear test data in order to determine the susceptibility of asphalt concrete mixtures to deform under specific conditions of loading and in specific pavement structural situations. This procedure is based on the evaluation of the ratio of induced octahedral shear stress to the octahedral shear strength of the asphalt concrete under the specific conditions of stress actually induced in the pavement structure. KW - Asphalt concrete KW - Compression KW - Creep KW - Creep tests KW - Deformation KW - Mix design KW - Ruts (Pavements) KW - Shear strength KW - Shear stress KW - Shear stresses KW - Triaxial shear KW - Uniaxial compression UR - https://trid.trb.org/view/368019 ER - TY - RPRT AN - 00625528 AU - Arockiasamy, M AU - Reddy, D V AU - Florida Atlantic University, Dania Beach AU - Florida Department of Transportation AU - Federal Highway Administration TI - STATIC AND FATIGUE BEHAVIOR OF LONGITUDINAL JOINTS IN MULTI-BOX BEAM PRESTRESSED CONCRETE BRIDGES. REVISED FINAL REPORT PY - 1992/03 SP - 145 p. AB - The report presents the analytical and experimental studies on the acrylic and precast prestressed concrete multi-box model bridge systems subjected to static and fatigue loading. The concept feasibility is demonstrated based on the improved structural serviceability in terms of the reduced deflections. The grouted in-situ joints at the bottom and cast in-situ slab at the top, which are prestressed by the transverse post-tensioning, contribute significantly to efficient lateral load distribution characteristics. The analytical displacements based on the grillage analysis compare reasonably well with the experimental value. The longitudinal grouted joints with an initial prestress of 150 psi in the transverse direction exhibit adequate structural integrity even up to 6 million cycles of repeated loading. The ratio of the ultimate moment to cracking moment is greater than 1.2 which ensures the adequacy of the total amount of prestressed steel as suggested by AASHTO. The agreement of the predicted first crack and ultimate collapse laods with the measured values is excellent. KW - Accelerated tests KW - Box beams KW - Bridge capacity KW - Bridges KW - Deflection KW - Fatigue (Mechanics) KW - Fatigue loading KW - Fracture mechanics KW - Highway capacity KW - Lateral loads KW - Load transfer KW - Loads KW - Longitudinal joints KW - Model tests KW - Multi-box beam bridges KW - Prestressed concrete bridges KW - Repeated loads KW - Scale models KW - Static loading KW - Static loads KW - Structural analysis KW - Structural integrity UR - https://trid.trb.org/view/368012 ER - TY - JOUR AN - 00625280 JO - Publication of: California University, Berkeley PB - University of California, Berkeley AU - Leiman, L AU - Ostrom, B K AU - Holmes, J R AU - May, A D AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - FREWEV: A DESIGN AND ANALYSIS MODEL FOR MAJOR FREEWAY WEAVING SECTIONS. FINAL REPORT PY - 1992/03 SP - 74 p. AB - Major weaving sections are a major source of congestion on freeways. The conflicts between vehicles making lane changes can create significant problems both at and upstream of the weaving location. This report implements a method to calculate and analyze point flows at various locations within a weaving section. The method also estimates the amount of lane changing as a measure of the likelihood of successfully negotiating a weaving section. Included in the report is information on the operation of the program and the data embedded in the program. The data are based on empirical data from nine California freeway sites with origin-destination flows and ramp spacings extrapolates using the microscopic freeway simulation model, INTRAS. KW - Freeways KW - Lane changing KW - Location KW - Origin and destination KW - Ramp location & spacing KW - Ramps (Interchanges) KW - Simulation KW - Spacing KW - Traffic conflicts KW - Traffic congestion KW - Traffic flow KW - Weaving sections UR - https://trid.trb.org/view/370780 ER - TY - RPRT AN - 00625210 AU - Wohlschlaeger, S D AU - Ullman, G L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - CATALOG OF TRANSPORTATION MANAGEMENT ACTIVITIES FOR MAJOR EMERGENCIES. INTERIM REPORT PY - 1992/03 SP - 28 p. AB - This report provides a catalog of some of the activities and techniques which have been used or considered for use to enhance response and recovery from major transportation emergencies. The intent of the report is to provide highway agency field personnel with some "helpful hints" that officials involved in past emergencies have contemplated, used, or wished they had considered using. These activities and techniques have been divided into four categories: 1) Traffic Capacity Improvements; 2) Implementation of Unique or Unusual Traffic Control Devices; 3) Coordination/Management Issues; and 4) Recovery/Clean-up Phase. The first two categories focus on providing an efficient transportation system for the motorist. The last two categories are primarily concerned with the interaction of the various agencies involved in major transportation emergency response and recovery efforts. KW - Catalogs KW - Coordination KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergencies KW - Emergency traffic control devices KW - Evacuation KW - Highway capacity KW - Improvements KW - Recovery KW - Transportation management KW - Transportation operations UR - https://trid.trb.org/view/367796 ER - TY - RPRT AN - 00625088 AU - Ray, M H AU - Faramawi, M I AU - Carney, J F AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: THIRTY MPH SIDE IMPACT OF A HONDA CIVIC SI AND A MODIFIED ECCENTRIC LOADER BREAKAWAY CABLE TERMINAL (MELT) PY - 1992/03 SP - 39 p. AB - This report contains the results of a side impact crash test involving a 1985 Honda Civic Si and a modified eccentric loader breakaway cable terminal (MELT). The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. The automobile impacted the MELT at 28.4 mph (45.7 km/h) on the driver's side door. The test data indicate that the hypothetical driver of this vehicle would be subjected to unacceptably high values of impact velocity with the vehicle interior, ridedown accelerations, and head accelerations. The extensive passenger compartment intrusion observed in this test would place an occupant in such a collision at grave risk of a very severe injury. KW - Automobiles KW - Breakaway cable terminals KW - Breakaway supports KW - Crash injury research KW - Crashes KW - Federal outdoor impact laboratory, foil KW - Guardrail terminals KW - Hazards KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury severity KW - Intrusion KW - Risk assessment KW - Side crashes KW - Speed KW - Testing UR - https://trid.trb.org/view/367753 ER - TY - RPRT AN - 00625086 AU - Ray, M H AU - Faramawi, M I AU - Carney, J F AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: THIRTY MPH SIDE IMPACT OF A HONDA CIVIC SI AND AN ECCENTRIC LOADER BREAKAWAY CABLE TERMINAL (ELT) PY - 1992/03 SP - 39 p. AB - This report contains the results of a side impact crash test involving a 1984 Honda Civic Si and an eccentric loader breakaway cable guardrail terminal (ELT). The test was performed at the Federal Outdoor Impact Laboratory located in McLean, Virginia. The automobile impacted the ELT at 32 mph (51.5 km/h) on the driver's side door. The test data indicate that the hypothetical driver of this vehicle would be subjected to acceptably low values of impact velocity with the vehicle interior, ridedown accelerations, and head accelerations. The extensive intrusion of the passenger compartment, however, would place the occupant in such a collision at grave risk of serious injury. KW - Automobiles KW - Breakaway cable terminals KW - Breakaway supports KW - Crash injury research KW - Crashes KW - Federal outdoor impact laboratory, foil KW - Guardrail terminals KW - Hazards KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury severity KW - Intrusion KW - Risk assessment KW - Side crashes KW - Speed KW - Testing UR - https://trid.trb.org/view/367751 ER - TY - RPRT AN - 00625087 AU - Ray, M H AU - Faramawi, M I AU - Carney, J F AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: THIRTY MPH SIDE IMPACT OF A HONDA CIVIC SI AND A BREAKAWAY CABLE TERMINAL (BCT) PY - 1992/03 SP - 43 p. AB - This report contains the results of a side impact crash test involving a 1985 Honda Civic Si and a breakaway cable guardrail terminal (BCT). The test was performed at the Federal Outdoor Impact Laboratory located in McLean, Virginia. The automobile impacted the BCT at 31.0 mph (50 km/h) at the middle of the driver's side door. The test data indicate that the hypothetical driver of this vehicle would be subjected to acceptably low values of impact velocity with the vehicle interior, ridedown accelerations, and head accelerations. The extensive intrusion into the passenger compartment, however, would place the occupant of this vehicle at grave risk of a very severe injury. KW - Automobiles KW - Breakaway cable terminals KW - Breakaway supports KW - Crash injury research KW - Crashes KW - Federal outdoor impact laboratory, foil KW - Guardrail terminals KW - Hazards KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury severity KW - Intrusion KW - Risk assessment KW - Side crashes KW - Speed KW - Testing UR - https://trid.trb.org/view/367752 ER - TY - RPRT AN - 00625089 AU - Ray, M H AU - Faramawi, M I AU - Carney, J F AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: THIRTY MPH SIDE IMPACT OF A HONDA CIVIC AND A MODIFIED ECCENTRIC LOADER TERMINAL ENHANCED FOR SIDE IMPACT (MELT-SI) PY - 1992/03 SP - 46 p. AB - This report contains the results of a side impact crash test involving a 1985 Honda Civic and a modified eccentric loader guardrail terminal enhanced for side impact (MELT-SI). The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. The atuomobile impacted the MELT-SI at 30 mph (48 km/h) on the driver's side door. The test data indicate that the hypothetical driver of this vehicle would be subjected to acceptably low values of impact velocity with the vehicle interior, ridedown accelerations, and head accelerations. The degree of intrusion was significantly reduced from earlier tests. The performance of the device was much better than earlier tests of breakaway cable terminals performed in this series. KW - Automobiles KW - Breakaway cable terminals KW - Breakaway supports KW - Crash injury research KW - Crashes KW - Federal outdoor impact laboratory, foil KW - Guardrail terminals KW - Hazards KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury severity KW - Intrusion KW - Risk assessment KW - Side crashes KW - Speed KW - Testing UR - https://trid.trb.org/view/367754 ER - TY - RPRT AN - 00625754 AU - Faramawi, M I AU - Ray, M H AU - Carney, J F AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: TWENTY MPH FRONTAL IMPACT OF A VOLKSWAGEN RABBIT AND AN ESV LUMINAIRE SUPPORT PY - 1992/03 SP - 30 p. AB - This report contains the results of a frontal impact crash test involving a Volkswagen (VW) Rabbit and an energy dissipating Enquist-Svensen-Vanke (ESV) luminaire support. The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. The automobile impacted the ESV pole at 20 mph (32 km/h) on the front bumper. The impact location was aligned at the middle of the front bumper. The test data indicate that the hypothetical driver of this vehicle would be subjected to acceptably low values of impact velocity with the vehicle interior and ridedown accelerations. This test suggests the ESV pole meets both the AASHTO and NCHRP criteria for 20 mph (32.2 km/h) impacts with luminaire supports. KW - Automobiles KW - Crash injury research KW - Crashes KW - Dissipation KW - Federal outdoor impact laboratory KW - Frontal crashes KW - Hazards KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Luminaires KW - Risk assessment KW - Speed KW - Structural supports KW - Supports KW - Testing UR - https://trid.trb.org/view/368122 ER - TY - RPRT AN - 00625079 AU - Faramawi, M I AU - Ray, M H AU - Carney, J F AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: THIRTY MPH SIDE IMPACT OF A DODGE COLT AND AN ESV LUMINAIRE SUPPORT. TEST REPORT PY - 1992/03 SP - 47 p. AB - This report contains the results of a side impact crash test involving a 1982 Dodge Colt and an energy dissipating ESV luminaire support. The test was performed at the Federal Outdoor Impact Laboratory located in McLean, Virginia. The automobile impacted the ESV pole at 29.9 mph on the driver's side door. The impact location was aligned with the side impact dummy's shoulder with the seat in the midtrack position. The test data indicate that the hypothetical driver of this vehicle would be subjected to acceptably low values of impact velocity with the vehicle interior, ridedown accelerations, and head accelerations. The thoracic injury analysis, however, yielded a high Thoracic Trauma Index which corresponds with a high probability of the occurrence of a life threatening injury. KW - Automobiles KW - Crash injury research KW - Crashes KW - Data analysis KW - Federal outdoor impact laboratory KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury severity KW - Luminaires KW - Mathematical analysis KW - Side crashes KW - Speed KW - Structural supports KW - Supports KW - Testing KW - Thorax UR - https://trid.trb.org/view/367744 ER - TY - RPRT AN - 00624967 AU - Hahn, K C AU - Hiss, JGF AU - New York State Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF PREVENTIVE MAINTENANCE ON PAVEMENT SERVICEABILITY. FINAL REPORT PY - 1992/03 SP - 62 p. AB - This study was initiated to determine relative cost-effectiveness of various preventive maintenance procedures and applications in extending pavement service-life, and to establish pavement distress limits within which each procedure is cost-effective on full-depth asphalt-cement-concrete pavements and on composite pavements. This was achieved by analyzing annual survey data and documenting condition of four maintenance treatments (crack sealing, chip seals, armor coats, and overlays) applied to surfaces having various levels of service, distress, and roughness. Based on data collected through 1988, three general conclusions applying to performance of the treatments appear warranted: (1) Not all variables had equal effects on service-lives of the treatments tested, and effects of individual variables were indeterminately comingled; (2) Because the pavements treated were adequately designed and built for the AADTs encountered, it was not possible to assess the effect of AADT on treatment service-lives; and (3) The single variable exhibiting most significant effect on longevity of any of the treatments tested, other than the treatments themselves, was pavement type, stratified by thickness (for full-depth asphalt-cement-concrete pavements). In addition, median service-lives were determined for each of the treatments, as well as distress limits within which each may be used cost-effectively. KW - Armor coats KW - Chip seals KW - Composite pavements KW - Condition surveys KW - Cost effectiveness KW - Crack sealing KW - Cracking KW - Defects KW - Full-depth asphalt pavements KW - Level of service KW - Overlays (Pavements) KW - Pavement distress KW - Pavement life KW - Pavements KW - Performance evaluations KW - Preventive maintenance KW - Roughness KW - Sealing compounds KW - Service life KW - Serviceability UR - https://trid.trb.org/view/367635 ER - TY - CONF AN - 00635170 AU - Vonderohe, A AU - Travis, L AU - SMITH, R AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - PRELIMINARY RESULTS FROM RESEARCH ON ADAPTATION OF GEOGRAPHIC INFORMATION SYSTEMS FOR TRANSPORTATION PY - 1992/03 SP - 11p AB - The primary objective of this research was to develop a top-level design and implementation plan for GIS-T that will be responsive to technical (present and ten-year future), economic, social, and institutional needs and that will have an immediate and favorable impact upon GIS endeavors in transportation. Presented here are discussions of the research approach, a conceptual framework for GIS-T, GIS-T functionality, contexts for system design and implementation planning, and preliminary recommendations for implementation of GIS-T within transportation agencies. The paper closes with a brief discussion of the potential impact of GIS-T on the transportation industry. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Geographic information systems KW - Implementation KW - State departments of transportation KW - Technology transfer KW - Technology utilization KW - Transportation UR - https://trid.trb.org/view/378883 ER - TY - RPRT AN - 00624834 AU - Federal Highway Administration TI - EXPLORING THE ROLE OF PRICING AS A CONGESTION MANAGEMENT TOOL PY - 1992/03 SP - 28 p. AB - This report summarizes a Federal Highway Administration/Federal Transit Administration seminar on the application of pricing principles to congestion management, held in Washington, D.C. on July 23, 1991. The seminar provided a forum for the discussion of critical issues related to congestion pricing with an audience representing a wide variety of interest groups and including many of those who have been active in this subject area over the past two decades. Steve Lockwood, Associate Administrator for Policy of FHWA, moderated the seminar. In introductory remarks, Tom Larson, Administrator of FHWA, encouraged participants to look for new ways of viewing congestion pricing and to seek solutions that "somehow make everybody winners." Seminar presentations were made by Kiran Bhatt, President of K.T. Analytics; Tony Gomez-Ibanez, Professor of Urban Planning and Public Policy at Harvard University's Kennedy School; Ronald Kirby, Director of Transportation Planning for Metropolitan Washington Council of Governments; Angelo Siracusa, President of the Bay Area Council, a business group in the San Francisco Bay Area; and Greig Harvey, Vice President of Deakin, Harvey, and Skabardonis in Berkeley. This document consists of summaries of the five presentations and the discussions which followed each presentation. KW - Conferences KW - Congestion pricing KW - Traffic congestion KW - Transportation management KW - Transportation operations KW - Transportation policy UR - https://trid.trb.org/view/367537 ER - TY - RPRT AN - 00633236 AU - Witczak, M W AU - Mirza, M W AU - University of Maryland, College Park AU - Maryland Department of Transportation AU - Federal Highway Administration TI - MICROCOMPUTER ANALYSIS FOR PROJECT LEVEL PMS LIFE CYCLE COST STUDIES FOR RIGID PAVEMENTS. FINAL REPORT. VOLUMES I AND II PY - 1992/03 SP - 387 p. AB - This report presents a design analysis microcomputer program dealing with the project level Life Cycle Cost analysis for rigid pavements (LCCPR). The solution is based upon the costs associated with design, maintenance and rehabilitation of rigid and composite pavements. In order to accomplish this objective, three major work tasks were investigated. These tasks include: (1) New Design Analysis; (2) Rehabilitation Design Analysis; and (3) Synthesis and Development of Highway Cost Data. The new design analysis is based upon the 1986 AASHTO design analysis for rigid pavements (plain jointed, jointed reinforced and continuously reinforced). Some slight modifications to the AASHTO approach were incorporated into the analysis. One such area deals with the selection of classical Westergaard composite modulus reaction. The composite modulus results used are those developed from a prior University of Maryland study dealing with the dynamic material characterization of typical materials used by the Maryland State Highway Administration. Rehabilitation design analysis for existing rigid pavement can be flexible (asphaltic) and or rigid (concrete) depending upon the overall condition of the existing pavement. Three rigid and six flexible overlay procedures are included in the program. Synthesis and development of highway cost include information regarding highway pavement cost data that is of direct use within the LCCPR program. The costs considered in the program are: (1) construction cost including initial and overlay; (2) routine maintenance cost; and (3) user cost including running user and added user costs. In the program, the user has the option of selecting one or more of these major cost components in the Life Cycle Cost analysis. KW - Analysis KW - Composite pavements KW - Computer programs KW - Construction KW - Construction costs KW - Costs KW - Design KW - Driver rehabilitation KW - Life cycle analysis KW - Life cycle costing KW - Maintenance costs KW - Maintenance management KW - Microcomputers KW - Overlays (Pavements) KW - Pavement management systems KW - Rehabilitation KW - Rigid pavements KW - User costs UR - https://trid.trb.org/view/374235 ER - TY - RPRT AN - 00629012 AU - Fancher, P AU - Winkler, C AU - CAMPBELL, M AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - THE INFLUENCE OF BRAKING STRATEGY ON BRAKE TEMPERATURES IN MOUNTAIN DESCENTS. SPECIAL TASK PY - 1992/03 SP - 85 p. AB - Findings concerning snubbing (pulsing) versus dragging strategies for braking trucks and buses to control speeds on downgrades are presented in this report. Vehicle tests were performed on a long steep grade (approximately six or seven percent for five miles). A mobile dynamometer was used to study individual brakes. A simplified heat flow model was used in planning the experiments and analyzing the results. The basic findings are: (1) the average temperature per pound of brake drum is practically equivalent whether light dragging or snubbing is used to control speed; (2) the hottest brakes will be cooler if snubbing is used; and (3) on short downhill descents, the dragging strategy will cause hot spots to develop to a greater extent. Recommendations concerning the wording of manuals used for commercial driver license (CDL) training are given. KW - Brake temperature KW - Brakes KW - Braking KW - Buses KW - Commercial driver license KW - Commercial drivers KW - Descent KW - Downgrade KW - Downgrades (Roads) KW - Driver licenses KW - Driver training KW - Dynamometers KW - Heat flow models KW - Mountains KW - Recommendations KW - Runaway vehicles KW - Temperature KW - Trucks KW - Vehicle tests UR - https://trid.trb.org/view/369309 ER - TY - RPRT AN - 00628953 AU - Faramawi, M I AU - CARNEY, J F AU - Ray, M H AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: THIRTY MPH SIDE IMPACT OF A HONDA CIVIC AND AN ESV LUMINAIRE SUPPORT. TEST REPORT PY - 1992/03 SP - 48 p. AB - The report contains the results of a side impact crash test involving a 1984 Honda Civic and an energy dissipating Enquist-Svensen-Vanke (ESV) luminaire support. The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. The automobile impacted the ESV pole at 29.9 mph (48.1 km/h) on the driver's side door. The impact location was aligned with the side impact dummy's shoulder with the seat in the midtrack position. The purpose of this test was to investigate the effect of this door structure on the impact response of the dummy, vehicle, and pole for a 30 mph (48.3 km/h) impact. Unfortunately, the ESV pole in this test was defective, and fracture occurred at its base. Because of the fracture failure, it is inappropraite to directly compare the results of this test to those of Tests 1 and 2. It is of interest to note, however, that the head of the dummy was only subjected to a glancing blow from the pole and both the Head Injury Criteria (HIC) and the Thoracic Trauma Index (TTI) values for this test were within allowable limits. KW - Crash injury research KW - Crashes KW - Design KW - Door design KW - Doors KW - Dummies KW - Head KW - Head injuries KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury prediction KW - Luminaires KW - Side crashes KW - Speed KW - Structural supports KW - Supports KW - Testing KW - Thoracic trauma index KW - Vehicle safety KW - Vehicular safety UR - https://trid.trb.org/view/369262 ER - TY - RPRT AN - 00628957 AU - Faramawi, M I AU - CARNEY, J F AU - Ray, M H AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: FORTY MPH SIDE IMPACT OF A DODGE COLT AND A SLIPBASE LUMINAIRE SUPPORT. TEST REPORT PY - 1992/03 SP - 50 p. AB - The report contains the results of a side impact crash test involving a 1985 Dodge Colt and a breakaway slipbase luminaire support. The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. The automobile impacted the pole at 39.8 mph (64.1 km/h) on the driver's side door. The impact location was aligned with the side impact dummy's shoulder with the seat in the midtrack position. The slipbase bolt clamping loads were 14 kips (62.3 kN) and the release mechanism activated upon impact. Although both the calculated hypothetical occupant impact velocity and subsequent ridedown deceleration values were well within their acceptable limits, the dummy's Thoracic Trauma Index (TTI) and Head Injury Criteria (HIC) values, 17,776 and 413 respectively, were well above allowable values. The result is that this impact would almost certainly result in a fatality. KW - Breakaway supports KW - Crash injury research KW - Crashes KW - Design KW - Door design KW - Doors KW - Dummies KW - Head KW - Head injuries KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury prediction KW - Luminaires KW - Side crashes KW - Speed KW - Testing KW - Thoracic trauma index KW - Vehicle safety KW - Vehicular safety UR - https://trid.trb.org/view/369266 ER - TY - RPRT AN - 00628955 AU - Faramawi, M I AU - CARNEY, J F AU - Ray, M H AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: FORTY MPH SIDE IMPACT OF A DODGE COLT AND AN ESV LUMINAIRE SUPPORT. TEST REPORT PY - 1992/03 SP - 50 p. AB - The report contains the results of a side impact crash test involving a 1983 Dodge Colt and an energy dissipating Enquist-Svensen-Vanke (ESV) luminaire support. The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. The automobile impacted the ESV pole at 41.5 mph (66.8 km/h) on the driver's side door. The impact location was aligned with the side impact dummy's shoulder with the seat in the midtrack position. The performance of the ESV pole, under the severe impact condition was excellent. In fact, a comparison of Head Injury Criteria (HIC), Thoracic Trauma Index (TTI), and vehicle crush values for the test with the corresponding results from the 29.9 mph (48.1 km/h) ESV test (see Test Report FHWA-RD-91-088) shows that the high speed occupant risk measures are significantly smaller in all three cases (HIC: 139 vs. 398; TTI: 109 vs. 145; vehicle crush 10 in. (254 mm) vs. 16 in. (406 mm)). The anomalous result occurred because the ESV pole responded like a crash cushion under the high speed impact condition. KW - Crash injury research KW - Crashes KW - Design KW - Door design KW - Doors KW - Dummies KW - Head KW - Head injuries KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury prediction KW - Luminaires KW - Side crashes KW - Speed KW - Structural supports KW - Supports KW - Testing KW - Thoracic trauma index KW - Vehicle safety KW - Vehicular safety UR - https://trid.trb.org/view/369264 ER - TY - RPRT AN - 00628952 AU - Faramawi, M I AU - CARNEY, J F AU - Ray, M H AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: TWENTY MPH SIDE IMPACT OF A DODGE COLT AND AN ESV LUMINAIRE SUPPORT. TEST REPORT PY - 1992/03 SP - 50 p. AB - The report contains the results of a side impact crash test involving a 1983 Dodge Colt and an energy dissipating Enquist-Svensen-Vanke (ESV) luminaire support. The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. The automobile impacted the ESV pole at 17.8 mph (28.7 km/h) on the driver's side door. The impact location was aligned with the side impact dummy's shoulder with the seat in the midtrack position. The test data indicate that the hypothetical driver of the vehicle would be subjected to acceptably low values of impact velocity with the vehicle interior, ridedown accelerations, and Thoracic Trauma Index (TTI). However, the head of the dummy was resting against the side window immediately prior to the crash event and was subjected to a direct pole impact. Glass fragments were driven into the skull area, and the resulting large Head Injury Criteria (HIC) value is associated with a highly probable fatal injury. KW - Crash injury research KW - Crashes KW - Design KW - Door design KW - Doors KW - Dummies KW - Head KW - Head injuries KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury prediction KW - Luminaires KW - Side crashes KW - Speed KW - Structural supports KW - Supports KW - Testing KW - Thoracic trauma index KW - Vehicle safety KW - Vehicular safety UR - https://trid.trb.org/view/369261 ER - TY - RPRT AN - 00628954 AU - Faramawi, M I AU - CARNEY, J F AU - Ray, M H AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: TWENTY MPH SIDE IMPACT OF A PLYMOUTH CHAMP AND A SLIPBASE LUMINAIRE SUPPORT. TEST REPORT PY - 1992/03 SP - 49 p. AB - The report contains the results of a side impact crash test involving a 1984 Plymouth Champ and a slipbase luminaire support. The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. The automobile impacted the pole at 18.9 mph (30.4 km/h) on the driver's side door. The impact location was aligned with the side impact dummy's shoulder with the seat in the midtrack position. Earlier FOIL side impact tests were conducted at a nominal impact speed of 30 mph (48.3 km/h). In Test 4, the same slipbase used in these tests was retested with the same 14 kip (62.3 kN) bolt clamping load but at a lower impact speed. This combination of high clamping force and low impact speed resulted in system lockup. The slipbase mechanism did not release and the resulting damage to the side structure of the automobile was quite extensive. The Thoracic Trauma Index (TTI) for this test was an acceptable 82 g's, but the calculated Head Injury Criteria (HIC) value of 2,513 is two and a half times the acceptable upper limit. The head of the dummy was resting against the side window of the automobile when the side impact occurred. The result was a possibly fatal injury at this low 18.9 mph (30.4 km/h) impact speed. KW - Breakaway supports KW - Crash injury research KW - Crashes KW - Design KW - Door design KW - Doors KW - Dummies KW - Head KW - Head injuries KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury prediction KW - Luminaires KW - Side crashes KW - Speed KW - Testing KW - Thoracic trauma index KW - Vehicle safety KW - Vehicular safety UR - https://trid.trb.org/view/369263 ER - TY - RPRT AN - 00628956 AU - Faramawi, M I AU - CARNEY, J F AU - Ray, M H AU - Vanderbilt University AU - Federal Highway Administration TI - SIDE IMPACT CRASH TESTING: TWENTY MPH SIDE IMPACT OF A DODGE COLT AND A SLIPBASE LUMINAIRE SUPPORT. TEST REPORT PY - 1992/03 SP - 39 p. AB - The report contains the results of a side impact crash test involving a 1982 Dodge Colt and a slipbase luminaire support. The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia. The automobile impacted the pole at 20.8 mph (33.5 km/h) on the driver's side door. The impact location was aligned with the side impact dummy's shoulder with the seat in the midtrack position. This test is a repeat of Test 4 except that the bolt clamping force was reduced from 14 to 6 kips. Unlike the Test 4 case, lockup did not occur. Damage to the side structure of the vehicle was less severe. The maximum crush was 10 in. (254 mm) in this test, compared with 18.8 in. (477.5 mm) of crush in the lockup test (Test 4). The comparable Enquist-Svensen-Vanke (ESV) pole test (Test 2) resulted in a vehicular crush of 9.0 in. (229 cm). The Head Injury Criteria (HIC) and the Thoracic Trauma Index (TTI) values were not obtainable in this test due to failure of the dummy instrumentation. KW - Breakaway supports KW - Crash injury research KW - Crashes KW - Design KW - Door design KW - Doors KW - Dummies KW - Head KW - Head injuries KW - Impact KW - Impact speed KW - Impact tests KW - Injuries KW - Injury prediction KW - Luminaires KW - Side crashes KW - Speed KW - Testing KW - Thoracic trauma index KW - Vehicle safety KW - Vehicular safety UR - https://trid.trb.org/view/369265 ER - TY - RPRT AN - 00628884 AU - Dossey, T AU - McCullough, B F AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - CHARACTERIZATION OF CONCRETE PROPERTIES WITH AGE. INTERIM REPORT PY - 1992/03 SP - 50 p. AB - The objective of this study was to investigate the material properties of concrete made with a number of aggregates commonly used in Texas for pavement construction. This report extends the work of Project 422, which was limited to two aggregates (limestone and siliceous river gravel). Measurements taken in the laboratory were used to develop a set of equations predicting time-dependent concrete properties for the eight aggregates tested. Additional models were developed for predicting concrete behavior from the chemical composition of the aggregate, enabling a preliminary evaluation of aggregate sources to be made prior to the cast of the concrete. Inputs required for the chemical model can be obtained either from the supplier or by a quick and inexpensive laboratory test. KW - Aggregate characteristics KW - Aggregate sources KW - Aggregates KW - Aggregates by source KW - Chemical composition KW - Coarse aggregates KW - Concrete KW - Concrete aggregates KW - Concrete properties KW - Equations KW - Evaluation KW - Forecasting KW - Laboratory tests KW - Pavement performance KW - Physical properties KW - Time dependence UR - https://trid.trb.org/view/369201 ER - TY - RPRT AN - 00627305 AU - Benekohal, R F AU - Resende, PTV AU - ZHAO, W AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - SPEED REDUCTION EFFECTS OF DRONE RADAR IN RURAL INTERSTATE WORK ZONES. PROJECT REPORT PY - 1992/03 SP - 59 p. AB - Three experiments were conducted to evaluate the effectiveness of using drone (passive or unmanned) radar guns on vehicle speeds in construction zones. Experiment 1 was an exploratory study to find the immediate (less than an hour) effects of using one drone radar gun. Experiment 2 was conducted for a longer time period (a few hours) to evaluate the effects of using one drone radar gun. Experiment 3 evaluated the effects of using two drone radar guns and their lasting effects on vehicle speeds. Experiment 3 was divided into three one-hour time intervals. This method was used to determine the lasting effects of drone radar. Data analysis included the comparison of mean speeds, speed dsitributions, percent exceeding a given speed, and net speed reductions. The immediate effects of using one radar gun (Experiment 1) were 8-10 mph speed reductions; however, such reductions should not be considered typical effects of radar signal transmission because of the exploratory nature of Experiment 1. Experiment 2 showed that using a radar gun was not effective in reducing vehicle speeds when drivers knew it was drone radar. Experiment 3 indicated that the use of two radar guns increased the effectiveness of drone radars, since drivers were not sure whether the signals were from a police radar or drone radar. The two radar experiments reduced truck speeds by 3-6 mph and car speeds by 3 mph, and the radar effects did not diminish over time. In Experiments 1 and 3 the percentage of vehicles with excessive speeds inside the work zones decreased when radar signals were transmitted. Furthermore, the decreases in Experiment 3 were sustained over a period of time. KW - Data analysis KW - Drone aircraft KW - Drone radar KW - Effectiveness KW - Experiments KW - Interstate highways KW - Mathematical analysis KW - Measures of effectiveness KW - Motor vehicles KW - Radar KW - Rural highways KW - Speed KW - Speed control KW - Speed distribution KW - Speed reduction KW - Traffic speed KW - Work zone traffic control UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-071.pdf UR - https://trid.trb.org/view/368639 ER - TY - RPRT AN - 00623620 AU - Lohrey, E C AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - FIELD EVALUATION OF AN EXPERIMENTAL BITUMINOUS PAVEMENT UTILIZING AN ICE-RETARDANT ADDITIVE - VERGLIMIT. FINAL REPORT PY - 1992/03 SP - 28 p. AB - In response to the FHWA's Experimental Project No. 3, "Evaluation of Asphalt Additives," the Connecticut Department of Transportation (ConnDOT) has placed and evaluated a bituminous surface course, which contains the ice-retardant additive, Verglimit. The experimental section is located on half the deck area of a newly constructed bridge, with the other half serving as the control section. Both sections were subjected to a variety of performance and durability tests over a five (5) year field-evaluation period. This report describes the results of these tests and assesses the ice-retardant capabilities of the Verglimit. General conclusions are that the Verglimit pavement is as durable as the control, however, its ability to retard the formation and adherence of ice to the pavement surface has not been apparent since the first winter after placement. KW - Bituminous materials KW - Bituminous surfacing KW - Bridge decks KW - Connecticut KW - Deicing KW - Durability KW - Effectiveness KW - Field tests KW - Ice prevention KW - Ice retardant additives KW - Measures of effectiveness KW - Performance evaluations KW - Surface treating KW - Test results KW - Test sections KW - Verglimit (Deicing chemical) UR - https://trid.trb.org/view/363466 ER - TY - RPRT AN - 00622625 AU - Federal Highway Administration TI - GUIDELINES FOR IMPLEMENTING THE FHWA ANTI-DRUG PROGRAM PY - 1992/03 SP - v.p. AB - The U.S. Department of Transportation (DOT), Federal Highway Administration (FHWA), to reach the goal of a drug-free transportation environment, has adopted regulations requiring motor carriers to have an anti-drug program. The final rule, entitled "Controlled Substances Testing Final Rule," was issued on November 21, 1988 (53 FR 47134), and has been amended six times, the last dated August 16, 1991. The rule requires that a motor carrier's anti-drug program include drug testing of interstate drivers of certain commercial motor vehicles. The rule complements other Federal requirements which prohibit drivers from the use, possession, or being under the influence of substances which render drivers incapable of safely operating motor vehicles. This document is a detailed explanation of the regulatory requirements and serves as a guide to establishing an anti-drug program. While this manual is a useful guide to the essential requirements of the FHWA's anti-drug regulations, it is not a substitute for the actual text of the regulations contained in the Code of Federal Regulations (CFR). These are found in 49 CFR Parts 391 and 394, and are included as Appendix A of this document. Part 391 incorporates by reference the requirements of 49 CFR Part 40, issued on December 1, 1989, which specifies the specimen collection and chain of custody procedures for motor carriers and other transportation modes. KW - Drug abuse KW - Drug control KW - Drug tests KW - Guidelines KW - Implementation KW - Interstate commerce KW - Manuals KW - Motor carriers KW - Regulations KW - Truck drivers KW - U.S. Federal Highway Administration KW - United States Code UR - https://trid.trb.org/view/363902 ER - TY - RPRT AN - 00622324 AU - Appleman, B R AU - Weaver, REF AU - Steel Structures Painting Council AU - Federal Highway Administration TI - MAINTENANCE COATING OF WEATHERING STEEL. INTERIM REPORT PY - 1992/03 SP - 129 p. AB - This report presents findings of a survey and laboratory evaluation of materials and techniques for cleaning and painting chloride-contaminated weathering steel bridges. Laboratory techniques suitable for field usage were developed for assessing the conductivity and chloride level of prepared surfaces. The following cleaning techniques were evaluated for their effectiveness in removing chloride from corroded and pitted plates: air abrasive wet blasting, dry blasting (including alternative abrasives), dry blast and rinse sequences, pressurized water jetting, power tool cleaning, hand tool cleaning, and chemical strippers. Eight coating systems, including organic and inorganic zinc, high-solids epoxies, thermal spray zinc, oil/alkyd, and petroleum wax were selected for laboratory evaluations. They were applied over laboratory and bridge specimens of weathering steel having various levels of chloride contamination using four preparation techniques: wet and dry blasting, power tool and hand tool cleaning. The coatings were exposed to salt spray, immersion in deionized water, and a composite test incorporating ultraviolet radiation, condensation, and freeze-thaw conditions. Based on these tests, and other considerations, the four surface preparation techniques and the following eight systems were selected for multisite 5-year bridge and test fence evaluation: epoxy zinc-rich, urethane zinc-rich, epoxy mastic, thermal spray zinc, three inorganic zincs (conventional and low-VOC ethyl silicate, and water-borne alkali silicate) and oil-alkyd control. Preliminary guidelines were developed for weathering steel maintenance options of no painting, painting corroded areas only, and painting entire structure. The results of the field evaluations and updated guidelines for maintenance will be presented in a report expected to be issued in 1992. The present report also includes a summary of the researchers' bridge inspections and of previous bridge-related studies on corrosion and pitting, and cleaning and painting. KW - Blast cleaning KW - Chemical cleaning KW - Chloride content KW - Cleaning KW - Coatings KW - Corrosion KW - Dry blasting KW - Effectiveness KW - Epoxides KW - Epoxy KW - Hand tools KW - Laboratory tests KW - Maintenance KW - Measures of effectiveness KW - Painting KW - Performance evaluations KW - Pitting KW - Power tools KW - Silicates KW - Tools KW - Urethane KW - Waterjets KW - Weathering steel KW - Wet blasting KW - Zinc rich paint UR - https://trid.trb.org/view/362856 ER - TY - RPRT AN - 00622315 AU - Harmelink, D S AU - Colorado Department of Transportation AU - Federal Highway Administration TI - GILSONITE, AN ASPHALT MODIFIER. FINAL REPORT PY - 1992/03 SP - 38 p. AB - Over the last several years Colorado asphalt pavements have experienced early deterioration and premature pavement failures. This study evaluated the product, Gilsonite. Gilsonite is a naturally occurring solid hydrocarbon and is currently being marketed as an asphalt modifier. Gilsonite is a modifier which is intended to increase the stability of the pavement and help resist rutting often found on today's pavements. Following the 3-year evaluation, the data indicates the addition of Gilsonite, although it does appear to reduce or retard rutting, tends to harden the pavement creating a pavement structure which is more susceptible to premature cracking. The cracks appeared at a much faster rate and the cracks tended to deteriorate quicker and to a greater extent in the Gilsonite section. KW - Asphalt KW - Asphalt modifiers KW - Elastomer modified asphalt KW - Gilsonite KW - Pavement cracking KW - Pavement performance KW - Performance evaluations KW - Rut KW - Ruts (Pavements) UR - https://trid.trb.org/view/362847 ER - TY - RPRT AN - 00622339 AU - Koerner, R M AU - Wilson-Fahmy, R AU - Drexel University AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - APPLICATION OF GEOGRIDS: VOLUME 3 - POLYMERIC GEOGRID REINFORCEMENT OF EMBANKMENTS OVER WEAK SOILS. FINAL REPORT PY - 1992/03 SP - 157 p. AB - This report reviews the state-of-the-art insofar as polymeric geogrid reinforcement of embankments over weak soils is concerned. It then proceeds into design concepts and geogrid properties and test methods. The focal section follows which is on geogrid specifications for reinforced embankments over weak soils along with two illustrative problems. The report ends with elements of construction guidelines insofar as the Pennsylvania Department of Transportation is concerned. A set of Appendices is also offered which gives the different test procedures used in the design specification section of the report. KW - Construction KW - Design KW - Embankments KW - Geogrids KW - Geotextiles KW - Guidelines KW - Properties of materials KW - Reinforcement (Engineering) KW - Specifications KW - State of the art studies KW - Test procedures UR - https://trid.trb.org/view/362871 ER - TY - RPRT AN - 00622312 AU - Zhou, H AU - Moore, L AU - Huddleston, J AU - Gower, J AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FREE DRAINING BASE MATERIALS PROPERTIES. FINAL REPORT PY - 1992/03 SP - 92 p. AB - The importance of providing a positive drainage system and removing free water from pavement structures has long been recognized. Inadequate drainage of the pavement structures has been identified as one of the primary causes of pavement distress. In the last few years, Oregon has started designing and constructing permeable bases in both flexible and rigid pavements. Two types of permeable bases have been used: one is asphalt treated permeable material (ATPM) base and the other is open-graded aggregate base. The desirable characteristics (permeability and resilient modulus) of both materials have not been determined. In addition, construction with the existing open-graded aggregate gradation revealed that the material was less stable and would ravel easily under construction traffic. Because of this ravelling, compaction was poor, the grade was difficult to control, and the open graded aggregate materials did not provide a suitable surface for paving. This project established the desirable materials properties (permeability and resilient modulus) for the two types of free-draining base materials and establishes a more stable gradation for the open-graded aggregate base. Appropriate layer and drainage coefficients for use in the AASHTO design of permeable base sections are also determined. For comparison, a dense-graded aggregate material is also investigated. This project consisted primarily of a laboratory investigation. Pavement cores of the asphalt treated permeable base and samples of aggregate materials were tested in the laboratory for permeability and resilient modulus. The permeability was determined using both constant and falling head test procedures. The laboratory study indicated that the current Oregon ATPM has a sufficient drainage capability and the resilient modulus of this material is typical of other states' findings. A modified open-graded aggregate gradation is proposed. The proposed aggregate gradation has a higher permeability and a higher resilient modulus than the existing gradation. Recommendations for implementation include selection of layer and drainage coefficients for pavement structural design and use of the proposed open-graded aggregate gradation in pavement construction. KW - Aggregate gradation KW - Asphalt KW - Asphalt treated permeable material KW - Base course (Pavements) KW - Drainage KW - Laboratory tests KW - Layer coefficient (Pavements) KW - Layer coefficients KW - Modulus of resilience KW - Open graded aggregates KW - Permeability UR - https://trid.trb.org/view/362844 ER - TY - RPRT AN - 00622325 AU - Stuart, K D AU - Federal Highway Administration TI - STONE MASTIC ASPHALT (SMA) MIXTURE DESIGN. FINAL REPORT PY - 1992/03 SP - 50 p. AB - The first objective of this report is to document stone mastic asphalt (SAM) mixture design information obtained from Europe. Participants of the September 1990 European Asphalt Study Tour (EAST) recommended that SMA pavement technology be evaluated in the United States. The Federal Highway Administration (FHWA) has the responsibility of evaluating, promoting, and transferring this technology. The second objective is to document SMA mixture design work performed by the FHWA for the Georgia Department of Transportation (GDOT). GDOT placed SMA experimental pavement sections on Interstate 85, north of Route 53, in Jackson County, Georgia, during July and September of 1991. The mixture designs were performed by the FHWA to supplement GDOT's mixture design work. KW - Europe KW - Georgia KW - Mastic asphalt KW - Mix design KW - Performance evaluations KW - Stone KW - Stone matrix asphalt KW - Technology transfer KW - Test sections KW - United States UR - https://trid.trb.org/view/362857 ER - TY - RPRT AN - 00621546 AU - Allen, T M AU - Christopher, B R AU - Holtz, R D AU - Washington State Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE OF A 41-FOOT HIGH GEOTEXTILE WALL. FINAL REPORT PY - 1992/03 SP - 72 p. AB - In order to provide for a preload fill in an area of limited right-of-way, the Washington State Department of Transportation designed and supervised the construction of a geotextile reinforced retaining wall 12.6 m (41.3 ft) high. Because the wall supported a surcharge fill more than 5 m (16 ft) in height and was significantly higher than any previously constructed wall of its type, an extensive program of instrumentation of the geotextile reinforcement and measurement of the wall movements was instituted. The paper describes the wall design and construction, purpose and objectives of the instrumentation program, instrumentation selection and installation, and results of the monitoring. The measured deflections and reinforcement strain were low, and overall wall performance was excellent. KW - Deflection KW - Geotextiles KW - Height KW - Instrumentation KW - Monitoring KW - Performance evaluations KW - Reinforcement (Engineering) KW - Retaining walls KW - Strain (Mechanics) KW - Strains KW - Structural design KW - Surcharge UR - http://www.wsdot.wa.gov/research/reports/fullreports/257.1.pdf UR - https://trid.trb.org/view/362647 ER - TY - RPRT AN - 00643590 AU - Federal Highway Administration TI - NATIONAL BICYCLING AND WALKING STUDY. CASE STUDY NO. 3: WHAT NEEDS TO BE DONE TO PROMOTE BICYCLING AND WALKING? PY - 1992/02/26 SP - 71 p. AB - Bicycling and walking, the two primary nonmotorized transportation choices in the United States, contribute a small fraction of their potential. This study explores ways to promote them as partners in a balanced, diversified transportation system. Market research provides a way of analyzing the many factors involved so that actions can be taken that will cause people to switch from automobiles to bicycling and walking. The study examines existing literature with a detailed look at the successful promotional programs undertaken by Portland, Oregon, over the last two decades. KW - Bicycle travel KW - Case studies KW - Guides to the literature KW - Literature reviews KW - Marketing KW - Nonmotorized transportation KW - Portland (Oregon) KW - Promotion KW - Walking UR - https://trid.trb.org/view/386085 ER - TY - RPRT AN - 01496630 AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - HWNOISE Program Users' Guide PY - 1992/02 SP - 39p AB - HWNOISE is a Volpe National Transportation Systems Center (VNTSC)-developed user friendly program written in Microsoft Fortran version 4.01 for the IBM PC/AT and compatibles to analyze acoustic data. This program is an integral part of the Federal Highway Administration's Mobile Noise Data Gathering and Analysis Laboratory and is used to process acoustic data collected from up to eight Cetec Ivie IE-30A measuring systems utilizing the companion program, HWINPUT. Processed data, including selected noise level indices can be displayed in both tabular and graphical form. KW - Acoustics KW - Computer program documentation KW - Information processing KW - Sound level KW - Traffic noise UR - http://ntl.bts.gov/lib/47000/47800/47849/1992-2.pdf UR - https://trid.trb.org/view/1264119 ER - TY - RPRT AN - 01457352 AU - Dey, Soumya Sekhar AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Manual of Traffic Impact Studies : Draft PY - 1992/02//Draft SP - 86p AB - With intensification of urban development and dwindling public resources, assessing the impacts of a new development (traffic impact analysis) is becoming an important planning tool for transportation engineers, so that the traffic impacts of new developments can be foreseen and effective mitigating measures can be planned using optimal allocation of the available funds. The study establishes a detailed and standardized methodology for traffic impact analysis. Although the procedure was developed for the Indiana Department of Transportation, it can be used by other transportation agencies as well with little or no modification. A new methodology for estimating the percentage of pass-by trips using a license plate survey (instead of the traditional interview survey) is presented. The report also demonstrates how Bayesian statistics can be used to update the national ITE Trip Generation data base with limited local data to derive more reliable local trip generation rates. A status report of traffic impact analysis and impact fees in various state transportation agencies has also been included; a brief discussion on impact fee structure has been incorporated. KW - Impact studies KW - Land use planning KW - Manuals KW - Mixed use development KW - Traffic impact analysis KW - Transportation planning KW - Trip distribution KW - Trip generation UR - http://dx.doi.org/10.5703/1288284314196 UR - http://ia600408.us.archive.org/30/items/manualoftraffici00deys/manualoftraffici00deys.pdf UR - https://trid.trb.org/view/1218869 ER - TY - ABST AN - 01398923 AU - Smith, S A AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - INFORM evaluation, volume 2: executive summary PY - 1992/02 IS - FHWA/RD-91-076 SP - 25p AB - INFORM (INformation FOR Motorists, formerly known as the Integrated Motorist Information System - IMIS) is a corridor traffic management system designed to obtain better utilization of existing highway facilities in a 40-mile (64.4 km) long highway corridor on Long Island, New York. The system includes integrated electronic traffic monitoring, variable message signing, ramp metering, and related strategies to optimize traffic flow through a heavily congested corridor. The evaluation of INFORM was conducted using extensive field data, surveys, and data collected through the system. The Executive Summary (this volume) presents the overall results of the evaluation, including comparisons of vehicle miles of travel, vehicle hours of travel, speed, occupancy, ramp delays, and equipment failures, motorist perceptions, and other congestion-related measures for the am and pm peak periods. Incident case studies were used to evaluate motorist response to and effectiveness of variable message signing strategies. In addition to presenting the quantitative results, the Technical Report (Volume 1) documents the many lessons learned in the design, implementation, operation, and evaluation of INFORM. KW - Advanced traffic management systems KW - Advanced traffic management systems KW - Advanced traffic management systems (ATMS) KW - Computer program KW - Computer programs KW - Evaluation KW - Evaluation KW - Freeway KW - Freeways KW - Level of service KW - Traffic congestion KW - Traffic congestion KW - Traffic flow KW - Traffic flow KW - Traffic monitoring KW - Traffic surveillance KW - Transport performance KW - Variable message sign KW - Variable message signs UR - https://trid.trb.org/view/1166706 ER - TY - RPRT AN - 00626769 AU - Roschke, P N AU - Pruski, Kevin R AU - Sripadanna, N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL AND ANALYTICAL STUDY OF A POST-TENSIONED BRIDGE. INTERIM REPORT PY - 1992/02 SP - 146 p. AB - This is the third in a series of reports documenting a research program aimed at detailed investigation of bridge structures with moderately thick slabs resting directly on columns without bent caps. Post-tensioning is employed in the longitudinal and transverse directions. Longitudinal post-tensioning is uniformly distributed across the width of the bridge; transverse post-tensioning is employed only in column regions. Two scaled laboratory models, named Model One and Model Two, are being tested, along with instrumentation of an actual bridge in Wichita Falls, Texas. This report relates to the field study portion of this project. The purpose of instrumenting the Brook Street Overpass bridge is to verify deflections and strains predicted by a finite element program, that is proposed as a general purpose design tool for flat plate bridges. Stresses in the field bridge are indirectly measured by a large array of strain gages attached to pencil bars that are embedded in the concrete. Deflections and temperatures of the slab are also monitored. Data due to dead load are acquired immediately after the concrete pour, after longitudinal prestressing, and for a period of two and one-half years. For live load testing, a three-axle dump truck is placed on the bridge at nine different locations. Comparisons of deflections and strains that result from existing analytical methods and actual bridge responses are presented. Results indicate that a simplified analytical method does not yield predictions that are consistent with experimental measurements for service load conditions. Some assumptions often used in designing transverse prestressing are shown to be incompatible with experimental and finite element predictions. Simplified assumptions concerning distribution of transverse prestressing forces into the slab are evaluated. Placement of transverse post-tensioning exclusively on the column bents is evaluated and uniform distribution of transverse post-tensioning tendons is recommended to prevent occurrence of longitudinal cracking. KW - Alternatives analysis KW - Bridges KW - Deflection KW - Field measurements KW - Field tests KW - Flat plates KW - Forecasting KW - Live loads KW - Longitudinal cracking KW - Plates (Engineering) KW - Posttensioning KW - Prestressing KW - Prevention KW - Static loads KW - Strain (Mechanics) KW - Strains KW - Temperature UR - https://trid.trb.org/view/368415 ER - TY - RPRT AN - 00760557 AU - Lorini, R A AU - New York State Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF POLYESTER PAVEMENT MARKINGS PY - 1992/02 SP - 28 p. AB - This report describes in-service performance of about 240 mi (386 km) of white and yellow polyester pavement markings on four striping-contract projects. They were installed on low-volume roadways, on both existing asphalt concrete surfaces over worn paint lines and on new asphalt surfaces at least a month old. Most striping was in good to fair condition after two and a half years of service, providing acceptable daytime delineation. Although the white markings had good nighttime reflectivity, most of the yellow striping was rated only fair. Based on this evaluation, polyester appears capable of providing effective pavement markings for up to two and a half years on low-volume roads (Annual Average Daily Traffic less than 4000). KW - Durability KW - Low volume roads KW - Night KW - Performance evaluations KW - Polyester resins KW - Reflectivity KW - Road marking materials KW - Whites KW - Yellow UR - http://ntl.bts.gov/lib/21000/21100/21131/PB99100281.pdf UR - https://trid.trb.org/view/496297 ER - TY - RPRT AN - 00624956 AU - SCULLY, J AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - DETECTION OF FROST-PRONE HIGHWAY BEDS FROM RESPONSE-TYPE SURFACE-ROUGHNESS MEASUREMENTS. FINAL REPORT PY - 1992/02 SP - 37 p. AB - A rapid and inexpensive means of detecting frost-susceptible beds in secondary highways must be found to ensure that any frost-prone areas are properly engineered prior to overlay placement. This report describes the use of photologging as a way to detect and catalog frost-prone areas. It also trys to determine whether a relationship exists between summer and winter roughness readings and amounts of frost-susceptible material and available water in the bed soils. KW - Cold weather KW - Detection and identification KW - Detectors KW - Frost heave KW - Frost heaving KW - Frost susceptibility KW - Hot weather KW - Photologging KW - Roughness KW - Secondary roads KW - Subgrade (Pavements) UR - https://trid.trb.org/view/367624 ER - TY - RPRT AN - 00624944 AU - Sargand, S AU - Hazen, G AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FAILURE CHARACTERISTICS OF AN ARCH PLATE CULVERT. FINAL REPORT PY - 1992/02 SP - 132 p. AB - An existing 37 year old, 15.67 ft span, 9.58 ft rise structural plate pipe arch culvert installed in cohesive backfill material was instrumented with biaxial electric strain gages and position transducers and loaded with two hydraulic cylinders, simulating live load from the rear axle of a vehicle. The loads were positioned above the crown point of the pipe and increased in increments until moderate degree of structural failure was observed. During each increment of load application, biaxial strains, deflections of the upper arc, and structural settlement were recorded. These field data were utilized to determine biaxial stresses, thrusts, bending moments, and geometrical change of the pipe. The field test conditions were also simulated numerically using the Culvert ANalysis and DEsign (CANDE) computer program, and results of the numerical analysis were compared with the field data. Based on the results of this investigation, failure mechanisms resulted from plastic bending rather than thrust, and despite being installed with a silty clay backfill and exhibiting severe metal deterioration, the pipe supported exceptionally large load. KW - Alternatives analysis KW - Arches KW - Bending moments KW - Biaxial strains KW - Biaxial stress KW - Cohesive soils KW - Computer programs KW - Culverts KW - Deflection KW - Failure KW - Field data KW - Field studies KW - Live loads KW - Numerical analysis KW - Pipe arch culverts KW - Plastic deformation KW - Settlement (Structures) KW - Simulation KW - Structural failures KW - Structural mechanics KW - Thrust UR - https://trid.trb.org/view/367612 ER - TY - RPRT AN - 00623621 AU - Kasinskas, M M AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SULFUR EXTENDED ASPHALT IN CONNECTICUT. FINAL REPORT PY - 1992/02 SP - 23 p. AB - The Connecticut Department of Transportation, in cooperation with the Federal Highway Administration, placed 16,905.6 tons of sulfur extended asphalt (SEA) on a major rehabilitation project. This report covers a 5-year evaluation of the performance of both the SEA and adjoining conventional bituminous concrete overlays. Comparisons on the distress, stability and skid resistance of both types of pavement are presented. Problems encountered during construction of the SEA pavement are also summarized. KW - Alternatives analysis KW - Asphalt additives KW - Bituminous overlays KW - Connecticut KW - Construction KW - Construction problems KW - Defects KW - Extenders KW - Overlays (Pavements) KW - Pavement distress KW - Pavements KW - Performance evaluations KW - Skid resistance KW - Stability (Mechanics) KW - Sulfur KW - Sulfur asphalt UR - https://trid.trb.org/view/363467 ER - TY - RPRT AN - 00623567 AU - Leonard, J D AU - Recker, W W AU - University of California, Irvine AU - California Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF LARGE TRUCK CRASHES ON FREEWAY-TO-FREEWAY CONNECTORS. FINAL REPORT PY - 1992/02 SP - 276 p. AB - An investigation into the relative safety of freeway-to-freeway connectors with respect to heavy trucks is undertaken. Using a three-dimensional, time-domain, forced-based simulation model of heavy vehicle dynamics, boundaries are established relating various vehicle configurations, connector geometries, and driver behaviors to dynamic responses describing potential vehicle loss-of-control. A series of case studies is examined, attempting to position current driver/vehicle/roadway interactions within the proposed envelopes of safety. Results include a method for predicting vehicle performance in response to roadway design enhancements that improves existing margins of safety at freeway-to-freeway connectors. KW - Automated vehicle control KW - Behavior KW - Case studies KW - Crashes KW - Drivers KW - Forecasting KW - Freeway-to-freeway connectors KW - Freeways KW - Geometric design KW - Heavy vehicles KW - Highway design KW - Motor vehicles KW - Radial highways KW - Safety KW - Simulation KW - Size KW - Trucks KW - Vehicle configurations KW - Vehicle dynamics KW - Vehicle performance UR - https://trid.trb.org/view/363412 ER - TY - RPRT AN - 00623608 AU - Ruiter, E R AU - Cambridge Systematics, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF AN URBAN TRUCK TRAVEL MODEL FOR THE PHOENIX METROPOLITAN AREA. FINAL REPORT PY - 1992/02 SP - 91 p. AB - The primary objectives of the Phoenix urban truck travel model project were to conduct a travel survey of commercial vehicles operating within the Phoenix metropolitan area and to use the data collected in this survey to develop commercial vehicle trip generation, distribution, and traffic assignment models. The models are designed to be incorporated into the UTPS-based travel model system maintained by the Maricopa Association of Governments Transportation and Planning Office (MAGTPO), which predicts highway and transit system usage throughout the Phoenix metropolitan area. This report describes the entire urban truck travel model project, including the methods used to collect commercial vehicle travel data, summaries of the survey results, and model development using the survey data. The report also discusses the issue of the transferability of the results of this project to other urban areas. Thus, the commercial vehicle travel patterns identified in Phoenix, and the travel forecasting models based on these patterns, may also be useful in other urban areas which have similarities to Phoenix with respect to their mix of commercial and industrial activities, and their history of growth and development into major metropolitan regions. KW - Data collection KW - Forecasting KW - Mathematical models KW - Metropolitan areas KW - Models KW - Phoenix (Arizona) KW - Surveys KW - Traffic assignment KW - Travel KW - Travel patterns KW - Trip distribution KW - Trip generation KW - Trucks KW - Urban areas KW - Urban transportation UR - http://ntl.bts.gov/lib/6000/6100/6137/dut.pdf UR - https://trid.trb.org/view/363452 ER - TY - RPRT AN - 00622392 AU - Crabtree, A AU - Day, E AU - Garlo, A AU - Stevens, G AU - Normandeau Associates Incorporated AU - Federal Highway Administration TI - EVALUATION OF WETLAND MITIGATION MEASURES. VOLUME II: FIELD DATA SHEETS PY - 1992/02 SP - 295 p. AB - This report presents the data sheets associated with an evaluation of the performance of wetland mitigation efforts taken by several State departments of transportation around the country. These mitigation efforts, taken in response to State and Federal requirements to protect wetland values, have attempted to compensate for wetland impacts directly and indirectly related to highway construction projects. The FHWA and State participants in this "pooled research study" were concerned that little had been done to monitor the various mitigation projects to determine whether or not the desired goals had been met, or whether there had been any unforeseen impacts (positive or negative) which had occurred as a result of the mitigation. Seventeen mitigation projects in 14 States were studied. This report contains background information and model methodology assumption for the WET 2.0 and the Hollands-Magee Wetland Functional Assessment Methods, as well as data input and results sheets for each wetland studied. In addition plant species lists compiled for these wetlands are included. FHWA-RD-90-083, Volume I: Final Report, analyzes the 17 mitigation projects in 14 States, comparing them to natural control wetlands to evaluate the effectiveness of the mitigation to perform wetland functions and values by using WET 2.0 and Hollands-Magee Functional assessment methods. KW - Design KW - Effectiveness KW - Field data KW - Field studies KW - Measures of effectiveness KW - Mitigation KW - Performance evaluations KW - Planning KW - Protection KW - Recommendations KW - Restoration KW - Road construction KW - Traffic mitigation KW - Wetlands UR - https://trid.trb.org/view/362901 ER - TY - RPRT AN - 00622391 AU - Crabtree, A AU - Day, E AU - Garlo, A AU - Stevens, G AU - Normandeau Associates Incorporated AU - Federal Highway Administration TI - EVALUATION OF WETLAND MITIGATION MEASURES. VOLUME I: FINAL REPORT PY - 1992/02 SP - 365 p. AB - This report presents the results of an evaluation of the performance of wetland mitigation efforts taken by several State departments of transportation around the country. These mitigation efforts, taken in response to State and Federal requirements to protect wetland values, have attempted to compensate for wetland impacts directly and indirectly related to highway construction projects. The FHWA and State participants in this "pooled research study" were concerned that little had been done to monitor the various mitigation projects to determine whether or not the desired goals had been met, or whether there had been any unforeseen impacts (positive or negative) which had occurred as a result of the mitigation. This report analyzes 17 mitigation projects in 14 States, comparing them to natural control wetlands to evaluate the effectiveness of the mitigation to perform wetland functions and values. Mitigation projects include six sites where existing wetland systems were enhanced, six where wetlands were created from uplands, two sites which were combinations of enhancements and creation, and three sites where existing wetlands were restored. The efficiency of a wetland to perform a number of functions and values was evaluated to determine success. Field biologists used a number of assessment techniques, including the Wetland Evaluation Technique (WET 2.0) and the Hollands-Magee assessment models. Conclusions and recommendations for wetland mitigation are made. Success was found to be less related to mitigation type (i.e., enhancement, restoration or creation) than the adequacy of Planning, Design Elements and Implementation/Follow-through. FHWA-RD-90-084, Volume II: Field Data Sheets, contains WET 2.0 and Hollands-Magee data sheets, as well as plant species lists from sites studied. KW - Design KW - Effectiveness KW - Measures of effectiveness KW - Mitigation KW - Performance evaluations KW - Planning KW - Protection KW - Recommendations KW - Restoration KW - Road construction KW - Traffic mitigation KW - Wetlands UR - https://trid.trb.org/view/362900 ER - TY - RPRT AN - 00720047 AU - Resource Concepts, Incorporated AU - Nevada Department of Transportation AU - Federal Highway Administration TI - SURVEY OF: ALTERNATIVE ROAD DEICERS. TECHNICAL REPORT PY - 1992/02 SP - 252 p. AB - This report was undertaken by the Nevada Department of Transportation (NDOT) in cooperation with the California Department of Transportation (Caltrans). Due to increasing concerns regarding the environment and the potential impacts associated with the practice of ice and snow control, NDOT and Caltrans have committed to the location and identification of compounds that may be used as roadway deicers. Having extensive experience and considering the large body of information available on the use of sodium chloride on roadways, the Departments chose to focus the study on alternative deicing compounds that do not contain sodium chloride. It is the goal of this study to identify and investigate alternative deicing compounds in terms of general operational characteristics and potential environmental impacts. The three objectives of this study are: (1) To identify (through a worldwide literature search) all compounds that have been considered for use as a roadway deicer; (2) To evaluate the performance, operational criteria, roadway impacts, and cost related issues associated with the identified alternative deicers; and (3) To review potentially adverse environmental effects associated with use of each alternative deicer. To meet the objectives of this study, only those potential roadway deicing compounds that contain no more than a trace (1-2%) of sodium chloride were investigated. KW - Costs KW - Deicers KW - Deicers (Equipment) KW - Environmental impacts KW - Guides to the literature KW - Literature reviews KW - Performance evaluations KW - Snow and ice control UR - https://trid.trb.org/view/454436 ER - TY - RPRT AN - 00626965 AU - Messer, C J AU - Malakapalli, M P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN APPLICATIONS MANUAL FOR EVALUATING TWO AND THREE-LEVEL DIAMOND INTERCHANGE OPERATIONS USING TRANSYT-7F. INTERIM REPORT PY - 1992/02 SP - 126 p. AB - This research report documents an applications manual for evaluating various diamond interchange design alternatives and their traffic operations using TRANSYT-7F. TRANSYT-7F is a macroscopic simulation model developed primarily for optimizing network-wide signal systems to reduce delays, stops, and fuel consumption. The manual could assist the traffic engineer in coding the needed data into TRANSYT-7F for evaluating the performance and the feasibility of future diamond interchange design alternatives in accommodating future traffic growth. Ever increasing traffic demands along urban freeway corridors may entail upgrading an older interchange to a higher capacity interchange. In such a case, the analyst may be interested in determining the preferred design based on an assessment of how various design alternatives would perform with the future traffic. This manual can be effective in evaluating various diamond interchange design alternatives from a traffic operations point of view. It was found that the optimum signal timings produced by TRANSYT-7F performed consistently. The model is especially useful in situations where large queues are expected on the freeway exit ramps. A conclusion can be drawn that TRANSYT-7F can be used as a desirable evaluation strategy under conditions of substantial queues on the exit ramps of two-level diamond interchanges. KW - Alternatives analysis KW - Diamond interchanges KW - Evaluation KW - Freeways KW - Highway design KW - Highway operations KW - Interchanges KW - Interchanges and intersections KW - Manuals KW - Off ramps KW - Optimization KW - Queuing KW - Traffic KW - Traffic signal timing KW - Traffic simulation KW - TRANSYT (Computer program) KW - Urban areas KW - Urban freeways UR - https://trid.trb.org/view/368488 ER - TY - RPRT AN - 00626712 AU - Barksdale, R D AU - Pollard, C O AU - Siegel, T AU - MOELLER, S AU - University of Georgia, Experiment AU - Georgia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE EFFECTS OF AGGREGATE ON RUTTING AND FATIGUE OF ASPHALT. FINAL REPORT PY - 1992/02 SP - 206 p. AB - The objectives of this study were: 1) to determine the basic physical properties of aggregates from a representative sampling of aggregate quarries in Georgia and 2) to develop optimum asphalt mix designs for each aggregate class selected. Properties determined include aggregate shape, surface area, free mica, surface roughness, and petrographic analysis. The aggregate sources were classified into one of six classes having similar physical properties. Optimum mix designs were developed for base, surface, and binder mixes. These mixes were designed to be rut resistant and with improved fatigue life. The loaded wheel tester was used to determine rutting resistance. Base mixes with about 20% less rutting were developed. KW - Aggregate shape KW - Aggregate sources KW - Aggregates KW - Aggregates by shape and surface texture KW - Aggregates by source KW - Asphalt mixtures KW - Asphalt pavements KW - Base course (Pavements) KW - Binder course KW - Fatigue (Mechanics) KW - Fatigue life KW - Geological surveying KW - Mica KW - Mix design KW - Petrographic investigations KW - Petrography KW - Physical properties KW - Roughness KW - Ruts (Pavements) KW - Surface area KW - Surface course (Pavements) KW - Surfaces UR - https://trid.trb.org/view/368382 ER - TY - RPRT AN - 00626698 AU - Roschke, P N AU - Pruski, Kevin R AU - Smith, C D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL AND ANALYTICAL STUDY OF A TWO-SPAN POST-TENSIONED BRIDGE SLAB. INTERIM REPORT PY - 1992/02 SP - 144 p. AB - This is the second in a series of reports documenting a research program aimed at detailed investigation of a new type of post-tensioned bridge structure that has a moderately thick concrete slab resting directly on columns without bent caps. In this program two scaled laboratory models, named Model 1 and Model 2, are tested along with instrumentation of a full-scale, three-span skewed bridge. This report deals with the second laboratory model. A large, two-span 3/10ths scale model bridge is constructed and tested in the service, overload, and ultimate load ranges. Dimensions of the slab are 55.5 ft x 17.5 ft x 9 in. (16.9 m x 5.33 m x 0.229 m). In addition to uniformly distributed longitudinal post-tensioning, a band of tendons is placed in a narrow region directly above the supporting columns. Arrays of 185 strain gages, 18 LVDTs, 10 load cells, and 27 survey points serve to gather data for dead, live, and time-dependent loadings. Response of the structure is studied in five stages. First, prestressing force and dead load are applied. Both short- and long-term effects of these loads are of interest. Special attention is given to the distribution of internal stresses due to transverse prestressing. Second, AASHTO design lane loads are applied statically to determine effectiveness of the transverse prestressing. Third, an AASHTO HS20-44 truck load is applied dynamically by means of a series of load actuators. Serviceability of the slab is checked for 200,000 cycles of the simulated truck. Fourth, a series of overloads are placed on the slab in a variety of critical locations. Lastly ultimate loads are applied in the positive and negative bending moment regions followed by an ultimate shear load placed at the edge of the slab near the anchor heads of the transverse tendons. Complementary nonlinear finite element analyses of the dead, live, and time-dependent loadings provide confidence in the simulation capability of the code. KW - Breaking loads KW - Bridge decks KW - Data collection KW - Deformation curve KW - Finite element method KW - Internal forces KW - Internal stresses KW - Live loads KW - Loads KW - Long term KW - Model tests KW - Overloads KW - Oversize loads KW - Posttensioning KW - Prestressing KW - Shear loads KW - Short term KW - Static loads KW - Stresses KW - Structural analysis KW - Structural mechanics KW - Structural response KW - Time dependent loadings KW - Time duration KW - Transverse prestressing UR - https://trid.trb.org/view/368368 ER - TY - RPRT AN - 00666428 AU - Kasinskas, M M AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SULFUR EXTENDED ASPHALT IN CONNECTICUT PY - 1992/02 SP - 24 p. AB - The Connecticut Department of Transportation, in cooperation with the Federal Highway Administration, placed 1,905.6 tons of sulfur extended asphalt (SEA) on a major rehabilitation project. The report covers a 5-year evaluation of the performance of both the SEA and adjoining conventional bituminous concrete overlays. Comparisons on the distress, stability and skid resistance of both types of pavement are presented. Problems encountered during construction of the SEA pavement are also summarized. KW - Asphalt concrete KW - Distress KW - Driver rehabilitation KW - Pavement performance KW - Rehabilitation KW - Skid resistance KW - Stability analysis KW - Sulfur asphalt UR - https://trid.trb.org/view/405923 ER - TY - RPRT AN - 00625532 AU - Lutz, B A AU - Russell, B W AU - Burns, N H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - MEASUREMENT OF DEVELOPMENT LENGTH OF 0.5-INCH AND 0.6-INCH DIAMETER PRESTRESSING STRAND IN FULLY BONDED CONCRETE BEAMS. INTERIM REPORT PY - 1992/02 SP - 110 p. AB - This report focuses on determining the development length of 0.5-inch and 0.6-inch prestressing strands in fully bonded beams. I-shaped beams were used and made to resemble an AASHTO section complete with a composite deck. Nineteen development length tests were performed on the beams, which were loaded statically in flexure until failure. Flexural failures typically developed their ultimate flexural capacity, then experienced large deformations (ductility) before failing by yielding of the strands and crushing of the concrete. Bond failures were characterized by general slip of the strand through the specimen and gross displacements of the strand relative to the concrete (end slip). In most cases, bond failures were accompanied by brittle shear failures. These bond/shear failures resulted in sudden and total collapse of the beam, with little or no warning. From the test results, the embedment length was plotted versus the mode of failure. Development length is defined by the boundary length between flexural failure and bond failure. Overall, the test results were extremely well behaved, with good correlation between the different tests. Clear definitions of the development lengths were obtainable. It was concluded that: (1) the development lengths for 0.5-inch and 0.6-inch strands are adequately described by current AASHTO code provisions; and (2) development length for the 0.5-inch strand is approximately 72 inches, while that for the 0.6-inch strand is approximately 84 inches. These conclusions are correct for the cross section used. Furthermore, they may be considered conservative for development length if behavior is purely flexural (if web shear cracking is not present). KW - Bond failure KW - Bonded beams KW - Bonding KW - Deformation KW - Development length KW - Failure KW - Flexural failure KW - Flexural strength KW - I beams KW - Laboratory tests KW - Prestressing KW - Prestressing strands KW - Shear failures KW - Test results UR - https://trid.trb.org/view/368016 ER - TY - RPRT AN - 00625385 AU - Wei, C AU - McCullough, B F AU - Hudson, W R AU - Hankins, K AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF LOAD TRANSFER COEFFICIENTS FOR USE WITH THE AASHTO GUIDE FOR DESIGN OF RIGID PAVEMENTS BASED ON FIELD MEASUREMENTS. INTERIM REPORT PY - 1992/02 SP - 102 p. AB - A rational procedure was developed for estimating load transfer coefficients for use with the AASHTO guide for the design of continuously reinforced concrete pavements (CRCP) based on field deflection measurements. Load transfer coefficients for design of CRCP in Texas were determined using the information available in the rigid pavement database stored at the Center for Transportation Research, The University of Texas at Austin. An evaluation of structural conditions of CRCP sections in the rigid pavement database was performed to assess the ability of in-service CRCP in Texas to transfer load at transverse cracks. A finite-element analysis of CRCP using the ILLI-SLAB program was conducted to identify critical stress positions in CRCP. In addition, a conceptual model for estimating load transfer coefficients for jointed concrete pavements from deflection measurements is presented. KW - American Association of State Highway and Transportation Officials KW - Coefficients KW - Computer programs KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Critical stress positions KW - Deflection KW - Estimating KW - Field measurements KW - Field tests KW - Finite element method KW - Load transfer KW - Pavement deflection KW - Pavement design KW - Pavement joints KW - Pavements KW - Rigid pavements KW - Structural analysis KW - Transverse cracking UR - https://trid.trb.org/view/367905 ER - TY - RPRT AN - 00625340 AU - Ensco, Incorporated AU - Michigan Department of Transportation AU - Federal Highway Administration TI - CRASH TESTS OF R4 RETROFIT AND OPEN PARAPET BRIDGE RAILS - FINAL REPORT PY - 1992/02 SP - 96 p. AB - Full-scale crash testing was performed on two different bridge rail systems. The first was a proposed thrie-beam retrofit for the Michigan Department of Transportation's (MDOT's) R4 railing system. The second rail was MDOT's open parapet rail system. Although neither system is currently specified, there are 148,000 ft of R4 bridge railing, and 281,000 ft of open parapet railing in use on Michigan's trunkline system. All testing followed the requirements set out in NCHRP 230 and the AASHTO Guideline Specifications for Bridge Railings. Both systems were tested with an 1,800-lb car, a 5,400-lb pickup truck, and an 18,000-lb straight truck. The success of these tests on the proposed R4 retrofit bridge rail indicate that it meets all of the required criteria of the AASHTO Guide Specifications for Bridge Railings, performance level 2, as well as all pertinent criteria of NCHRP 230. On the open parapet rail system, the 5,400-lb pickup truck test was a failure due to an intrusion into the passenger compartment. The 18,000-lb truck test was a failure due to the detachment of the aluminum tube rail and the potential for that rail to create a hazard to other traffic. The open parapet rail was modified by removing the aluminum tube rail, and retested with a 5,400-lb pickup truck. This test was a failure since the integrity of the passenger compartment was not maintained. KW - Bridge railings KW - Crashes KW - Impact tests KW - Open parapet rail system KW - Performance evaluations KW - Retrofitting KW - Test results KW - Testing KW - Thrie beams UR - https://trid.trb.org/view/367863 ER - TY - RPRT AN - 00625107 AU - Hanks, J W AU - Gisler, W L AU - Taylor, S T AU - Mounce, J M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - OPERATIONAL EVALUATION OF EFFECTS RESULTING FROM FREEWAY-FREEWAY INTERCHANGE GEOMETRICS. FINAL REPORT PY - 1992/02 SP - 93 p. AB - Improvements of freeway-freeway interchanges in Texas have been initiated through re-design and reconstruction. However, little documentation or definitive guidelines exist to assist in these efforts. Alternative designs need to be considered and evaluated for freeway-freeway interchanges. The operational impacts of alternative designs which will best accommodate current and future freeway demands must be evaluated. This research study focuses on the interaction between different freeway-freeway interchange designs and the resulting effects on operations and safety. The methodology followed to evaluate the operational effects of freeway-freeway interchange design consisted of four steps: 1) Determination of operational effects as related to different interchange types; 2) Assessments of the level and patterns of interchange accidents; 3) Analysis of geometric elements of interchanges; and 4) Case study examination of specific alternative interchange designs and improvements. KW - Case studies KW - Crashes KW - Freeways KW - Geometric design KW - Highway safety KW - Improvements KW - Interchanges KW - Operational effects KW - Operations UR - https://trid.trb.org/view/367772 ER - TY - RPRT AN - 00625092 AU - Kyfor, Z G AU - Schnore, A R AU - Carlo, T A AU - Baily, P F AU - New York State Department of Transportation AU - Federal Highway Administration TI - STATIC TESTING OF DEEP FOUNDATIONS. FINAL REPORT PY - 1992/02 SP - 174 p. AB - A static load test is conducted to measure the actual response of a pile under applied load. Load testing provides the best means of determining pile capacity, and if properly designed, implemented, and evaluated should pay for itself on most projects. This manual provides guidelines concerning the planning, conduct, and interpretation of results of load tests performed on driven piles and drilled shafts. Axial compressive, axial tensile and lateral pile load tests are covered. The appendices contain a glossary of load testing terminology, guideline specifications, suggested load test procedures, load test reporting requirements, load test forms, and telltale details. KW - Axial loads KW - Compressive strength KW - Deep foundations KW - Drilled shafts KW - Driven piles KW - Foundations KW - Guidelines KW - Lateral loads KW - Load tests KW - Manuals KW - Pile bearing capacities KW - Pile foundations KW - Pile tests KW - Piles (Supports) KW - Static tests KW - Structural tests KW - Tensile strength UR - https://trid.trb.org/view/367757 ER - TY - RPRT AN - 00625094 AU - Riaund, J-L AU - Miran, J AU - PSC Associates, Incorporated AU - Federal Highway Administration TI - THE FLAT DILATOMETER TEST. FINAL REPORT PY - 1992/02 SP - 113 p. AB - A dilatometer test consists of pushing a flat blade located at the end of a series of rods. Once at the testing depth, a circular steel membrane located on one side of the blade is expanded horizontally into the soil. The pressure is recorded at three specific moments during the test. The blade is then advanced to the next testing depth. The design applications of the dilatometer test include: deep foundations under horizontal and vertical load, shallow foundations under vertical load, compaction control, and any other geotechnical problems which can make use of the soil parameters obtained from the dilatometer test. KW - Compaction KW - Deep foundations KW - Design KW - Dilatometers KW - Foundations KW - Geotechnical engineering KW - Horizontal loads KW - Loads KW - Shallow foundations KW - Soil tests KW - Vertical loads UR - https://trid.trb.org/view/367759 ER - TY - RPRT AN - 00625093 AU - Riaund, J-L AU - Miran, J AU - PSC Associates, Incorporated AU - Federal Highway Administration TI - THE CONE PENETROMETER TEST. FINAL REPORT PY - 1992/02 SP - 172 p. AB - The cone penetrometer test consists of pushing a series of cylindrical rods with a cone at the base into the soil at a constant rate of 2 cm/sec. Continuous measurements of penetration resistance on the cone tip and friction on a friction sleeve are recorded during the penetration. The Piezo-cone records pore pressures in addition to point and friction resistance. The continuous profiles obtained with the cone penetrometer test allow the user to visualize the stratigraphy, to evaluate the soil type, to estimate a large number of fundamental soil parameters, and to directly design shallow and deep foundations subjected to vertical loads. KW - Cone penetrometers KW - Deep foundations KW - Design KW - Field tests KW - Foundations KW - Loads KW - Penetration resistance KW - Pore pressure KW - Shallow foundations KW - Skin resistance KW - Soil profiles KW - Stratigraphy KW - Vertical loads UR - https://trid.trb.org/view/367758 ER - TY - RPRT AN - 00625015 AU - PEARSON, D AU - Bell, C E AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRIPCAL5 PROGRAM DOCUMENTATION MANUAL. INTERIM REPORT PY - 1992/02 SP - 57 p. AB - In an effort to update the transportation planning process employed by the Texas Department of Transportation, a new trip generation program, TRIPCAL5, was developed in 1990. TRIPCAL5 is a multi-functional, flexible program for estimating trip productions and attractions for multiple trip purposes via user-specified models. Trip productions and attractions may be estimated for up to 10 trip purposes and 9,999 zones. The program includes such features as user-specified trip production and attraction models, input of user-developed disaggregate data at the zone level, and/or the disaggregation of the zonal data using default models within the program. The program's flexibility allows the trip generation process to be designed to maximize the use of local data and provides a quantum improvement in the trip generation process. This manual is designed to provide technical documentation for the trip generation program TRIPCAL5. It is supplementary and complementary to two prior reports which detail program specifications and instructions for the setup and operation of TRIPCAL5. Included in this report are program options; a brief discussion of the function and purpose of each subroutine; cross-reference of the subroutines and functions; description of each of the variables by labeled common statements; description of the sorts and sort keys; data set formats; how the data flow through the program; discussion of the results of the program tests which were done; and a summary. The documentation of the default models contained in the program will be published as a supplemental technical appendix to this report. KW - Computer program documentation KW - Computer programs KW - Manuals KW - Transportation planning KW - Trip generation UR - https://trid.trb.org/view/367680 ER - TY - RPRT AN - 00625012 AU - Hawkins, H G AU - Kacir, K C AU - Ogden, M A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRAFFIC CONTROL GUIDELINES FOR URBAN ARTERIAL WORK ZONES. VOLUME 1 - EXECUTIVE SUMMARY. FINAL REPORT PY - 1992/02 SP - 33 p. AB - Urban arterial work zones have several unique characteristics which have not been addressed in previous work zone research. This research study was established to identify these characteristics and to develop guidelines for traffic control in urban arterial work zones. Study activities -- including a literature review, analysis of accident, traffic volume, and travel time data from three study sites, surveys of motorists, a study of arterial lane closure capacity, and analysis of other factors -- were used to identify the unique characteristics of urban arterial work zones and develop the guidelines related to those unique characteristics. A number of guidelines were developed addressing several topics including: project and work activity scheduling, construction planning, speed control, intersections, signalized intersections, construction signing, lane closures, channelizing devices, median crossovers, pavement markings, public relations, accidents, and inspection of traffic control devices. This Executive Summary (Volume 1) contains all of the guidelines developed in the course of this research study. It also includes a very brief description of the research activities. Volume 2 is the technical report which describes all of the study activities in detail. It also describes the basis for each of the guidelines developed in the course of this research study. KW - Arterial highways KW - Channelization KW - Construction scheduling KW - Crashes KW - Crossovers KW - Data analysis KW - Data collection KW - Equipment maintenance KW - Guidelines KW - Guides to the literature KW - Intersections KW - Lane closing KW - Lane closure KW - Literature reviews KW - Mathematical analysis KW - Medians KW - Planning KW - Public relations KW - Road markings KW - Signalized intersections KW - Signs KW - Speed control KW - Streets KW - Surveys KW - Traffic control device maintenance KW - Traffic control devices KW - Work zone traffic control UR - https://trid.trb.org/view/367677 ER - TY - RPRT AN - 00625013 AU - Hawkins, H G AU - Kacir, K C AU - Ogden, M A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRAFFIC CONTROL GUIDELINES FOR URBAN ARTERIAL WORK ZONES. VOLUME 2 - TECHNICAL REPORT. FINAL REPORT PY - 1992/02 SP - 157 p. AB - Urban arterial work zones have several unique characteristics which have not been addressed in previous work zone research. This research study was established to identify these characteristics and to develop guidelines for traffic control in urban arterial work zones. Study activities -- including a literature review, analysis of accident, traffic volume, and travel time data from three study sites, surveys of motorists, a study of arterial lane closure capacity, and analysis of other factors -- were used to identify the unique characteristics of urban arterial work zones and develop the guidelines related to those unique characteristics. A number of guidelines were developed addressing several topics including: project and work activity scheduling, construction planning, speed control, intersections, signalized intersections, construction signing, lane closures, channelizing devices, median crossovers, pavement markings, public relations, accidents, and inspection of traffic control devices. This Technical Report (Volume 2) describes all of the study activities in detail. It also describes the basis for each of the guidelines developed in the course of this research study. Volume 1 of this report is an Executive Summary which includes all of the guidelines, but not the basis of those guidelines. It also includes a brief description of all the study activities. KW - Arterial highways KW - Channelization KW - Construction scheduling KW - Crashes KW - Crossovers KW - Data analysis KW - Data collection KW - Equipment maintenance KW - Guidelines KW - Guides to the literature KW - Intersections KW - Lane closing KW - Lane closure KW - Literature reviews KW - Mathematical analysis KW - Medians KW - Planning KW - Public relations KW - Road markings KW - Signalized intersections KW - Signs KW - Speed control KW - Streets KW - Surveys KW - Traffic control device maintenance KW - Traffic control devices KW - Work zone traffic control UR - https://trid.trb.org/view/367678 ER - TY - RPRT AN - 00624934 AU - Federal Highway Administration TI - AN OVERVIEW OF SURFACE REHABILITATION TECHNIQUES FOR ASPHALT PAVEMENTS PY - 1992/02 SP - 34 p. AB - As more and more higher volume roads reach their terminal serviceability, it is becoming increasingly important to find ways that help extend pavement service life in the most cost effective manner. One way to accomplish this is through the increased use of relatively low cost surface rehabilitation techniques that help improve the functional condition of the pavement. Nearly all highway agencies use some kind of conventional surface rehabilitation/maintenance technique (such as seal coats, chip seals, and thin overlays) to maintain and even extend the service life of their asphalt pavements. The application of these techniques, however, has generally been limited to only low volume roads. On occasion a State may use a particular surface rehabilitation technique to address specific distress or as a short term fix on the more heavily travelled routes. The follow-up evaluation and performance documentation, however, is not always done. During 1990, several preventive maintenance treatments including slurry seals, chip seals, and thin hot mix overlays were applied to the existing pavements under the Strategic Highway Research Program's specific pavement studies experiment entitled, "Flexible Pavement Treatments" (SPS-3). The treatments were applied throughout the United States and Canada to evaluate the effectiveness of maintenance strategies on pavement service life. A total of 81 test sites were selected to cover various climates and pavement conditions as well as moderate to heavy traffic volume roads. Besides traditional surface rehabilitation techniques, many other approaches are now being pursued, particularly in Europe. These new techniques employ different additives/modifiers and aggregate composition as ways to attain increased pavement service life. This paper discusses various types of conventional surface rehabilitation techniques, along with many of the emerging techniques. The discussion includes information on usage, composition, construction, and (when available) performance and cost. This paper complements the work that SHRP has undertaken in this area. The compilation of such information should assist the designer (or manager) when selecting the type of rehabilitation/maintenance technique for higher volume roads to meet both the system need (budget) and project performance criteria. KW - Asphalt pavements KW - Canada KW - Chip seals KW - Driver rehabilitation KW - Effectiveness KW - Flexible pavements KW - Hot mix asphalt KW - Innovation KW - Maintenance costs KW - Maintenance management KW - Measures of effectiveness KW - Overlays (Pavements) KW - Pavement life KW - Pavement performance KW - Pavements KW - Preventive maintenance KW - Rehabilitation KW - Service life KW - Slurry seals KW - Strategic Highway Research Program KW - United States UR - https://trid.trb.org/view/367603 ER - TY - RPRT AN - 00629093 AU - Lorini, R A AU - New York State Department of Transportation AU - Federal Highway Administration TI - A SUMMARY OF NEW YORK'S RESEARCH ON PAVEMENT MARKING MATERIALS. FINAL REPORT PY - 1992/02 SP - 18 p. AB - This report summarizes New York's research on pavement marking materials from 1978 through 1989. Two-component epoxy, thermoplastic, preformed tape, polyester, and epoflex pavement markings were evaluated under this project. All the markings provided service life from 2 1/2 to 4 years, except for epoflex markings which exhibited premature adhesion failure. The five Research Reports summarized here are available to interested readers on request. KW - Adhesion KW - Durability KW - Epoflex KW - Epoxides KW - Epoxy KW - New York (State) KW - Polyester resins KW - Reflectivity KW - Research KW - Road marking materials KW - Road marking tapes KW - Service life KW - Thermoplastic materials KW - Traffic marking materials KW - Traffic marking tapes UR - http://ntl.bts.gov/lib/21000/21100/21132/PB99100299.pdf UR - https://trid.trb.org/view/369386 ER - TY - RPRT AN - 00628943 AU - Sheppard, D M AU - Reddy, D V AU - Niedoroda, A W AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PREDICTIONS AND METHODS FOR HIGHWAY BRIDGE SCOUR. FINAL REPORT PY - 1992/02 SP - 111 p. AB - The purpose of this study was to use bridge pier scour data collected by various Florida Department of Transportation (FDOT) District Offices to test the applicability of the scour prediction equations in HEC-18 in the coastal environment. A substantial amount of pier scour data exists in bridge inspection reports throughout the districts. Unfortunately little or no information on the environmental conditions that caused the scour exists. A definitive evaluation of the equations therefore was not possible. With U.S. Geological Survey stage data, estimates of the flow at the time of scour for a bridge over the St. Johns River were made allowing some qualitative conclusions to be drawn. An overview of coastal processes as they relate to bridge scour in the coastal zone is presented. The migration of an unimproved inlet on the northeast coast of Florida (Fort George Inlet) is discussed in detail to illustrate aggradation and degradation scour in the coastal zone. The study points out the need for a well thought out and universally applied scour measurement plan that includes the measurement of environmental parameters (currents, sediment type and size distribution, etc.) as well as scour measurements. The scour measurements should be sufficient to distinguish between the various types of scour (i.e., local, contraction or aggradation and degradation). KW - Coastal regions KW - Coasts KW - Equations KW - Florida KW - Forecasting KW - Highway bridges KW - Scour UR - https://trid.trb.org/view/369255 ER - TY - RPRT AN - 00627304 AU - Benekohal, R F AU - Kastel, L M AU - Suhale, M I AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - EVALUATION AND SUMMARY OF STUDIES IN SPEED CONTROL METHODS IN WORK ZONES. PROJECT REPORT PY - 1992/02 SP - 55 p. AB - This report summarizes and evaluates the important findings from the literature review of the studies on work zone speed control techniques. The following treatments are included in this report: 1) flagging, 2) lane width reduction, 3) law enforcement, 4) changeable message signs (CMS), 5) rumble strips, and 6) flashing beacons. The effects of the speed control treatments on speed and traffic flow are evaluated based on: A) experiences with treatment, B) effects of treatment on speed, C) effectiveness of treatment, and D) comments about treatment. A brief description of the conditions under which the treatments were applied is provided, and the speed reduction effects of each technique are discussed. A reference matrix was prepared to identify publications related to each type of speed reduction treatment used in work zones. KW - Beacons KW - Effectiveness KW - Flaggers KW - Flagging KW - Flashing beacons KW - Guides to the literature KW - Lane width KW - Law enforcement KW - Literature reviews KW - Measures of effectiveness KW - Reduction KW - Reduction (Chemistry) KW - Rumble strips KW - Speed control KW - Speed reduction KW - Traffic flow KW - Traffic lanes KW - Traffic speed KW - Variable message signs KW - Width KW - Work zone traffic control UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-070.pdf UR - https://trid.trb.org/view/368638 ER - TY - RPRT AN - 00622343 AU - Halati, A AU - Torres, J F AU - JFT Associates AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - ENHANCEMENT OF THE VALUE ITERATION PROGRAM ACTUATED SIGNALS - PART 2. FINAL REPORT PY - 1992/02 SP - 141 p. AB - This report describes the work performed in the conduct of an independent review and analysis of all work done previously in the development of the EVIPAS program. The EVIPAS program can be applied to the analysis of the performance of isolated traffic-actuated signal controlled intersections, as well as fixed-time signal controlled intersections. This work led to extensive program testing, debugging, and program modification activity which was the major thrust of the program activity. Several program enhancements that were introduced into EVIPAS are described. Also described are the field verification activity conducted to compare field-measured performance to the corresponding values computed by EVIPAS, the updating of the vehicle operating cost and emission parameters, and the work performed to update the EVIPAS User's Manual in order to make the document more user-friendly. A separate report was prepared under this project, entitled: EVIPAS USERS MANUAL. KW - Computer programs KW - Development KW - Isolated intersections KW - Isolated signalized intersections KW - Modifications KW - Pretimed traffic signal controllers KW - Signalized intersections KW - Traffic actuated controllers KW - Traffic simulation KW - Verification UR - https://trid.trb.org/view/362875 ER - TY - RPRT AN - 00622335 AU - Ivey, D L AU - Griffin, L I AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - SAFETY IMPROVEMENTS FOR LOW VOLUME RURAL ROADS. FINAL REPORT PY - 1992/02 SP - 74 p. AB - The justification of safety improvements for low volume rural roads has been difficult. Roadblocks of a primarily economic nature have prevented the improvement of many features associated with this type of road, features which have been known to have adverse safety implications for many years. In this report traditional methods of developing a safety index for these roads have been explored and found unsuitable. These methods include the correlation of accident rates with specific roadway features and the location of "black spots" where atypical numbers of accidents occur. Neither of these approaches in general are of value on low volume (ADT less than or equal to 1000) rural roads. The combination of two relatively new concepts for safety improvements is recommended as a result of this study. They are "process based improvements" and "low cost safety improvements". For example, one "process" is to eliminate all hazardous concrete culvert headwalls in a district. The "low cost" aspect relates to either breaking the headwall off at ground level or building up the soil of the roadside to the level of the headwall top surface. A procedure is presented here to identify those combinations of "processes" and "low cost improvements" that should be given priority in a low volume roadway safety improvement program. KW - Countermeasures KW - Crashes KW - Highway safety KW - Improvements KW - Low costs KW - Low volume roads KW - Rural highways KW - Safety KW - Safety index UR - https://trid.trb.org/view/362867 ER - TY - RPRT AN - 00622310 AU - Harkey, D L AU - Mera, R AU - Byington, S R AU - Scientex Corporation AU - Federal Highway Administration TI - NON-PERMANENT PAVEMENT MARKINGS IN WORK ZONES. FINAL REPORT PY - 1992/02 SP - 74 p. AB - This study was conducted to determine the effects of short-term pavement markings on driver performance. Three different marking patterns were tested within the scope of this study: 2-ft stripes with 38-ft gaps (0.61-m stripes with 11.58-m gaps); 4-ft stripes with 36-ft gaps (1.22-m stripes with 10.97-m gaps); and 10-ft stripes with 30-ft gaps (3.05-m stripes with 9.14 gaps) and edgelines. The first two patterns are the temporary markings examined without edgelines while the third scenario is the full complement of markings, including edgelines, recommended in the MUTCD. Data were collected for all three marking patterns during day and night and under dry and wet weather conditions. The data analysis consisted of comparing a number of operational measures collected for the three marking patterns including: 1) lateral placement of the vehicle on the roadway; 2) vehicle speed within the test segment; 3) number of edgeline and lane line encroachments; and 4) number of erratic maneuvers, e.g., sudden directional changes. This final report summarizes the effects on driver performance associated with the different marking patterns tested. The results of this study are presented to help organizations develop guidelines for short-term pavement marking policy. KW - Data analysis KW - Data collection KW - Days KW - Dry conditions KW - Dryness KW - Edge lines KW - Encroachments KW - Erratic driving behavior KW - Impacts KW - Lateral placement KW - Mathematical analysis KW - Moisture content KW - Motor vehicles KW - Night KW - Patterns KW - Problem drivers KW - Reckless drivers KW - Right of way (Land) KW - Road markings KW - Speed KW - Temporary KW - Traffic marking KW - Traffic speed KW - Wet conditions KW - Work zone traffic control UR - https://trid.trb.org/view/362842 ER - TY - RPRT AN - 00620558 AU - Crawley, A B AU - Mississippi State Highway Department AU - Federal Highway Administration TI - AN EVALUATION OF THE USE OF POWER PLANT POND ASH IN HIGHWAY CONSTRUCTION. FINAL REPORT PY - 1992/02 SP - 18 p. AB - The objective of this study is to evaluate the use of power plant pond ash (coal ash) for use as a base course material. The pond ash contains both fly ash and bottom ash that have been codisposed of by sluicing to a disposal pond. Test sections included various combinations of fine and coarse ash with a sand-clay granular material treated with different amounts of portland cement or hydrated lime. A control section was constructed by mechanically stabilizing the sand-clay granular material with washed gravel. All sections received a double bituminous surface treatment as the wearing course. The project was constructed in the Fall of 1987 and this report documents the performance for the ensuing three years. Performance measurements consisted of deflection measurements, distress and rideability surveys, and unconfined compressive strengths of drilled cores. All the test sections and the control section have given good performance through three years of service. No significant distress has been observed in any of the sections. Rideabiliy of all sections is good and is typical of this type surfacing. Deflection measurements indicate that all the test sections, with the exception of the one utilizing 2% hydrated lime, have better structural characteristics than the control section. The test section with 2% hydrated lime is slightly weaker than the control section. Unconfined compression test of drilled cores indicates excellent strength with the exception of the section with 2% hydrated lime. KW - Base course (Pavements) KW - Bituminous materials KW - Bituminous surface treatments KW - Bottom ash KW - Calcium hydroxide KW - Compressive strength KW - Defects KW - Deflection KW - Fly ash KW - Pavement deflection KW - Pavement distress KW - Pavements KW - Performance evaluations KW - Portland cement KW - Ride quality KW - Rideability KW - Sandy clays KW - Surface treating KW - Test sections KW - Unconfined compression tests UR - https://trid.trb.org/view/362427 ER - TY - RPRT AN - 00620587 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. INTERIM REPORT PY - 1992/02 SP - 203 p. AB - This is an interim report of the first year's work on computer modeling analysis in highway bridge evaluation. This study was carried out because of the need for a more accurate method of assessing the bridge dynamic response and predicting fatigue life of highway bridges under moving live loads. The road surface roughness for the classes of very good, good, average, and poor roads was generated in accordance with the International Organization for Standardization specifications. According to the H20-44 and HS20-44 trucks, two nonlinear vehicle models with seven and twelve degrees of freedom were developed and validated by the experimental data. The prestressed concrete and steel highway bridges were designed according to AASHTO specifications as bridge models. Two percentage of critical damping was assumed for the bridge. The impact percentages of moment, deflection, and end shear of prestressed concrete bridges for different bridge span lengths, vehicle speeds, and road surface roughness were obtained and compared with values specified by AASHTO specifications and the Ontario Highway Bridge Design code. Also, the reliability-based methodology was introduced. The fatigue life of both noncomposite and composite steel beam bridges for different vehicle speeds, classes of road surface, and levels of reliability was calculated. KW - Accuracy KW - Bridge design KW - Bridges KW - Concrete bridges KW - Deflection KW - Dynamic loads KW - Dynamic response KW - Fatigue (Mechanics) KW - Fatigue life KW - Forecasting KW - Highway bridges KW - Live loads KW - Metal bridges KW - Moments KW - Moments (Mechanics) KW - Prestressed concrete KW - Reliability KW - Roughness KW - Shear strength KW - Simulation KW - Steel bridges KW - Structural design UR - https://trid.trb.org/view/362453 ER - TY - RPRT AN - 00620556 AU - Carmichael, R F AU - Moser, L O AU - Hudson, W R AU - ARE Engineering Consultants, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - MEASUREMENT OF PAVEMENT SMOOTHNESS FOR CONSTRUCTION QUALITY CONTROL. FINAL REPORT PY - 1992/02 SP - v.p. AB - This research study of pavement smoothness measurement was conducted in order to develop and implement an improved highway smoothness construction specification on asphalt concrete pavements. Achieving a higher level of smoothness on highways during construction results in savings to the taxpayer due to reduced wear and tear on vehicles, and longer highway life. Although the current ADOT specification used for highway smoothness addresses localized smoothness problems, it is difficult to administer due to the measurement system used, and provides little impetus to the contractor to improve his quality of work with respect to overall highway smoothness. This study provided data to assist ADOT in developing a new smoothness specification that would provide incentive to contractors to construct smoother pavements and which is easier for ADOT to administer. In order to provide incentive to contractors, a pavement smoothness construction quality control draft specification and associated measurement procedure was produced. Based upon these criteria, this study has recommended several changes to the ADOT highway smoothness specification for asphalt concrete highways: relative to measurement (a) new smoothness measurement technique and (b) different smoothness measuring device used; and relative to the specification (a) accommodation of the new smoothness measurement procedure and (b) inclusion of an incentive/penalty clause. The envisioned consequences of these changes is that the contractors would not only have the incentive to improve highway smoothness quality, but also the means, as provided by ADOT, to assess smoothness quality in a timely manner, improve that quality as needed, and then adjust normal construction procedures in order to construct smoother highways. KW - Asphalt concrete KW - Construction KW - Construction specifications KW - Incentives KW - Measurement KW - Measuring instruments KW - Pavement smoothness KW - Pavements KW - Paving KW - Quality control KW - Smoothness KW - Specifications UR - https://trid.trb.org/view/363798 ER - TY - RPRT AN - 01457341 AU - Varma, Amiy AU - Sinha, Kumares C AU - Spalding, Jeffrey L AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - The Development of a Highway Revenue Forecasting Model for Indiana : Executive Summary PY - 1992/01/22/Executive Summary SP - 28p AB - This report presents a state highway revenue forecasting model developed for the Indiana Department of Transportation. The package provides both long range annual forecasts as well as short range monthly forecasts of highway revenues by source. An important feature of the model is its ability to adopt new parameters and input data in order to avoid obsolescence. The model can be used to determine expected amounts of revenues under existing taxation structures as well as to assess impacts of possible changes. KW - Forecasting KW - Fuel taxes KW - Highways KW - Indiana KW - Mathematical models KW - Registration fees KW - Revenues UR - http://dx.doi.org/10.5703/1288284314189 UR - https://trid.trb.org/view/1218881 ER - TY - RPRT AN - 00620557 AU - Varma, A AU - Sinha, K C AU - Spalding, J L AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - THE DEVELOPMENT OF A HIGHWAY REVENUE FORECASTING MODEL FOR INDIANA. EXECUTIVE SUMMARY AND FINAL REPORT PY - 1992/01/22 SP - 325 p. AB - This report presents a state highway revenue forecasting model developed for the Indiana Department of Transportation. The package provides both long range annual forecasts as well as short range monthly forecasts of highway revenues by source. An important feature of the model is its ability to adopt new parameters and input data in order to avoid obsolescence. The model can be used to determine expected amounts of revenues under existing taxation structures as well as to assess impacts of possible changes. KW - Forecasting KW - Highways KW - Indiana KW - Long term KW - Mathematical models KW - Revenues KW - Short term KW - State departments of transportation KW - Time duration UR - https://trid.trb.org/view/362426 ER - TY - RPRT AN - 00620436 AU - Acosta, J AU - Figueroa, L AU - Mullen, R AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FEASIBILITY STUDY TO IMPLEMENT THE VIDEO IMAGE PROCESSING TECHNIQUE FOR EVALUATING PAVEMENT SURFACE DISTRESS IN THE STATE OF OHIO. FINAL REPORT PY - 1992/01/10 SP - 169 p. AB - The initial development of a system for video image pavement distress analysis which allows the identification, and classification of at least one type of structural pavement distress is presented. Once other pavement distress types are identified, classified and quantified, the complete system can be combined with rating procedures (such as the Pavement Condition Rating, PCR) to obtain a quantitative measure of pavement condition. Video image recording and analysis are conducted separately. Details on the characteristics of the recording and analysis equipment are presented. The different stages in the software development: data acquisition, image digitization, segmentation, feature extraction and classification, are explained. The reliability and accuracy of the methods employed in automatic segmentation as well as in the distress classification were assessed and further research needs are stated. An additional routine to obtain a quantitative measurement of the pavement condition through a file containing numerical data representing the severity and extent classification of distress types was implemented. KW - Accuracy KW - Classification KW - Defects KW - Development KW - Equipment KW - Evaluation KW - Future KW - Future research KW - Identification KW - Identification systems KW - Image processing KW - Pavement conditions KW - Pavement distress KW - Pavements KW - Quantifying KW - Quantitative analysis KW - Ratings KW - Reliability KW - Research KW - Software KW - Video technology UR - https://trid.trb.org/view/362315 ER - TY - RPRT AN - 01405151 AU - Stuart, K D AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Diametral tests for bituminous mixtures PY - 1992/01 IS - FHWA/RD-91-083 SP - 143p AB - The first objective of this report was to provide details on various tests performed on core specimens under a Federal Highway Administration (FHWA) research study entitled "Performance Evaluation of Sulfur-Extended Asphalt Pavements - Laboratory Evaluation". Under this study, fifteen cores were obtained from various sulfur-extended asphalt (SEA) pavement sections and asphalt control (AC) sections and tested for properties in the laboratory. This report presents the experience with each particular test apparatus used in the SEA study. The diametral (resilient) modulus test and the diametral incremental creep test were extensively evaluated. The susceptibility to damage by moisture was evaluated in accordance with American Society for Testing and Materials (ASTM) Method D 4867. These tests have also been used under various other FHWA studies. The second objective was to correlate various test properties to each other and determine the relationships between them. Properties were taken from the following tests: (1) diametral (resilient) modulus, (2) diametral incremental creep modulus and deformations, (3) indirect tensile strength, (4) Marshall stability and flow, (5) diametral fatigue life, (6) density, (7) maximum specific gravity, and (8) percent air void level. Most relationships were poor or could only be considered general trends. Each test measures a unique property. Properties from sophisticated tests could not be predicted from less complex tests. Surrogate tests were not found. For example, fatigue life could not be predicted directly from tensile strength. KW - Asphalt KW - Bitumen KW - Bitumen KW - Bituminous pavements KW - Creep KW - Creep KW - Fatigue (Mechanics) KW - Material fatigue KW - Material properties KW - Material testing KW - Materials tests KW - Modulus KW - Modulus of deformation KW - Properties of materials KW - Repeated loads KW - Repetitive loading KW - Tensile strength KW - Tensile strength KW - Test method KW - Test procedures UR - https://trid.trb.org/view/1172947 ER - TY - RPRT AN - 01404081 AU - Kulakowski, B T AU - Wambold, J C AU - Blue, D W AU - Blackburn, R R AU - Harwood, D W AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Effects on safety of pavement-truck tire interaction PY - 1992/01 IS - FHWA/RD-91-012 SP - 133p AB - A new truck tire tester was built to measure tire forces in braking and cornering under various speed, vertical load, and slip angle conditions and on different pavement surfaces. Six of the most common truck and bus tires were tested. In general, rib tires performed better than lug tires and radial tires performed better than bias-ply tires. Overall, the radial rib tire performed best, both in braking and in cornering, among the six test tires. All of the independent test variables - pavement type, vehicle speed, axle load, and slip angle - have a significant effect on tire traction. The experimental data were processed to derive 48 regression models relating peak and sliding coefficients of braking and cornering friction and critical longitudinal slip to the independent variables. A computer simulation study using the T3DRS, Phase 4 program was also conducted to investigate the effects of suspension type, tire type, roadway alignment, pavement roughness, and surface wetness on truck braking distance. The simulation results showed that trucks may require considerably larger stopping distances than passenger cars. KW - Braking KW - Braking KW - Braking distance KW - Bus KW - Buses KW - Cornering KW - Field test KW - Field tests KW - Friction KW - Friction KW - Heavy vehicle KW - Heavy vehicles KW - Mathematical models KW - Modelling KW - Rolling contact KW - Steering KW - Stopping distances KW - Suspension system components KW - Tires KW - Truck KW - Trucks KW - Tyre KW - Vehicle pavement interaction KW - Vehicle safety KW - Vehicle safety KW - Vehicle suspension UR - https://trid.trb.org/view/1171865 ER - TY - RPRT AN - 01398922 AU - Smith, S A AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - INFORM evaluation, volume 1: technical report PY - 1992/01 IS - FHWA/RD-91-075 SP - 160p AB - INFORM (INformation FOR Motorists, formerly known as the Integrated Motorist Information System - IMIS) is a corridor traffic management system designed to obtain better utilization of existing highway facilities in a 40-mile (64.4 km) long highway corridor on Long Island, New York. The system includes integrated electronic traffic monitoring, variable message signing, ramp metering, and related strategies to optimize traffic flow through a heavily congested corridor. The evaluation of INFORM was conducted using extensive field data, surveys, and data collected through the system. The Executive Summary (Volume 2) presents the overall results of the evaluation, including comparisons of vehicle miles of travel, vehicle hours of travel, speed, occupancy, ramp delays, and equipment failures, motorist perceptions, and other congestion-related measures for the am and pm peak periods. Incident case studies were used to evaluate motorist response to and effectiveness of variable message signing strategies. In addition to presenting the quantitative results, the Technical Report (this volume) documents the many lessons learned in the design, implementation, operation, and evaluation of INFORM. KW - Advanced traffic management systems KW - Advanced traffic management systems KW - Advanced traffic management systems (ATMS) KW - Computer program KW - Computer programs KW - Evaluation KW - Evaluation KW - Freeway KW - Freeways KW - Level of service KW - Traffic congestion KW - Traffic congestion KW - Traffic flow KW - Traffic flow KW - Traffic monitoring KW - Traffic surveillance KW - Transport performance KW - Variable message sign KW - Variable message signs UR - https://trid.trb.org/view/1166705 ER - TY - RPRT AN - 01100259 AU - King, William M AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Design and Construction of a Bonded Fiber Concrete Overlay of CRCP (Louisiana, Interstate Route 10, August 1009) PY - 1992/01//Final Report SP - 30p AB - The purpose of this study was to evaluate a bonded steel fiber reinforced concrete overlay on an existing 8-inch continuously reinforced concrete (CRC) pavement on Interstate 10 south of Baton Rouge, Louisiana. The project objectives were to provide an overlay with a high probability for long term success by using a concrete mix with high cement content, internal reinforcement, and with good bonding characteristics. The existing 16 year old CRC pavement had carried twice its design load and contained only a few edge punch-out failures per mile. A 4-inch concrete overlay was designed for a 20-year service life. An additional level of reinforcement-bonding was provided which utilized curb type reinforcement bars epoxied into the existing slab. The primary purpose in the additional reinforcement was to provide positive bonding at the slab edges where thin overlays have a tendency to debond due to curling and/or warping. A 9-inch tied concrete shoulder was added to increase the pavement structural capacity. The overall Serviceability Index of the pavement increased from 3.4 to 4.4 with measured Profile Index levels typically below the 5-inch per mile specification. Tests revealed excellent bond strengths and reduced edge deflections by 60% under a 22,000 lb moving single axle loading. Cores taken over transverse cracks in the overlay indicated reflection cracking from the transverse cracks in the original pavement. The final results reveal an estimated 35% of these cracks have reflected through and debonding has not occurred at the pavement edges. Anticipation of reflective cracking was one consideration in using the steel fibers which provide three-dimensional reinforcement. KW - Bond strength (Materials) KW - Bonded concrete overlays KW - Cement content KW - Concrete overlays KW - Continuously reinforced concrete pavements KW - Fiber reinforced concrete KW - Louisiana KW - Paved shoulders KW - Reflection cracking KW - Serviceability KW - Steel fibers KW - Tied concrete UR - http://www.ltrc.lsu.edu/pdf/2008/fr_266.pdf UR - https://trid.trb.org/view/860264 ER - TY - RPRT AN - 00625388 AU - ZumBrunnen, L G AU - Russell, B W AU - Burns, N H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - BEHAVIOR OF STATICALLY LOADED PRETENSIONED CONCRETE BEAMS WITH 0.5-INCH DIAMETER DEBONDED STRANDS. INTERIM REPORT PY - 1992/01 SP - 138 p. AB - One of the primary objectives of this research project is to develop design guidelines for the use of debonded, or blanketed, strand. The debonding of pretensioned strand is an alternative to draping strands in order to control the maximum tensile and compressive stresses in pretensioned beams. Debonding strands can simplify girder construction; draping strands is more difficult and more dangerous. Likewise, straight debonded strands enjoy economical advantages to draped strands in the total cost of girders. Static flexural tests were performed on specimens with debonded strand. An analytical rationale, the Bond Failure Prediction Model, was used to predict cracking and subsequent bond failure for these tests. The agreement between test results and the prediction model was outstanding, demonstrating that a rational design method can be developed for beams with debonded strands. This research also shows that the currently required multiplier of 2.0 for the development length of debonded strand may be significantly reduced, or, more appropriately, the provisions for debonded strand may be changed. Conversely, some dangerous and unsafe designs may be allowed by the current code. Beams tested in this report were I-shaped and made to resemble an AASHTO section complete with a composite deck. Altogether, ten tests were performed. The beams were loaded statically in flexure until failure. For each test, two types of failure were possible, flexural failure or bond failure. Results from these tests are shown to be accurately predicted by the prediction model. KW - Accuracy KW - Alternatives analysis KW - Analytical models KW - Beams KW - Blanketed strand KW - Bond failure KW - Bonding KW - Compressive strength KW - Compressive stress KW - Concrete KW - Concrete beams KW - Debonding KW - Failure KW - Flexural failure KW - Flexural strength KW - Forecasting KW - Fracture mechanics KW - I beams KW - Mathematical models KW - Pretensioning KW - Static tests KW - Stresses KW - Tensile stress KW - Tension KW - Test results UR - https://trid.trb.org/view/367908 ER - TY - RPRT AN - 00625054 AU - Wu, W-Y AU - McCullough, B F AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - TERMINAL MOVEMENT IN CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS. INTERIM REPORT PY - 1992/01 SP - 54 p. AB - The purpose of this study is to provide pavement designers with substantive information about CRCP terminal movement. A mechanistic model, PSCP2, was used to analyze free end movement and to predict the size of terminal movements. Field measurements were conducted at SH225 in Houston, Texas, in order to supplement the CRCP movement field data obtained from a previous research study. A comparison between the collected data and the predictions of the PSCP2 program was performed to verify the reliability of the PSCP2 mechanistic model. A procedure was then developed that estimates the terminal movement of a CRC pavement. KW - Alternatives analysis KW - Computer programs KW - Continuously reinforced concrete pavements KW - Design KW - End movements KW - Field measurements KW - Field tests KW - Forecasting KW - Mechanical analysis KW - Mechanistic design KW - Pavement design KW - Reliability UR - https://trid.trb.org/view/367719 ER - TY - RPRT AN - 00624966 AU - Fu, Gongkang AU - Saridis, P AU - Tang, Jinjun AU - New York State Department of Transportation AU - Federal Highway Administration TI - PROOF TESTING OF HIGHWAY BRIDGES. INTERIM REPORT PY - 1992/01 SP - 41 p. AB - This report presents preliminary results and a detailed plan for an investigation whose objective is to examine the economics and technology of proof testing of highway bridges. Current practice of highway bridge structural evaluation in the United States and New York State is reviewed. It is noted that current codes do not include provisions for proof testing in bridge structural evaluation, and no standard proof-testing procedures are available. A reliability model is introduced to determine the proof loads required for acceptable structural safety. The framework of a proof-testing procedural manual is also outlined. An economic analysis is summarized including relevant costs and benefits. KW - Acceptance tests KW - Benefits KW - Bridge engineering KW - Bridges KW - Costs KW - Economic analysis KW - Economics KW - Highway bridges KW - Load tests KW - New York (State) KW - Proof loads KW - Safety KW - State of the art studies KW - Structural design KW - Structural safety KW - Structural testing KW - Structural tests KW - Technology KW - United States UR - https://trid.trb.org/view/367634 ER - TY - RPRT AN - 00622319 AU - Yu, S L AU - Kaighn, R J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - VDOT MANUAL OF PRACTICE FOR PLANNING STORMWATER MANAGEMENT. FINAL REPORT PY - 1992/01 SP - 190 p. AB - The final report is in the form of a manual of practice for the Virginia Department of Transportation (VDOT) to use in planning its stormwater management strategies. The manual was proposed to aid in the selection and design of erosion control practices and stormwater control practices for transportation projects in Virginia. Information obtained from Virginia, other states, and the literature was compiled to help describe the best management practices that will comply with the applicable regulations. Discussed herein are selecting a control practice for a particular site, design of control practices, and maintenance and safety considerations. Other topics discussed include applicable federal and state regulations and computer models. KW - Drainage KW - Erosion control KW - Management KW - Manuals KW - Planning KW - Project management KW - Projects KW - Regulations KW - Runoff KW - Sediment control KW - Sediments KW - Simulation KW - Transportation KW - Virginia UR - http://ntl.bts.gov/lib/36000/36800/36838/92-R13.pdf UR - https://trid.trb.org/view/362851 ER - TY - RPRT AN - 00619209 AU - Thompson, N G AU - Lankard, D AU - Sprinkel, M M AU - Cortest Columbus Technologies AU - Federal Highway Administration TI - IMPROVED GROUTS FOR BONDED TENDONS IN POST-TENSIONED BRIDGE STRUCTURES. FINAL REPORT PY - 1992/01 SP - 146 p. AB - Currently, there is a serious problem in the United States and elsewhere with the deterioration of concrete bridges due to corrosion induced by chloride intrusion into the concrete. Historically the problem has been associated with conventionally reinforced concrete bridge structures as opposed to prestressed or post-tensioned structures. However, corrosion of steel tendons in prestressed concrete structures is of greater concern because the structural integrity of the bridge relies on the high tensile loading of the tendons. Any corrosion or corrosion-induced cracking of the tendon could lead to catastrophic failure of the structure. Grout is the final line of defense against corrosion of the steel tendon. Accordingly, FHWA initiated this study (i) to develop and test new mixture designs for grouts, (ii) to develop and perform accelerated corrosion test methods on the new grouts, and (iii) to compare the corrosion performance of the new grouts with the standard grouts. Several modifiers and additives for grouts were examined, including: high-range water-reducers, fly ash, silica fume, latex polymer modifier, expansive agents, anti-bleed additives, and corrosion inhibitors. It was shown that these additives can greatly affect the fluidity, open-time, bleeding/segregation, chloride permeability, and mechanical properties of the grouts. Several experimental grouts were designed which provided improved properties compared to the more standard grouts presently being used. An accelerated corrosion test method (ACTM) was developed which evaluates the corrosion performance of steel tendons embedded in the grout. It was shown that any experimental grout that lowered the chloride permeability, increased the time for corrosion initiation and typically decreased the corrosion rate following initiation. The examination of the effect of calcium nitrite inhibitor required a modification of the as-specified ACTM, and the addition appears to produce the most significant improvement in corrosion performance of steel tendons embedded in grout, although the data for this comparison are limited. KW - Accelerated tests KW - Admixtures KW - Calcium nitrite KW - Chlorides KW - Concrete bridges KW - Corrosion protection KW - Fly ash KW - Grout KW - Inhibitors (Chemistry) KW - Latex KW - Mix design KW - Performance evaluations KW - Permeability KW - Posttensioning KW - Prestressed concrete KW - Reinforcing steel KW - Silica fume KW - Super water reducers KW - Tendons KW - Test procedures KW - Water reducing agents UR - https://trid.trb.org/view/361740 ER - TY - RPRT AN - 00625701 AU - Graves, R C AU - Allen, D L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - PAVEMENT DEFLECTION EVALUATIONS. FINAL REPORT PY - 1992/01 SP - 94 p. AB - In this study a procedure has been developed to evaluate the structural condition of pavements using Road Rater deflection measurements. These procedures compare actual field deflections with deflections calculated by the Chevron N-Layer linear elastic computer program. The results obtained from these procedures are the layer moduli of the pavement materials. Procedures have been developed for asphaltic concrete pavements and composite pavements, including broken and non-broken concrete layers. This report also contains a comparison of structural overlay determined using the results of the new procedure, with overlays calculated using results from the 2-3 Projected procedure currently used by the Pavement Management branch of the Kentucky Transportation Cabinet. A users manual from the computer programs developed during this study is included in the appendix of the report. KW - Alternatives analysis KW - Asphalt pavements KW - Composite pavements KW - Computer programs KW - Crack and seat treatment KW - Deflection KW - Layer coefficient (Pavements) KW - Layer moduli KW - Modulus KW - Overlays (Pavements) KW - Pavement deflection KW - Pavements KW - Road raters KW - Thickness UR - https://trid.trb.org/view/368089 ER - TY - RPRT AN - 00666309 AU - Fu, Gongkang AU - Saridis, P AU - Tang, Jinjun AU - New York State Department of Transportation AU - Federal Highway Administration TI - PROOF TESTING OF HIGHWAY BRIDGES PY - 1992/01 SP - 39 p. AB - The report presents preliminary results and a detailed plan for an investigation whose objective is to examine the economics and technology of proof testing of highway bridges. Current practice of highway bridge structural evaluation in the United States and New York State is reviewed. It is noted that current codes do not include provisions for proof testing in bridge structural evaluation, and no standard proof-testing procedures are available. A reliability model is introduced to determine the proof loads required for acceptable structural safety. The framework of a proof-testing procedural manual is also outlined. An economic analysis is summarized including relevant costs and benefits. KW - Bridge engineering KW - Bridges KW - Economic analysis KW - Highway bridges KW - Proof KW - Proof tests KW - Structural analysis KW - Structural tests KW - Test procedures UR - https://trid.trb.org/view/405841 ER - TY - RPRT AN - 00643601 AU - Wynne, G G AU - Federal Highway Administration TI - NATIONAL BICYCLING AND WALKING STUDY. CASE STUDY NO. 16: A STUDY OF BICYCLE AND PEDESTRIAN PROGRAMS IN EUROPEAN COUNTRIES PY - 1992/01 SP - 56 p. AB - Most European nations have embarked on programs to reduce congestion, lower traffic accidents and improve the safety of cyclists and pedestrians. This paper concentrates on the ways bicycle and pedestrian facilities have been improved and cyclists and pedestrians benefited by these practices of "traffic calming". The countries selected for this review include Austria, Denmark, Finland, the Netherlands, Norway, Germany, France, Sweden, the United Kingdom and Switzerland. They all have programs to encourage cycling and walking and, in some of their major cities, the participation of bicycles in urban traffic represents a third or more of all trips made. The paper is organized in the following sections: Executive Summary; General Considerations; Bicycle and Pedestrian Policies and Programs; Non-Design-Related Safety Initiatives (Helmets and Reflective Devices); Physical Security--Bike Theft; Bicycle Access to Public Transit; Bicycle and Pedestrian Promotion Programs; Conclusions; and Recommendations. KW - Access KW - Benefits KW - Bicycle facilities KW - Bicycle safety KW - Bicycle travel KW - Bicycling KW - Case studies KW - Helmets KW - Nonmotorized transportation KW - Pedestrian areas KW - Pedestrian safety KW - Policy KW - Programs KW - Promotion KW - Public transit KW - Recommendations KW - Reflective devices KW - Security KW - Theft KW - Traffic calming KW - Traffic safety KW - Walking KW - Western Europe UR - https://trid.trb.org/view/386096 ER - TY - RPRT AN - 00643593 AU - Federal Highway Administration TI - NATIONAL BICYCLING AND WALKING STUDY. CASE STUDY NO. 7: TRANSPORTATION POTENTIAL AND OTHER BENEFITS OF OFF-ROAD BICYCLE AND PEDESTRIAN FACILITIES PY - 1992/01 SP - 98 p. AB - The objective of this study was to determine the transportation, economic, social, safety and environmental benefits of off-road bicycle and pedestrian facilities. Representative trail projects across the U.S. were contacted and existing literature on successful off-road facilities was analyzed. The case study report focuses on the benefits of human-powered forms of transportation as alternatives to the automobile. It examines the economic success stories of several corridors of land that struggled as railroads but are succeeding as trails, helping to revive local economies and derive dollars from tourism. The study takes a broad look at the land or right-of-way included in an off-road bicycle or pedestrian facility, and examines projects or case studies where trail users are provided numerous opportunities to learn about the plant life, animal life, and human life found along various off-road trails. Trail corridors are examined from an environmental and historical perspective. Finally, in terms of benefits, the study examines trails and greenways as land use planning tools that aid in controlling the sprawl of cities and contribute to making the world a greener, cleaner, and better place to live. The report goes on to compare and contrast representative projects, examining the similarities that exist among trails that have provided similar benefits. The study also looks into how the benefits of off-road trails differ by the way in which projects are promoted. To sum up, the study is a compendium of success stories and the hard work of many individuals, grassroots organizations, private interests, volunteer groups, local government, and state agencies. It is intended to share experiences, highlight innovations, and provide insight into the numerous benefits that can be experienced as a result of increased off-road trail development in the United States. KW - Benefits KW - Bicycle facilities KW - Bicycle travel KW - Bikeways KW - Case studies KW - Economic benefits KW - Education KW - Environmental impacts KW - Historic preservation KW - Land use planning KW - Nonmotorized transportation KW - Pedestrian areas KW - Project management KW - Projects KW - Promotion KW - Right of way (Land) KW - Trails KW - Walking UR - https://trid.trb.org/view/386088 ER - TY - RPRT AN - 00625198 AU - Federal Highway Administration AU - American Public Works Association TI - STATE AND LOCAL HIGHWAY TRAINING AND TECHNOLOGY RESOURCES PY - 1992/01 SP - v.p. AB - This directory provides a list of training and technology resources developed through the Technology Transfer (T2) Center program, which was initiated by the Rural Technical Assistance Program (RTAP) to provide a transfer of technology to local road programs in governmental units of under 50,000 population. Sources of data for the directory were the T2 Centers, State highway agencies, professional organizations, universities, and the Federal Highway Administration. The directory is divided into sections by the following subjects: bridges; drainage/roadside; equipment; general/management; operations; roads; and other resources. Each resource is composed of the following components: the title; the type of product (such as course, lecture, or videocassette); the source of the item; a contact who can give further information; a short description of the product; and the targeted audience. A title index is provided as well as a list of the T2 Centers. KW - Bridges KW - Construction KW - Directories KW - Drainage KW - Equipment KW - Highway design KW - Highway maintenance KW - Highway operations KW - Local government KW - Management KW - Natural resources KW - Road construction KW - Roadside KW - Rural areas KW - Small towns KW - States KW - Street construction KW - Street design KW - Street maintenance KW - Streets KW - Technology KW - Technology transfer KW - Traffic KW - Training UR - https://trid.trb.org/view/369850 ER - TY - RPRT AN - 00625095 AU - Romack, G P AU - Federal Highway Administration TI - PERFORMANCE OF BRIDGE JOINT SYSTEMS DESIGNED FOR LARGE MOVEMENTS PY - 1992/01 SP - 55 p. AB - An earlier effort to evaluate bridge expansion joints was augmented to concentrate on those joints designed to accommodate large movements. Several States were included in this new project, and modular and finger systems were evaluated for their in-place condition. A total of 136 modular joint systems and 42 finger joint systems were included in the survey. The project focus was to evaluate the performance of each type to assist the States in determining the performance and cost effectiveness of using either modular or finger joints for large movements. Each joint in the survey was evaluated to determine its in-place condition. The condition of the surface elements as well as the hardware below the deck surface was rated using the prescribed evaluation criteria. Additionally, each joint was examined for its ability to control bridge roadway runoff and protect the structural components below the deck. For the most part, the modular joints reviewed, with the exception of a few locations, appeared to be performing as intended. The majority of the hardware was in very good condition. Buildup of debris was present in the recessed sealing elements in most of the modulars, particularly heavy at the shoulder areas of the deck. Most of the joints less than 11 years old were watertight, with only 3 that were actively leaking and several others which showed evidence of water getting through the joint. The ones incorporating aluminum components had varying degrees of surface damage and adjacent concrete deterioration. The finger joints also were performing as designed, however, the open finger variety presented most of the problems for this joint type. The surface of the joints exhibited minor scrapes and gouges at about half ot the sites. There was some cracking of the header concrete. All of the troughs inspected contained varying amounts of roadway debris. The joints with troughs appeared to be handling the surface water adequately. On the other hand, the condition of the components below the open joints was poor in several locations. KW - Bridges KW - Concrete KW - Concrete cracking KW - Condition surveys KW - Cost effectiveness KW - Cracking KW - Damages KW - Debris KW - Debris removal KW - Deteriorated concrete KW - Deterioration KW - Expansion joints KW - Finger joints KW - Gouges KW - Leakage KW - Loss and damage KW - Modular design KW - Modular structures KW - Performance evaluations KW - Permeability KW - Runoff UR - https://trid.trb.org/view/367760 ER - TY - RPRT AN - 00625064 AU - Colorado Department of Transportation AU - Federal Highway Administration TI - COLORADO DEPARTMENT OF TRANSPORTATION ASPHALT PAVEMENT WHITE PAPER. IMPLEMENTATION REPORT PY - 1992/01 SP - 63 p. AB - Over the past several years, numerous changes have been incorporated into the hot bituminous pavement design and construction process. Design and construction problems encountered during the 1991 asphalt paving season as a result of these changes have been identified and corrective actions are addressed in this paper. KW - Asphalt pavements KW - Calcium oxide KW - Flexible pavements KW - Hot mix asphalt KW - Mix design KW - Pavement design KW - Paving KW - Seal coats UR - https://trid.trb.org/view/367729 ER - TY - RPRT AN - 00633424 AU - KIM, D-S AU - Stokoe, K H AU - Hudson, W R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEFORMATIONAL CHARACTERISTICS OF SOILS AT SMALL TO INTERMEDIATE STRAINS FROM CYCLIC TESTS. INTERIM REPORT PY - 1992/01 SP - 150 p. AB - The deformational characteristics of various soils at small (.00001 to .001%) to intermediate (.001 to .1%) shearing strains using resonant column and torsional shear (RCTS) equipment were investigated. Soils tested include dry sand, undisturbed silts and clays, and compacted clay subgrades. In addition, metal specimens have been developed to investigate system compliance of RCTS equipment which resulted in damping ratios of soils measured at frequencies above 1 Hz being corrected for equipment compliance. A key aspect of this work was to measure accurate stress-strain hysteresis loops at shearing strains below .001%. To accomplish this task, the motion monitoring system in the torsional shear test was modified with a micro-proximitor system; shear modulus was then measured at strains as small as .00001% and hysteretic damping ratio was measured at strains as small as .006%. The elastic zone, where the stress-strain relation is independent of loading cycles and strain amplitude, was also verified. Hysteretic damping was found even in this elastic zone. The effects of loading frequency and number of loading cycles on deformational characteristics (modulus and damping) were investigated. Resonant column (RC) and torsional shear (TS) tests were performed in a sequential series on the same specimen. A cyclic threshold strain was defined for dry sand where the deformational characteristics are independent of loading cycles. The cyclic threshold strain was about 4 to 10 times greater than the elastic threshold strain. At strains above the cyclic threshold, shear modulus increases and damping ratio decreases with increasing number of loading cycles. Moduli and damping ratios of dry sand are independent of loading frequency, and values obtained from both RC and TS tests are identical, provided the number of loading cycles is considered in the comparison. A cyclic threshold strain was also defined for cohesive soil. Above the cyclic threshold strain, the modulus of cohesive soil decreases with increasing number of cycles, while damping ratio is almost independent of number of load cycles. Moduli and damping ratios of cohesive soil obtained by the RC test are higher than those from the TS test because of the frequency effect. Shear modulus of cohesive soil increases linearly as a function of the logarithm of loading frequency while damping ratio of cohesive soil remains constant below about 2 Hz. Synthetic specimens were developed and calibrated with independent tests. With known stiffness specimens, the compliance problem in resilient modulus (M sub R) equipment was detected and modifications of equipment were undertaken. After calibrating the equipment, moduli obtained from both M sub R and RCTS tests agree well in synthetic specimens as well as compacted subgrade soils. KW - Calibration KW - Clay KW - Cohesive soils KW - Compacted clays KW - Cyclic tests KW - Damping (Physics) KW - Deformation KW - Equipment KW - Modulus of resilience KW - Resonant column KW - Sand KW - Shear modulus KW - Shear stress KW - Silts KW - Soil deformation KW - Soils KW - Strain (Mechanics) KW - Strains KW - Subgrade (Pavements) KW - Synthetics KW - Torsion KW - Torsional shear UR - https://trid.trb.org/view/374359 ER - TY - RPRT AN - 00628946 AU - National Highway Institute TI - CONCRETE PAVEMENT DESIGN MANUAL PY - 1992/01 SP - 516 p. AB - This manual was originally prepared for the Northwest Concrete Pavement Seminar in Boise, Idaho, October 30 to November 2, 1990. It has been modified from the "Pavement Design--Principles and Practices" manual prepared for the Federal Highway Administration/National Highway Institute by ERES Consultants, Inc., under contract number DTFH61-86-C-00038. The modifications were made to reflect changes in current practice, updated information, and recent research related entirely to portland cement concrete pavements. The manual accompanies National Highway Institute Course No. 13111. It is organized in five blocks, as follows: (1) Introduction; (2) Initial Considerations in the Pavement Design Process; (3) Rigid Pavement Design; (4) Rigid Pavement Design Features; and (5) Rehabilitation of Rigid Pavements. KW - Concrete pavements KW - Design KW - Design features KW - Driver rehabilitation KW - Manuals KW - Pavement design KW - Rehabilitation KW - Rigid pavements UR - https://trid.trb.org/view/369256 ER - TY - RPRT AN - 00628945 AU - National Highway Institute TI - ENGINEERING CONCEPTS FOR BRIDGE INSPECTORS: INSTRUCTOR'S GUIDE PY - 1992/01 SP - v.p. AB - This Instructor's Guide is intended for experienced bridge engineers in the instruction of the two-part Comprehensive Bridge Safety Inspection Training Program, which consists of the following: Part I - Engineering Concepts for Bridge Inspectors - One-week-course; and Part II - Safety Inspection of In-Service Bridges - Two-week-course. The Guide is divided into several sessions, with each session consisting of various topics. KW - Bridge engineering KW - Bridge inspection KW - Bridges KW - Guides KW - Guides to information KW - Inspection KW - Manuals KW - Training UR - https://trid.trb.org/view/369939 ER - TY - RPRT AN - 00628807 AU - Pezo, R AU - Claros, G AU - Hudson, W R AU - Stokoe, K H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A RELIABLE RESILIENT MODULUS TEST FOR SUBGRADE AND NON-GRANULAR SUBBASE MATERIALS FOR USE IN ROUTINE PAVEMENT DESIGN. FINAL REPORT PY - 1992/01 SP - 190 p. AB - Many research engineers over the years have reported various problems with the resilient modulus test for soils. Some of these problems are associated with the testing setup, some with the testing procedure. In particular, researchers have observed significant differences in the estimations of the moduli when comparing results from the field with those obtained under laboratory conditions. Thus, the purpose of this study was to develop a reliable resilient modulus test for subgrade and non-granular subbase materials for use in routine pavement design. KW - Alternatives analysis KW - Field tests KW - Laboratory tests KW - Modulus of resilience KW - Pavement design KW - Soil tests KW - Subbase materials KW - Subgrade (Pavements) UR - https://trid.trb.org/view/369153 ER - TY - RPRT AN - 00627030 AU - Zimpfer, W H AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EXPANSION OF FDOT TEST PIT EVALUATION OF NEW FLEXIBLE PAVEMENT BASES 1991-1992. FINAL REPORT PY - 1992/01 SP - 130 p. AB - Test Pit Evaluation included two studies and is presented in two sections. Section 1 includes the testing and evaluation of four Florida granular base materials: Southern Sand and Stone; Palm Beach Rock and Southern Sand; Stone 207; and Stone 208. The Florida Department of Transportation (FDOT) laboratory tests included identification, classification and Florida bearing value tests. Test Pit plate tests were performed on base sections at (1) At or near Optimum Moisture; (2) Drained and Dried; and (3) Soaked. Materials were rated using bearing ratio, composite section plate modulus; and cumulative plate deformation under repeated stress. AASHTO structural coefficients were determined, and FDOT group ratings established. Section 2 presents a Preliminary Study of TENSAR SS-1 Reinforcement. FDOT plate tests were conducted on an unreinforced and reinforced sand subgrade. Reinforcing effect was calculated using accumulated plate deformation criteria. A Preliminary Study of Florida limerock base was also performed on unreinforced and reinforced composite based/subgrade section. Reinforcing effects were determined using composite moduli and cumulative plate deformation under repeated stress. Tests were normally conducted under two different moisture conditions: (1) At or Near Optimum; and (2) Soaked. Short term, and extended tests were conducted to evaluate reinforcing effect. KW - Base course (Pavements) KW - Bearing capacity KW - Bearing values KW - Deformation KW - Flexible pavements KW - Granular materials KW - Identification (Soils) KW - Identification systems KW - Laboratory tests KW - Moisture content KW - Plate bearing test KW - Plate deformation KW - Plates (Engineering) KW - Reinforcement (Engineering) KW - Soil classifications KW - Soil types KW - Subgrade (Pavements) KW - Test pit evaluations UR - https://trid.trb.org/view/368547 ER - TY - RPRT AN - 00622333 AU - Kim, Y AU - Messer, C J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRAFFIC SIGNAL TIMING MODELS FOR OVERSATURATED SIGNALIZED INTERCHANGES. INTERIM REPORT PY - 1992/01 SP - 118 p. AB - This research report documents the development models for control of signalized diamond interchanges during oversaturated traffic conditions. Oversaturated traffic conditions occur when the average traffic demand exceeds the capacity of the signal system. The dynamic optimization model proposed is the principal product of this research. The control objective of the dynamic model is to provide maximum system productivity as well as minimum delay for a selected roadway system. A special feature predetermined upper limits. The dynamic model was developed for conventional diamond interchanges and three-level diamond interchanges. The model takes the form of mixed integer linear programming. The effectiveness of the control strategies generated by the dynamic model was compared to those derived from conventional signal timing models, using the TRAF-NETSIM microscopic simulation model. It was found that the dynamic models produced optimal signal timing plans for the oversaturated signalized interchanges. The dynamic model consistently outperformed conventional models with respect to system productivity. This conclusion was drawn from the TRAF-NETSIM simulation. The dynamic model solutions significantly reduced total system delay for most test cases, while slightly increasing the delay for a few test cases. KW - Diamond interchanges KW - Effectiveness KW - Interchanges KW - Linear programming KW - Mathematical models KW - Measures of effectiveness KW - Microsimulation KW - Models KW - Optimization KW - Oversaturation (Traffic flow) KW - Signalized interchanges KW - Signalized intersections KW - Simulation KW - Traffic congestion KW - Traffic delays KW - Traffic signal timing UR - https://trid.trb.org/view/362865 ER - TY - RPRT AN - 00622344 AU - Davalos, J F AU - Wolcott, M P AU - Dickson, B AU - Brokaw, J AU - West Virginia University, Morgantown AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - QUALITY ASSURANCE AND INSPECTION MANUAL FOR TIMBER BRIDGES PY - 1992/01 SP - 216 p. AB - A quality control and inspection manual for hardwood stress-laminated and glulam timber bridges is presented. This manual is written primarily for bridge inspectors, fabricators, contractors, engineers, and owners. The two major objectives of this manual are: (1) to provide basic knowledge of wood and steel materials and stress-laminated and glulam bridge systems; (2) to provide specific guidelines for the inspection of bridge components before construction, inspection of construction procedures, and inspection of bridge systems in service. Toward this end, the manual is organized in two broad sections: (1) educational modules on wood, steel, and bridges systems; (2) inspection and quality control guidelines before, during, and after construction, which include checklists to guide the inspection of specific and important items during all phases of construction and service of a bridge. KW - Bridge inspection KW - Bridges KW - Construction inspection KW - Guidelines KW - Hardwoods KW - Inspection KW - Laminated wood KW - Manuals KW - Post-construction KW - Preconstruction KW - Quality assurance KW - Quality control KW - Wooden bridges UR - https://trid.trb.org/view/362876 ER - TY - RPRT AN - 00622321 AU - Mayer, L AU - Miami University, Oxford AU - Ohio Department of Transportation AU - Federal Highway Administration TI - MIGRATION OF INDIAN CREEK BY CHANNEL EROSION BETWEEN MILLVILLE AND ROSS, BUTLER COUNTY, OHIO. FINAL REPORT PY - 1992/01 SP - 64 p. AB - Indian Creek, which leads just north of the town of College Corner, is a tributary to the Great Miami River. Meandering for much of its lower course, Indian Creek appears to be steadily eroding its way towards Ohio Route 27, which is a major thoroughfare linking I-70 to Cincinnati. Route 27 is also a major carrier of traffic into the community of Oxford and Miami University. This study was motivated by the risk posed to Route 27 by the lateral migration of Indian Creek. Archival photography and mapping were used to obtain data from which the amount of lateral migration towards Route 27 could be measured. Based on these measurements, the rate of migration towards Route 27 has been occurring at an average rate of 24 feet per year since 1950. The current distance of meander from the road surface is 145 feet. Linear regression of the migration data suggest that if the rates continue, Indian Creek will erode into Route 27 sometime in 1996 plus or minus 4 years. KW - Channels (Waterways) KW - Data analysis KW - Geomorphology KW - Hazards KW - Interstate Highway System KW - Lateral migration KW - Linear regression analysis KW - Mathematical analysis KW - Ohio KW - Risk assessment KW - Scour KW - Stream channels KW - Streams UR - https://trid.trb.org/view/362853 ER - TY - RPRT AN - 00621611 AU - Kolb, M AU - Tidd, M AU - Humphrey, D AU - University of Maine, Orono AU - Maine Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF BRIDGE DECK WEARING SURFACES AND PROTECTIVE SYSTEMS PY - 1992/01 SP - 312 p. AB - The different wearing surface systems used by the Maine Department of Transportation (MDOT) were evaluated for their durability in providing a smooth riding surface. From an historical data base of the 1,822 concrete bridge decks currently maintained by MDOT, 119 bridges were selected for detailed field inspection. The following wearing surface types were included in the inspections: bituminous concrete with membrane waterproofing, bituminous concrete with no membrane, reinforced concrete overlay, unreinforced conventional concrete overlay, latex modified concrete overlay, and integral concrete. The field inspection consisted of measuring the following: chloride content of the deck concrete; areal extent of delamination, scaling, spalling and patching; and extent of cracking. The data showed that for as-built wearing surfaces, bituminous concrete overlays with a membrane were more durable and effective in preventing chloride content increases in the deck concrete than reinforced concrete overlays or integral concrete. Similarly for replacement wearing surfaces, bituminous concrete overlays with membrane waterproofing were more durable and effective than unreinforced conventional concrete overlays. The data suggested that latex modified concrete overlays were more durable and effective than reinforced or unreinforced conventional concrete overlays. KW - Asphalt concrete KW - Bridge decks KW - Chloride content KW - Chlorides KW - Concrete KW - Delamination KW - Deterioration KW - Durability KW - Effectiveness KW - Field investigations KW - Field studies KW - Fracture mechanics KW - Latex modified concrete KW - Measures of effectiveness KW - Membranes KW - Membranes (Biology) KW - Overlays (Pavements) KW - Performance evaluations KW - Prevention KW - Reinforced concrete KW - Scaling KW - Spalling KW - Waterproofing materials KW - Wearing course (Pavements) UR - https://trid.trb.org/view/362659 ER - TY - RPRT AN - 00621615 AU - Stuart, K D AU - Federal Highway Administration TI - DIAMETRAL TESTS FOR BITUMINOUS MIXTURES. FINAL REPORT PY - 1992/01 SP - 143 p. AB - The first objective of this report was to provide details on various tests performed on core specimens under a Federal Highway Administration (FHWA) research study entitled "Performance Evaluation of Sulfur-Extended Asphalt Pavements - Laboratory Evaluation". This study is documented in report FHWA-RD-90-110. Under this study, 15 cores were obtained from various sulfur-extended asphalt (SEA) pavement sections and asphalt control (AC) sections and tested for properties in the laboratory. This report presents the experience with each particular test apparatus used in the SEA study. The diametral (resilient) modulus test and the diametral incremental creep test were extensively evaluated. The susceptibility to damage by moisture was evaluated in accordance with American Society for Testing and Materials (ASTM) Method D 4867. These tests have also been used under various other FHWA studies. The second objective was to correlate various test properties to each other and determine the relationships between them. Properties were taken from the following tests: (1) diametral (resilient) modulus, (2) diametral incremental creep modulus and deformations, (3) indirect tensile strength, (4) Marshall stability and flow, (5) diametral fatigue life, (6) density, (7) maximum specific gravity, and (8) percent air void level. Most relationships were poor or could only be considered general trends. Each test measures a unique property. Properties from sophisticated tests could not be predicted from less complex tests. Surrogate tests were not found. For example, fatigue life could not be predicted directly from tensile strength. KW - Air voids KW - Air voids content KW - Asphalt additives KW - Bituminous mixtures KW - Creep tests KW - Data analysis KW - Density KW - Extenders KW - Fatigue (Mechanics) KW - Fatigue life KW - Indirect tensile test KW - Marshall stability & flow test flow KW - Marshall test KW - Mathematical analysis KW - Modulus of resilience KW - Moisture content KW - Moisture susceptibility testing KW - Specific gravity KW - Sulfur KW - Sulfur asphalt KW - Tension tests KW - Testing KW - Testing equipment UR - https://trid.trb.org/view/362663 ER - TY - RPRT AN - 00621548 AU - SMITH, S A AU - JHK & Associates AU - Federal Highway Administration TI - INFORM EVALUATION. VOLUME II: EXECUTIVE SUMMARY. DRAFT FINAL REPORT PY - 1992/01 SP - 36 p. AB - INFORM (INformation FOR Motorists, formerly known as the Integrated Motorist Information System - IMIS) is a corridor traffic management system designed to obtain better utilization of existing highway facilities in a 40-mile (64.4-km) long highway corridor on Long Island, New York. The system includes integrated electronic traffic monitoring, variable message signing, ramp metering, and related strategies to optimize traffic flow through a heavily congested corridor. The evaluation of INFORM was conducted using extensive field data surveys, and data collected through the system. The Executive Summary presents a summary of the overall results of the evaluation, including comparisons of vehicle miles of travel, vehicle hours of travel, speed, occupancy, ramp delays, and equipment failures, motorist perceptions, and other congestion-related measures for the a.m. and p.m. peak periods. Incident case studies were used to evaluate motorist response to and effectiveness of variable message signing strategies. The Executive Summary also summarizes the many lessons learned in the design, implementation, operation, and evaluation of INFORM. KW - Case studies KW - Corridors KW - Electronic equipment KW - Electronics, traffic KW - Evaluation KW - Freeways KW - Highway traffic control KW - Long Island (New York) KW - Optimization KW - Ramp metering KW - Traffic congestion KW - Traffic control KW - Traffic control systems KW - Traffic flow KW - Traffic surveillance KW - Variable message signs UR - https://trid.trb.org/view/362648 ER - TY - RPRT AN - 00620388 AU - Colony, D C AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - INFLUENCE OF TRAFFIC, SURFACE AGE AND ENVIRONMENT ON SKID NUMBER. FINAL REPORT PY - 1992/01 SP - 313 p. AB - Field and laboratory work was designed to study short-term changes in skid number (SN), long-term changes and possible mechanisms which cause such changes. Adjustment of SN readings to equivalent values at a standard temperature is demonstrated. While short-term effects of rainfall and surface contaminants may at times be substantial, no patterns emerged which could justify any scheme for adjustment for those effects. A workable method was developed for estimating SN from analysis of microphotos of pavement surfaces. This method uses inexpensive equipment and is suitable for monitoring texture changes or for comparing various surfaces. A multiple regression equation is proposed, which relates changes in SN over time to independent variables related to aggregate properties, traffic, time and temperature. Laboratory studies of fine aggregates showed that loss of BPN (British Pendulum Number) due to accelerated polishing is proportional to the percentage of silica sand in bituminous mixtures containing both silica sand and "manufactured" sand from limestone. It had been expected that the manufactured sand would exhibit inferior resistance to polishing. Similar results were obtained from portland cement concrete briquettes containing various ratios of silica sand to manufactured sand. KW - Artificial aggregates KW - Equations KW - Estimating KW - Field studies KW - Laboratory tests KW - Limestone aggregates KW - Microphotos KW - Multiple regression KW - Multiple regression analysis KW - Pavements KW - Polishing (Aggregates) KW - Silica sands KW - Skid number KW - Skid resistance KW - Skidding KW - Surface course (Pavements) KW - Texture UR - https://trid.trb.org/view/362301 ER - TY - RPRT AN - 00620384 AU - McGhee, K H AU - Ozyildirim, C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTION OF THIN-BONDED PORTLAND CEMENT CONCRETE OVERLAY USING ACCELERATED PAVING TECHNIQUES. INSTALLATION REPORT PY - 1992/01 SP - 25 p. AB - The report describes the Virginia Department of Transportation's first modern experience with the construction of thin-bonded portland cement concrete overlays of existing concrete pavements and with the fast track mode of rigid paving. The study was conducted in cooperation with the Federal Highway Administration (FHWA) and used a paving mixture verified in an FHWA mobile laboratory. The study showed that the fast track mode will permit lane closure times as short as 48 hours. Of special interest was the finding that adequate strength of the bond between the old pavement and the overlay is not dependent on the use of a bonding grout. KW - Accelerated paving KW - Bond strength (Materials) KW - Bonded concrete overlays KW - Bonding KW - Concrete overlays KW - Fast track paving KW - Paving KW - Thin bonded KW - Thin films UR - https://trid.trb.org/view/362297 ER - TY - RPRT AN - 00619206 AU - KULAKOWSKI, B T AU - Wambold, J C AU - Blue, D W AU - Blackburn, R R AU - Harwood, D W AU - Pennsylvania State University, University Park AU - Federal Highway Administration TI - EFFECTS ON SAFETY OF PAVEMENT-TRUCK TIRE INTERACTION. FINAL REPORT PY - 1992/01 SP - 133 p. AB - A new truck tire tester was built to measure tire forces in braking and cornering under various speed, vertical load, and slip angle conditions and on different pavement surfaces. Six of the most common truck and bus tires were tested. In general, rib tires performed better than lug tires and radial tires performed better than bias-ply tires. Overall, the radial rib tire performed best, both in braking and in cornering, among the six test tires. All of the independent test variables--pavement type, vehicle speed, axle load, and slip angle--have a significant effect on tire traction. The experimental data were processed to derive 48 regression models relating peak and sliding coefficients of braking and cornering friction and critical longitudinal slip to the independent variables. A computer simulation study using the T3DRS, Phase 4 program was also conducted to investigate the effects of suspension type, tire type, roadway alignment, pavement roughness, and surface wetness on truck braking distance. The simulation results showed that trucks may require considerably larger stopping distances than passenger cars. KW - Alignment KW - Bias ply tires KW - Braking KW - Buses KW - Cornering, vehicle KW - Data analysis KW - Mathematical analysis KW - Pavements KW - Performance tests KW - Radial ply tires KW - Radial tires KW - Regression analysis KW - Roughness KW - Simulation KW - Steering KW - Stopping distances KW - Suspension systems KW - Testing equipment KW - Tires KW - Traction KW - Trucks KW - Wet pavements KW - Wet weather UR - https://trid.trb.org/view/361737 ER - TY - RPRT AN - 00619290 AU - Roper, T H AU - Henley, E H AU - Washington State Department of Transportation AU - Federal Highway Administration TI - BRIDGE NO. 513/32, SR 5 OVERCROSSING NE 145TH STREET, HIGH EARLY STRENGTH LATEX MODIFIED CONCRETE OVERLAY. POST CONSTRUCTION AND ANNUAL REPORTS PY - 1992/01 SP - 25 p. AB - Latex modified concrete overlays normally require 48 hours of cure time before traffic can be restored to the structure. It is desirable to minimize the disruption to traffic. High early strength latex modified concrete, as demonstrated by this project, can reduce the cure time. A 1-1/2 in. overlay of high early strength latex modified concrete was placed on SR 5 Overcrossing NE 145th Street, Bridge No. 513/32, in October 1989. The existing concrete box girder bridge has a deck area of 14,442 sq ft. The overlay concrete contained Type III cement; the latex was supplied by Dow Chemical USA. The use of high early strength latex modified concrete can reduce traffic closure time by approximately 24 hours compared to a normal latex modified concrete. The actual bridge closure time will be dependent on the timing of other project activities related to expansion joint repairs or modifications, striping, and off-structure work. KW - Bridge decks KW - Concrete curing KW - High early strength cement KW - Latex modified concrete KW - Overlays (Pavements) KW - Time UR - http://www.wsdot.wa.gov/research/reports/fullreports/248.1.pdf UR - https://trid.trb.org/view/361790 ER - TY - RPRT AN - 01512557 AU - United States Federal Highway Administration TI - US-131 Cadillac bypass, south of Cadillac to north of Manton, Wexford County : environmental impact statement PY - 1992///Volumes held: Draft, Final; Technical report on wetlands (B1) KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/1296881 ER - TY - RPRT AN - 01509542 AU - United States Federal Highway Administration TI - US-29A/70A (High Point Rd.), US-311 bypass to Greensboro Western Urban loop, Guilford County : environmental impact statement PY - 1992///Volumes held: Draft KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1293866 ER - TY - CONF AN - 01362775 AU - Colorado Department of Transportation AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Western States Pavement Subdrainage Conference PY - 1992 SP - v.p. AB - Water in pavement structure is a recognized cause of pavement distress, particularly in Portland cement concrete (PCC) pavements. Many highway agencies are retrofitting drainage of existing pavements and including free drainage bases on new or reconstructed pavements. This conference contains papers that discuss pavement structure drainage installation and a review of current research. It represents the current state of the practice in design practices for draining the pavement structure. Design and construction of permeable bases and retrofit longitudinal edge drains are discussed. U1 - Western States Pavement Subdrainage ConferenceColorado Department of TransportationWyoming Department of TransportationFederal Highway AdministrationDenver,CO,United States StartDate:19911203 EndDate:19911205 Sponsors:Colorado Department of Transportation, Wyoming Department of Transportation, Federal Highway Administration KW - Edge drains KW - Pavement distress KW - Portland cement concrete KW - Retrofitting KW - State of the practice KW - Subdrains UR - https://trid.trb.org/view/1127538 ER - TY - RPRT AN - 01161166 AU - Federal Highway Administration TI - SR-267 construction on new alignment, I-80 to east of Truckee, Nevada County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/922150 ER - TY - RPRT AN - 01105654 AU - Carlyle, John M AU - Ely, Thomas M AU - Physical Acoustics Corp AU - Federal Highway Administration TI - Acoustic emission monitoring of the I-95 Woodrow Wilson Bridge PY - 1992 SP - ii, 11 leaves KW - Acoustic emission tests KW - Bridge substructures KW - Inspection KW - Metal bridges KW - Testing KW - Woodrow Wilson Memorial Bridge UR - https://trid.trb.org/view/865265 ER - TY - RPRT AN - 01062360 AU - Federal Highway Administration TI - Improvement of I-35/I-80 interchanges at US 69 and 2nd Ave., Polk County, environmental assessment (EA) PY - 1992///Volumes held: Background documents1 KW - Environmental impact statements KW - Iowa UR - https://trid.trb.org/view/821857 ER - TY - RPRT AN - 01062093 AU - Federal Highway Administration TI - Interstate Route 40/240 improvements, I-40/I-240 directional (midtown) interchange to SR-300 interchange, Shelby County : environmental impact statement PY - 1992///Volumes held: Draft(2v), Final(2v) KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/821589 ER - TY - RPRT AN - 01062090 AU - Federal Highway Administration TI - STH-29, I-94 to STH-29/CTH-J interchange, Dunn and Chippewa counties : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/821586 ER - TY - RPRT AN - 01062083 AU - Federal Highway Administration TI - Ozark Mountain highroad corridor construction Taney County, Stone County : environmental impact statement PY - 1992///Volumes held: Draft, Draft Appendix, Final(2v) KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/821579 ER - TY - RPRT AN - 01062082 AU - Federal Highway Administration TI - East-West Blvd. corridor study, Veterans hwy. to ND-2, Anne Arundel County : environmental impact statement PY - 1992///Volumes held: Draft KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/821578 ER - TY - RPRT AN - 01062073 AU - Federal Highway Administration TI - SR-126 extension, I-5 to SR-14, Santa Clarita, Los Angeles County : environmental impact statement PY - 1992///Volumes held: Draft KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821569 ER - TY - RPRT AN - 01062064 AU - Federal Highway Administration TI - Lackawanna Valley Industrial Highway project : environmental impact statement PY - 1992///Volumes held: Draft(3v), Final(2v); Technical memorandum B1; Wet 2.0 functional assessment B2(2v); Wetland delineation data forms, submission no.1 B3(2v); Submission no.2 B4(7v); Submission no.3 B5 KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821560 ER - TY - RPRT AN - 01062058 AU - Federal Highway Administration TI - STH-64, St. Croix County : environmental impact statement PY - 1992///Volumes held: Draft KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/821554 ER - TY - RPRT AN - 01062056 AU - Federal Highway Administration TI - SR-73 extension, San Joaquin Hills transportation corridor, between I-5, San Juan Capistrano, and Jamboree Road, Newport Beach, Orange County : environmental impact statement PY - 1992///Volumes held: Draft, Final(3v); Technical studies 1-4 B1; Technical study 5 B2; Technical studies 6-11 B3 KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/821551 ER - TY - RPRT AN - 01062055 AU - Federal Highway Administration TI - US-31, William S. Keller bridge replacement, Decatur : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Alabama KW - Environmental impact statements UR - https://trid.trb.org/view/821550 ER - TY - RPRT AN - 01062054 AU - Federal Highway Administration TI - I-494 reconstruction, I-394 to the Minnesota River, Hennepin County : environmental impact statement PY - 1992///Volumes held: Draft; Right-of-way and relacoation technical report (B1) KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/821549 ER - TY - RPRT AN - 01062052 AU - Federal Highway Administration TI - US-117 corridor study, Goldsboro to Wilson, Wayne and Wilson counties : environmental impact statement PY - 1992///Volumes held: Draft, Supplement to the draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/821547 ER - TY - RPRT AN - 01062049 AU - Federal Highway Administration TI - Prospect St. bypass, East Hartford : environmental impact statement PY - 1992///Volumes held: D; Wetland, wildlife and surface water report B1; Noise study report B2; Screening of preliminary alternatives B3; Hydrologic and hydraulic study B4; Geotechnical feasibility study B5; Phase I archaeological survey B6; Air quality repo KW - Connecticut KW - Environmental impact statements UR - https://trid.trb.org/view/821544 ER - TY - RPRT AN - 01062045 AU - Federal Highway Administration TI - US-23 improvements, MI-13 to MI-65, Arenac County : environmental impact statement PY - 1992///Volumes held: Draft KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/821540 ER - TY - RPRT AN - 01062042 AU - Federal Highway Administration TI - SR-35 (Utah forest highway 5 [formerly public lands highway 5], Wolf Creek road, North Fork Provo river bridge to Stockmore, Duchesne and Wasatch counties : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/821537 ER - TY - RPRT AN - 01062039 AU - Federal Highway Administration TI - Southern segment of the Las Vegas beltway proposal : environmental impact statement PY - 1992///Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - Nevada UR - https://trid.trb.org/view/821534 ER - TY - RPRT AN - 01062031 AU - Federal Highway Administration TI - STH-29 improvement, linking I-94 to Green Bay, Marathon and Shawano counties : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/821526 ER - TY - RPRT AN - 01062024 AU - Federal Highway Administration TI - US-51 (FAP-322) upgrading, Pana to Decatur, Christian, Shelby and Macon counties : environmental impact statement PY - 1992///Volumes held: Draft, Draft Appendix, Final, Final Appendix KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/821519 ER - TY - RPRT AN - 01062023 AU - Federal Highway Administration TI - I-90 Seattle added access, King County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/821518 ER - TY - RPRT AN - 01062016 AU - Federal Highway Administration TI - NH Route 101/51 improvements, Rockingham County : environmental impact statement PY - 1992///Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - New Hampshire UR - https://trid.trb.org/view/821511 ER - TY - RPRT AN - 01061988 AU - Federal Highway Administration TI - US-71 limited access facility, I-44 to AR state line, Jasper/Newton/McDonald counties : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/821483 ER - TY - RPRT AN - 01061982 AU - Federal Highway Administration TI - Sunnyside/I-205 interchange and Sunnybrook extension, Clackamas County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Oregon UR - https://trid.trb.org/view/821477 ER - TY - RPRT AN - 01061967 AU - Federal Highway Administration TI - STH-29 bypass route construction, Shawano : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/821462 ER - TY - RPRT AN - 01061952 AU - Federal Highway Administration TI - I-84, Columbia River Hwy widening, 181st Ave to Sandy River, Multnomah County : environmental impact statement PY - 1992///Volumes held: Draft, Supplement to the draft, Final KW - Environmental impact statements KW - Oregon UR - https://trid.trb.org/view/821447 ER - TY - RPRT AN - 01061944 AU - Federal Highway Administration TI - US-1 (SR-5) widening, Abaco Road to CR-905 (Card Sound Road), Monroe County / Dade County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/821438 ER - TY - RPRT AN - 01061914 AU - Federal Highway Administration TI - I-81 connector, US-11 to I-81, Cumberland County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821408 ER - TY - RPRT AN - 01061889 AU - Federal Highway Administration TI - US-24 relocation, SR-13 to SR-9 and SR-37, Wabash/Huntington counties : environmental impact statement PY - 1992///Volumes held: Draft, Final(4v) (Fv.3 has 2 parts) KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/821383 ER - TY - RPRT AN - 01061859 AU - Federal Highway Administration TI - Page Ave extension, Bennington Place to I-70 or Route 40/61, St.Charles/St.Louis counties : environmental impact statement PY - 1992///Volumes held: Draft, Final(4v); Map B1 KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/821352 ER - TY - RPRT AN - 01061856 AU - Federal Highway Administration TI - West Charlotte Outer Loop construction, I-77 South near Westinghouse Blvd to NC-27, Mecklenburg County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/821349 ER - TY - RPRT AN - 01061828 AU - Federal Highway Administration TI - North Charlotte outer loop, from NC-27 (Mount Holly Road) to I-85 near the US-29 connector, Mecklenburg County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/821321 ER - TY - RPRT AN - 01061827 AU - Federal Highway Administration TI - Cross Island Expressway bridge crossing, roadway widening, US-278 to Palmetto Bay Road, Hilton Head Island : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - South Carolina UR - https://trid.trb.org/view/821320 ER - TY - RPRT AN - 01061802 AU - Federal Highway Administration TI - US-231 and Wabash River crossing proposed relocation, Tippecanoe County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/821294 ER - TY - RPRT AN - 01061731 AU - Federal Highway Administration TI - Siloam Springs to Hwy 71 (US-412), Siloam Springs to Springdale, Benton County / Washington County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Arkansas KW - Environmental impact statements UR - https://trid.trb.org/view/821220 ER - TY - RPRT AN - 01061605 AU - Federal Highway Administration TI - Morgantown Connector, Pennsylvannia Turnpike to I-176, Berks County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821093 ER - TY - RPRT AN - 01061589 AU - Federal Highway Administration TI - STH-67, Oconomowoc 67 bypass (Summit Ave.-Lang Road), Waukesha County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/821077 ER - TY - RPRT AN - 01061539 AU - Federal Highway Administration TI - I-15, North Helena Valley Interchange, Lewis and Clark County : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/821027 ER - TY - RPRT AN - 01061532 AU - Federal Highway Administration TI - SH-35, Alvin Freeway, IH-45 to Dixie Drive, Houston : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/821020 ER - TY - RPRT AN - 01058720 AU - Federal Highway Administration TI - Long Beach Freeway, Route 710 (formerly Route 7), Los Angeles County : environmental impact statement PY - 1992///Volumes held: Draft, Supplement to the draft(3v), Final(2v); Digest supplement B1 KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/818111 ER - TY - RPRT AN - 01058099 AU - Federal Highway Administration TI - Corridor 'X' from US-78, Jasper to Walker County line, Jefferson County, Appalachian Highway Development Program : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Alabama KW - Environmental impact statements UR - https://trid.trb.org/view/817484 ER - TY - RPRT AN - 01058023 AU - Federal Highway Administration TI - Pago Pago Park, new access road : environmental impact statement PY - 1992///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/817408 ER - TY - CONF AN - 01000064 AU - Maryland Department of Transportation TI - Region III Twenty-Fifth Annual Quality Assurance Workshop, Hagerstown, Maryland, February 11-13, 1992 PY - 1992 SP - 184p AB - This document contains the proceedings of the Region III Twenty-Fifth Annual Quality Assurance Workshop. The theme of the workshop was "Quality Always Pays." As usual, the afternoon of the first day consisted of somewhat formal presentations. These included a presentation on the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), followed by an overview of Maryland's Total Quality Program and a presentation on standardization of specifications over the past 24 years. The next presentation on innovative contracting practices was presented from a national perspective and a contractor's viewpoint. The final presentation was on the Florida Department of Transportation's use of waste materials. The following days of the workshop included presentations in the following sessions: bituminous session; soils and aggregates session; cement/concrete session; maintenance session; metals session; and the closing session. Also included in this document are a list of the members of the 1992 Planning Committee, a list of workshop participants, a list of speakers and session chairmen, and a list of the dates and locations of previous Region III Annual Quality Assurance Workshops. U1 - Region III Twenty-Fifth Annual Quality Assurance WorkshopDelaware Department of TransportationDistrict of Columbia Department of Public WorksMaryland Department of TransportationPennsylvania Department of TransportationVirginia Department of TransportationWest Virginia Department of TransportationFederal Highway AdministrationHagerstown,Maryland,United States StartDate:19920211 EndDate:19920213 Sponsors:Delaware Department of Transportation, District of Columbia Department of Public Works, Maryland Department of Transportation, Pennsylvania Department of Transportation, Virginia Department of Transportation, West Virginia Department of Transportation, Federal Highway Administration KW - Aggregates KW - Bituminous mixtures KW - Cement KW - Concrete KW - Construction and maintenance KW - Contracting KW - Innovation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Metals KW - Quality assurance KW - Specifications KW - Standardization KW - Wastes KW - Workshops UR - https://trid.trb.org/view/750966 ER - TY - RPRT AN - 00963621 AU - Kay, Jack L AU - JHK & Associates AU - Federal Highway Administration TI - DESIGN AND DEPLOYMENT ALTERNATIVE : ATMS AND ATIS COMPONENTS OF IVHS : WHITE PAPER PY - 1992 SP - 28 p. (173 Kb) AB - This paper is part of a series of papers being prepared under the title "Ways to Improve Traditional Opportunities for IVHS Deployment". It addresses the specific issue of alternative procedures to be considered for the deployment of the time critical Advanced Traffic Management System (ATMS) and Advanced Traveller Information System (ATIS) components of IVHS. Further, the ATIS component is restricted to the field infrastructure and does not include the in-vehicle component. The alternatives considered are defined as Program Management and Design/Build. These approaches are compared to the more traditional Engineer/Contractor approach. It is the author's opinion that three methods described in the paper all offer potential and that all will be used. It is also the opinion of the author that none of the three, in isolation, are likely to meet the expectations of the IVHS program. The engineer/contractor approach is to slow and cumbersome and may not adequately treat technology based projects, and neither program management or design/build will be accepted by all public agencies, with the design/build likely to meet the strongest resistance by some agencies KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Deployment UR - http://ntl.bts.gov/lib/16000/16500/16524/PB2000104155.pdf UR - https://trid.trb.org/view/661829 ER - TY - RPRT AN - 00819637 AU - SMITH, S AU - Worrall, R AU - Roden, D AU - Pfefer, R A AU - Hankey, M AU - JHK & Associates AU - Federal Highway Administration TI - APPLICATION OF FREEWAY SIMULATION MODELS TO URBAN CORRIDORS. VOLUME 1: FINAL REPORT PY - 1992 SP - 234 p. AB - Freeway simulation is gaining increasing acceptance and popularity as a tool for evaluating freeway improvement alternatives and refining freeway designs. The evaluation of individual sections one at a time is frequently inadequate to fully consider the implications of traffic flow on freeway design and operations. As the need to evaluate the interaction among sections and facilities increases, so too will the need to employ these more sophisticated analytical techniques. Several freeway simulation models now operate on microcomputers, simplifying the use of the models and opening up opportunities to many engineers previously unable to take advantage of the analysis power these models afford. The purpose of this research contract, entitled "Analysis of Complex Congested Corridor Locations," was to apply three freeway simulation models and the procedures in the 1985 Highway Capacity Manual to real-world situations. Each of the models was applied in five case study sites: Seattle; Minneapolis; Milwaukee; Columbus, Ohio; and New York City. The Application of the models provided the opportunity to compare their strengths and weaknesses, to suggest possible enhancements to the models evaluated. These included FREFLO, a macroscopic simulation model developed under Federal Highway Administration (FHWA) contract; FREQ, a macroscopic model developed by the University of California at Berkeley; and FRESIM, a microscopic model developed under FHWA contract. This report is directed toward existing and potential users of freeway simulation models, with an emphasis on guidelines for model selection and application. KW - Columbus (Ohio) KW - Computer models KW - Design KW - Freeway operations KW - Freeways KW - FREFLO KW - FREQ (Computer program) KW - FRESIM (Traffic simulation model) KW - Highway capacity KW - Highway corridors KW - Improvements KW - Macroscopic traffic flow KW - Microcomputers KW - Microscopic traffic flow KW - Milwaukee (Wisconsin) KW - Minneapolis (Minnesota) KW - New York (New York) KW - Seattle (Washington) KW - Simulation KW - Traffic congestion KW - Traffic models KW - Urban highways UR - http://ntl.bts.gov/lib/jpodocs/repts_te/11003.pdf UR - https://trid.trb.org/view/691722 ER - TY - RPRT AN - 00814675 AU - Federal Highway Administration TI - RESEARCH & DEVELOPMENT ACHIEVEMENTS REPORT, 1992 PY - 1992 SP - 44 p. AB - In the "Research Highlights" section of FHWA's 1992 R&D Achievements Report, the Federal Highway Administration details some of its achievements in the IVHS area: Evaluating freeway improvement alternatives with CORFLO; Freeway simulation model; Loop detector test instrument; TRAFEdit; Improved user interface; Development of TRAF- NETSIM; Laboratory assessment of potential benefits of invehicle navigation and information systems; Evaluation of Pathfinder operational test; Orlando TravTek; Use of commercial FM for traffic data; System requirements for invehicle information and management systems; Institutional barriers and opportunities for IVHS on commercial vehicle operations; AVCS research in platooning for highway automation; Advanced (vision-based) vehicle control systems. KW - Intelligent transportation systems KW - Research UR - https://trid.trb.org/view/681889 ER - TY - RPRT AN - 00814652 AU - McCormick, Eugene R AU - Federal Highway Administration TI - A NATIONAL IVHS STATUS REPORT : AN UPDATE ON THE FEDERAL IVHS PROGRAM PY - 1992 SP - 6 p. AB - This presentation describes federal participation in IVHS programs highlights major program achievements, and focuses on opportunities presented by the Intelligent Vehicle Highway Systems Act of 1991 KW - Intelligent transportation systems KW - Policy UR - https://trid.trb.org/view/681841 ER - TY - RPRT AN - 00813266 AU - Haines, Marsha J AU - DeBlasio, Allan J AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - IVHS INSTITUTIONAL ISSUES : IDENTIFICATION AND DEFINITIONS OF INSTITUTIONAL ISSUES PY - 1992 SP - iv, 66 p. AB - This document is the result of a literature search focusing on the impact of nontechnical issues or constraints that impede the deployment of Intelligent Vehicle Highway Systems (IVHS) technologies and services. The issues cover a wide range of topics and include the following categories: concepts of coordination; legal issues; management structure; incentives, benefits, goals and motivation; risk/risk perception; investment and financing; development path; acceptability and credibility; education, training and staffing and standards and protocols. A bibliography of sources is included. KW - Finance KW - Public private partnerships KW - Socioeconomic factors UR - https://trid.trb.org/view/681040 ER - TY - RPRT AN - 00784694 AU - Ritchie, Stephen Graham AU - Hendrickson, Chris AU - University of California, Irvine AU - Engineering Foundation AU - California Department of Transportation AU - Federal Highway Administration TI - INTERNATIONAL CONFERENCE ON ARTIFICIAL INTELLIGENCE APPLICATIONS IN TRANSPORTATION ENGINEERING : JUNE 20-24, 1992, SAN BUENAVENTURA CALIFORNIA, USA : CONFERENCE PREPRINTS PY - 1992 SP - xi, 516 p. AB - Contains the proceedings of the International Conference on Artificial Intelligence Applications in Transportation Engineering. The Conference sought to review and disseminate state-of-the-art developments and applications of artificial intelligence techniques in transportation engineering, and to identify critical issues to be addressed to foster enhanced innovation and automation. KW - Advanced driver information systems KW - Advanced traffic management systems KW - Artificial intelligence KW - Expert systems UR - https://trid.trb.org/view/637105 ER - TY - JOUR AN - 00785148 JO - IVHS review AU - Saxton, Lyle AU - Federal Highway Administration TI - AUTOMATED CONTROL : CORNERSTONE OF FUTURE HIGHWAY SYSTEMS PY - 1992 SP - p. 1-16 AB - In this paper, the author presents his argument that automated vehicle control systems are the cornerstone of the next generation of highways. The Automated Highway System (AHS) operational improvements and system design are discussed. KW - Advanced vehicle control systems KW - Automated highways UR - https://trid.trb.org/view/640439 ER - TY - RPRT AN - 00789917 AU - Smith (Wilbur) and Associates AU - Iowa Department of Transportation AU - Minnesota Department of Transportation AU - Federal Highway Administration TI - U.S. 63 CORRIDOR STUDY: FINAL REPORT PY - 1992 SP - 201 p. AB - This final report presents an assessment of the U.S. 63 Corridor between Rochester, Minnesota and Waterloo, Iowa. The report describes the U.S. 63 Corridor in terms of its economic and demographic features, the physical characteristics of the existing facility and the traffic it serves. Also, the various improvement alternatives are described and evaluated. These evaluations consider the traffic needs in the time period up to the year 2010, the travel benefits that would derive from alternative improvements to U.S. 63 and the economic development benefits that would be stimulated by such improvements. These benefits are related to the costs of the improvements and various indicators of economic feasibility are provided. KW - Alternatives analysis KW - Benefit cost analysis KW - Benefits KW - Economic development KW - Evaluation and assessment KW - Improvements KW - Iowa KW - Minnesota KW - Strategic planning KW - Traffic control KW - Transportation corridors UR - https://trid.trb.org/view/648063 ER - TY - RPRT AN - 00789916 AU - Smith (Wilbur) and Associates AU - Iowa Department of Transportation AU - Minnesota Department of Transportation AU - Federal Highway Administration TI - U.S. 63 CORRIDOR STUDY: EXECUTIVE SUMMARY PY - 1992 SP - 20 p. AB - This Executive Summary summarizes an assessment of the U.S. 63 Corridor between Rochester, Minnesota and Waterloo, Iowa. The suitability of U.S. 63 is summarized and the various improvement alternatives are described and evaluated. These evaluations consider the traffic needs in the time period up to the year 2010, the travel benefits that would derive from alternative improvements to U.S. 63 and the economic development benefits that would be stimulated by such improvements. These benefits are related to the costs of the improvements and various indicators of economic feasibility are provided. KW - Alternatives analysis KW - Benefit cost analysis KW - Benefits KW - Economic development KW - Evaluation and assessment KW - Improvements KW - Iowa KW - Minnesota KW - Strategic planning KW - Traffic control KW - Transportation corridors UR - https://trid.trb.org/view/648062 ER - TY - JOUR AN - 00773074 JO - Searching for solutions. A policy discussion series ; no. 3 PB - Federal Highway Administration AU - Federal Highway Administration AU - Federal Highway Administration AU - Walcoff & Associates, Incorporated TI - PUBLIC AND PRIVATE SECTOR ROLES IN INTELLIGENT VEHICLE-HIGHWAY SYSTEMS ( IVHS) DEPLOYMENT : FINAL REPORT : SUMMARY OF SEMINAR PROCEEDINGS PY - 1992 SP - vii, 42, [4] p. AB - Summarizes a Federal Highway Administration (FHWA) workshop on key issues in Public/private roles for deployment of IVHS technologies and services. The objective of the workshop was to develop specific recommendations concerning: (1) needed research related to the issues of Public/private sector involvement in IVHS deployment; (2) methods of evaluating institutional issues in IVHS operational tests; and (3) public/private roles and strategies to promote greater near-term IVHS deployment. The focus of the workshop was primarily on Advanced Traveler Information Systems (ATIS) and Advanced Traffic Management Systems (ATMS). KW - Deployment KW - Intelligent transportation systems KW - Policy UR - https://trid.trb.org/view/493445 ER - TY - RPRT AN - 00773425 AU - Federal Highway Administration TI - TRAVTEK, TRAVEL TECHNOLOGY : AN ADVANCED MOTORIST INFORMATION DEMONSTRATION PY - 1992 SP - 1 p. AB - This brochure gives background information on the TravTek project, how the system works, and a brief description on the Traffic Management Center. KW - Advanced driver information systems KW - Route guidance KW - Travtek (Program) UR - https://trid.trb.org/view/489562 ER - TY - RPRT AN - 00773215 AU - Gagarine, Nicolas AU - University of Maryland, College Park AU - Federal Highway Administration TI - ADVANCES IN WEIGH-IN-MOTION USING PATTERN RECOGNITION AND PREDICTION OF FATIGUE LIFE OF HIGHWAY BRIDGES PY - 1992 SP - xxi, 476 p. AB - This report presents the results of a study whose objectives were to: 1) demonstrate the advantages of using Weigh-in-Motion and Response (WIM+R) system to evaluate the fatigue life of existing bridges, and 2) introduce pattern recognition methods in the analysis of WIM+R data. KW - Pattern recognition systems KW - Weigh in motion UR - https://trid.trb.org/view/489448 ER - TY - RPRT AN - 00772673 AU - Smith, Steven A AU - JHK & Associates AU - Federal Highway Administration TI - INFORM EVALUATION PY - 1992 SP - 2 v. AB - INFORM (INformation FOR Motorists) is a corridor traffic management system designed to optimize the existing highway facilities in a 40- mile highway corridor on Long Island, New York. It represents the most advanced variable message sign-based motorist information system in the United States. This guide documents the use of integrated electronic traffic monitoring, variable message signing, closed- circuit cameras, and ramp metering to optimize traffic flow. In addition, it addresses general design and construction issues operation and management issues, and provides insight on the public's perception of the system. KW - Advanced traffic management systems KW - Driver information systems KW - Inform (Program : New York) KW - Ramp metering KW - Traffic flow KW - Traffic surveillance KW - Variable message signs UR - https://trid.trb.org/view/491487 ER - TY - JOUR AN - 00773129 JO - Research and technology transporter PB - Federal Highway Administration TI - ACTIVE-INFRARED OVERHEAD VEHICLE DETECTOR DEVELOPED FOR IVHS APPLICATIONS PY - 1992 SP - p. 4 AB - Briefly reports on a new type of overhead vehicle detector capable of sensing a vehicle's presence, passage, speed, and classification. The detector uses infrared laser to achieve excellent sensing zone definition which results in high vehicle detection. KW - Vehicle detectors UR - https://trid.trb.org/view/493496 ER - TY - CONF AN - 00773193 AU - Erlichman, Jason AU - Hughes Aircraft Company. Systems Integration Sector AU - Federal Highway Administration TI - A PILOT STUDY OF THE IN-VEHICLE SAFETY ADVISORY AND WARNING SYSTEM ( IVSAWS) DRIVER-ALERT WARNING SYSTEM DESIGN PY - 1992 SP - p. 480-484 AB - This paper reports on a pilot study conducted to obtain preliminary information about alternative signaling presentations and symbologies for the Driver-Alert Warning System design within the In-Vehicle Safety Advisory and Warning System program sponsored by the Federal Highway Administration. The results of the study indicated that the combination of color, audio tone, text and voice message was the preferred signaling presentation U1 - Human Factors Society. Proceedings of the Human Factors Society annual meeting 36th (1992), vol. 1 KW - Crash avoidance systems KW - Human factors KW - Information display systems UR - https://trid.trb.org/view/493528 ER - TY - JOUR AN - 00773214 JO - Texas Transportation Institute Report PB - Texas Transportation Institute AU - Wohlschlaeger, Steven D AU - Ullman, Gerald L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - CATALOG OF TRANSPORTATION MANAGEMENT ACTIVITIES FOR MAJOR EMERGENCIES PY - 1992 SP - iv, 24 p. AB - This report provides a catalog of activities and techniques which have been used or considered for use to enhance response and recovery from major transportation emergencies. The activities and techniques are divided into four categories: 1) Traffic capacity improvements; 2) Implementation of unique or unusual traffic control devices; 3) Coordination/management issues; and, 4) Recovery/clean-up phase. The first two categories focus on providing an efficient transportation system for the motorist. The last two categories are primarily concerned with the interaction of the various agencies involved in major transportation emergency response and recovery efforts. KW - Emergency communication systems KW - Highway capacity KW - Incident management KW - Traffic flow UR - https://trid.trb.org/view/493530 ER - TY - RPRT AN - 00773893 AU - Green, Paul AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - AMERICAN HUMAN FACTORS RESEARCH ON IN-VEHICLE NAVIGATION SYSTEMS PY - 1992 SP - vi, 71 p. AB - This report reviews the relevant human factors literature with particular emphasis on route guidance. It considers research on automotive maps, the ERGS (Experimental Route Guidance System) interface, second generation systems (ETAK), human performance characteristics, and comparisons of visual and auditory systems. The review only concerns research done in the United States. KW - Automobile navigation systems KW - Human factors KW - Route guidance UR - https://trid.trb.org/view/489854 ER - TY - RPRT AN - 00777751 AU - Cheslow, Melvyn AU - Hatcher, S Gregory AU - Patel, Vijay M AU - Mitre Corportation AU - Federal Highway Administration TI - AN INITIAL EVALUATION OF ALTERNATIVE INTELLIGENT VEHICLE HIGHWAY SYSTEMS ARCHITECTURES PY - 1992 SP - 1 v. (various pagings) AB - This report evaluates five alternative architectures for Advanced Traffic Management Systems (ATMS) and Advanced Traveler Information Systems (ATIS). They include four full-implementation architectures and one nearer-term architecture. The evaluation focuses on characteristics of the alternative architectures that affect performance, cost, and risk. In addition, the evaluation examines issues related to starting up Intelligent Transportation Systems (ITS) services and evolving to more advanced systems, and addresses institutional concerns. For a documentation of these five architectures, refer to PATH Database Record No. 17042. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - System architecture KW - System design UR - https://trid.trb.org/view/510208 ER - TY - RPRT AN - 00773576 AU - Fullerton, Iris J AU - Locke, Rebecca AU - JHK & Associates AU - OpTrans, Inc. AU - Federal Highway Administration TI - IVHS TECHNOLOGIES FOR TRANSPORTATION PY - 1992 SP - 1 videocassette (15 min.) AB - As one of the U.S. Department of Transportation's strategies to improve productivity, mobility and safety, this video describes the five components of intelligent vehicle highway systems (ATMS, ATIS APTS, CVO, AVCS). By utilizing advanced technologies in the computer control and communications fields, IVHS has the potential to ameliorate traffic congestion and improve traffic safety on the nation's highways. IVHS can become a reality if public private partnerships are developed and maintained KW - Intelligent transportation systems KW - Traffic congestion UR - https://trid.trb.org/view/491530 ER - TY - JOUR AN - 00772680 JO - Federal register. Vol. 57, no. 79 PB - Federal Highway Administration AU - Federal Highway Administration TI - INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT OF 1991 : IMPLEMENTATION GUIDANCE, NOTICE PY - 1992 SP - p. 14880-14953 AB - Implementation guidance regarding the ISTEA act of 1991 (P.L. 102- 240); covers all materials issued by FHWA since ISTEA was signed into law in Dec. 1991. Pages 14902+ contain information on IVHS programs. KW - Intelligent transportation systems UR - https://trid.trb.org/view/493171 ER - TY - RPRT AN - 00773232 AU - National Traffic Data Acquisition Conference (1992 : Sacramento Calif.) AU - Federal Highway Administration AU - California Department of Transportation TI - NATIONAL TRAFFIC DATA ACQUISITION CONFERENCE : PROCEEDINGS, OCTOBER 25-29, 1992, SACRAMENTO, CALIFORNIA PY - 1992 SP - iii, 675 p. AB - This document contains papers presented at the National Traffic Data Acquisition Conference of 1992. THe conference examined current state of the art in traffic data collection and the integration of these technologies with other data collection applications. Areas of special interest include Automatic Vehicle Classification, Automatic Vehicle Identification and Weigh in Motion. KW - Automated toll collection KW - Automatic vehicle classification KW - Automatic vehicle identification KW - Weigh in motion UR - https://trid.trb.org/view/489455 ER - TY - RPRT AN - 00773136 AU - Yablonski, Anne AU - MITRE Corporation AU - Federal Highway Administration TI - WORKING PAPER ON IVHS USER SERVICES AND FUNCTIONS PY - 1992 SP - 40 p. in various pagings AB - This report defines a matrix of Intelligent Vehicle Highway Systems (IVHS) user services versus their potential supporting technologies and is intended to serve as a tool for bridging the gap between the Federal Highway Administration's (FHWA) operational tests and efforts to define an IVHS architecture. The matrix outlines the technologies which support each of the IVHS user services and can be used in designing operational tests. KW - Intelligent transportation systems KW - System architecture KW - System design UR - https://trid.trb.org/view/491512 ER - TY - SER AN - 00773284 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Benekohal, Rahim F AU - Shu, Jie AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - SPEED REDUCTION EFFECTS OF CHANGEABLE MESSAGE SIGNS IN A CONSTRUCTION ZONE : A REPORT OF THE FINDINGS OF INVESTIGATION OF SPEED CONTROL METHODS IN WORK ZONES PY - 1992 IS - 72 SP - v, 41 p. AB - This study evaluated the vehicular speed reduction effects of displaying speed limit and information messages on a changeable message sign (CMS) placed inside the work activity area in a work zone for a one lane closure on a rural interstate highway. It also examined the additional effects of using two CMS devices compared to one CMS. KW - Freeways KW - Variable message signs KW - Work zone safety UR - https://trid.trb.org/view/493593 ER - TY - RPRT AN - 00772871 AU - Federal Highway Administration TI - RESEARCH AND TECHNOLOGY PROGRAM, 1993-1997 PY - 1992 SP - ii, 56 p. AB - This report incorporates research mandates established in the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991. The report also identifies Federal Highway Administration (FHWA) research and technology transfer objectives, outlines research programs, and offers potential benefits of the research. Research areas include: safety, intelligent vehicle highway systems, "preservation of the infrastructure", " productivity, planning and the environment", and technology transfer. KW - Research in progress UR - https://trid.trb.org/view/489314 ER - TY - RPRT AN - 00777752 AU - Cheslow, Melvyn AU - Mitre Corportation AU - Federal Highway Administration TI - ALTERNATIVE IVHS ARCHITECTURES PY - 1992 SP - 1 v. (various pagings) AB - This report defines five potential architectures for Advanced Traffic Management Systems (ATMS) and Advanced Traveler Information Systems (ATIS). They include four full-implementation architectures and one nearer-term architecture. The strengths and weaknesses of the architectures are discussed. For an analysis of their implementation refer to PATH Database Record No. 17041 which presents an evaluation of these five architectures. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - System architecture KW - System design UR - https://trid.trb.org/view/510209 ER - TY - RPRT AN - 00643588 AU - Goldsmith, S A AU - Federal Highway Administration TI - NATIONAL BICYCLING AND WALKING STUDY. CASE STUDY NO. 1: REASONS WHY BICYCLING AND WALKING ARE AND ARE NOT BEING USED MORE EXTENSIVELY AS TRAVEL MODES PY - 1992 SP - 91 p. AB - This report discusses current levels of bicycling and walking for utilitarian and recreational purposes and assesses the potential for increased usage. Included is an exploration of the major demand constraints on non-motorized forms of travel. The following issues are addressed: the chief factors influencing the decision to bicycle or walk; the effect of facilities, environment, and commute distances on levels of bicycle commuting; whether public policy can cultivate higher levels of purposeful bicycling and walking; and whether enough is known about bicycling and walking habits to accurately predict levels of usage under different conditions. KW - Bicycle commuting KW - Bicycle travel KW - Case studies KW - Data analysis KW - Mathematical analysis KW - Nonmotorized transportation KW - Public policy KW - Walking UR - http://ntl.bts.gov/lib/6000/6300/6341/CASE1.pdf UR - https://trid.trb.org/view/386083 ER - TY - RPRT AN - 00643589 AU - Carter, Everett C AU - Levinson, D M AU - Federal Highway Administration TI - NATIONAL BICYCLING AND WALKING STUDY. CASE STUDY NO. 2: THE TRAINING NEEDS OF TRANSPORTATION PROFESSIONALS REGARDING THE PEDESTRIAN AND BICYCLIST PY - 1992 SP - 74 p. AB - This report reviews the training needs of transportation professionals with regard to pedestrians and bicyclists. In the first chapter, or introduction, a transportation professional is defined and places where they improve their knowledge (formal education system and professional literature) are pointed out as inadequate in the areas of pedestrians and bicyclists. The next chapter reviews the standard texts and references used by transportation professionals as well as potential specialized references. The third chapter reviews existing training programs and the work of several committees in this field. In addition, an informal review of continuing education programs is made. The fourth chapter presents a syllabus for a course on nonmotorized transportation as might be taught in graduate school or for a continuing education program. The final chapter summarizes the reviews and makes recommendations for improvements. KW - Bicycle travel KW - Case studies KW - Curricula KW - Education KW - Guides to the literature KW - Literature reviews KW - Nonmotorized transportation KW - Professional personnel KW - Recommendations KW - Training programs KW - Walking UR - https://trid.trb.org/view/386084 ER - TY - RPRT AN - 00625288 AU - Federal Highway Administration TI - THIRD NATIONAL CONFERENCE: TRANSPORTATION SOLUTIONS FOR SMALL AND MEDIUM SIZED COMMUNITIES. CONFERENCE PROCEEDINGS, BURLINGTON, VERMONT, OCTOBER 9-11, 1991 PY - 1992 SP - 607 p. AB - This publication is a reprint by the Federal Highway Administration, U.S. Department of Transportation, of the conference proceedings of a conference sponsored by Transportation Research Board Committee A1D05. The purpose of the conference was to bring together a broad variety of people from our Nation's smaller communities to share their solutions to transportation problems. While the problems may be similar to those in large cities, large city solutions often do not fit. Hence, the desire to share both successes and failures among colleagues in similar circumstances. The conference ranged from general discussions to case studies to technical tutorials. Conferees from 37 States included representatives of Federal, State, and local government; private firms; planners, engineers, administrators, and elected officials; experts and novices. These proceedings include all papers presented at the conference. KW - Conferences KW - Medium sized cities KW - Small cities KW - Small towns KW - Transportation planning UR - https://trid.trb.org/view/367838 ER - TY - RPRT AN - 00625196 AU - Federal Highway Administration TI - AIR QUALITY PROGRAMS AND PROVISIONS OF THE INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT OF 1991. A SUMMARY PY - 1992 SP - 20 p. AB - This brochure summarizes the provisions of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) that can best help State and local officials as they work toward the air quality goals of the Clean Air Act Amendments of 1990 (CAAA). This summary is divided into six categories: (1) Funding Flexibility; (2) Increased Funding Levels; (3) Strengthened Planning Process; (4) Strengthened Role of Metropolitan Planning Organizations; (5) New Congestion Mitigation and Air Quality Improvement Program; and (6) Miscellaneous Provisions. KW - Air quality KW - Brochures KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Finance KW - Financing KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Metropolitan planning organizations KW - Mitigation KW - Planning KW - Strategic planning KW - Traffic congestion KW - Traffic mitigation KW - U.S. Federal Highway Administration KW - U.S. Federal Transit Administration UR - http://ntl.bts.gov/lib/2000/2000/2071/aqistea.pdf UR - https://trid.trb.org/view/367783 ER - TY - RPRT AN - 00625057 AU - Federal Highway Administration TI - PUBLIC AND PRIVATE SECTOR ROLES IN INTELLIGENT VEHICLE-HIGHWAY SYSTEMS (IVHS) DEPLOYMENT. FINAL REPORT: SUMMARY OF SEMINAR PROCEEDINGS PY - 1992 SP - 56 p. AB - The Federal Highway Administration (FHWA) conducted a workshop on the roles of the public and private sectors in the deployment of Intelligent Vehicle-Highway Systems (IVHS). The workshop was held in Rockville, Maryland, on April 8-9, 1992. The objective of the workshop was to develop specific recommendations concerning: (1) needed research related to the issues of public/private sector involvement in IVHS deployment; (2) methods of evaluating institutional issues in IVHS operational tests; and (3) public/private roles and strategies to promote greater near-term IVHS deployment. The focus of the workshop was primarily on Advanced Traveler Information Systems (ATIS) and Advanced Traffic Management Systems (ATMS). The more than 80 conference participants included Federal, State, and local highway officials and representatives of universities and private enterprise concerned with the deployment of IVHS technologies on America's highways. This report summarizes the workshop proceedings. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Evaluation KW - Governments KW - Intelligent transportation systems KW - Private enterprise KW - Recommendations KW - Research KW - Strategic planning KW - Workshops UR - https://trid.trb.org/view/367722 ER - TY - RPRT AN - 00624970 AU - Winter, W AU - Caudle, R AU - California Department of Transportation AU - Federal Highway Administration TI - ELECTRONIC DETECTION OF ROADWAY UNDER HEAVY SNOW COVER. FINAL REPORT PY - 1992 SP - 35 p. AB - During early spring snow removal operations for winter close (Class E) roads, Caltrans maintenance crews often have difficulty in locating the roadway under heavy snow cover. The objective of this research is to develop a system that can be used by snow removal personnel to easily locate the roadway under snow covers in excess of 40 feet. A buried cable technology option was selected for evaluation. The Sonora Pass section of State Route 108 was selected as the test site. A Metrotech 850 cable fault locator was selected as the test instrumentation. The desired amount of snowfall was not obtained, so conclusions were based on laboratory testing and limited field data. The field measurements did indicate, however, that the instrumentation was very robust. The investigators are confident that it would work under snow depths exceeding 30 feet and with much longer cable runs than were used in the tests. An additional review of alternative technologies was performed after the buried cable tests were completed. The potential of using modern surveying techniques to establish centerline appeared a viable alternative. KW - Cables KW - Depth KW - Detection and identification KW - Detectors KW - Electronic devices KW - Electronic equipment KW - Field data KW - Field studies KW - Laboratory tests KW - Location KW - Roads KW - Snow cover KW - Snow removal KW - Surveying KW - Technology KW - Underground structures KW - Underground utility lines UR - https://trid.trb.org/view/367638 ER - TY - RPRT AN - 00624937 AU - Iowa State University, Ames AU - Federal Highway Administration TI - VEGETATION CONTROL FOR SAFETY. A GUIDE FOR STREET AND HIGHWAY MAINTENANCE PERSONNEL PY - 1992 SP - 40 p. AB - The purpose of this handbook is to help maintenance workers be aware of safe ways to mow, cut brush, and control other vegetation to increase traffic safety. The handbook is organized in five parts. Part I, Introduction, points out the goals of vegetation control and contains photographs of problem vegetation. Part II, Line of Sight Clearance, addresses keeping signs and traffic control devices visible, traffic control considerations during maintenance, intersection clear sight distance, and private property owner agreements. Part III, Trees in Clear Zone, discusses the special problem of trees in the highway right-of-way. Part IV, Mowing for Safety, examines types of mowing, lists some "Don'ts" when mowing, and discusses traffic control for mowing operations. Part V, Summary of Safety Tips for Vegetation Control, concludes these guidelines. KW - Clear zones KW - Cutting KW - Handbooks KW - Intersections KW - Line of sight KW - Mowing KW - Private property KW - Problem identification KW - Safety KW - Sight distance KW - Strategic planning KW - Traffic control KW - Trees KW - Vegetation control UR - http://www.fhwa.dot.gov/publications/research/safety/90003/90003.pdf UR - https://trid.trb.org/view/367606 ER - TY - RPRT AN - 00624932 AU - Federal Highway Administration TI - A SUMMARY: MOTOR CARRIER ACT OF 1991, TITLE IV OF THE INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT OF 1991 PY - 1992 SP - 17 p. AB - This brochure summarizes Title IV of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). Briefly, Title IV of the Act reauthorizes and expands the Motor Carrier Safety Assistance Program, recognizes uniform commercial vehicle registration and fuel tax reporting agreements, limits the operation of double and triple trailer combinations with a gross vehicle weight over 80,000 pounds, requires driver training studies and standards, and repeals the "bingo stamp" program. A summary of funding allocations in millions of dollars is provided. KW - Brochures KW - Fund allocations KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Motor Carrier Act of 1991 UR - https://trid.trb.org/view/367601 ER - TY - CONF AN - 00635184 AU - Wheatley, C F AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - A GEOGRAPHIC INFORMATION SYSTEM TECHNOLOGY SURVEY FOR PROJECT CORNERSTONE PY - 1992 SP - 27p AB - The purpose of this technology survey is to provide an overview of Geographic Information System (GIs) technology and the benefits that this technology offers to the transportation community. Emphasis is on the area of Advanced Traffic Management Systems (ATMs), especially as it related to the Caltrans Bay Area Traffic Operations System Cornerstone Project. An introduction of GIS technology is provided, detailing GIS distinguishing characteristics and trends, the benefit and applications of GIS to transportation planning and engineering functions, and a systems perspective of a GIS integrated ATMS. Key technical design considerations to a GIS based ATMS are then discussed. A product survey of applicable data and software GIS products is provided, followed by the integration challenges of a GIS based ATMS. An appendix describing a potential functional decomposition of the GIS component of the ATMS is included.] U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Automatic traffic control KW - Geographic information systems KW - Northern California KW - San Francisco Bay Area KW - Software KW - Traffic control UR - https://trid.trb.org/view/378897 ER - TY - CONF AN - 00635181 AU - Harlow, C A AU - Goodman, J AU - Qiu, H-l AU - Bindiganavale, R N AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - GIS APPLICATIONS IN TRANSPORTATION. MARCH 1992 PY - 1992 SP - 20p AB - This paper considers issues of GIS in transportation related to the development of archival management software for spatial data, pavement management software, storm drainage calculations, and GPS/Van collected data for the Louisiana Department of Transportation and Development (LDOTD) Cartographic Spatial Database. The archival management software (AMS) is a menu-based Oracle application which provides Standard Query Language (SQL) access of spatial data. SQL is a standardized query language for relational database systems and is supported by all major vendors. The work on pavement management indicates how GIS can be utilized for querying and displaying information on pavement condtion. The storm drainage work involves the development of a GIS system which performs storm drainage discharge calculations directly from a GIS system. The Intergraphc MGE environment is used in these developments. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Drainage KW - Geographic information systems KW - Louisiana KW - Pavement management systems KW - Software KW - State departments of transportation UR - https://trid.trb.org/view/378894 ER - TY - CONF AN - 00635182 AU - DiBenedetto, D AU - Rosick, M P AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - APPALACHIAN CORRIDOR H: AN OPERATIONAL GIS-T PY - 1992 SP - 8p AB - Of primary concern on large transportation corridor studies are the potential impacts upon the natural and human environments. Prior to the implementation of the Geographic Information System (GIs) as an analytical tool, the cost effectiveness of environmental studies had delayed or eliminated many transportation corridor development projects. GIS technology has given transportation planners the opportunity to analyze thousands of acres of corridor alternatives and thus avoid and/or minimize adverse impacts to environmentally sensitive areas. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Appalachian Mountains KW - Environmental impact analysis KW - Geographic information systems KW - Highway planning KW - Transportation corridors UR - https://trid.trb.org/view/378895 ER - TY - CONF AN - 00635183 AU - George, M AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - WILL THE NEW TRANSPORTATION BILL BE A BOON FOR GIS? PY - 1992 SP - 4p AB - The new Transportation Bill will be a boon for GIS, because the following four mandatory management systems have GIS ingrained in them: Pavement Management, Bridge Management, Safety Management, and Congestion Management. A survey was conducted of all the 50 DOTs on the status of these management systems in their organizations, how much they know about these systems and what additional information they needed about these systems. At most DOTs there are two camps: the MIS camp with its Executive Information System (EIS), Comprehensive Project Management System (CPMS), CASE Tools and numerous other systems. The other is the Planning/Design/Construction/Maintenance camp with its Computer Aided Design (CAD), Geographic Information System (GIS), Construction Management and Maintenance Management. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Comprehensive planning KW - Computer aided design KW - Geographic information systems KW - Laws and legislation KW - Management KW - Management systems KW - Planning KW - Project management KW - State departments of transportation KW - Transportation UR - https://trid.trb.org/view/378896 ER - TY - CONF AN - 00635179 AU - Murakami, E AU - Greenleaf, K AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - TIGER FILE UPDATING IN THE PUGET SOUND REGION PY - 1992 SP - 10p AB - The Puget Sound Regional Council, formerly the Puget Sound Council of Governments, sponsored contracts for updating TIGER files in three of the four counties in the central Puget Sound region. The project goal was to update TIGER files for use in such tasks as transit planning and ride-match services, regional transportation planning, growth management planning, and emergency dispatch. TIGER files, as delivered by the Census Bureau, lack sufficient information for use in many planning tasks. To improve the value of the TIGER files, missing street segments, address ranges, street names, ZIP codes, and place code information need to be added to many segments. This paper discusses the following major issues: (1) Attribute and positional accuracy; (2) Pooled financial resources: blessing or headache; (3) Ownership of the file; (4) Long term file maintenance; (5) Building a state-wide file; and (6) Usefulness to the U.S. Census Bureau. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - County government KW - Databases KW - Demographics KW - Modernization KW - Puget Sound KW - Puget Sound Region KW - Regional transportation KW - Transportation planning UR - https://trid.trb.org/view/378892 ER - TY - CONF AN - 00635178 AU - Azar, K T AU - FERREIRA, J AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - VISUALIZING TRANSIT DEMAND FOR CURRENT AND PROPOSED TRANSIT ROUTES PY - 1992 SP - 14p AB - This paper describes one of the models used by transit agencies for estimating ridership and discusses areas of integration of GIS into such models and the benefits derived from such integrations. It also explores the effects of visualization of routes, demographics and employment data on the process of designing route alignments with better targeting of high transit ridership areas. This paper is part of a research project sponsored by the Region One University Transportation Center, at MIT. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Demographics KW - Geographic information systems KW - Mathematical models KW - Public transit KW - Ridership KW - Route analysis KW - Routes KW - Transit vehicle operations KW - Transportation KW - Transportation models UR - https://trid.trb.org/view/378891 ER - TY - CONF AN - 00635180 AU - Cipolloni, M J AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - TRAFFIC CONTROL SIGN GIS PY - 1992 SP - 16p AB - Parsons Brinckerhoff (PB) in association with Geomex has been retained by the NJ Department of Transportation (NJDOT) to compile engineering data for over 140,000 existing traffic control signs on the state roadway network and incorporate this information into a GIS (geographic information system) using their existing Intergraph system. The purpose of this project is to inventory all signs and develop a turnkey computerized GIS system that will facilitate the flow and retrieval of data and manage all of the department's sign resources using the state roadway network as a base. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Data storage KW - Geographic information systems KW - Information retrieval KW - Information storage and retrieval systems KW - New Jersey KW - State departments of transportation KW - Traffic signs KW - Turnkey systems UR - https://trid.trb.org/view/378893 ER - TY - CONF AN - 00635177 AU - HARRISON, F AU - Stricklan, R J AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - INTEGRATING MULTIPLE LINEARLY-REFERENCED TRANSPORTATION DATABASES PY - 1992 SP - 10p AB - The Maricopa County, Arizona, Transportation Agency (MCTa) is nearing completion of its transportation-based Geographic Information System (GIS-T). MCTA's operational Divisions utilize several different linear referencing formats with data associated to each format on a centralized mainframe computer system. An initial challenge was to develop an integration of these databases, designing cross-reference links to each production linear reference system. Another complex issue was the linkage of heterogeneous attributes, such as Traffic Analysis zones and pavement management overlay segments, to multiple instances of the roadway centerlines. A solution to both problems was effected by the use of dynamic segmentation: defining virtual line elements with arbitrary start and end points (a route), then linking referencing and attributional data to defined segments within the route. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Arizona KW - Data communications KW - Data links KW - Data management KW - Databases KW - Geographic information systems KW - Information processing UR - https://trid.trb.org/view/378890 ER - TY - CONF AN - 00635173 AU - Dueker, K J AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - DYNAMIC SEGMENTATION REVISITED: A MILEPOINT LINEAR DATA MODEL PY - 1992 SP - 16p AB - GIS vendors are incorporating "dynamic segmentation" into their repertoire in response to the needs of transportation organizations, but there appears to be little consensus on approach and implementation details. Dynamic segmentation has been neither well specified nor systematically treated in terms of algorithmic development. Vendors have responded to the demand for dynamic segmentation in different ways. Although each vendor has interpreted the problem differently and has invented slightly different solutions, the differences are subtle and difficult to assess without head-to-head comparisons. A framework for evaluating vendor approaches to dynamic segmentation is developed based on a data model for distance-referenced linear features. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Algorithms KW - Data management KW - Distance KW - Geographic information systems KW - Information processing KW - Linear UR - https://trid.trb.org/view/378886 ER - TY - CONF AN - 00635175 AU - Glenn, D M AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - AN OBJECTIVE VIEW OF SEGMENTATION PY - 1992 SP - 6p AB - The interest in GIS has been particularly intense in the transportation industry. By its very nature, a great deal of the information managed by this industry is geographic. The management of routes and rails, the movement of goods from place to place, the response to the ever changing public demands for new and efficient transportation methods are problems that require complex integration of a wide variety of kinds of information. All of this information must be tightly integrated in a geographic sense to obtain accurate and reasonable solutions. There has been, however, a major technical problem to the use of current GIS in the transportation industry: information about a route, rail, utility line or any other linear network is not constant for the length of the route. To overcome this problem, the GIS must allow collection of distributed attribute information so that each attribute may have its own independent linear distribution. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Data uniformity KW - Geographic information systems KW - Information management KW - Information storage and retrieval systems KW - Segmentation KW - Standardization KW - Transportation management KW - Transportation operations UR - https://trid.trb.org/view/378888 ER - TY - CONF AN - 00635176 AU - Williams, T A AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - ADAPTATION OF THE DALLAS-FORT WORTH REGIONAL TRAVEL MODEL TO ARC/INFO GIS PY - 1992 SP - 20p AB - The use of regional travel forecasting models requires large amounts of roadway network and attribute data as input and generates a large amount of output. The North Central Texas Council of Governments (NCTCOG), the Metropolitan Planning Organization for the Dallas-Fort Worth region, is using ARC/INFO Geographic Information System (GIS) software for the coding, manipulation, and display of data for its travel forecasting model. This paper describes the planning, organization, and methodology used to integrate ARC/INFO with the mainframe traffic forecasting model and other regional data bases. The GIS is used to perform spatial analysis, data coding, and attribute display. Problems, solutions, and policies associated with the integration of the Dallas-Fort Worth Regional Travel Model and GIS are described. Future potential for the integration of GIS and the Travel Model is discussed. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - City planning KW - Dallas (Texas) KW - Forecasting KW - Fort Worth (Texas) KW - Geographic information systems KW - Regional transportation UR - https://trid.trb.org/view/378889 ER - TY - CONF AN - 00635174 AU - Bernstein, D AU - Eberlein, X J AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - A RELATIONAL GIS-T PY - 1992 SP - 18p AB - While existing GISs work quite well in many situations (e.g., land-use planning, natural resource management, etc..), most are not designed to deal with transportation data. Further, since most existing GISs use proprietary data models it is often very hard (sometimes impossible) to add the necessary transportation semantics to them. The authors believe that a uniform spatial data model with solid theoretical basis is required for the development of a powerful GIS-T. In this paper the authors consider using the relational model for this purpose. In particular, the authors extend the conventional relational data model to include the semantics of transportation data. To demonstrate the power of this approach, a flexible spatial highway database scheme is designed and a minimal and complete set of visual operation set is defined for this model. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Data management KW - Databases KW - Geographic information systems KW - Highway statistics KW - Highways KW - Information processing KW - Statistics KW - Technology KW - Transportation KW - Transportation technology UR - https://trid.trb.org/view/378887 ER - TY - CONF AN - 00635172 AU - Pietropola, A AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - PENNSYLVANIA'S STRATEGIC PLAN FOR A GIS FOR TRANSPORTATION PY - 1992 SP - 17p AB - This Executive Report is based on the results of a one-year research study. The guidance and support of the Department of Transportation's top managers were provided throughout the study. Presentations were given to the Strategic Management Committee (the body for policy decisions composed of the Secretary and Deputy Secretaries of Transportation) on four occasions. Status reports were given to the Automated Technology Steering Committee (the body for data processing decisions) at each of its bimonthly meetings. The study included the following major research tasks and objectives: (1) Needs/Potential Applications; (2) Review of Existing Computers; (3) Strategic Plan. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Geographic information systems KW - Pennsylvania KW - State departments of transportation KW - Strategic planning KW - Technology KW - Transportation KW - Transportation technology UR - https://trid.trb.org/view/378885 ER - TY - CONF AN - 00635171 AU - Shuller, E AU - Siderelis, K AU - Barwick, A AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - NORTH CAROLINA'S MULTI-AGENCY GEOGRAPHIC INFORMATION SYSTEM INITIATIVE PY - 1992 SP - 24p AB - The emerging potential of GIS technology is demonstrated by the numbers of countries, states, cities, counties, and private firms that are installing systems. Such diversity of users presents the potential for sharing data and resources between agencies and among several layers of givernment. At the same time these agencies have different needs for map scales and underlying attribute information. In a multi-agency GIS environment it is essential to have centralized control of functions affecting the sharing of data in order to make it possible for agencies to benefit from each other. The organization proposed for North Carolina provides the framework for agencies at all levels to share digital spatial data and thereby reduce costs to themselves individually. U1 - Proceedings of the 1992 Geographic Information Systems for Transportation (GIS-T) SymposiumCo-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems AssociationPortland, Oregon StartDate:19920302 EndDate:19920304 Sponsors:Co-sponsored by Highway Engineering Exchange Program and Urban & Regional Information Systems Association KW - Data management KW - Digital computers KW - Digital systems KW - Geographic information systems KW - Information processing KW - North Carolina KW - State government KW - Technology KW - Transportation KW - Transportation technology UR - https://trid.trb.org/view/378884 ER - TY - RPRT AN - 00628795 AU - Federal Highway Administration TI - RESEARCH AND DEVELOPMENT ACHIEVEMENTS REPORT 1992 PY - 1992 SP - 44 p. AB - This 1992 report is the sixteenth in the series of annual achievements reports. It covers the period from October 1991 to September 1992. The contents are organized as follows: Statement of the Associate Administrator; Operations - Mission, Organization, The Budget, Staff, and Facilities; Stewardship and Collaboration - Fostering Innovation, Opening Doors, and Tapping the "Best and Brightest"; Research Highlights - Relieving Traffic Congestion, Maintaining the Infrastructure, Improving Highway Safety, and Moving Goods Efficiently; National Highway Institute Activities - NHI Training and Other Activities; and FHWA 1992 Publications. KW - Annual reports KW - Development KW - National highway institute KW - Research KW - Research and development KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/369141 ER - TY - CONF AN - 00627637 AU - N/A TI - EXCAVATION AND SUPPORT FOR THE URBAN INFRASTRUCTURE PY - 1992 SP - 272p AB - It is noted that excavation and associated earth support for foundations, underground structures, and utilities are critical for a coherent and effective program of infrastrucutre renewal. The papers are presented in 3 sections: environmental, legal, and contractual issues; case histories; and design and construction considerations. U1 - ASCE International Convention and ExpositionGeotechnical Engineering Division, American Society of Civil Engineers; ASFE: Professional Firms Practicing in the Geosciences; ASTM Committee D-18; National Science Foundation; Federal Highway Administration, USDOT; and U.S. Environmental Protection AgenNew York, New York. StartDate:19920914 EndDate:19920915 Sponsors:Geotechnical Engineering Division, American Society of Civil Engineers; ASFE: Professional Firms Practicing in the Geosciences; ASTM Committee D-18; National Science Foundation; Federal Highway Administration, USDOT; and U.S. Environmental Protection Agen KW - Conferences KW - Contracts KW - Environmental protection KW - Excavations KW - Foundations KW - Infrastructure KW - Legal factors KW - Public utilities KW - Underground structures KW - Urban areas KW - Utilities UR - https://trid.trb.org/view/372055 ER - TY - RPRT AN - 00627018 AU - Federal Highway Administration TI - MOVING AMERICA THROUGH INNOVATIVE TECHNOLOGY PY - 1992 SP - 24 p. AB - This booklet looks at the Federal Highway Administration's Office of Technology Applications (OTA). The OTA, under the Associate Administrator for Safety and System Applications, links research and development with needs identified by partners in the highway community. The technology transfer activities managed in the OTA are coordinated with FHWA program and field offices. These partnerships support OTA's mission to: identify and assess innovative technology; track development; assist with marketing and promotion; and facilitate implementation. KW - Development KW - Implementation KW - Marketing KW - Office of technology applications, fhwa KW - Research KW - Research and development KW - Technological innovations KW - Technology transfer KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/368536 ER - TY - CONF AN - 00628241 AU - Bellomo, S J AU - BARKAWI, A AU - Fisher, R AU - Sullivan, A AU - Bellomo-McGee, Incorporated AU - Federal Highway Administration AU - Federal Transit Administration TI - RESPONSIVE MULTIMODAL TRANSPORTATION MANAGEMENT STRATEGIES PY - 1992 SP - 4p AB - The Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 and the Clean Air Act Amendments (CAAA) of 1991 pose new challenges to transportation engineers and planners to think creatively about how advanced technologies for transportation systems can be applied in various settings. Much of the work to date has been to apply these technologies to highway vehicles and infrastructure through ATMS, ATIS, and CVO. Recognizing the need to think about multimodal applications for advanced technology, FHWA and FTA have undertaken a project to address the multimodal transportation management issue. The broad goal of the project is to incorporate potential IVHS technologies into multimodal transportation management strategies. Scenarios will address typical conditions, special events, incidents, and air quality alerts. The project objectives are : 1) identify candidate real or semi-real time multi-modal transportation management scenarios; 2) determine their usefulness and feasibility; 3) develop additional innovative multimodal concepts that can be linked to IVHS technologies; 4) identify potential utility and cost of each scenario; and, 5) provide recommendations for additional research, development, and operational test activities. The idea of linking multi-modal systems management strategies to advanced IVHS technologies holds great promise as one of the elements referred to in ISTEA and CAAA. U1 - Transportation Engineering in a New Era. An International ConferenceInstitute of Transportation Engineers (ITE)Monterey, California StartDate:19920322 EndDate:19920325 Sponsors:Institute of Transportation Engineers (ITE) KW - Advanced public transportation systems KW - Evaluation KW - Intelligent transportation systems KW - Multimodal transportation KW - Rural transit KW - Transportation management strategies KW - Urban transit UR - https://trid.trb.org/view/372352 ER - TY - RPRT AN - 00626800 AU - Federal Highway Administration TI - A SUMMARY OF THE CIVIL RIGHTS IMPLICATIONS OF THE INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT OF 1991 PY - 1992 SP - 8 p. AB - The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) marks a watershed in the traditional relationship between the Federal Highway Administration (FHWA) and its primary recipients (the 50 States, the District of Columbia, Guam, American Samoa, and the Northern Marianas). The ISTEA allows State transportation agencies to exempt themselves from FHWA involvement in and oversight of significant aspects of project development, contract award, and construction. The increase in funding made available by the ISTEA is expected to result in 600,000 jobs--in State transportation agencies, with Motor Carrier Safety program grant recipients and subrecipient agencies, and in the work forces of contractors, subcontractors, material suppliers, vendors, and consultants. As recipients of Federal funds, the States and other recipients, subrecipients, and contractors have Civil Rights responsibilities under a variety of statutes which can be broadly categorized in Nondiscrimination Programs, Equal Opportunity Programs, and Equal Employment Opportunity Programs. This brochure provides a summary of the Civil Rights programs and highlights some of the most significant Civil Rights implications of the ISTEA. KW - Brochures KW - Civil rights KW - Discrimination KW - Employment KW - Equal employment opportunity programs KW - Equal opportunity programs KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Nondiscrimination programs UR - https://trid.trb.org/view/368446 ER - TY - RPRT AN - 00626799 AU - Federal Highway Administration TI - A SUMMARY OF THE BICYCLE AND PEDESTRIAN PROVISIONS UNDER THE INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT (ISTEA) OF 1991 PY - 1992 SP - 12 p. AB - Bicycling and walking can play an increasingly significant role in a balanced intermodal transportation system. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) recognizes the transportation value of bicycling and walking, and offers mechanisms to increase consideration of bicyclists' and pedestrians' needs within the National Intermodal Transportation System. This brochure summarizes these bicycle and pedestrian provisions under the ISTEA. The contents are organized as follows: Funding Sources - National Highway System (NHS) Funds, Surface Transportation Program (STP) Funds, Congestion Mitigation and Air Quality Improvement (CMAQ) Program Funds, Federal Lands Highway Funds, Scenic Byways Program Funds, and National Recreational Trails Fund; Planning Requirements; Additional Provisions - State Bicycle and Pedestrian Coordinators, Bridges, Section 402 Funding, and Federal Transit Funding; Federal/State Matching Requirements; and How the Federal-Aid Program Works. KW - Bicycle and pedestrian coordinators KW - Bicycles KW - Bridges KW - Brochures KW - Cost sharing KW - Finance KW - Financing KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Pedestrians KW - Planning UR - https://trid.trb.org/view/368445 ER - TY - RPRT AN - 00626798 AU - Federal Highway Administration TI - A SUMMARY OF THE TRANSPORTATION PROGRAMS AND PROVISIONS OF THE CLEAN AIR ACT AMENDMENTS OF 1990 PY - 1992 SP - 34 p. AB - To achieve the goals of the Clean Air Act Amendments of 1990 (CAAA), State and local officials must first understand the requirements for transportation plans, programs, and projects. The Federal Highway Administration (FHWA) has prepared this brochure to explain in detail Title I of the CAAA, and selected parts of Title II. Technical terms are highlighted and defined throughout the brochure and, for easy reference, the terms are again defined in the glossary. The contents are organized as follows: Message from the Federal Highway Administrator (T.D. Larson); Overview; Title I - Transportation Provisions for Attainment and Maintenance of the National Ambient Air Quality Standards -- Transportation Provisions for Ozone, Carbon Monoxide, and Small Particulate Matter Nonattainment Areas, Conformity, Transportation Planning Procedures, and Sanctions; Title II - Transportation Provisions for Mobile Source Emissions -- Vehicle Emissions Standards, Fuel Requirements, and Clean-Fuel and Vehicle Requirements; Conclusion; List of Contacts; and Glossary. KW - Air quality management KW - Brochures KW - Carbon monoxide KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Conformity KW - Exhaust gases KW - Federal laws KW - Fuels KW - Mobile sources KW - National ambient air quality standards KW - Ozone KW - Particulates KW - Requirements KW - Sanctions KW - Specifications KW - Standards KW - Transportation KW - Transportation planning KW - Vehicles UR - http://ntl.bts.gov/lib/19000/19100/19143/PB2002104585.pdf UR - http://ntl.bts.gov/lib/9000/9300/9318/trancaaa.pdf UR - https://trid.trb.org/view/368444 ER - TY - RPRT AN - 00626774 AU - Federal Highway Administration TI - EXCELLENCE IN HIGHWAY DESIGN: 1992 BIENNIAL AWARDS PY - 1992 SP - 29 p. AB - The Federal Highway Administration (FHWA) strongly advocates excellence in the planning, design, and development of safe, functional, and environmentally sensitive highways. The FHWA conducts a competition every two years to recognize those highway projects that embody this commitment to excellence. The competition is open to State and local governments, the private sector, and under one special category, Federal agencies. This brochure presents the winning projects in the 1992 Excellence In Highway Design contest. These projects were selected by a panel of experts from over 200 entries. The judges are also identified in this brochure. KW - Aesthetics KW - Awards KW - Environmental protection KW - Highway design KW - Safety UR - https://trid.trb.org/view/368420 ER - TY - RPRT AN - 00618770 AU - Chen, W-F AU - Lovell, C W AU - Bourdeau, P L AU - Ludlow, S J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EMBANKMENT WIDENING AND GRADE RAISING ON SOFT FOUNDATION SOILS: EXAMPLE 1 - INDIANA STATE ROUTE 55 OVER TURKEY CREEK IN LAKE COUNTY, INDIANA. INTERIM REPORT PY - 1991/12/23 SP - 75 p. AB - The objective of this project was to estimate cap/soil parameters from index property tests for Indiana State Route 55 over Turkey Creek in Lake County, Indiana. Three appendices are included. Appendix A discusses the rational for estimating cap/soil model parameters and presents the contours of horizontal displacement, vertical displacement, principal stress ratio, and local factors of safety for twelve cases. Appendix B is the computer disk with input data files. Appendix C contains a list of references. KW - Case studies KW - Contour maps KW - Data KW - Dislocation (Geology) KW - Embankments KW - Factors (Statistics) KW - Foundation soils KW - Grades KW - Horizontal displacement KW - Increase KW - Pavement widening KW - Principal stress KW - Principal stresses KW - Safety factors KW - Slopes KW - Soft soils KW - Stress ratio KW - Vertical displacement KW - Widening UR - https://trid.trb.org/view/361479 ER - TY - RPRT AN - 00618768 AU - Lombard, P C AU - Sinha, K C AU - Brown, D J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - THE IMPACT OF HIGHWAY SERVICES AND EXPENDITURES ON REGIONAL ECONOMIC DEVELOPMENT. FINAL REPORT PY - 1991/12/11 SP - 358 p. AB - This report presents results from a study to determine the relationship between highway infrastructure and economic development in Indiana. Regression models and a computer model were developed to estimate the annual long-term impacts of highway construction on economic growth. Results from an analysis of economic impacts of the construction of 13 four-lane highway sections in Indiana, as well as an analysis of national data concerning industrial location determinants, are also presented. KW - Economic development KW - Economic impacts KW - Highway corridors KW - Highways KW - Impacts KW - Indiana KW - Industries KW - Infrastructure KW - Long term KW - Regression analysis KW - Road construction KW - Simulation KW - Time duration UR - https://trid.trb.org/view/361477 ER - TY - RPRT AN - 00626789 AU - Fleckenstein, L J AU - Allen, D L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - CONSTRUCTION EVALUATION OF HYDRAWAY EDGE DRAINS AND OUTLET PIPES ON INTERSTATE 64. INTERIM REPORT PY - 1991/12 SP - 42 p. AB - This report documents the installation of the Hydraway edge drain (version two) on I-64 in Franklin-Woodford-Scott and Fayette Counties. The edge drain was placed on the back side of the trench against the shoulder and backfilled with a sand/slurry. From observations on this project and several previous projects, the sand/slurry backfill helps to insure the integrity of the drainage system during initial backfilling. It is apparent that the sand slurry backfill provides a better installation in comparison to previous methods using excavated trench material. Notable trench settlement did occur on this project. It is apparent that insufficient water was used to properly densify the sand. From observations on other projects, it appears that approximately one gallon per linear foot is required to achieve proper density. It appears that the method of flushing the sand, the speed of the construction, and the amount of water needed to achieve proper density will vary on the contractors equipment and methods. The net result is to achieve proper density without damaging the edge drain. It also appears that the initial asphalt plug is not being properly compacted. The Hydraway panel was reversed to minimize fabric intrusion into the core of the drain. Fabric intrusion into the inner core of the Hydraway drain appeared to be eliminated when the panel was reversed. When the panel was reversed and trench settlement occurred, the rigid back of the panel was forced to bend in the opposite direction it was designed. The net result was cracking occurring in the rigid backing. Information reported in Research Report KTC-91-10, "Evaluation of Headwalls and Outlets for Geocomposite Edge Drains on I-75 and I-71", indicates that 48% of the flexible outlet pipes that were inspected were less than 60% open. Approximately 10% of the rigid outlets inspected during this study were less than 60% open, thus showing a substantial increase in performance. A large amount of distress noted on I-64 was observed in the flexible 4-in. pigtail. If rigid pipe is used throughout the outlet pipe system, performance should increase. KW - Backfilling KW - Building KW - Construction KW - Culvert outlets KW - Density KW - Drainage structures KW - Edge drains KW - Fabric intrusion KW - Facilities KW - Installation KW - Outlet pipes KW - Pipe KW - Prevention KW - Rigid pipes KW - Rigid structures KW - Sand KW - Settlement (Structures) KW - Slurry UR - https://trid.trb.org/view/368435 ER - TY - RPRT AN - 00760556 AU - Hiss, JGF AU - New York State Department of Transportation AU - Federal Highway Administration TI - MECHANICAL TEXTURING OF THREE BRIDGE DECKS PY - 1991/12 SP - 25 p. AB - This report's primary purpose is to present findings from visual surveys of long-term performance of various surface texturings of bridge decks at three locations. In addition, results of 1988 friction measurements on one of these decks are compared with measurements in 1981 and 1982. An interim report (Research Report 108) on this study discussed experimental application of sawed-groove texturing on three bridges and operational use of diamond grinding to rectify an aggregate friction problem on another. Tine-texturing, the then-current standard texturing method, served as a control on each of the bridges. Based on the visual surveys, the following conclusions appear warranted: 1) sawed-groove texturing appears to be the most durable over a 10-year period, 2) tined-groove texturing is somewhat less durable than sawed-groove texturing, and 3) diamond-ground grooving is the least durable. KW - Bridge decks KW - Diamond grinding KW - Friction KW - Pavement grooving KW - Performance KW - Saw-grooving KW - Texture KW - Visual surveys UR - http://ntl.bts.gov/lib/21000/21100/21130/PB99100273.pdf UR - https://trid.trb.org/view/496296 ER - TY - RPRT AN - 00739011 AU - Research Triangle Institute AU - Federal Highway Administration TI - 1990 NATIONWIDE PERSONAL TRANSPORTATION SURVEY: USER'S GUIDE FOR THE PUBLIC USE TAPES PY - 1991/12 SP - 224 p. AB - This report is part of a series of products from the 1990 Nationwide Personal Transportation Survey (NPTS). In the NPTS, information is collected on the amount and nature of personal travel in the U.S., as related to the demographics of persons and households. This report is designed to serve as documentation for the public use data tapes and, as such, includes sections on survey procedures and methodology, the survey questionnaire, the public use data formats, weighting the data, and comparability of the 1990 NPTS with earlier NPTS surveys and with other data sources. The report also includes sample tables from the 1990 NPTS data, a data codebook, a procedure contents listing (for SAS tape users), a section on estimating sampling errors, a glossary of NPTS terms, and other information needed by a user of the public use data tapes. KW - Computer program documentation KW - Demographics KW - Glossaries KW - Guides KW - Guides to information KW - Manuals KW - Nationwide Personal Transportation Survey KW - Public use data tapes KW - Questionnaires KW - Tables (Data) KW - Travel surveys UR - https://trid.trb.org/view/572997 ER - TY - RPRT AN - 00625282 AU - Chitla, S R AU - Zollinger, D G AU - Macha, R K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF AIR ENTRAINMENT ON PORTLAND CEMENT CONCRETE. INTERIM REPORT PY - 1991/12 SP - 91 p. AB - Experience in Texas suggests problems may occur in stabilizing the air content of entrained concrete during and after pumping operations. In one instance, normal air entraining dosage rates were significantly exceeded in an effort to maintain the desired amount of air content in the concrete immediately after discharge. It was determined subsequently from hardened samples that the loss air was fully recovered and actually was 50% greater than the desired levels. Several factors have been noted in the literature to affect the level of entrained air in concrete. Factors such as cement content and fineness, coarse aggregate size, amount of fine aggregate, slump, type of admixture, etc., have been identified as factors affecting entrained air content. Preliminary test results indicate an apparent loss of air occurs immediately after discharge from the pump and tends to return after a period of time. This noted variation of air follows a dissolution process suggesting a shifting of the air-void system from smaller bubbles to larger bubbles. A test program is suggested to identify significant factors in this process. KW - Admixtures KW - Aggregate size KW - Aggregates KW - Air entrainment KW - Cement content KW - Coarse aggregates KW - Fine aggregates KW - Fineness KW - Freeze thaw durability KW - Portland cement concrete KW - Pumps KW - Slump test UR - https://trid.trb.org/view/367834 ER - TY - RPRT AN - 00624988 AU - Anderson, D O AU - Guice, L K AU - Rocke, P L AU - Louisiana Tech University, Ruston AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - TRAFFIC ACCIDENT SIMULATION USING INTERACTIVE COMPUTER GRAPHICS. FINAL REPORT PY - 1991/12 SP - 103 p. AB - The primary goal of this project was to assemble the hardware and software necessary to form a prototype desktop video animation workstation to support traffic accident reconstruction. This goal was accomplished. The workstation is an IBM-PC/AT compatible (ISA) microcomputer based on the Intel 80386 Microprocessor and 80287 floating point co-processor. A truevision Targa-16 graphics adapter and VDI/O RGB to NTSC converter was installed in the computer. A BCD-4000 animation controller was also installed and was connected to a Sony VO-5850 3/4" U-Matic editing recorder. TOPAS Animator from AT&T Graphics Software Labs was used as the animation software. Two FORTRAN 77 interface subroutines were developed to interface to TOPAS. AMFTOPAS.FOR is an ASCII model file interface code for building TOPAS models with custom codes. ANITOPAS.FOR is an animation script file interface code for creating TOPAS animation scripts with custom codes. These subroutines have been successfully used to create vehicle and terrain model file generators, as well as vehicle trajectory animation scripts. KW - Animation KW - Computer animation KW - Computer graphics KW - Crash reconstruction KW - Hardware KW - Interactive graphics KW - Microcomputers KW - Prototypes KW - Software KW - Traffic crashes KW - Video technology UR - https://trid.trb.org/view/367654 ER - TY - RPRT AN - 00624978 AU - Valdez, S F AU - Georgia Department of Transportation AU - Federal Highway Administration TI - SUBGRADE RESILIENT MODULUS EVALUATION. FINAL REPORT PY - 1991/12 SP - 121 p. AB - The main objectives of this study were to establish resilient moduli for typical roadbed soils, to conduct a field evaluation of subgrade moisture and density for selected in-service pavement systems, and to develop a quick and reliable method for determining subgrade resilient moduli. The goal of the study was to develop design moduli that could be used in the implementation of the 1986 "AASHTO Guide for the Design of Pavement Structures" by the Georgia DOT. Thirty-five test sites throughout Georgia were established. These sites were selected to include a variety of environmental, geologic, geographic, and pavement characteristics. Soil samples from these sites and soils routinely submitted for CBR evaluation were tested for resilient modulus. Monthly monitoring of the in-situ moisture and density of the subgrade at the sites was done to determine the fluctuations in these conditions so that the seasonal changes in resilient modulus could be established. This study found that the differences in the resilient properties of granular and cohesive soils tested were too great to develop a quick and reliable method of predicting the subgrade's modulus according to its GDOT soil classification and stress dependent equations. The in-situ moisture content was not found to be solely dependent on the optimum moisture content of a soil. Also, no obvious relationship between rainfall and in-situ moisture content was found. KW - Cohesive soils KW - Density KW - Field tests KW - Georgia KW - Granular soils KW - Modulus of resilience KW - Pavement design KW - Seasonal variations KW - Seasons KW - Soil water KW - Subgrade (Pavements) KW - Subgrade moisture UR - https://trid.trb.org/view/367644 ER - TY - RPRT AN - 00623564 AU - Ellis, R D AU - Herbsman, Z J AU - Kumar, A AU - Chheda, P N AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPING NIGHT OPERATIONS IN FLORIDA. FINAL REPORT PY - 1991/12 SP - 154 p. AB - There has been a change in emphasis from building new facilities to rehabilitation of the nation's highways. However, with traffic levels approaching or exceeding highway capacities, any maintenance work on highways disrupts the traffic resulting in severe congestion, delays and accidents. As a result, various highway agencies are shifting towards nighttime construction and maintenance when traffic densities are relatively low. The Florida Department of Transportation (FDOT), like other highway agencies, has realized that nighttime work can be an effective solution to congestion problems associated with highway construction and maintenance. The decision to work at night, however, involves a number of complex issues. This research effort attempts to identify important factors which affect decisions concerning nighttime operations. Such factors are obtained as a result of a literature survey and interviews with personnel associated with nighttime operations. Some of these factors include: cost, productivity, quality, safety, congestion, traffic control, noise, human factors, public information and lighting. Each of these factors is evlauated in light of certain nighttime projects in Florida. Results of analysis and a summary of guidelines is provided to help FDOT in developing future nighttime operations. KW - Costs KW - Driver rehabilitation KW - Florida KW - Guidelines KW - Guides to the literature KW - Highway maintenance KW - Human factors KW - Interviewing KW - Lighting KW - Literature reviews KW - Night KW - Noise KW - Productivity KW - Publicity KW - Quality KW - Quality control KW - Rehabilitation KW - Safety KW - Traffic congestion KW - Traffic control UR - https://trid.trb.org/view/363409 ER - TY - RPRT AN - 00622311 AU - Patterson, B M AU - Johnston, K R AU - Oregon Department of Transportation AU - Federal Highway Administration TI - CONCRETE MIX DESIGN STUDY. FINAL REPORT PY - 1991/12 SP - 37 p. AB - This study investigates several aspects of concrete mix design. The variability of compressive strength, slump and air content from batch to batch is examined. The effect of increasing the sand content per cubic yard of concrete on the compressive strength is studied with another series of laboratory batches. Finally, the effect of the maximum coarse aggregate size on compressive strength is evaluated with a third set of laboratory batches. The differences between the mean compressive strength of batches were evaluated using the Student 1 statistic. Some of the findings were: 1) Variability in average 28-day compressive strength between laboratory batches of the same design is very low. 2) The average 28-day compressive strength of concrete made with a 10% increase in the sand content is higher than that of concrete made with standard mix proportions. The workability of the former as measured by the slump is lower. 3) The average 28-day compressive strength of concrete made with 3/4-in. maximum size aggregate is significantly higher than concrete made with 1 1/2-in. maximum size aggregate. KW - Aggregate size KW - Aggregates KW - Air content KW - Coarse aggregates KW - Compressive strength KW - Laboratory tests KW - Mix design KW - Sand KW - Sand content KW - Slump test UR - https://trid.trb.org/view/362843 ER - TY - RPRT AN - 00619180 AU - Parsons, T J AU - Arkansas State University, State University AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - BRIDGES CONSTRUCTED FROM RAILROAD CARS. EXECUTIVE SUMMARY PY - 1991/12 SP - 13 p. AB - The objectives of the study consisted of determining present to future usage of railroad car bridges, development of a railroad car data archive, and development of load ratings software for railroad cars. A survey instrument was sent to all cities and county judges in Arkansas in 1988. Thirty-six of the 75 judges reported that railroad car bridges were being used in their counties, and that 167 railroad car bridges are in use, up from 74 reported in 1986. Drawings and specifications were obtained for six box cars but none of the flat cars and a limited archive was developed. Software was developed which determined the load rating for a railroad car bridge. The program was checked by 1) building and testing a one-third scale model of a railroad car frame, and 2) testing four bridges in the field. A one-third scale model of a typical box car frame was constructed, instrumented, and tested. The calculated strains by the analysis program were within ten percent of the measured strains for the model with single and tandem axle loads. It was found that the analysis did not accurately predict the behavior of the model when it was subjected to point loads which resulted in a torsion rotation. A series of eight destructuve tests were carried out on the scale model. The tests revealed that there was a good agreement between the strains measured in the model and the strains predicted by the finite element analysis when there was limited damage. Four railroad car bridges were field tested and the results were compared to the load rating program. Reasonable accuracy was obtained by the program. KW - Accuracy KW - Alternatives analysis KW - Arkansas KW - Bridges KW - Data collection KW - Drawings KW - Field tests KW - Finite element method KW - Forecasting KW - Load factor KW - Loads KW - Model tests KW - Questionnaires KW - Railroad cars KW - Recycling KW - Scale models KW - Software KW - Specifications KW - Strain (Mechanics) KW - Strains KW - Surveys KW - Test results UR - https://trid.trb.org/view/361711 ER - TY - RPRT AN - 00619181 AU - Parsons, T J AU - Arkansas State University, State University AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - BRIDGES CONSTRUCTED FROM RAILROAD CARS. FINAL REPORT PY - 1991/12 SP - 278 p. AB - The objectives of the study consisted of determining present to future usage of railroad car bridges, development of a railroad car data archive, and development of load ratings software for railroad cars. A survey instrument was sent to all cities and county judges in Arkansas in 1988. Thirty-six of the 75 judges reported that railroad car bridges were being used in their counties, and that 167 railroad car bridges are in use, up from 74 reported in 1986. Drawings and specifications were obtained for six box cars but none of the flat cars and a limited archive was developed. Software was developed which determined the load rating for a railroad car bridge. The program was checked by 1) building and testing a one-third scale model of a railroad car frame, and 2) testing four bridges in the field. A one-third scale model of a typical box car frame was constructed, instrumented, and tested. The calculated strains by the analysis program were within ten percent of the measured strains for the model with single and tandem axle loads. It was found that the analysis did not accurately predict the behavior of the model when it was subjected to point loads which resulted in a torsion rotation. A series of eight destructuve tests were carried out on the scale model. The tests revealed that there was a good agreement between the strains measured in the model and the strains predicted by the finite element analysis when there was limited damage. Four railroad car bridges were field tested and the results were compared to the load rating program. Reasonable accuracy was obtained by the program. KW - Accuracy KW - Alternatives analysis KW - Arkansas KW - Bridges KW - Data collection KW - Drawings KW - Field tests KW - Finite element method KW - Forecasting KW - Load factor KW - Loads KW - Model tests KW - Questionnaires KW - Railroad cars KW - Recycling KW - Scale models KW - Software KW - Specifications KW - Strain (Mechanics) KW - Strains KW - Surveys KW - Test results UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%208901.pdf UR - https://trid.trb.org/view/361712 ER - TY - RPRT AN - 00666287 AU - Fagundo, F E AU - Cook, R A AU - Olsen, G AU - RICHARDSON, D AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - PREDICTING CRACKING TENDENCIES IN MASS CONCRETE. FINAL REPORT PY - 1991/12 SP - 181 p. AB - The current Florida Department of Transportation (FDOT) specification for controlling thermal cracking in mass concrete elements requires the contractor to maintain a temperature differential of no more than 35 deg F between the center of the structure and the outer surface. The contractor is required to identify the measures to be used to comply with the thermal differential specification. A search of background literature was performed to provide information currently available for controlling thermal cracking of mass concrete structures. Important variables that greatly affect the thermal properties of mass concrete were identified. Field temperature data were collected from project sites selected for detailed crack inspections of mass concrete structures. Laboratory specimens were fabricated and instrumented for data comparison with field elements. Effects on thermal differentials from varying cement type and use of form insulation were studied in the laboratory specimens. A two-dimensional analytical model was developed to generate temperature profiles for mass concrete structure. Effects of varying the time step for both one and two-dimensional models on the generated temperature profiles were explored and found to be a critical parameter. Theoretical crack widths based on actual temperature differentials and the 35 deg F limit are compared to illustrate the total crack width reduction possible by maintaining the 35 deg F differential. The 35 deg F differential limit is found to be effective in controlling thermal surface cracking. The controlling restraint condition present in the structure is determined by comparing the summation of actual crack width to the total crack width calculated for that structure. The presence of a thermal differential and the associated uneven volume change produces cracking due to internal restraint. Based on the results of the study, it is recommended that calculations to predict temperature distributions and differentials should be based on at least a 2-D Schmidt model in order to improve the temperature predictions for mass concrete structures. Multiple elements should be specified in both the vertical and horizontal direction in order to produce a time step which allows the model to more accurately simulate the actual hydration process. The location of thermocouples and the period over which temperature differentials must be monitored needs to be standardized. It is recommended that the differential temperature, between the centroid of the structure to the exterior surface, be monitored in both the horizontal and vertical directions. Six-hour temperature reading intervals should be the maximum permitted. Heat loss through the vertical forms into water and heat gain from radiation are areas of concern. Analysis of available field data indicates that the 35 deg F temperature differential between the center and the vertical face is routinely exceeded. Further studies should be conducted to attempt to limit the heat loss through the formwork. KW - Analytical models KW - Field data KW - Field studies KW - Formwork KW - Fracture mechanics KW - Guides to the literature KW - Heat loss KW - Laboratory studies KW - Literature reviews KW - Mass concrete KW - Mathematical models KW - Temperature KW - Temperature differential KW - Thermal properties UR - https://trid.trb.org/view/405822 ER - TY - RPRT AN - 00625103 AU - Rasoulian, M AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - FLY ASH IN CONCRETE. FINAL REPORT PY - 1991/12 SP - 114 p. AB - This study was initiated to develop information regarding the use of fly ash in portland cement concrete for state construction projects. Concrete mixes containing 10%, 20%, 30%, 40%, and 60% fly ash were evaluated in the laboratory in combination with various cement contents. Type C fly ash was selected from three local sources which had been approved by the department for concrete mixes. Also, specifications were developed for using fly ash in a paving project. In general, fly ash when used at replacement below 40% by weight of cement was found to be satisfactory in concrete. In areas that the maximum possible strength loss cannot exceed 10% of control, replacement rate of less than 25% is recommended. Increasing amounts of fly ash caused a reduction in compressive strength, especially when air-entraining agents were used or when the concrete was less than 28 days old. Retardation in the set times was also noticed with increasing amounts of fly ash. However, strength gains of up to 10% were noticed in some mixes after extended curing periods. There were no adverse effects observed on the plastic properties, freeze and thaw durability, modulus of elasticity, length change, abrasion resistance, or absorption characteristics of fly ash concrete at the replacement rates evaluated. Based on the overall results of this study, no changes are recommended to the current fly ash concrete specifications developed earlier in this project. KW - Abrasion resistance KW - Absorption KW - Admixtures KW - Air entraining agents KW - Cement content KW - Compressive strength KW - Concrete KW - Concrete curing KW - Concrete strength KW - Fly ash KW - Freeze thaw durability KW - Laboratory tests KW - Mix design KW - Modulus of elasticity KW - Plasticity KW - Portland cement concrete KW - Specifications KW - Strength of materials UR - http://www.ltrc.lsu.edu/pdf/2005/report_221.pdf UR - https://trid.trb.org/view/367768 ER - TY - RPRT AN - 00625014 AU - JAMES, R W AU - Zhang, Hongli AU - Zollinger, D G AU - Thompson, L J AU - Bruner, R F AU - Xin, D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A STUDY OF BRIDGE APPROACH ROUGHNESS. FINAL REPORT PY - 1991/12 SP - 120 p. AB - Field studies of highway bridge approach roughness, including visual inspection, measurement of approach profiles by surveying techniques and by driver evaluation, soil borings, and concrete pavement corings were conducted to determine the most important causes of approach roughness at Texas bridge sites. A literature survey identified many previously identified causes, most of which are also thought to be applicable to some of the problems observed at the Texas study sites. During the studies, repeated observations of severe cracking and dislocation of the backwalls of reinforced concrete abutments led to a detailed investigation of the causes of this damage mechanism. The observed distress is correlated to the presence of adjacent reinforced concrete pavements, and the cause is attributed to the longitudinal growth of the concrete pavements. A finite element model of a representative abutment is used to study the expected stress distributions caused by several hypothesized mechanisms which might contribute to the observed damage. Methods to prevent future damage are discussed. A model of reinforced concrete pavement is developed and evaluated. The model can be used to evaluate pavement cracking, pavement lug effectiveness, and design requirements for isolation joints to protect bridge approach slabs and abutments from pressures applied by concrete pavements. KW - Boring KW - Bridge abutments KW - Bridge approaches KW - Continuously reinforced concrete pavements KW - Cores (Specimens) KW - Coring KW - Deformation curve KW - Dislocations KW - Expansion joints KW - Field studies KW - Finite element method KW - Force KW - Fracture mechanics KW - Guides to the literature KW - Highway bridges KW - Inspection KW - Literature reviews KW - Longitudinal forces KW - Lugs KW - Mathematical models KW - Profiles KW - Reinforced concrete KW - Roughness KW - Soil borings KW - Soil components KW - Soil samplers KW - Vision UR - https://trid.trb.org/view/367679 ER - TY - RPRT AN - 00624986 AU - Tavakoli, A AU - Collyard, C S AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - BENEFIT-COST ANALYSIS OF TRANSPORTATION RESEARCH PROJECTS. FINAL REPORT PY - 1991/12 SP - 197 p. AB - This research report addresses the issues of evaluation of completed research projects and develops an evaluation methodology, system and computer application program based on benefit-cost analysis and multi-objective analysis techniques. The research project was conducted in four phases: a review of current and recent Ohio Department of Transportation (ODOT) research projects, a review of current ODOT evaluation techniques, a literature survey and a questionnaire survey of best current practices and techniques, and development of a research project evaluation methodology and system. The final evaluation tool consists of four sections. The basic project information is recorded and keyed on the project number. The project evaluation is conducted in two categories - technical and performance. Within the technical evaluation two approaches are utilized - quantitative benefit-cost analysis and qualitative multi-objective ratings. The performance evaluation is also a qualitative multi-objective rating system. KW - Analysis KW - Benefit cost analysis KW - Data collection KW - Evaluation KW - Guides to the literature KW - Literature reviews KW - Methodology KW - Multi-objective analysis KW - Performance evaluations KW - Project management KW - Projects KW - Questionnaires KW - Research KW - Strategic planning KW - Surveys KW - Technical analysis KW - Technology assessment KW - Transportation KW - Transportation research UR - https://trid.trb.org/view/367652 ER - TY - RPRT AN - 00628960 AU - Rasoulian, M AU - Rabalais, N AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - EVALUATION OF THIN EPOXY SYSTEMS OVERLAYS FOR CONCRETE BRIDGE DECKS. FINAL REPORT PY - 1991/12 SP - 60 p. AB - Four overlay systems were applied to concrete bridge decks in north Louisiana in May 1985 to evaluate their performance as friction surfaces primarily and also as concrete sealers. Dural Flexolith, Poly-Carb Flexogrid, and Con/Chem Cono/Crete were placed on three separate bridge decks; sand and Dural epoxy were placed on the fourth deck. Friction numbers were measured with the British Portable Tester and the E-274 Skid Trailer. The sealing characteristics of each system were checked with electrical resistivity measurements. A five-year evaluation determined that Dural Flexolith and basalt aggregate and Poly-Carb Flexogrid (broadcast systems) provided very good friction characteristics. They were also crack resistant and remained bonded to the concrete. The use of sand and Dural epoxy produced a less effective surface for skid resistance, but its use is more intended for low ADT applications. The mortar system (Con/Chem Cono/Crete) produced low skid numbers initially but improved slightly over the evaluation period. KW - Adhesion KW - Bond (Adhesion) KW - Bridge decks KW - Concrete KW - Cracking KW - Electrical resistivity KW - Epoxides KW - Epoxy KW - Fracture resistance KW - Friction KW - Overlays (Pavements) KW - Performance evaluations KW - Sealing compounds KW - Skid resistance KW - Thickness UR - http://www.ltrc.lsu.edu/pdf/2008/fr_243.pdf UR - https://trid.trb.org/view/369269 ER - TY - RPRT AN - 00628948 AU - Federal Highway Administration TI - CONSENSUS TEAM REPORT ON THE DEVELOPMENT OF FHWA'S VISION, MISSION, VALUES, AND GOALS. FHWA 2000 PY - 1991/12 SP - 49 p. AB - The Federal Highway Administration (FHWA) 2000 initiative was begun by Federal Highway Administrator Tom Larson in the fall of 1990. In December, a Work Group was formed, with the charge of developing a process to help the agency define its Vision, Mission, Values, and Goals. The Work Group was also asked to assist the agency in defining a business planning process that would enable the FHWA to achieve this Vision. The Work Group was comprised of a cross section of FHWA employees including persons stationed in the field as well as at Headquarters in a variety of positions. During the first months of 1991, the Work Group concentrated on devising an overall outreach process as well as an approach to business planning. Central to the FHWA 2000 process were two major conferences held in the summer of 1991. In the next phase of the FHWA 2000 process, the conference attendees met with their fellow employees in an effort to "cascade" the draft statements that evolved from the conferences. The results of those Cascading activities are discussed in this report. Forms were prepared to collect thoughts expressed at the Cascading meetings. These written responses formed the basis for the work of the Consensus Team, a committee drawn from the ranks of the conference participants. The Team was charged with assessing where there was support for the draft statements and recommending changes based on the input from the Cascading meetings. The results of the Team's effort and the process they used are described in this report. KW - Conferences KW - Fhwa 2000 initiative KW - Strategic planning KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/369257 ER - TY - RPRT AN - 00627229 AU - Wang, T-L AU - Huang, Jie AU - Florida International University, Miami AU - Florida Department of Transportation AU - Federal Highway Administration TI - A COMPUTER SYSTEM FOR BRIDGE RATING AND FATIGUE LIFE ANALYSIS. FINAL REPORT PY - 1991/12 SP - 140 p. AB - In order to insure bridge safety for the traveling public and to protect the initial investment, the bridge capacity rating and the prediction of remaining service life of highways were studied in this project. The objectives of this project were (1) the development of a computer package for highway bridge rating based on new AASHTO specifications and (2) the prediction of fatigue life for highway steel bridges by using the stress range and average daily truck traffic. Eight different truck loads and the equivalent lane loading were introduced as vehicle models. Beam/girder, longitudinal concrete deck/slab, and transverse deck/slab bridges in simple or continuous span structures were developed as bridge models. Fatigue life analysis for steel bridges was predicted by using the average daily truck traffic and the design stress range calculated from the static stress-time history. Finally, ten typical examples were studied. In addition, user's manuals for Bridge Rating and Fatigue Life Analysis (BRAF) and BRAF data plotting (BRAF-P) Programs are given in Appendixes. This computer package will be a very powerful tool in evaluating the existing highway bridges. KW - American Association of State Highway and Transportation Officials KW - Average daily traffic KW - Average daily truck traffic KW - Bridge capacity KW - Bridges KW - Case studies KW - Computer program documentation KW - Computer systems KW - Computers KW - Fatigue (Mechanics) KW - Fatigue life KW - Forecasting KW - Highway bridges KW - Highway capacity KW - Manuals KW - Metal bridges KW - Specifications KW - Steel bridges KW - Stress range KW - Stress ratio KW - Truck traffic UR - https://trid.trb.org/view/368628 ER - TY - RPRT AN - 00618049 AU - Miller, H J AU - Demetsky, M J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ROADWAY SITES FOR QUEUE MANAGEMENT. FINAL REPORT PY - 1991/12 SP - 126 p. AB - This study addresses the problem of queueing on highway facilities, wherein a large number of computerized methods for the analysis of different queueing situations are available. A three-tier classification system of the methodologies was used with the following categories: dedicated techniques, classical queueing theory, and simulation. A knowledge base for selecting an appropriate technique for a specific facility and problem is provided. The utilization of the video camera to capture queueing data in the field is described and applied to evaluate alternative methods to analyze queueing at signalized intersections. This evaluation revealed three distinct approaches from the respective categories for the evaluation of queueing at signalized intersections: the HCM method, the vacation-server queueing model, and TRAF-NETSIM. It was found that the queueing model and simulation methods offer flexibility over the more structured, dedicated HCM method and should be considered in the analysis of other situations as well as of signalized intersections. KW - Analysis KW - Field data KW - Field studies KW - Highway Capacity Manual KW - Methodology KW - Queueing theory KW - Queuing KW - Queuing theory KW - Signalized intersections KW - Simulation KW - Videotapes UR - http://ntl.bts.gov/lib/36000/36800/36834/92-R5.pdf UR - https://trid.trb.org/view/357513 ER - TY - RPRT AN - 00623562 AU - Hays, C O AU - Hoit, M I AU - Ellifritt, D S AU - Consolazio, G R AU - Garcelon, J H AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - BRIDGE RATING OF GIRDER - SLAB BRIDGES WITH AUTOMATED FINITE ELEMENT MODELING TECHNIQUES. INTERIM PROJECT REPORT/FINAL CONTRACT REPORT PY - 1991/12 SP - 412 p. AB - This research is part of an on-going program to develop better bridge rating systems using finite element technology. Originally, a lateral load distribution factor program, SALOD, was developed for design and rating of simple span bridges. SALOD is now routinely used by the Florida Department of Transportation (FDOT). A complete bridge rating system, BRUFEM, is now being developed that will be able to handle the vast majority of the bridges in Florida using a finite element model for the analyses. BRUFEM consists of four FORTRAN programs: 1) a preprocessor for steel and concrete bridges, BRUFEM1, that develops a finite element model from a relatively small amount of input data and prepares input files for the finite element program; 2) a finite element program, SIMPAL, that solves the model created by the person using the preprocessor and outputs the results of the finite element analyses for printing and post-processing; 3) a post-processor, BRUFEM3, that reads unformatted SIMPAL output files and does the bridge rating based on the appropriate service level or strength criteria (the post-processor is now developed to handle both pretensioned simple spans and post-tensioned continuous spans, tee beam, steel girder and flat slab bridges); and 4) a graphics post-processor, SIMPLOT. The BRUFEM system is presently being used by FDOT for rating or design of a variety of bridges. The scheduled development will be completed in one more year. KW - Bridges KW - Computer programs KW - Finite element method KW - Girder bridges KW - Ratings KW - Slab and girder bridges UR - https://trid.trb.org/view/363407 ER - TY - RPRT AN - 00623604 AU - Martin, D L AU - Cargill, L M AU - Montgomery, D P AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - ROADSIDE VEGETATION MANAGEMENT. FINAL REPORT PY - 1991/12 SP - 135 p. AB - The information contained within this report addresses: (1) Research -- involving the use of herbicides and plant growth regulators for roadside vegetation management; (2) Maintenance -- implementing research results into an operational phase of the Oklahoma Department of Transportation (ODOT) maintenance program; and (3) Training -- conducting pesticide applicator certification programs and providing continuing educational programs for these certified applicators. The following are recommendations and/or conclusions based upon the research results. (1) Roundup rates may be reduced from 0.75 to 0.62 lb ai/A in the western and central portions of Oklahoma while maintaining 90% control of johnsongrass. In the eastern one-third of the state, rates of Roundup should be maintained at 0.75 lb ai/A to achieve the 90% level of control. (2) When applied at equal rates, SC-0224 and Roundup provide equal control of johnsongrass. (3) The additive Frigate, significantly increases the activity of Roundup and Roundup plus Oust treatments. (4) A single application of Arsenal applied at 1.2 lb ai in combination with Oust at 0.047 lb ai applied in 40 gallons of water per acre will effectively control bermudagrass encroachment into paved roadside shoulders and seams when applied in late May or June to actively growing bermudagrass. (5) Mush thistle can be effectively controlled with Transline at 0.125 to 0.25 lb ai in 25 to 50 gallons of water per acre applied during March through April when thistle plants are actively growing and prior to bolting (flowering). (6) Vision, a plant growth regulator, applied under an EUP label suppresses bermudagrass growth along roadsides. Several large-scale demonstrations were initiated throughout the duration of this project and are described as follows: Musk thistle control with Transline; johnsongrass control with Roundup plus Oust and/or Frigate; control of Kudzu with Arsenal; bermudagrass encroachment control with Arsenal; silver bluestem control with Roundup, alone, or in combination with Oust and/or Frigate; bermudagrass canopy height suppression with Vision or Poast plus a crop oil. Training activities included certification of 591 new ODOT herbicide applicators and providing continuing educational programs for 1354 ODOT certified applicators. KW - Certification KW - Growth regulators KW - Herbicides KW - Maintenance KW - Maintenance personnel KW - Management KW - Oklahoma KW - Roadside KW - Training KW - Vegetation KW - Weed control UR - https://trid.trb.org/view/363448 ER - TY - RPRT AN - 00623645 AU - West, R C AU - Page, G C AU - Murphy, K H AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE LOADED WHEEL TESTER PY - 1991/12 SP - 65 p. AB - This study was conducted to evaluate a new procedure to assess the rutting potential of asphalt mixes. The primary objectives were to: (1) Verify the correlation between the Loaded Wheel Tester (LWT) predicted performance and actual field performance of asphalt concrete mixtures used in Florida; (2) Compare LWT results with Marshall properties and with shear properties of mixtures measured using the Corps of Engineers' Gyratory Testing Machine (GTM); and (3) Evaluate the potential of the LWT test method to be used on a routine basis for improved assessment of rutting susceptibility during the mix design process. Since the LWT is prototypical, much of this study was also concerned with refining the device and the procedure, and evaluating some of the testing variables. KW - Alternatives analysis KW - Asphalt concrete KW - Asphalt mixtures KW - Correlation analysis KW - Field performance KW - Forecasting KW - Gyratory testing machines KW - Gyratory tests KW - Loaded wheel tester KW - Marshall properties KW - Performance KW - Prototypes KW - Rut KW - Ruts (Pavements) KW - Susceptibility UR - https://trid.trb.org/view/363490 ER - TY - RPRT AN - 00623599 AU - Rusnak, J S AU - Oregon Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF GRIT-IMPREGNATED, EPOXY COATED PRESTRESSING STRAND ON SOUTH SLOUGH (CHARLESTON) BRIDGE. CONSTRUCTION REPORT PY - 1991/12 SP - 21 p. AB - Construction of the South Slough (Charleston) Bridge was completed in March of 1991. The structure was constructed with prestressed concrete beams using grit-impregnated, epoxy coated prestressing strands. While epoxy coated reinforcing steel has been used successfully to combat corrosion for several years, epoxy coating for prestressing strands is a relatively new application. The use of epoxy coated strands did not cause any significant construction problems. The strands and concrete mix were bonded well. The bonding characteristics of the grit-impregnated epoxy prestressed strands to the concrete will be monitored for two years, until March 1993, to detect any loss in bonding. KW - Beams KW - Bonding KW - Bridge construction KW - Bridge foundations KW - Bridges KW - Coatings KW - Construction KW - Epoxides KW - Epoxy KW - Grit-impregnated strands KW - Prestressed concrete KW - Prestressing KW - Prestressing strands UR - https://trid.trb.org/view/363443 ER - TY - RPRT AN - 00623601 AU - Ho, C L AU - Norton, S S AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF AN UNSTABLE SLOPE MANAGEMENT SYSTEM. FINAL REPORT PY - 1991/12 SP - 37 p. AB - This report presents a prototype of an Unstable Slope Management System (USMS) and corresponding user's guide. The USMS is a computer program that prioritizes unstable slopes. The system is composed of two parts: a database and priority programs. The database was developed using dBASE III Plus, Ashton-Tate. The priority programs were developed using the expert shell system CLIPS, a NASA developed language. The resulting USMS, at this point, is not an expert system; it is a management system. The USMS was developed by the aid of conversations with Washington State Department of Transportation (WSDOT) personnel. In addition, a questionnaire was sent to WSDOT personnel concerned with unstable slope maintenance. From the conversations and responses to the questionnaire, the factors concerned with site importance were identified. Also, a method to determine the total importance was proposed. The USMS identifies factors that determine the importance of a failure site. These factors pertain to the cause of instability, cost of repair, use of road, and safety to motorists. Data pertaining to these factors are collected for each failure site and stored in the data base. Priority ratings are assigned by the priority rating programs to the data for each site. The priority ratings are multiplied by a weight. The sum of the products represents the total priority. The total priority is a number from 0 to 100, where 100 indicates the highest importance. The total priority represents the importance of the failure site based on the factors identified in the USMS. The total priority of a failure site is independent of all other failure sites. KW - Computer programs KW - Interviewing KW - Management KW - Management systems KW - Prototypes KW - Questionnaires KW - Ratings KW - Slope stability KW - Slopes KW - Strategic planning KW - Unstable soil UR - http://www.wsdot.wa.gov/research/reports/fullreports/270.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/270.2.pdf UR - https://trid.trb.org/view/363445 ER - TY - RPRT AN - 00622401 AU - Lee, H AU - Clover, P AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTABILITY IMPROVEMENT OF HIGHWAY PROJECTS IN WASHINGTON. FINAL REPORT PY - 1991/12 SP - 97 p. AB - The ever-increasing amount of construction problems and unnecessary redesigning work during the construction phase of highway projects with the Washington State Department of Transportation (WSDOT) has prompted studies into improving constructability. This report presents the development of a model constructability review procedure and the Highway Constructability Improvement System (HCIS), and demonstrates the use of the system by a design engineer. The information in HCIS is mainly extracted from a critical search of thousands of change orders from five recent years of WSDOT highway construction projects. By the use of HCIS, engineers at the design office can have access to a bank of knowledge from past construction experiences and be alerted to the constructability aspects of their designs. This allows the design engineers to be aware of what had gone wrong in the past, and avoid repeating similar errors in preparing future design plans and specifications. This will improve constructability of designs at an early stage of a project. The user does not have to refer to other sources for reference while using the system. It is concluded that in order to avoid similar highway constructability problems, a pre-construction and post-construction review of the project, such as reviewing change orders, is very useful and important. The model constructability review process is a way to standardize the different procedures currently being used by each district. By adopting the standard procedure, the occurrence of commonly shared problems can be reduced to a minimum to achieve a consistency of construction quality in Washington. KW - Constructability KW - Construction KW - Construction projects KW - Design KW - Design data KW - Highway design KW - Hypertext KW - Software KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/246.1.pdf UR - https://trid.trb.org/view/362910 ER - TY - RPRT AN - 00622342 AU - Miller, A C AU - Means, F AU - Smith, T AU - Long, S AU - Krahulik, K AU - Johnson, D AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - HYDRAULIC DESIGN TECHNIQUES FOR BRIDGES, CULVERTS, AND LOW WATER CROSSINGS ON LOW-VOLUME ROADS. FINAL REPORT. TRAINING MANUAL PY - 1991/12 SP - 126 p. AB - The purpose of this manual is to provide local agencies training material to design culverts, bridges, and low water crossings on low-volume roads and to provide guidance for signing and marking when and if flooding situations should occur. The Federal Highway Administration Culvert Analysis Program, HY-8, is used to analyze culverts and BRIDGE, a computer program developed for this project, is used to analyze bridge hydraulics for low-volume roads. Because many drainage structures for low-volume roads are not constructed to convey the same design flows as highways that carry higher traffic volumes, these structures may be subjected to periodic flooding. Five examples for each program are presented with typical input and output. Most of the examples illustrate flow passing over the top of the drainage structure or passing around it and over the approach roadway. KW - Bridges KW - Causeways KW - Computer programs KW - Culverts KW - Drainage structures KW - Floods KW - Hydraulic design KW - Hydraulics KW - Local agencies KW - Local government agencies KW - Low volume roads KW - Low-water crossing structures KW - Manuals KW - Road markings KW - Signs KW - Structural design KW - Traffic marking KW - Training UR - https://trid.trb.org/view/362874 ER - TY - RPRT AN - 00622338 AU - Koerner, R M AU - Wilson-Fahmy, R AU - Drexel University AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - APPLICATION OF GEOGRIDS: VOLUME 2 - GEOGRID REINFORCED STEEP SOIL SLOPES. FINAL REPORT PY - 1991/12 SP - 157 p. AB - This report reviews the state-of-the-art insofar as polymeric geogrid reinforcement of steep soil slopes is concerned. It then proceeds into design concepts and geogrid properties and test methods. The focal section follows which is on geogrid specifications for reinforced steep soil slopes along with an illustrative problem. The report ends with elements of construction guidelines insofar as the Pennsylvania Department of Transportation is concerned. A set of Appendices is also offered which gives the different test procedures used in the design specification section of the report. KW - Angularity KW - Construction KW - Design KW - Embankments KW - Geogrids KW - Geotextiles KW - Guidelines KW - Properties of materials KW - Reinforcement (Engineering) KW - Slopes KW - Specifications KW - State of the art studies KW - Steep soil slopes KW - Test procedures UR - https://trid.trb.org/view/362870 ER - TY - RPRT AN - 00620571 AU - Miquel, S AU - Condron, J AU - World Bank AU - Federal Highway Administration TI - ASSESSMENT OF ROAD MAINTENANCE BY CONTRACT. TECHNICAL PAPER PY - 1991/12 SP - 139 p. AB - This report is the product of a joint research study by the United States Federal Highway Administration and the World Bank to assess contract road maintenance practices in selected countries with the objective of providing operational guidance on planning, budgeting, tendering, and administering such works. The report presents the findings of the first phase of the study which included a survey of the ongoing experience with contract maintenance in Algeria, Belgium, Brazil, British Columbia (Canada), Chile, England, France, Kenya, Malaysia and Pakistan. The second phase of the study will synthesize the country surveys and other relevant experience into operational guidelines for effective introduction and implementation of road maintenance by contract. The report describes the reasons for using contract maintenance, the classification of maintenance operations, the selection of work items to be contracted, and the types of contracts used for maintenance works. The procedures for tendering contracts and supervision of works are reviewed. The report compares contract maintenance with force account work and discusses the transition from force account (direct labor) operation to contract maintenance. KW - Algeria KW - Belgium KW - Brazil KW - British Columbia KW - Case studies KW - Chile KW - Contract administration KW - Contract maintenance KW - Data collection KW - France KW - Highway maintenance KW - Kenya KW - Maintenance management KW - Malaysia KW - Pakistan KW - Surveys KW - Tenders KW - United Kingdom UR - https://trid.trb.org/view/362440 ER - TY - JOUR AN - 00620778 JO - Public Roads PB - Federal Highway Administration AU - Virmani, Y P AU - Wright, W AU - Nelson, R N AU - Federal Highway Administration TI - FATIGUE TESTING FOR THERMEX REINFORCING BARS PY - 1991/12 VL - 55 IS - 3 SP - p. 72-78 AB - The Federal Highway Administration investigated the fatigue characteristics of Thermex steel (it has different physical propeties from conventional reinforcing steel containing alloying elements) versus conventional reinforcing steel before its large scale use could be perimtted. Details of the investigation are reported in this article. The background to the study is described. The specimens are described, as well as fatigue testing, and gripping methods. The findings are presented and discussed. A large scale discrepancy was noted between the test results and the British standard. The research developed insufficient data to make any conclusions regarding the relative fatigue resistance of the bars produced by the Thermex process. A need was indicated for the development of a U.S. specification for testing reinforcement bars. KW - Fatigue tests KW - Rebars KW - Reinforcing bars KW - Specifications UR - https://trid.trb.org/view/365048 ER - TY - JOUR AN - 00620777 JO - Public Roads PB - Federal Highway Administration AU - Chowdhury, M A AU - Warren, D L AU - Bissel, H AU - Federal Highway Administration TI - ANALYSIS OF ADVISORY SPEED SETTING CRITERIA PY - 1991/12 VL - 55 IS - 3 SP - p. 65-71 AB - This study evaluated the validity of current curve speed criteria for modern vehicles. The details are described of the data collection, and motorist compliance. Posted speeds, recommended speeds and observed speeds are discussed. Ball-bank reading corresponding to observed speeds, and side friction are also discussed. It is noted that the absence of adequate and universally accepted criteria for determining advisory speeds creates the problem of nonuniform and subjective applications, and so, a safety threat to drivers. The study found noticeable variation in the application of the existing ball-band criteria from curve to curve and State to State. The nomograph and design speed formula were found to be marginally better than the ball-bank indicator in reflecting driver speed behavior on curves, but the current values used for side friction are too conservative. An alternative approach to determining safe curve speed would be to sample vehicular speeds. KW - Advisory speed KW - Compliance KW - Criteria KW - Design speed KW - Highway curves KW - Motor vehicles KW - Nomographs KW - Side friction, traffic flow KW - Speed KW - Speed control KW - Traffic flow KW - Traffic speed UR - https://trid.trb.org/view/365047 ER - TY - JOUR AN - 00620779 JO - Public Roads PB - Federal Highway Administration AU - Stuart, K D AU - Mogawer, W S AU - Federal Highway Administration TI - LABORATORY EVALUATION OF VERGLIMIT AND PLUSRIDE PY - 1991/12 VL - 55 IS - 3 SP - p. 79-86 AB - A study is reported which investigated the effects of Verglimit and PlusRide rubber on the performance of asphalt mixtures. The study examined the additives in terms of their effects on moisture damage, rutting, and low temperature cracking. The tests included indirect tensile strengths, incremental creep moduli and permanent strains, and repeated load moduli and permanent strains. Specimens were moisture conditioned to determine retained tensile strength ratios, retained resilient modulus ratios, and visual stripping. The background to the study is described as well as the details of the testing program and results. Verglimit provided Marshall stabilities and flows similar to the control, and mixtures were found to have low retained tensile strength and resilient modulus ratios. Thus Verglimit increased the moisture susceptibilities of the mixtures. PlusRide also showed that the rubber particles increased the moisture susceptibilities of the mixtures. The article presents recommendations. KW - Accelerated tests KW - Additives KW - Asphalt mixtures KW - Creep KW - Indirect tensile test KW - Laboratory studies KW - Loss and damage KW - Modulus of resilience KW - Moisture content KW - Pavement cracking KW - Performance KW - Plusride KW - Repeated loads KW - Rut KW - Ruts (Pavements) KW - Strain (Mechanics) KW - Strains KW - Tension tests KW - Verglilmit UR - https://trid.trb.org/view/365049 ER - TY - RPRT AN - 00620432 AU - Kramer, S L AU - Sajer, P AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - BRIDGE APPROACH SLAB EFFECTIVENESS. FINAL REPORT PY - 1991/12 SP - 235 p. AB - Settlement of roadway pavement surfaces in the vicinity of highway bridge abutments often leads to abrupt grade differences at the abutments. These grade differences subject travelling vehicles to a "bump" which leads to driver discomfort and potentially unsafe driving conditions, causes vehicle wear and damages sensitive cargo, subjects the bridge structure to repeated impact loads, and requires costly and repeated maintenance work that usually impedes the flow of traffic. To eliminate the bump at the end of the bridge, WSDOT and other agencies often install an approach slab with one end supported on the bridge and the other on the soil at some distance from the end of the bridge. Approach slabs are often, but not always, effective in improving vehicle ride characteristics at bridge approaches subject to settlement. A review of previous research indicated numerous potential causes of bridge approach distress, indicating that bridge approach settlement is largely a site-specific problem. A field investigation of nine distressed bridge approaches confirmed this observation. Recommendations for bridge approach design are presented. The objectives of the research described in this report were to evaluate the effectiveness of bridge approach slabs, to identify site conditions for which approach slabs should and should not be used, and to present recommendations for the use of approach slabs. KW - Bridge abutments KW - Bridge approaches KW - Design KW - Effectiveness KW - Field investigations KW - Field studies KW - Measures of effectiveness KW - Recommendations KW - Settlement (Structures) KW - Slabs UR - http://www.wsdot.wa.gov/research/reports/fullreports/227.1.pdf UR - https://trid.trb.org/view/362311 ER - TY - RPRT AN - 00619288 AU - Roper, T H AU - Henley, E H AU - Washington State Department of Transportation AU - Federal Highway Administration TI - MICROSILICA MODIFIED CONCRETE OVERLAY: BRIDGE NO. 5/725 ALGER ROAD UNDERCROSSING; BRIDGE NO. 5/803 SAMISH INN UNDERCROSSING; BRIDGE NO. 5/807 SOUTH BELLINGHAM UNDERCROSSING. POST CONSTRUCTION AND ANNUAL REPORTS PY - 1991/12 SP - 45 p. AB - This project overlayed three existing bridges on SR 5 in Skagit and Whatcom Counties with microsilica modified concrete. The bridges involved were 5/725 Alger Road Undercrossing; 5/803 Samish Inn Undercrossing; and 5/807 South Bellingham Undercrossing. The minimum overlay thickness was 1-1/2 in. Superplasticizer was added to the mix. The concrete was mixed in a conventional batch plant, with the technical representative from the microsilica supplier providing assistance. The microsilica modified concrete overlay was finished and cured as prescribed by WSDOT's specification for LMC overlays. The finished decks exhibited an abnormal number of shrinkage cracks, which had to be sealed. Problems with excessive slump are believed to be the cause of this cracking. KW - Bridge decks KW - Concrete KW - Cracking KW - Microsilica concrete KW - Overlays (Pavements) KW - Shrinkage KW - Shrinkage cracks KW - Silica fume KW - Slump test KW - Superplasticizers KW - Thickness UR - http://www.wsdot.wa.gov/research/reports/fullreports/245.1.pdf UR - https://trid.trb.org/view/361788 ER - TY - RPRT AN - 00619208 AU - Federal Highway Administration TI - NATIONALLY COORDINATED PROGRAM OF HIGHWAY RESEARCH, DEVELOPMENT, AND TECHNOLOGY: ANNUAL PROGRESS REPORT, FISCAL YEAR 1991 PY - 1991/12 SP - 101 p. AB - This progress report gives an overview of research being conducted under the Nationally Coordinated Program of Highway Research, Development, and Technology during the period from October 1, 1990 through September 30, 1991. The NCP is organized into categories, programs, and projects; the NCP categories covered in this 1991 report are: (A) Highway Safety; (B) Traffic Operations/Intelligent Vehicle-Highway Systems; (C) Pavements; (D) Structures; (E) Materials and Operations; (F) Policy and Planning; and (G) Motor Carriers Transportation. This year's NCP highlights the High Priority Areas to show the research emphasis areas of the NCP. For each NCP program, there is a program manager within the FHWA headquarters (Washington, D.C. and the Turner-Fairbank Highway Research Center in McLean, VA), some program personnel, and program coordinators listed at the beginning of each program category. The program manager is responsible for coordinating the Federal staff and contract activities with the Highway Planning and Research (HP&R) program, the National Cooperative Highway Research Program (NCHRP), the Strategic Highway Research Program (SHRP) administered by the National Research Council, FHWA staff and contract research on all categories, research, development, and technology (RD&T) transfer activities funded by the States, as well as other Government and special programs. This is the fourth NCP Annual Progress Report since 1987; it describes the technical activities under the NCP for fiscal year 1991. KW - Development KW - Highway operations KW - Highway planning KW - Highway safety KW - Highways KW - Intelligent transportation systems KW - Materials KW - Motor carriers KW - Nationally coordinated program, ncp KW - Pavements KW - Policy KW - Research KW - Research and development KW - Structures KW - Technology KW - Technology transfer KW - Traffic UR - https://trid.trb.org/view/361739 ER - TY - RPRT AN - 00619291 AU - Copp, H AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - LOCALIZED SCOUR AT BRIDGE PIERS ON GRADED PARTICLE STREAMBEDS. FINAL REPORT PY - 1991/12 SP - 43 p. AB - This document reports on results of research to develop a method for estimating depth of local scour at bridge piers that would provide an improved estimate from current methodology, i.e., one (or more) based on sand bed streams. Field measurements of local scour at/near bridge piers were made at six sites in Washington State. These were to verify a method of estimating scour developed by earlier research at the University of Auckland (UAK). Stream flowrates witnessed at the sites were insufficient to compare actual scour with that estimated by the UAK method. That method currently is used for design of bridges in New Zealand. The UAK methodology was used with field data to identify what scour might be expected under streamflows up to once-in-one-hundred-year discharges. The results of computations are given but they should be used with caution because of the assumed nature of streamflow variables. KW - Bridge piers KW - Depth KW - Estimating KW - Field measurements KW - Field tests KW - Flow KW - Hydraulics KW - Scour KW - Streamflow KW - Streams UR - http://www.wsdot.wa.gov/research/reports/fullreports/249.1.pdf UR - https://trid.trb.org/view/361791 ER - TY - RPRT AN - 00619179 AU - Anderson, C AU - Iowa Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF RECYCLED RUBBER IN ASPHALT CONCRETE. CONSTRUCTION REPORT PY - 1991/12 SP - 53 p. AB - Discarded tires present major disposal and environmental problems. The recycling of those tires in asphalt cement concrete is what this research deals with. The Iowa DOT and the University of Northern Iowa (UNI) are evaluating the use of discarded tires in asphalt rubber cement and rubber chip mixes. The project is located on US 61 between Blue Grass and Muscatine in Muscatine County. It contains four rubberized asphalt sections and control sections. One section consists of reacted rubber asphalt cement used in both the binder and surface courses, and one section, both lanes, contains a rubber chip mix. The reacted rubber asphalt and the rubber chip mixes were laid in July 1991. The project construction went well with a few problems of shoving and cracking of the mat. This report contains information about procedures and tests that were run and those that will be run. It also has a cost comparison since this is a major concern with the use of asphalt rubber. Evaluation of this project will continue for five years. Three more research projects containing rubberized asphalt were constructed in 1991 and another is to be constructed in 1992. KW - Alternatives analysis KW - Asphalt concrete KW - Asphalt rubber KW - Binder course KW - Chip seals KW - Construction management KW - Costs KW - Fracture mechanics KW - Shoving KW - Surface course (Pavements) KW - Test procedures KW - Tires UR - https://trid.trb.org/view/361710 ER - TY - RPRT AN - 00618801 AU - New Mexico State Highway and Transportation Department AU - Federal Highway Administration TI - ENGLISH/SPANISH HIGHWAY TECHNICAL REFERENCE TERMS AND DEFINITIONS. FINAL REPORT T2 - INGLES/ESPANOL REFERENCIA TECNICA DE CARRETERAS TERMINOS Y DEFINICIONES PY - 1991/12 SP - 85 p. AB - In the Spring of 1990, a language emphasis program was initiated by the Research Bureau of the New Mexico State Highway and Transportation Department. The program began as a response to the growing need for effective communication between the state transportation agency and governmental, academic and private organizations in Mexico. The language program was designed in two parts. The first part consisted of Spanish instruction for all Research Bureau staff. The training provided basic orientation for persons without Spanish education. The training provided the opportunity to refine Spanish skills of the bilingual staff. The second part of the language program emphasized preparation of an English/Spanish reference text. This document is the result. This text provides a basic working vocabulary for commonly used transportation technical terms. This publication is the beginning of the effort to improve transportation technical communication. The reference is not comprehensive. As the document is used, English and Spanish definitions will be improved and expanded. KW - Communications KW - Definitions KW - Education KW - Highways KW - Language KW - Spanish language KW - Transportation UR - https://trid.trb.org/view/361504 ER - TY - RPRT AN - 00618757 AU - Lyon, J W AU - Mississippi State Highway Department AU - Federal Highway Administration TI - HOT MIX PERFORMANCE STUDY. FINAL REPORT PY - 1991/12 SP - 122 p. AB - This study is a limited evaluation of several "Well Performing" asphaltic concrete pavements in Mississippi. This report basically contains an autopsy of several in-service pavements containing either limestone coarse aggregate or chert gravel coarse aggregate. The essential direction was to identify those materials properties which offered long term resistance to environmental aging and deterioration. Conclusions are that limestone coarse aggregate is apparently a prime contributor to longer pavement life as compared to chert gravel coarse aggregate, and that asphalt cements exhibiting little effect of aging on viscosity and ductility also appear to materially add to pavement life. KW - Aging KW - Asphalt concrete KW - Cherts KW - Coarse aggregates KW - Deterioration KW - Environmental impacts KW - Hot mix asphalt KW - Limestone aggregates KW - Pavement life KW - Pavement performance KW - Pavements KW - Properties of materials KW - Service life UR - https://trid.trb.org/view/361466 ER - TY - RPRT AN - 00618759 AU - Kovacs, W D AU - LEE, K W AU - Jin, M S AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - SEASONAL VARIATION OF SOIL RESILIENT MODULUS FOR RHODE ISLAND. FINAL REPORT. VOLUME I PY - 1991/12 SP - 200 p. AB - A testing system has been developed to evaluate the resilient modulus of subgrade soils used as highway pavement structure materials for the Rhode Island Department of Transportation (RIDOT). The system consists of an H & V triaxial testing apparatus with a wooden environmental chamber connected to a freezer by means of metal tubes. Because it has been recognized that the current procedure of the American Association of State Highway and Transportation Officials (AASHTO) is too harsh to adequately determine the modulus of all types of soils, developments included establishing a modified procedure to simulate the field stress conditions for Rhode Island soils and areas of similar environment. A soil stress analysis was utilized to determine an appropriate loading sequence for the test. Two field sites were instrumented with soil moisture-temperature cells and other meteorological devices to duplicate the field conditions during laboratory testing. Resilient moduli were evaluated at the location of the Average Depth of Significant Stress (ADSS). Multiple regression equations and charts were developed to predict the resilient modulus under various environmental conditions based on results with two granular materials. A parametric study to identify the seasonal variation was performed. The results indicated that the resilient modulus decreases as the water content increases at a constant temperature. At the same water content, the resilient modulus increases as the temperature decreases. The effective resilient moduli were computed using the AASHTO procedure and field conditions. Volume II of the final report contains a manual for operating the developed resilient modulus testing system. KW - Equations KW - Forecasting KW - Laboratory tests KW - Modulus of resilience KW - Moisture content KW - Multiple regression KW - Multiple regression analysis KW - Rhode Island KW - Seasonal variations KW - Seasons KW - Soil temperature KW - Soil water KW - Soils KW - Subgrade (Pavements) KW - Temperature KW - Testing equipment UR - https://trid.trb.org/view/361468 ER - TY - RPRT AN - 00618760 AU - Kovacs, W D AU - LEE, K W AU - Jin, M S AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - SEASONAL VARIATION OF SOIL RESILIENT MODULUS FOR RHODE ISLAND. FINAL REPORT. VOLUME II: A MANUAL FOR OPERATING THE H & V MACHINE TO DETERMINE THE RESILIENT MODULUS OF SUBGRADE SOILS PY - 1991/12 SP - 38 p. AB - A testing system has been developed to evaluate the resilient modulus of subgrade soils used as highway pavement structure materials for the Rhode Island Department of Transportation (RIDOT). The system consists of an H & V triaxial testing apparatus with a wooden environmental chamber connected to a freezer by means of metal tubes. Because it has been recognized that the current procedure of the American Association of State Highway and Transportation Officials (AASHTO) is too harsh to adequately determine the modulus of all types of soils, developments included establishing a modified procedure to simulate the field stress conditions for Rhode Island soils and areas of similar environment. A soil stress analysis was utilized to determine an appropriate loading sequence for the test. Two field sites were instrumented with soil moisture-temperature cells and other meteorological devices to duplicate the field conditions during laboratory testing. Resilient moduli were evaluated at the location of the Average Depth of Significant Stress (ADSS). Multiple regression equations and charts were developed to predict the resilient modulus under various environmental conditions based on results with two granular materials. A parametric study to identify the seasonal variation was performed. The results indicated that the resilient modulus decreases as the water content increases at a constant temperature. At the same water content, the resilient modulus increases as the temperature decreases. The effective resilient moduli were computed using the AASHTO procedure and field conditions. Volume II of the final report contains a manual for operating the developed resilient modulus testing system. KW - Equations KW - Forecasting KW - Laboratory tests KW - Manuals KW - Modulus of resilience KW - Moisture content KW - Multiple regression KW - Multiple regression analysis KW - Rhode Island KW - Seasonal variations KW - Seasons KW - Soil temperature KW - Soil water KW - Soils KW - Subgrade (Pavements) KW - Temperature KW - Testing equipment UR - https://trid.trb.org/view/361469 ER - TY - RPRT AN - 00618771 AU - Babaei, K AU - Hawkins, N M AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - BRIDGE SEISMIC RETROFIT PLANNING PROGRAM. FINAL REPORT PY - 1991/12 SP - 96 p. AB - This report documents a study that determined the effectiveness and cost of both previously used and proposed bridge superstructure seismic retrofit methods, including longitudinal joint restraining, transverse bearing restraining, bearing seat extension, replacement of vulnerable bearings with conventional bearings, and replacement with base isolation bearings. In addition, a procedure was developed for systematically prioritizing the state's bridges for seismic retrofitting on the basis of their importance as lifelines and their vulnerability to collapse. KW - Bridge bearings KW - Bridge superstructures KW - Costs KW - Earthquake resistant design KW - Earthquake resistant structures KW - Effectiveness KW - Longitudinal joints KW - Measures of effectiveness KW - Ratings KW - Retrofitting KW - Strategic planning UR - http://www.wsdot.wa.gov/research/reports/fullreports/217.1.pdf UR - https://trid.trb.org/view/361480 ER - TY - ABST AN - 01459681 TI - NUMERICAL 2-D MODEL OF SCOUR PROCESSES AB - The objective of this study is to enhance practical and computational aspects of the Finite Element Surface-Water Modeling System: 2-Dimensional Flow in a Horizontal Plane (FESWMS-2DH) microcomputer program and include algorthims that will allow stimulation of sediment transport and scour processes at highway stream crossings. KW - Research projects KW - Scour KW - Sediment transport KW - Sedimentation KW - Stream gages KW - Surface waters KW - Water areas UR - https://trid.trb.org/view/1227896 ER - TY - RPRT AN - 00933845 AU - Hodgson, M AU - Garrett, H AU - Thong, K AU - Villarreal A AU - Ghareib, A AU - Lamkin, J AU - Burke, D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - COMMODITY MOVEMENTS ON THE TEXAS HIGHWAY SYSTEM: DATA COLLECTION AND SURVEY RESULTS PY - 1991/11 SP - 105 p. AB - This report presents the survey procedures used and data collected in the development of commodity flow statistics for movements over Texas Highways. Response rates, sampling procedures, questionnaire design and the types of data provided by the responding motor carrier firms and truck operators are presented and discussed. KW - Commodity flow KW - Data collection KW - Highways KW - Motor carriers KW - Operators (Persons) KW - Statistics KW - Surveys KW - Texas KW - Trucks UR - http://ntl.bts.gov/lib/19000/19200/19227/PB2002105200.pdf UR - http://ntl.bts.gov/lib/4000/4300/4321/cmth.pdf UR - https://trid.trb.org/view/724906 ER - TY - RPRT AN - 00738941 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 PY - 1991/11 SP - 28 p. AB - This report documents the installation and performance of corrugated smooth lined polyethylene pipe installed during construction of South Forbes Road in Fayette County, KY 54 in Daviess County, US 62 in McCracken County, Nicholasville Road in Fayette County, US 68/KY 80 in Warren County, KY 127 in Franklin County, US 62 in Hardin County, Donaldson Road and KY 236 in Kenton County, KY 17 in Kenton County, and Anderson Road 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. A similar product, Hi-Q manufactured by Hancor, was also installed on portions of the project on Anderson Road. This report makes recommendation on the usage of polyethylene pipe in Kentucky. KW - Building KW - Corrugated pipe culverts KW - Ethylene resins KW - Facilities KW - Field performance KW - Installation KW - Performance KW - Polyethylene KW - Recommendations UR - https://trid.trb.org/view/572937 ER - TY - RPRT AN - 00618057 AU - Duntemann, J F AU - Anderson, N S AU - Longinow, A AU - Wiss, Janney, Elstner Associates, Incorporated AU - Federal Highway Administration TI - SYNTHESIS OF SHORING, FORMWORK AND SCAFFOLDING FOR HIGHWAY BRIDGE STRUCTURES. FINAL REPORT PY - 1991/11 SP - 121 p. AB - Following the collapse of the Route 198 bridge over the Baltimore-Washington Parkway in 1989, the FHWA determined that there was a need to reassess, on a national level, the specifications currently used to design, construct, and inspect falsework and formwork for highway bridge structures. Towards that end, the FHWA commissioned this synthesis to identify existing information on this subject and present it in one document. This effort has included a survey of United States and Canadian highway departments, and a comprehensive literature search for related publications. The objective of the study has been to identify the current state-of-the-practice in the United States and abroad, based on a review of available standards, specifications, literature, and published research. Published literature from the United States, Canada, Great Britain, Australia, New Zealand, Japan, and several European countries was identified and forms the basis of this report. This information is summarized and discussed under the general headings of shoring or falsework, formwork, and scaffolding. This discussion is followed by an examination of review and inspection procedures. The development of a unified standard, or code of practice, is recommended. KW - Australia KW - Canada KW - Construction KW - Construction specifications KW - Data collection KW - Design KW - Europe KW - Falsework KW - Formwork KW - Guides to the literature KW - Highway bridges KW - Highway departments KW - Inspection KW - Japan KW - Literature reviews KW - New Zealand KW - Scaffolds KW - Shoring KW - Specifications KW - State of the art studies KW - Surveys KW - United Kingdom KW - United States UR - https://trid.trb.org/view/357521 ER - TY - RPRT AN - 00625386 AU - Kayyal, M K AU - Wright, S G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF LONG-TERM STRENGTH PROPERTIES OF PARIS AND BEAUMONT CLAYS IN EARTH EMBANKMENTS. FINAL REPORT PY - 1991/11 SP - 134 p. AB - Shallow slope failures in compacted highly plastic clay embankments have been a common problem along Texas highways. Recent studies had shown that shallow slides might be the result of cyclic wetting and drying that takes place in the field. The purpose of this study was to examine the effect of wetting and drying on the long-term strength properties of compacted highly plastic clays. The impact of pore water pressures on the long-term stability of earth embankments was also investigated. Consolidated-undrained triaxial compression tests with pore pressure measurements were performed on laboratory prepared soil specimens of clay from two embankments that experienced shallow slope failures. Triaxial test results indicated that a reduction in the effective-stress shear strength parameters occurred after compacted specimens were subjected to cyclic wetting and drying in the laboratory. Triaxial tests also showed that the long-term strength properties of compacted highly plastic clay embankments may be measured in the laboratory by conducting strength tests on laboratory prepared, normally consolidated specimens. Results obtained from X-ray diffraction analyses confirmed that normally consolidated specimens and specimens subjected to wetting and drying had a similar clay structure. Slope stability computations, performed for the two embankments under consideration, revealed that the reduction in strength due to wetting and drying partially explained the observed failures. Stability analyses also confirmed that significant positive pore water pressures may have existed at failure. Pore water pressure conditions at failure were back-calculated for an additional 34 shallow slope failures in Texas. The results of the stability analyses were used to establish recommendations for predicting pore water pressure conditions at failure for design of future embankments. KW - Clay KW - Compacted clays KW - Cyclic wetting and drying KW - Design KW - Diffraction KW - Effective stress KW - Embankments KW - Laboratory tests KW - Landslides KW - Long term KW - Pore water pressures KW - Recommendations KW - Shear strength KW - Shear strength of soils KW - Slope failure KW - Slope stability KW - Soils KW - Stability analysis KW - Strength of materials KW - Time duration KW - Triaxial shear tests KW - Triaxial tests KW - Undrained shear tests KW - Undrained tests KW - X rays KW - X-ray diffraction UR - https://trid.trb.org/view/367906 ER - TY - RPRT AN - 00625214 AU - Estakhri, C K AU - Saylak, D AU - Button, J W AU - Jenkins, P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF LABORATORY TEST METHODS TO DETERMINE CURING RATE OF ASPHALT EMULSION. FINAL REPORT PY - 1991/11 SP - 121 p. AB - This study resulted from reports of emulsions used in the construction of chip seals taking an excessively long time to cure. This led to shelling of the stone from the pavement within a few hours or even days after construction. These failures were often attributed to the emulsion formulation even though the material passed all specifications. The objective of this study was to develop a test method which would identify the curing time of apshalt emulsions ensuring better field performance. Several test methods were investigated which led to the development of the TTI Cohesion Test. The concept for the test was derived from an existing test used for determining the cure time for slurry seals. The TTI Cohesion Test requires the preparation of an emulsion chip seal sample in the laboratory. The sample is then placed beneath a pneumatically actuated rubber foot, and a pressure is applied to the sample. The rubber foot is twisted by means of a motor which is connected to a torque sensor thereby supplying a plot of torque versus displacement of the rubber foot. The test is repeated at different time intervals and an undisturbed site on the sample is selected for each time-interval test. The testing is continued until the torpue remains constant which indicates the sample has cured. Results from laboratory testing indicated that the TTI Cohesion Test can be used to monitor the curing process of asphalt emulsion chip seal samples. Two parameters taken from the Cohesion Test may be used as qualitative indicators of the curing process of asphalt emulsion chip seals. These parameters are called Curing Index and t sub 95. The Curing Index is the percentage of the total cure that has occurred at six hours. The t sub 95 value is the time required to reach 95% of the maximum torque value or the time at which 95% of the total cure has occurred. Rapid-setting emulsion laboratory chip seals should have Curing Indices of 75% or more. In other words, in six hours, a rapid-setting emulsion laboratory chip seal should have reached 75% of its total cure. Rapid-setting emulsion laboratory chip seals should have t sub 95 values of 35 hours or less. In other words, a rapid-setting emulsion laboratory chip seal should have reached 95% of its total cure within 35 hours. KW - Asphalt emulsions KW - Chip seals KW - Cohesion KW - Concrete curing KW - Curing time KW - Dislocation (Geology) KW - Equipment tests KW - Field performance KW - Laboratory tests KW - Performance KW - Pneumatic equipment KW - Rapid set KW - Setting (Concrete) KW - Setting time KW - Test equipment KW - Test procedures KW - Torque UR - https://trid.trb.org/view/367800 ER - TY - RPRT AN - 00625751 AU - Hasan, S AU - Meyer, A H AU - Fowler, D W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ESTABLISHMENT OF ACCEPTANCE LIMITS FOR 5-CYCLE MSS AND MODIFIED WET BALL MILL TESTS FOR AGGREGATES USED IN SEAL COATS AND HMAC SURFACES. FINAL REPORT PY - 1991/11 SP - 104 p. AB - This research report evaluates the performance of aggregates from several sources commonly used throughout Texas. The aggregate selection was primarily based on the magnesium sulfate soundness (MSS) loss. Aggregates used in the project had a range of MSS values, with a large fraction of the total having mid-range MSS loss (more than 10.0 but less than 25.0). Included in the study were hot-mixed asphalt concrete (HMAC), seal coat, and micro-seal pavement surfacing. Pavement test sites were selected to provide a range of traffic. Other laboratory tests performed for this study include Texas degradation, Los Angeles abrasion, and polish value. Evaluation of the pavement surfaces included frictional resistance, macro-photographs, surface texture, and condition rating. Regression equations have been developed to predict performance of different aggregates in pavement surfaces. A mini-texture meter was used for surface texture measurements. Micro- and macro-textural measurements were integrated in an attempt to forecast attendant frictional resistance. KW - Aggregate sources KW - Aggregates KW - Aggregates by source KW - Degradation (Aggregate) KW - Equations KW - Evaluation KW - Field tests KW - Forecasting KW - Hot mix asphalt KW - Laboratory tests KW - Los Angeles Abrasion Test KW - Magnesium compounds KW - Magnesium sulfate soundness loss KW - Micro seal pavement surfacing KW - Microstructure KW - Pavement conditions KW - Pavement performance KW - Pavements KW - Performance evaluations KW - Polished stone value test KW - Regression analysis KW - Seal coating KW - Seal coats KW - Skin resistance KW - Strength of materials KW - Sulfates KW - Surface course (Pavements) KW - Surfacing KW - Texture UR - http://library.ctr.utexas.edu/pdf2/1222-1F.pdf UR - https://trid.trb.org/view/368119 ER - TY - RPRT AN - 00624982 AU - Southgate, H F AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - SENSITIVITY STUDY OF 1986 AASHTO GUIDE FOR DESIGN OF PAVEMENT STRUCTURES. FINAL REPORT PY - 1991/11 SP - 150 p. AB - A sensitivity study of 14 items added to the 1986 AASHTO Guide for Design of Pavement Structures indicated: (1) Variations in percent reliability were most influential on the design EAL for the same pavement structure while (2) variations in standard deviations had minimal effects. (3) Resilient moduli for base and subbase materials are very dependent upon stress state (or bulk stress). (4) A method was developed to quantify the effect of drainage capabilities for various soils and its effect upon reduction in structural coefficients for base and subbase materials. (5) Literature review revealed 13 relationships to define soil stiffness. The 1986 Guide has two equations for subgrade resilient modulus that yield results differing by factors of 2 to 10. Caution in their use cannot be over emphasized. (6) A method to account for environmental changes in subgrade materials is included in the 1986 Guide. (7) Temperature effects upon asphaltic concrete stiffness are not included. Sensitivity studies showed that temperature effects on pavement stiffness and variations in Structural Number far overshadow variations in subgrade stiffness. (8) The amount of material pumped from under rigid pavements appears to be a function of the number of axles passing over the spot rather than the number of groups of axles. (9) Kentucky and AASHTO load equivalencies were compared for the same stream of truck traffic. Fatigue data from the AASHO Road Test were used to compare the Kentucky and AASHTO thickness designs for the same soil stiffness. (10) The inclusion of mechanistic principles in pavement design was evaluated and discussed. (11) A value of 3.1 is recommended for the load transfer coefficient, J, because trucks travel with their tires located at the pavement-shoulder joint. (12) Kentucky employs most of the recommended rehabilitation procedures, or has more sophisticated procedures for those not being used. In some cases, economics has ruled out one, or more, of these procedures. (13) Kentucky thickness design methods include low volume roads. (14) Life cycle costs and pavement management were not included in this study because they are subjects of individual studies currently in progress. KW - Alternatives analysis KW - American Association of State Highway and Transportation Officials KW - Axle loads KW - Base course (Pavements) KW - Coefficients KW - Design KW - Drainage KW - Driver rehabilitation KW - Environmental impacts KW - Equations KW - Guidelines KW - Guides to the literature KW - Kentucky KW - Literature reviews KW - Load transfer KW - Mechanical analysis KW - Mechanistic design KW - Modulus of resilience KW - Pavement design KW - Recommendations KW - Rehabilitation KW - Reliability KW - Soil stiffness KW - Soils KW - Standard deviation KW - Stiffness KW - Subbase KW - Subbase (Pavements) KW - Subgrade (Pavements) KW - Temperature KW - Thermal stresses KW - Thickness KW - Thickness design KW - Truck pavement damage KW - Trucks KW - Variables KW - Variations UR - https://trid.trb.org/view/367648 ER - TY - RPRT AN - 00623609 AU - Sadalla, E K AU - Hauser, E AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - PSYCHOLOGICAL AND PHYSIOLOGICAL CONSEQUENCES OF DRIVING STRESS. FINAL REPORT PY - 1991/11 SP - 229 p. AB - This project consisted of a review of the literature in subject areas related to driving stress, aging, and health. This document contains the following three sections: (1) A comprehensive review of the literature concerning the impact of driving on the health, behavior, and subjective well-being of drivers; (2) A comprehensive review of the literature on the cognitive and perceptual consequences of aging that is relevant to driving tasks and driving stress; and (3) The identification of personality and lifestyle dimensions which contribute to driver susceptibility to stress. Recommendations for research in each of these subject areas are suggested. KW - Abilities KW - Age KW - Behavior KW - Cognition KW - Driver age KW - Driver perception KW - Drivers KW - Driving KW - Future KW - Future research KW - Guides to the literature KW - Health KW - Life styles KW - Literature reviews KW - Perception KW - Personality KW - Physiological aspects KW - Psychological aspects KW - Recommendations KW - Research KW - Stress (Psychology) UR - https://trid.trb.org/view/363453 ER - TY - RPRT AN - 00623581 AU - Ullman, G L AU - Trout, N D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PLANNING GUIDELINES FOR MAJOR TRANSPORTATION EMERGENCIES. FINAL REPORT PY - 1991/11 SP - 41 p. AB - This report presents guidelines as to how highway agencies can better prepare to handle major transportation emergencies. It is prepared as a planning document, designed to illustrate how an agency can develop and integrate a system of preparations into its normal state of operations that will facilitate that agency's ability to maintain and even enhance mobility before, during, and after an emergency. In addition, the report is expected to help agencies establish mechanisms to improve their response to emergency situations. Suggestions are presented relative to: Transportation System Evaluation; Intraagency and Interagency Coordination; Resource Assessment and Management; and Public Communication and Notification. These recommendations will be useful to TxDOT District personnel in improving their preparations for emergency response and recovery. KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency response KW - Evacuation KW - Highway traffic control KW - Improvements KW - Planning UR - https://trid.trb.org/view/363425 ER - TY - RPRT AN - 00633248 AU - Papaleontiou, C G AU - Meyer, A H AU - Fowler, D W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF ACCIDENT DATA FOR EXISTING DATABASES IN TEXAS. INTERIM REPORT PY - 1991/11 SP - 24 p. AB - The objective of this study is to identify and evaluate those variables in the vehicle-driver-roadway-weather system that contribute to accidents, with particular emphasis on the friction number. Accident information and skid data are obtained from two computer databases, the Master Accident Listing (MAL) and the Skid Summaries. A total of 94,000 accidents that took place between the years 1982 and 1987 in Tarrant County are analyzed. An important element in accident studies is the definition and identification of high accident locations. This report proposes a method by which each section of roadway is assigned a relative measure of severity based on the total number of accidents, injuries, and fatalities. The selection is further refined by considering sections with an unusually high number of wet weather accidents. A major effort was devoted to merging the friction data and accident factors for the selected high accident location. Several problems were encountered that were related to the frequency of skid testing, both in time and space and with respect to the lane and directional distribution. An investigation of the relationship between accidents and friction revealed no definite trend, but it is still unclear whether this finding reflects the truth or is the result of the uncertainties in the friction data. Pure regression analysis and regression with dummy variables were used to identify the most critical types of accidents and to develop an accident prediction equation based upon roadway and weather factors. KW - Crash causes KW - Crash data KW - Equations KW - Forecasting KW - Friction KW - Friction number KW - High risk locations KW - Moisture content KW - Pavement friction KW - Pavements KW - Regression analysis KW - Skid resistance KW - Wet conditions UR - https://trid.trb.org/view/374246 ER - TY - RPRT AN - 00626711 AU - Vannoy, D W AU - University of Maryland, College Park AU - Maryland Department of Transportation AU - Federal Highway Administration TI - STATE-OF-THE-ART STUDY -- TASK I -- MONITORING OF CRITICAL STRUCTURAL DETAILS OF PLATE GIRDERS DURING SHIPMENT. FINAL REPORT PY - 1991/11 SP - 35 p. AB - After construction is completed and the steel bridge is opened to traffic, several states have reported that "cracks" have been detected by bridge inspection teams during their routine inspection program. These cracks are being detected during the first inspection after opening of the bridge. The common concern at that time is if the cracks are traffic related, or due to the shipping/erection process. The use of a strain gage/crack wire applied at the fabrication shop would be a beneficial tool to the bridge engineer for monitoring selected critical structural details during the shipping and erection process. In addition, acoustic emission could be utilized after erection to determine any active cracks within the steel structure. Also, any repaired cracks could be monitored to determine the effectiveness of the repair. KW - Acoustic emission tests KW - Bridge construction KW - Bridge inspection KW - Bridges KW - Construction KW - Cracking KW - Effectiveness KW - Inspection KW - Measures of effectiveness KW - Metal bridges KW - Monitoring KW - Repairing KW - Repairs KW - Shipping KW - State of the art studies KW - Steel bridges UR - https://trid.trb.org/view/368381 ER - TY - RPRT AN - 00625536 AU - Fitzpatrick, K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A REVIEW OF AUTOMATED ENFORCEMENT. INTERIM REPORT PY - 1991/11 SP - 72 p. AB - Law enforcement is considered an important contributor for maintaining traffic safety. However, limited resources, such as staff and funds, constrain the efforts of police in traffic law enforcement. New technologies such as automated enforcement may offer a partial solution to this problem. Information on automated enforcement devices currently being used in the areas of speed enforcement, red-light traffic signal enforcement, and high-occupancy vehicle (HOV) lane enforcement is provided in the report through summaries and discussions of current technology, experiences in the use of automated enforcement devices, legal issues, and public acceptance of automated enforcement. Examples of experiences include the use of portable billboard speed displays in Richardson, Texas, and Glendale, Arizona, as well as the use of automated speed enforcement devices in Arlington, Texas; Galveston County and LaMarque, Texas; Paradise Valley, Arizona; Pasadena, California; and Peoria, Arizona. Automated HOV lane enforcement experiences from Virginia, California, and Seattle, Washington, and red-light enforcement in Pasadena, California, and New York City are also discussed. Legal issues associated with automated enforcement include photographing of the driver, mailing the citation to the owner of the photographed vehicle, and requiring the owner of the vehicle to idenfity the driver at the time of the offense. KW - Automation KW - High occupancy vehicle lanes KW - Legal factors KW - Photography KW - Public opinion KW - Red interval (Traffic signal cycle) KW - Speed limits KW - Technology KW - Traffic law enforcement KW - Traffic surveillance UR - https://trid.trb.org/view/368020 ER - TY - RPRT AN - 00625531 AU - Bell, D O AU - Wright, S G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - NUMERICAL MODELING OF THE RESPONSE OF CYLINDRICAL SPECIMENS OF CLAY TO DRYING PY - 1991/11 SP - 48 p. AB - Previous research has indicated that the rate at which soil dries influences the incidence and severity of cracking in soil. Cracking of soil is caused by tensile stresses created by unequal shrinkage strains that develop because the soil surface dries more quickly than the interior of the soil. A theoretical model of drying cylindrical specimens of clay was developed based on Biot's general theory of three-dimensional consolidation. A numerical model of drying was developed by employing the finite element method to solve the coupled equation governing equilibrium and flow derived in the theoretical model. A parametric study of consolidation of cylindrical specimens of clay was performed to validate the numerical model. Another parametric study was then performed to investigate the effect of different rates of drying on the development of tensile stress in cylindrical specimens of clay. KW - Clay KW - Consolidation KW - Drying rate KW - Equilibrium (Mechanics) KW - Finite element method KW - Flow equations KW - Fracture mechanics KW - Mathematical models KW - Soil consolidation KW - Soils KW - Tensile stress KW - Tension KW - Validation UR - https://trid.trb.org/view/368015 ER - TY - RPRT AN - 00625382 AU - Federal Highway Administration TI - THE 1991 STATUS OF THE NATION'S HIGHWAYS AND BRIDGES: CONDITIONS, PERFORMANCE, AND CAPITAL INVESTMENT REQUIREMENTS PY - 1991/11 SP - 41 p. AB - This report is presented in four chapters. Chapter 1 describes recent trends in highway travel and highway system mileage. Chapter 2 outlines sources of highway revenue and recent expenditure patterns for Federal, State, and local governments. Chapter 3 describes current conditions and performance for highways and bridges. It also discusses selected trends. Chapter 4 projects future highway travel demand and estimates capital investment requirements. The report covers all of the Nation's roads and bridges, including all public highway and bridge infrastructure and all privately owned toll facilities. Future travel forecasts used to estimate investment requirements were developed by the States. All investment estimates are for the period January 1, 1990, through December 31, 2009, and are expressed in 1989 dollars. KW - Bridges KW - Capital investments KW - Estimates KW - Evaluation KW - Expenditures KW - Federal government KW - Finance KW - Financial sources KW - Forecasting KW - Highways KW - Infrastructure KW - Local government KW - Mileage KW - Pavement conditions KW - Pavement performance KW - Pavements KW - Requirements KW - Revenues KW - Specifications KW - State government KW - Travel KW - Travel demand KW - Trend (Statistics) KW - United States UR - https://trid.trb.org/view/367902 ER - TY - RPRT AN - 00625195 AU - Federal Highway Administration TI - ROCK AND MINERAL IDENTIFICATION FOR ENGINEERS PY - 1991/11 SP - 54 p. AB - This guide can help practicing civil engineers to identify rocks and minerals and to better understand their characteristics and performances in certain applications. The equipment needed for the procedures in this guide is inexpensive and easily obtained. The procedures rely as much as possible on the visual appearance of rocks and minerals. Basic tests for hardness and reactivity with dilute hydrochloric acid are included for help in classifying a sample. The procedures may be carried out in the field or the laboratory. Flowcharts are provided. For comprehensive aggregate identification, testing, and analysis, a qualified geologist, petrographer, or materials engineer should be consulted as appropriate. KW - Aggregate characteristics KW - Aggregates KW - Chemical reactivity KW - Classification KW - Flow charts KW - Guides KW - Guides to information KW - Hardness KW - Hydrochloric acid KW - Identification KW - Identification systems KW - Materials selection KW - Minerals KW - Performance KW - Performance characteristics KW - Rocks KW - Surveying KW - Visual surveys UR - https://trid.trb.org/view/367782 ER - TY - RPRT AN - 00625753 AU - Weissmann, J AU - Burns, N H AU - Hudson, W R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - OPERATING THE TEXAS ELIGIBLE BRIDGE SELECTION SYSTEM (TEBSS). FINAL REPORT PY - 1991/11 SP - 352 p. AB - This report presents a bridge management system module to be used in assessing needs, determining district allocations, and selecting and prioritizing projects for bridge rehabilitation and replacement. The process starts with a budget to be allocated to the Texas districts and ends with the selection of projects to be submitted for plan development and contracting within the allotted funding limits. The ranking process included in both the allocation and selection processes is based on multi-objective decision theory, with the developed system comprised of six computer modules--five at the state level and one at the district level. The district-level module appropriates and makes use of the expertise of the district engineers in the selection process. The system, now fully implemented, is available for use in the TxDOT mainframe computer system. KW - Bridge maintenance KW - Bridge management systems KW - Bridges KW - Decision theory KW - Driver rehabilitation KW - Equipment replacement KW - Fund allocations KW - Maintenance KW - Modules KW - Modules (Electricity) KW - Multiple objectives KW - Ratings KW - Rehabilitation KW - Replacements KW - Selecting KW - Strategic planning KW - Texas UR - https://trid.trb.org/view/368121 ER - TY - RPRT AN - 00625050 AU - Liu, M-J AU - Kennedy, T W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - FIELD EVALUATION OF STRIPPING AND MOISTURE DAMAGE IN ASPHALT PAVEMENTS TREATED WITH LIME AND ANTISTRIPPING AGENTS. FINAL REPORT PY - 1991/11 SP - 256 p. AB - This report summarized the results of field evaluation of the effectiveness of lime and various antistripping additives using the following methods: (a) Modified Lottman Method (Tex-531-C) and (b) Boiling Test (Tex-530-C). Core samples were obtained from the field test sections up to 48 months after construction. Field data to date show very little evidence of distress which is directly related to moisture damage or stripping. This was anticipated due to the slow rate of moisture ingress under adequate construction compaction. KW - Antistrip additives KW - Asphalt mixtures KW - Asphalt pavements KW - Boiling KW - Boiling test KW - Calcium hydroxide KW - Core analysis KW - Cores (Specimens) KW - Defects KW - Effectiveness KW - Field data KW - Field studies KW - Field tests KW - Indirect tensile test KW - Loss and damage KW - Measures of effectiveness KW - Moisture damage KW - Pavement distress KW - Pavements KW - Stripping (Pavements) KW - Tension tests KW - Tests KW - Water UR - https://trid.trb.org/view/367715 ER - TY - RPRT AN - 00625021 AU - Roschke, P N AU - Premthamkorn, P AU - Mitri, W A AU - Wang, B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - KNOWLEDGE-BASED SYSTEM FOR BRIDGE RAIL DESIGN. FINAL REPORT PY - 1991/11 SP - 105 p. AB - Bridge Rail EXpert System (BREXS) is an advisory system built to aid novice engineers in coping with bridge rail design and retrofit. Motivation for development of BREXS stems from a need to integrate domain expertise and knowledge from complementary disciplines. Development goals for this system are to incorporate bridge rail knowledge bases, bridge rail databases, existing analytical computer codes, and fuzzy logic decision-making capabilities. The development shell, NEXPERT OBJECT is used to build the knowledge bases. The integration of NEXPERT OBJECT and other supporting applications is carried out using calling-in integration schemes, in which the integration of BREXS focuses around a central control model. Knowledge bases categorized according to function are (1) Rail Selection, and (2) Retrofit Railing. A bridge railing database is customized for graphical display. Two algorithmic programs written in C and FORTRAN are used to check selected design parameters. The rail selection knowledge base provides a mechanism for choice of an optimum rail based on a set of criteria. These criteria include adherence to standard specifications, structural adequacy, benefit/cost ratio, safety, bridge geometry, climate, geographic location, and aesthetics. The retrofit railing knowledge base is used to choose an optimum rail as well as determine the optimum attachment position for projects involving replacement of rails. In addition, written specifications and graphical attachment details for the selected rail are provided. Target hardware and software is an IBM-compatible microcomputer with graphics capabilities that is running Microsoft Windows 3.0 or later. KW - Aesthetics KW - Algorithms KW - Benefit cost analysis KW - Bridge railings KW - Climate KW - Computer graphics KW - Design KW - Expert systems KW - Fuzzy logic KW - Geography KW - Geometry KW - Optimization KW - Optimum design KW - Retrofitting KW - Safety KW - Specifications KW - Structural adequacy KW - Structural analysis UR - https://trid.trb.org/view/367686 ER - TY - RPRT AN - 00625017 AU - Morris, D V AU - Crockford, W W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DESIGN OF CEMENT STABILIZED SOIL RETAINING WALLS WITH CONCRETE PANEL FACING. FINAL REPORT PY - 1991/11 SP - 390 p. AB - In order to minimize the cost of earth retaining structures, particularly for the low to medium height retaining walls required by highway departments, a new design of retaining wall was investigated. This utilized facing panel units anchored into a cement stabilized compacted fill. Only short anchors are required to retain the facing panels, as mechanical stabilization of the cross-section is achieved by the addition of about 7% cement, rather than by reinforcing strips. The feasibility and applicability of this design has now been demonstrated, on the basis of this study which included laboratory testing, numerical and physical modeling, and full scale construction and instrumentation of two experimental retaining walls. Specifications have been prepared and these have been refined on the basis of full-scale experience. This design (which is non-proprietary) may be used in situations where proprietary designs are used nowadays, although there are significant differences in construction procedure from other mechanically stabilized earth designs. It is suitable for general non-specialized use, without requiring specialist subcontractors, and there should be some cost advantage, particularly for locations where cement is inexpensive. Unit cost was around $20 per square foot for the experimental wall, and would be reduced with wider acceptance. The main disadvantage appears to be that large differential settlements from compressible foundation soils cannot easily be accommodated. KW - Cement treated soils KW - Cost effectiveness KW - Differential settlement KW - Field tests KW - Foundation soils KW - Laboratory tests KW - Model tests KW - Panels KW - Retaining walls KW - Soil cement KW - Specifications KW - Structural design UR - https://trid.trb.org/view/367682 ER - TY - RPRT AN - 00636420 AU - Richards, S H AU - Sullivan, T D AU - Margiotta, R A AU - Southeastern Transportation Center AU - Federal Highway Administration TI - NATIONAL GOVERNORS' ASSOCIATION TRUCK ACCIDENT DATA COLLECTION PROGRAM. OFFICER'S MANUAL PY - 1991/11 SP - 53 p. AB - Large truck and bus safety is a vital concern to the public, industry, and government alike. Unfortunately, the traffic accident data that are currently available are insufficient to develop sound policies and recommendations regarding the safe operation of these vehicles. To overcome the deficiencies, the National Governors' Association (NGA) in cooperation with the Federal Highway Administration has developed the "National Truck Accident Data Program" to encourage state/local police agencies to gather the needed accident data. The Manual is designed for training state and local law enforcement personnel on the NGA Program. It gives guidelines for determining whether a truck/bus accident is "reportable" under the Program, and then presents detailed instructions for reporting each of the NGA data elements. These instructions are grouped under five major headings--Vehicle Information, Carrier Information, Driver Information, Accident Location/Environment Information, and General Information. KW - Bus crashes KW - Crash data KW - Data collection KW - Law enforcement personnel KW - Manuals KW - Training KW - Truck crashes UR - https://trid.trb.org/view/379915 ER - TY - RPRT AN - 00624958 AU - Highlands, K L AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - CATHODIC PROTECTION FOR REINFORCED CONCRETE BRIDGE DECKS. FINAL REPORT PY - 1991/11 SP - 68 p. AB - The first three cathodic protection systems installed on PennDOT decks are the focus of this report. PennDOT's first cathodic protection system was constructed in 1977 on U.S. Traffic Route 15 near Allenwood. It used high silicon-chromium iron anodes and a conductive bituminous interlayer. In 1982, PennDOT constructed a non-overlay cathodic protection system on U.S. Traffic Route 15 at the New Columbia interchange with anodes placed in slots backfilled with a conductive polymer. The system was potential controlled with secondary anodes spaced two feet apart. On the structure adjacent to PennDOT's second cathodic protection system, PennDOT constructed a similar non-overlay system operated in the constant current mode with secondary anodes spaced one foot apart. This report describes the construction of PennDOT's second and third cathodic protection systems. It also includes costs, performance, and rehabilitation information. Bituminous mix stability problems were encountered on the Allenwood deck. Problems associated with the conductive polymer slot backfill material, such as cracking, acid generation at the slot and concrete interface, and/or debonding were encountered on the non-overlay slotted anode systems at the New Columbia interchange. KW - Anodes KW - Backfilling KW - Backfills KW - Battery parts KW - Bituminous mixtures KW - Bridge decks KW - Cathodic protection KW - Concrete KW - Costs KW - Cracking KW - Debonding KW - Driver rehabilitation KW - Interfaces KW - Interlayers KW - Pennsylvania KW - Performance evaluations KW - Polymers KW - Rehabilitation KW - Slotted anode systems UR - https://trid.trb.org/view/367626 ER - TY - RPRT AN - 00625053 AU - Rioux, T W AU - Inman, R F AU - Berry, C H AU - Lee, C E AU - Machemehl, R B AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - INTERACTIVE GRAPHICS INTERSECTION DESIGN SYSTEM: FIRST-STAGE DEVELOPMENT. FINAL REPORT PY - 1991/11 SP - 52 p. AB - The reported research establishes a versatile foundation for initial and future development of an Interactive Graphics Intersection Design System (IGIDS). Functional requirements, basic capabilities, and computer program structure for the system are established. Candidate hardware and software system components were identified and evaluated for selection of suitable examples used in the first-stage development. An extensive amount of programming was accomplished interfacing the example graphics engine (MicroStation), database engine (Informix), and intersection analysis program (TEXAS Model for Intersection Traffic). Provisions were incorporated to allow implementation of several other computer applications as the need arises. The research demonstrates the feasibility of integrating computer hardware and software components into a user-friendly interactive graphics system supporting the intersection designer. KW - Computer graphics KW - Computer programming KW - Design KW - Development KW - Hardware KW - Interactive graphics KW - Intersections KW - Software UR - https://trid.trb.org/view/367718 ER - TY - RPRT AN - 00618050 AU - Shepard, F D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - INCIDENT MANAGEMENT IN VIRGINIA: A STATE OF THE PRACTICE REPORT. FINAL REPORT PY - 1991/11 SP - 50 p. AB - Because of the number of incidents and the magnitude of their consequences, the Virginia Department of Transportation made a concerted effort to ensure that incident management became a top priority and spearheaded an effort to start a statewide incident management program. This report documents that program. This program was concerned with the coordination of programs involved in preventing incidents and those concerned with detecting, responding to, and clearing incidents after they occur. Formal incident management programs in three large urban areas in addition to other efforts by the Virginia Department of Transportation, the Virginia State Police, and Fairfax County are summarized. The documentation contained herein can be used to aid other states in developing incident management programs. KW - Coordination KW - Detection and identification KW - Detectors KW - Incidents KW - Management KW - Prevention KW - Programs KW - Response KW - State of the art studies KW - Traffic congestion KW - Traffic incidents KW - Urban areas KW - Virginia UR - http://ntl.bts.gov/lib/36000/36800/36862/92-R6.pdf UR - https://trid.trb.org/view/357514 ER - TY - RPRT AN - 00623597 AU - Rusnak, J S AU - Nodes, S E AU - Oregon Department of Transportation AU - Federal Highway Administration TI - PREFORMED, PATTERNED STRIPING MATERIAL. FINAL REPORT PY - 1991/11 SP - 23 p. AB - In 1989, two pavement striping tape materials were placed on two new asphalt pavements. A two-year performance evaluation of the materials has been completed by the Oregon State Highway Division's (OSHD's) Materials and Research Section. On the first project a 3M Stamark Pliant Polymer Pavement Marking Tape - Series 5730, was placed on an Oregon dense-graded Class "B" asphalt concrete pavement. Only the skip line was marked with the pavement marking tape. Paint was used to mark the fog line and crosswalk. This area has a high volume of cross traffic, much of which is truck traffic. Over the two year period, the material proved to be durable in that it provided a full service skip line, whereas the painted lines had to be repainted several times. The marking tape material reflectance was below the OSHD standards. On the second project, 3M Stamark Pliant Polymer Marking Tape - Series A350 (white) and Series 351 (yellow) were placed on an Oregon open-graded Class "F" asphalt concrete pavement. This area is in a snow zone with a significant amount of studded tire usage during the winter months. Over the two-year period, the marking tape did well in retaining its reflectance, but had bonding problems. Some of the material came up after the first snowfall and had to be replaced. The recommendations of this study are: The Series 5730 pavement marking tape is not recommended for use on Oregon's highways. The Series A350 pavement marking tape is not recommended for open-graded pavements on Oregon's highways unless the durability problems can be resolved. The Series A350 pavement marking tape should be examined on a dense-graded pavement. KW - Bonding KW - Durability KW - Oregon KW - Performance evaluations KW - Recommendations KW - Reflectance KW - Reflectivity KW - Road marking tapes KW - Traffic marking tapes UR - https://trid.trb.org/view/363441 ER - TY - RPRT AN - 00623650 AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - A GUIDE FOR THE REPAIR OF THE CONNECTICUT IMPACT-ATTENUATION SYSTEM (CIAS) PY - 1991/11 SP - 8 p. AB - The Connecticut Department of Transportation has designed, tested, and field-evaluated the Connecticut Impact-Attenuation System (CIAS). The CIAS is designed to reduce the severity of an impact by controlling the deceleration of the errant vehicle. Safety performance to date has shown that the CIAS is extremely effective in saving lives and reducing injuries caused by vehicular collisions with rigid roadway features. This guide (in the form of a small booklet) describes the materials and procedures required to repair a damaged CIAS unit properly. KW - Connecticut KW - Crash cushions KW - Design KW - Guides KW - Guides to information KW - Performance KW - Repairing KW - Safety KW - Safety equipment KW - Safety features UR - https://trid.trb.org/view/363494 ER - TY - RPRT AN - 00623582 AU - Henk, R H AU - Poe, C M AU - Lomax, T J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN ASSESSMENT OF STRATEGIES FOR ALLEVIATING URBAN CONGESTION. FINAL REPORT PY - 1991/11 SP - 182 p. AB - This report provides a comprehensive assessment of strategies for alleviating urban traffic congestion. In particular, this report provides a macroscopic, areawide assessment of traffic congestion problems in Texas and insight to the potential for alleviating these problems. In examining the potential of various strategies for alleviating congestion, historical quantifications and estimates of future congestion in major Texas urban areas and associated costs were computed. The results of this particular phase of the analysis should provide a clearer picture of the extent of the congestion problem in Texas. The strategies for alleviating congestion identified in this study were assessed based on both independent and simultaneous application. Groups of strategies that appear to work well when applied simultaneously were identified. These assessments were made based on urban area size and severity of existing congestion and, where possible, were related directly to major Texas urban areas. KW - Assessments KW - Costs KW - Effectiveness KW - Measures of effectiveness KW - Reduction KW - Reduction (Chemistry) KW - Strategy KW - Texas KW - Traffic congestion KW - Urban areas UR - https://trid.trb.org/view/363426 ER - TY - RPRT AN - 00623598 AU - Miller, B AU - Oregon Department of Transportation AU - Federal Highway Administration TI - MICROSILICA MODIFIED CONCRETE FOR BRIDGE DECK OVERLAYS. FIRST-YEAR INTERIM REPORT PY - 1991/11 SP - 33 p. AB - The study objective was to see if microsilica concrete (MC) is a viable alternative to the latex modified concrete (LMC) usually used on bridge deck overlays in Oregon. The study addresses MC overlays placed in 1989 on 7 portland cement concrete (PCC) bridge decks. This report covers the performance of the overlays during the first year of use. After one year, the only distresses on these overlays were cracking and delamination. There was cracking on all of the overlays. In most cases, the cracking was hairline and random. In heavily cracked areas, the cracks connected to form a map pattern. This cracking may be due to drying shrinkage. Similar problems are seen on Oregon State Highway Division (OSHD) LMC overlays. In addition, there were delaminations on 5 of the 7 overlays. This distress was not extensive, as the worst deck had only 2.5% of its surface delaminated. In most cases, the delaminations were small, scattered throughout the deck, and covered by uncracked MC. The exceptions were two large delaminations that were under sections of the overlay with severe map cracking, and numerous delaminations adjacent to construction and expansion joints. The delaminations that were repaired were almost always between the overlay and the old deck. The cause of these delaminations is not known. Similar distress is often seen on OSHD LMC overlays. The wheel-to-pavement friction numbers of these overlays were similar to typical state highway pavements and LMC bridge decks in Oregon. The only maintenance and repair cost to the OSHD was the sealing of cracks on one deck with methacrylate and sand, at a cost of $4,000. This sealant was effective. The overlays met 2 of their 3 design objectives after one year's use. They were still adding strength to the deck and providing a smooth and durable wearing surface. However, as they were cracked, it is surmised that they were no longer sealing the underlying deck from the intrusion of chlorides. Experience with a recently placed MC overlay is discussed and recommendations are made. KW - Block cracking KW - Bridge decks KW - Concrete KW - Crack sealing KW - Cracking KW - Delamination KW - Distress KW - Fracture mechanics KW - Maintenance costs KW - Maintenance management KW - Microsilica concrete KW - Overlays (Pavements) KW - Performance evaluations KW - Recommendations KW - Sealing compounds KW - Silica fume UR - https://trid.trb.org/view/363442 ER - TY - RPRT AN - 00623649 AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - CONNECTICUT IMPACT-ATTENUATION SYSTEM (CIAS) PY - 1991/11 SP - 6 p. AB - This brochure describes the Connecticut Impact-Attenuation System (CIAS). It is a nonproprietary and operational crash cushion, which dissipates kinetic energy by plastically deforming a cluster of 14 mild-steel cylinders. These cylinders are 3 and 4 ft in diameter, 4 ft high, and have various wall thicknesses that were carefully selected to reduce the risk of injury to occupants of impacting vehicles. The cylinders are connected to form an array, which rests on steel rails and is attached to a preconstructed concrete backwall. Photographs are provided illustrating a head-on impact, side impact entrapment, and side impact redirection. CIAS features and advantages are listed and statements are given on the cost effectiveness of CIAS design. KW - Connecticut KW - Cost effectiveness KW - Crash cushions KW - Design KW - Performance KW - Safety KW - Safety equipment KW - Safety features UR - https://trid.trb.org/view/363493 ER - TY - RPRT AN - 00622346 AU - Hiltunen, D R AU - Stoffels, S M AU - Kilareski, W P AU - Coudriet, D L AU - JAMES, J R AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF PAVEMENT DESIGN GUIDE PROCEDURES FOR PENNSYLVANIA. FINAL REPORT PY - 1991/11 SP - 266 p. AB - PennDOT has used a design procedure adopted form the American Association of State Highway and Transportation Officials (AASHTO). The procedure is widely used across the United States and internationally. Recently, the AASHTO pavement design procedure was revised, and, it was suggested that the states implement the new design guide. Before PennDOT could implement the new pavement design procedure, several design inputs had to be studied. Essentially, the design procedure had to be tailored for Pennsylvania materials and climate. The research investigated various soil types across the Commonwealth and how they are affected by rainfall and other drainage conditions. A computer program was selected to assist PennDOT engineers with the selection of drainage input to the design. The project also studied inputs such as concrete strength, variation in truck traffic reliability of design, pavement deterioration rates, soil modulus values, and load transfer factors. Each of these variables was studied for local Pennsylvania conditions. Even though the AASHTO design procedure has just been implemented, the study also evaluated the pavement design needs for the next decade. Preliminary evaluations were made for mechanistic design procedures, which will replace current procedures by the year 2000. This study will help PennDOT position itself to take advantage of the future procedures as they are developed. KW - American Association of State Highway and Transportation Officials KW - Computer programs KW - Concrete KW - Concrete strength KW - Design KW - Design methods KW - Drainage KW - Load transfer KW - Mechanical analysis KW - Mechanistic design KW - Modulus of resilience KW - Pavement design KW - Pavement life KW - Pavements KW - Pennsylvania KW - Service life KW - Soils KW - Strength of materials KW - Traffic forecasting UR - https://trid.trb.org/view/362878 ER - TY - RPRT AN - 00622313 AU - Crumrine, M D AU - U.S. Geological Survey AU - Oregon Department of Transportation AU - Federal Highway Administration TI - RESULTS OF A RECONNAISSANCE BRIDGE-SCOUR STUDY AT SELECTED SITES IN OREGON USING SURFACE-GEOPHYSICAL METHODS, 1989. FINAL REPORT PY - 1991/11 SP - 50 p. AB - Three geophysical methods -- ground-penetrating radar, high-frequency continuous seismic reflector (tuned transducer), and a color fathometer -- were used to examine 14 bridge sites in Oregon, to determine the usefulness of each method in locating and determining depth of infilled scour holes around bridge piers in Oregon streams. Each geophysical method was capable of detecting infilling around piers, but because of equipment limitations, not every method was effective at each site. The softer infilled material present at nearly all sites was probed by a metal rod to verify data collected by the geophysical equipment. Scour equations were marginally successful in predicting two existing scour holes that were identified as having been caused by a peak flow. Most study sites had local conditions such as riprap, debris, or remnants of old coffer dams that invalidated the use of equations. KW - Alternatives analysis KW - Bridges KW - Color fathometer KW - Depth KW - Equations KW - Forecasting KW - Geophysical measurements KW - Geophysics KW - Ground penetrating radar KW - Location KW - Measurement KW - Reflection KW - Scour KW - Seismic reflection KW - Seismicity UR - https://trid.trb.org/view/362845 ER - TY - RPRT AN - 00621614 AU - Appleman, B AU - Boocock, S AU - Weaver, R AU - Soltz, G AU - Steel Structures Painting Council AU - Federal Highway Administration TI - EFFECT OF SURFACE CONTAMINANTS ON COATING LIFE. FINAL REPORT PY - 1991/11 SP - 256 p. AB - This study investigated the influence of soluble salts on the performance and lifetime of protective coatings on steel bridges. Laboratory and field methods were established for measuring chloride ion, sulfate ion, ferrous ion, ammonium ion, conductivity and pH, and for extracting aqueous samples from blast cleaned steel. Aqueous samples were extracted from blast cleaned steel surfaces of 18 bridges and analyzed using the methods established. Comparisons were made among the level and type of salts (principally chloride and sulfate) and the type, structure, and environment of the bridges. Plates were blast cleaned with a variety of commonly used abrasives to determine the amount of salt transferred to the steel. The effect of those abrasives on the performance of several coatings was evaluated in a pressure immersion screening test. Several representative highway bridge coating systems were then applied over blast cleaned steel doped with various levels of chloride and sulfate in order to determine the effect of these salts on coating performance. These same coatings were also applied over steel blast cleaned with both highly contaminated and standard abrasives to evaluate the effect of the abrasivve contaminants. Coated specimens were placed in several accelerated exposure environments, including pressurized immersion in deionized water, exposure to salt spray, and exposure to an accelerated outdoor environment and a conventional exterior exposure. The coatings were evaluated for blistering, rusting, and undercutting at the scribe. On the basis of the observed degradation, and reputable work by other laboratories, a set of preliminary guidelines for allowable salt levels was prepared. Levels were given for two environments, "aggressive atmospheric" and "severe immersion-like." In addition, a users guide was prepared to assist the highway engineer in understanding and implementing the findings. KW - Accelerated tests KW - Blast cleaning KW - Blistering KW - Contaminants KW - Corrosion KW - Durability KW - Environment KW - Metal bridges KW - Performance KW - Protective coatings KW - Rusting KW - Soluble salts KW - Steel bridges UR - https://trid.trb.org/view/362662 ER - TY - RPRT AN - 00620642 AU - Herman, L AU - Bowlby, W AU - O'Grady, T AU - Chen, C AU - Jamison, M AU - Wayson, R AU - Vanderbilt University AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - DETERMINATION OF TRAFFIC NOISE BARRIER EFFECTIVENESS. FINAL REPORT PY - 1991/11 SP - 148 p. AB - The noise abatement efforts used on I-440 were studied to evaluate their effectiveness. The results of tests confirmed that the FHWA abatement criterion for land use Category B receivers had not been exceeded at any of forty representative sites. The Tennessee Department of Transportation criterion for substantial increase in levels at receivers due to new highway sources, was exceeded by only two of forty sites. Noise level reductions as much as 9.5 dB at the receiver locations were attributed to depressing the roadways (cut) with the average being 2.8 dB. Of the forty sites tested, 75% realized at least a 5 dB reduction due to barriers alone (in addition to effect of cut, if any). The results of 24-hour measurement periods show that insertion losses vary throughout the day. Comparison tests of absorptive and reflective barriers at two sites indicated that benefits were realized by the use of absorptive barriers on fill sections where barriers were installed close to shoulders. An evaluation of the FHWA STAMINA 2.0 model for highway traffic noise concluded that the model tended to predict levels higher than those actually measured. Insertion loss results were obtained utilizing the ANSI S12.8 Indirect Predicted Method of insertion loss determination. This method's dependence on the accuracy of the prediction model was seen as a limitation to its usefulness. KW - Abatement KW - Absorption KW - Accuracy KW - Effectiveness KW - Field measurements KW - Field tests KW - Forecasting KW - Insertion loss KW - Mathematical models KW - Measures of effectiveness KW - Noise barriers KW - Pollution control KW - Reflection KW - Sound level KW - Traffic noise UR - https://trid.trb.org/view/362473 ER - TY - RPRT AN - 00620647 AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - NATIONAL BICYCLING AND WALKING STUDY. INTERIM REPORT PY - 1991/11 SP - 106 p. AB - The fiscal year 1991 U.S. DOT Appropriations Act directed the Secretary of Transportation to conduct a National Bicycling and Walking Study. The five objectives of the study as specified in the Act were to: (1) Determine the current levels of bicycling and walking and identify reasons they are not better used as means of transportation; (2) Develop a plan for the increased use and enhanced safety of these modes and identify the resources necessary to implement and achieve this plan; (3) Determine the full costs and benefits of promoting bicycling and walking in urban and suburban areas; (4) Review and evaluate the success of promotion programs around the world to determine their applicability to the role required of the U.S. DOT to implement a successful program; and (5) Develop an action plan, including timetable and budget, for implementation of such Federal transportation policy. The purpose of this Interim Report is to document progress in addressing these five objectives. In dealing with each objective, this report summarizes available information, discusses what additional information is required, and outlines the approach to be used in collecting it. This additional information will be obtained from special case studies to be conducted over the next year as part of the overall study. KW - Benefits KW - Bicycles KW - Costs KW - Implementation KW - Pedestrian safety KW - Planning KW - Promotion KW - Safety KW - Suburbs KW - Urban areas KW - Utilization KW - Walking UR - https://trid.trb.org/view/362478 ER - TY - RPRT AN - 00620391 AU - HAYNES, J F AU - California Department of Transportation AU - Federal Highway Administration TI - EFFECTIVENESS OF LEGUME SEEDING FOR EROSION CONTROL. FINAL REPORT PY - 1991/11 SP - 39 p. AB - The materials historically used for erosion control have required high inputs of fertilizer to obtain a cover. That cover provided abundant fuel for fires, delayed the invasion of desirable plants and often did not persist. Legumes, in association with rhizobia, have the ability to produce their own nitrogen. As erosion control covers, they refertilize sterile construction site soils, help reestablish soil profiles and allow the invasion or reestablishment of desirable woody vegetation. They can also produce sufficient biomass to provide surface erosion protection. This research project reviews the use of legumes for erosion control on Caltrans projects, problems of inoculation and nodulation, pellet inoculation, preinoculation, hydroseeding of legumes and fertilization practices. KW - Benefits KW - Effectiveness KW - Erosion control KW - Fertilization KW - Fertilization (Horticulture) KW - Hydroseeding KW - Inoculation KW - Legumes KW - Measures of effectiveness KW - Seeding UR - https://trid.trb.org/view/362304 ER - TY - RPRT AN - 00618764 AU - Federal Highway Administration TI - RESEARCH AND TECHNOLOGY TRANSPORTER PY - 1991/11 SP - 8 p. AB - This publication is intended to transmit current research, technology accomplishments, and technical assistance information concerning highways and highway related areas. It is issued by FHWA's Associate Administrators for Research and Development and Safety and System Applications. Highlights of this issue are as follows: Breakaway wooden utility pole saves life; Road roughness profilers exchange information; Turner-Fairbank Highway Research Center researcher receives ASCE's 1991 prize; Maintenance measuring equipment study divided; Pavement management meeting exceeds goals; FHWA exhibits at AASHTO's annual meeting; and Big turnout at county road advisor's conference. KW - Development KW - Highway safety KW - Highways KW - Information management KW - Information organization KW - Research KW - Research and development KW - Technical assistance KW - Technological innovations KW - Technology UR - https://trid.trb.org/view/361473 ER - TY - RPRT AN - 00618119 AU - Kidd, S Q AU - Mississippi State Highway Department AU - Federal Highway Administration TI - EVALUATION OF GILSONITE AS A SPECIALITY ADDITIVE TO AC-30 FOR THE REDUCTION OF RUTTING AND SHOVING. FINAL REPORT PY - 1991/11 SP - 89 p. AB - Gilsonite, a natural asphalt, has been promoted as an additive for asphalt concrete to provide increased resistance to rutting. The Mississippi State Highway Department (MSHD) evaluated the performance of Gilsonite on a small project on U.S. Route No. 49 in Hattiesburg, Mississippi. The approaches to the intersection of U.S. 49 with Hardy Street, a signalized intersection, has a history of rutting problems due to the deceleration and stopping of heavy trucks. An asphalt inlay was constructed on the northbound and southbound approaches to the intersection by milling 3 in. and placing a one lift fill course. Test and control sections of the hot mixed asphalt concrete were constructed. The test sections were identical to the control sections except for the addition of 10 pounds of Gilsonite per ton of asphalt mix (0.5% of the total mix). Rutting measurements were done both manually and with the Department's South Dakota Profiler (SDP). The surface profile was also measured with the SDP and the roughness statistic IRI was computed. There was less rutting and shoving in the Gilsonite mix than in the control mix. It is recommended that a few projects or locations be selected for further testing of the Gilsonite mix and control sections. KW - Asphalt concrete KW - Gilsonite KW - Performance evaluations KW - Profilometers KW - Rut KW - Ruts (Pavements) KW - Shoving KW - Test sections UR - https://trid.trb.org/view/357559 ER - TY - RPRT AN - 00618083 AU - Mouaket, I M AU - Al-Mansour, A AU - Sinha, K C AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF COST-EFFECTIVENESS OF PAVEMENT SURFACE MAINTENANCE ACTIVITIES. FINAL REPORT PY - 1991/10/30 SP - 228 p. AB - This study covers pavement surface maintenance on three surface types: rigid, flexible and composite (asphalt overlay on rigid pavement). It addresses 3 main issues as follows: 1) Do routine maintenance activities make a difference in terms of pavement serviceability? If yes, how much? 2) Are chip and sand seal coating cost-effective? What is their optimal timing? 3) What management criteria should be used as a guide to make seal coating decisions on specific roadways? In resolving Issue #1, a stratified 2-stage sample of observational data was used in a statistical before/after comparison. SAS-General Linear Model was used due to its flexibility in treating continuous and class variables. Most activities showed significant effect (either alone or in combination with others) on Pavement Serviceability Ratings or Roughness Numbers. In resolving Issue #2, Life Cycle Cost Analysis was applied using agency and user costs. Results showed that optimal timing for seal coating is in the PSI range of 3.0 to 2.7, dependent on AADT. In resolving Issue #3, a literature search, telephone interviews and expert opinion survey were used to augment the findings on Issue #2 in generating a decision tree. The developed tree uses the available data at INDOT, although surface distress related criteria would be superior. The tree helps analyze the likely cause of distress, the preferred solution and a priority ranking in the case of funding shortages. Specific guidelines on the use of chip and sand seals are also provided. KW - Before and after studies KW - Causes KW - Chip seals KW - Cost effectiveness KW - Decision making KW - Defects KW - Guidelines KW - Guides to the literature KW - Interviewing KW - Life cycle analysis KW - Life cycle costing KW - Literature reviews KW - Maintenance management KW - Mathematical models KW - Pavement distress KW - Pavement maintenance KW - Pavement performance KW - Pavement serviceability ratings KW - Pavements KW - Ratings KW - Sand sealing KW - Statistical analysis KW - Strategic planning KW - Trees (Mathematics) UR - https://trid.trb.org/view/357528 ER - TY - RPRT AN - 01406585 AU - Miller, T AU - Viner, J AU - Rossman, S AU - Pindus, N AU - Gellert, W AU - Douglass, J AU - Dillingham, A AU - Blomquist, G AU - United States. Federal Highway Administration. Office of Safety and Traffic Operations R&D TI - The costs of highway crashes PY - 1991/10 IS - FHWA/RD-91-055 SP - 144p AB - In 1988, an estimated 14.8 million motor vehicle crashes involved 47,000 deaths and almost 5,000,000 injuries. More than 4.8 million years of life and functioning were lost. Crash costs totalled $334 billion. They included $71 billion in out-of-pocket costs, $46 billion in wages and household production, and $217 billion in pain, suffering, and lost quality of life. Half of the out-of-pocket costs were property damage costs; the rest were medical, emergency services, workplace, travel delay, legal, and administrative costs. Employers paid 20 percent of the out-of-pocket and productivity costs. The general public paid 48 percent. People involved in crashes and their families paid the remainder and suffered the pain. The comprehensive costs presented here are appropriate for use in benefit- cost analysis. The costs per police-reported crash are: $2,723,000 per K-fatal; $229,000 per A-incapacitating injury; $48,000 per B-non incapacitating injury; $25,000 per C-possible injury; $4,500 per O-property damage only (these crashes include injuries missed by the police); and $4,300 per unreported crash. The most costly kinds of crashes include motorcycle, pedestrian, pedalcycle, alcohol-involved, and heavy truck. Minor rural collectors, local rural streets, and urban arterials are the most dangerous per vehicle-mile of travel (vmt). Motorcycles have safety costs of $2.14/vmt, buses $.24/vmt, heavy trucks $.19/vmt, light trucks S.16/vmt, and cars $.12/vmt. In nonfatal collisions involving only occupants, the most harmful events with the highest cost/injury involve, in order: trees, overturns, other fixed objects, and utility poles. KW - Accident costs KW - Accident type KW - Crash types KW - Injury severity KW - Injury severity KW - Road type KW - Types of roads KW - Vehicle characteristics KW - Vehicle type UR - https://trid.trb.org/view/1174381 ER - TY - RPRT AN - 01406023 AU - Black, K L AU - McGee, H W AU - Hussain, S F AU - Rennilson, J J AU - United States. Federal Highway Administration. Office of Safety and Traffic Operations R&D TI - Service life of retroreflective traffic signs PY - 1991/10 IS - FHWA/RD-90-101 SP - 107p AB - The ability to predict coefficient of retroreflection (RA) values for inservice traffic signs is critical for the Federal Highway Administration's (FHWA) Sign Management System (SMS). Within the SMS, tools for predicting inservice retroreflective performance of traffic signs and for determining the motorist's visual needs are required. The research which focuses on the motorist's needs in terms of traffic sign luminance, legibility distance, conspicuity, etc., is on-going by others. The project reported on here evaluated the effects of climatological and geographic variables on sign sheeting deterioration. A national data collection effort was undertaken. Data samples from 6,275 traffic signs were collected across the country. The data collected included; sheeting retroreflectivity, ground elevation, orientation to the sun, date of installation, sheeting type, etc. Mathematical equations were developed using the key deterioration variables to predict inservice coefficient of retroreflectivity (RA) and legend to background contrast ratios. The main difficulty in modeling sheeting deterioration was the result of the variation in the coefficient of retroreflectivity for new sheeting. KW - Conspicuity KW - Contrast KW - Data collection KW - Data collection KW - Deterioration KW - Deterioration KW - Material properties KW - Mathematical models KW - Modelling KW - Properties of materials KW - Retroreflectivity KW - Retroreflectivity KW - Traffic sign KW - Traffic signs KW - Visual contrast UR - https://trid.trb.org/view/1173819 ER - TY - RPRT AN - 01404429 AU - Zegeer, C AU - Stewart, R AU - Reinfurt, D AU - Council, F AU - Neuman, T AU - Hamilton, E AU - Miller, T AU - Hunter, W AU - United States. Federal Highway Administration. Office of Safety and Traffic Operations R&D TI - Cost-effective geometric improvements for safety upgrading of horizontal curves PY - 1991/10 IS - FHWA/RD-90-021 SP - 237p AB - The purpose of this study was to determine the horizontal curve features which affect safety and traffic operations and to quantify the effects on accidents of various curve-related improvements. The primary data base developed and analyzed consisted of 10,900 horizontal curves in Washington State. Three existing federal data bases on curves were also analyzed. These data bases included the cross-section data base of nearly 5,000 miles (8,050 km) of roadway from 7 states, a surrogate data base of vehicle operations on 78 curves in New York State, and 3,277 curve segments from 4 states. Based on statistical analyses and model development, variables found to have a significant effect on accidents include degree of curve, roadway width, curve length, ADT, presence of a spiral, superelevation, and roadside condition. Curve flattening is expected to reduce accidents by up to 80 percent, depending on the amount of flattening. Widening lanes or shoulders on curves can reduce curve accidents by as much as 33 percent, while adding spiral transitions on curves was associated with a 5 percent accident reduction. Improving deficient superelevation can reduce accidents 10 percent or more, while the effects of specific roadside improvements were also quantified. An economic analysis was conducted to determine when curve flattening and/or widening are cost effective. An informational guide entitled "Safety Improvements on Horizontal Curves for Two-Lane Roads" (FHWA-RD-90-074) was developed in conjunction with this report to give specific guidance for the design of new curves and for upgrading existing curves. KW - Accident analysis KW - Accident countermeasure KW - Benefit cost analysis KW - Cost benefit analysis KW - Cost effectiveness KW - Cost effectiveness KW - Crash analysis KW - Curvature KW - Curve KW - Degree of curvature KW - Geometric design KW - Geometric design KW - Highway curves KW - Highway design KW - Highway maintenance KW - Mathematical models KW - Modelling KW - Pavement widening KW - Road design KW - Road improvement KW - Superelevation KW - Superelevation KW - Traffic safety KW - Widening UR - https://trid.trb.org/view/1172224 ER - TY - RPRT AN - 00720039 AU - Chai, Y H AU - Priestley, MJN AU - Seible, F AU - University of California, San Diego AU - California Department of Transportation AU - Federal Highway Administration TI - FLEXURAL RETROFIT OF CIRCULAR REINFORCED CONCRETE BRIDGE COLUMNS BY STEEL JACKETING. COLRET - A COMPUTER PROGRAM FOR STRENGTH AND DUCTILITY CALCULATION. PRELIMINARY REPORT PY - 1991/10 SP - 132 p. AB - This report presents the development of an analytical model, based on moment-curvature analysis at the critical section, for the prediction of flexural strength and ductility in prismatic circular bridge columns. Columns are treated as vertical cantilevers subjected to axial compression and lateral inertial force. Passive confinement of the concrete core by the transverse steel is accounted for using a realistic model for confined concrete. Post-yield deformation of the column is predicted on the basis of an elasto-plastic idealization with plasticity concentrated in a localized hinged region. Failure modes such as that precipitated by shear or bond-slip at the lap-splices of the longitudinal bars are not considered in the model. The analytical model is extended to columns with fully grouted steel jackets which are assumed to contribute to the ductility of the column by providing confinement to the column concrete without significant enhancement of the flexural strength. The increase in lateral stiffness of the column due to the steel jacketing is taken into account by considering the effective bond transfer between the jacket and column for composite action. Deformation beyond yield of the column occurs in a reduced plastic hinge length. The increase of shear strength in the encased region of the column is also considered. The model is coded in a computer program to provide bridge engineers a simple and reliable means of assessing the performance of existing bridge piers so that deficient piers can be identified, and to allow an assessment of the improved column performance after retrofit. The reliability of the model is verified through experimental testing of large scale column units. KW - Bridge piers KW - Columns KW - Computer programs KW - Ductility KW - Earthquake engineering KW - Earthquake resistant design KW - Flexural strength KW - Forecasting KW - Jacketing (Strengthening) KW - Reinforced concrete KW - Reinforcement (Engineering) KW - Retrofitting KW - Steel UR - https://trid.trb.org/view/454428 ER - TY - RPRT AN - 00620643 AU - Farrag, K AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - PULL-OUT TESTING FACILITY FOR GEOSYNTHETICS. FINAL REPORT PY - 1991/10 SP - 238 p. AB - The considerable increase in using geosynthetics in soil reinforcement made it necessary to develop methods of measuring the interaction properties and modeling load transfer in reinforced-soil structures. The large number of factors that influence the interaction mechanism makes it difficult to standardize the equipment design, testing methodology and data interpretation procedure. These factors are mainly related to the equipment boundary effects, testing conditions, and soil and geosynthetics properties. In order to develop a methodology for evaluating the interface properties of geogrids, a pull-out box and a direct shear box are constructed and instrumented. A testing program is conducted to evaluate the performance of the facility and the effect of different testing parameters (e.g. specimen dimensions, soil thickness, box boundary effects, pull-out rate, soil compaction and relative density, and confining pressure) on the pull-out interaction mechanism of geogrids. Standard equipment design and testing procedure are recommended to overcome most of the limitations in the current practice. A data analysis procedure is established to determine the interface properties and the confined reinforcement characteristics from pull-out test results. The data analysis incorporates the effect of reinforcement extensibility on the soil-geogrid interface mechanism. The interface parameters are evaluated through comparison with the results from tests performed in the large direct shear box. KW - Data analysis KW - Direct shear tests KW - Geogrids KW - Geosynthetics KW - Geotextiles KW - Granular soils KW - Load transfer KW - Mathematical analysis KW - Mechanically stabilized earth KW - Performance evaluations KW - Pull out test KW - Test facilities UR - http://www.ltrc.lsu.edu/pdf/2008/fr_240.pdf UR - https://trid.trb.org/view/362474 ER - TY - RPRT AN - 00643534 AU - Jack Faucett Associates, Incorporated AU - Federal Highway Administration TI - THE EFFECT OF SIZE AND WEIGHT LIMITS ON TRUCK COSTS. WORKING PAPER. REVISED EDITION PY - 1991/10 SP - 55 p. AB - This Working Paper has been prepared as part of a study of the potential effects of possible changes in Federal truck size and weight limits. This revised edition incorporates several modifications to the cost estimates presented in the original Working Paper (June 1990). The paper is organized in the following sections: (1) Introduction; (2) Influences on Cost; (3) Configurations of Interest; (4) Published Estimates of Cost per Vehicle-Mile; (5) Cost per Vehicle-Mile as a Function of Configuration and Weight (Driver Costs; Vehicle Costs, Depreciation and Interest; Fuel Costs; Tires; Repair and Servicing; Indirect and Overhead Costs); (6) Cost per Payload Ton-Mile; and (7) Non-Linehaul Costs of Increasing the Number of Trailers. There are two appendices: (A) Estimated Cost per Vehicle-Mile by Cost Category; and (B) Estimated Cost per Vehicle-Mile and per Payload Ton-Mile. KW - Costs KW - Impact studies KW - Laws KW - Motor vehicles KW - Payload ton-miles KW - Size KW - Size and weight regulations KW - Trucking KW - Vehicle configurations KW - Vehicle miles of travel KW - Weight UR - https://trid.trb.org/view/386027 ER - TY - RPRT AN - 00625201 AU - Dewitt, B A AU - Smith, S E AU - Stanislawski, L V AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EXPANDED GEODETIC CONTROL ALONG THE PRIMARY ROAD SYSTEM BY USE OF SATELLITE SURVEYING TECHNOLOGY. FINAL REPORT PY - 1991/10 SP - 85 p. AB - An investigation was conducted to develop guidelines for performing and analyzing network adjustments of baseline measurements collected with Global Positioning System relative positioning techniques. Four second order class I geodetic control networks were established along transportation corridors according to the standards and specifications described by the Federal Geodetic Control Committee. Four Trimble 4000SX receivers were used to collect the data. Each of the four networks was adjusted independently on two different datums, NAD27 and NAD83. The results of the NAD83 adjustments showed station error ellipses that have semi-major axes ranging between 0.008 m and 0.090 m at the 95% level of confidence, and baseline precisions that range between 0.126 PPM and 13.096 PPM. The NAD27 adjustments showed error ellipses having semi-major axes that range between 0.023 m and 0.935 m at the 95% level of confidence and baseline precisions ranging between 1.315 PPM and 26.172 PPM. Some guidelines and recommendations for performing weighted least squares adjustments of GPS networks are provided. KW - Accuracy KW - Adjustment factors KW - Adjustments KW - Artificial satellites KW - Errors KW - Geodetic surveying KW - Global Positioning System KW - Guidelines KW - Radio receivers KW - Recommendations UR - https://trid.trb.org/view/367787 ER - TY - RPRT AN - 00625106 AU - Benson, J D AU - Mullins, J A AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - FEASIBILITY OF DEVELOPING A STATEWIDE MODELING SYSTEM FOR FORECASTING INTERCITY HIGHWAY VOLUMES IN TEXAS, INFORMATIONAL REPORT NUMBER 7. INTERIM REPORT PY - 1991/10 SP - 73 p. AB - In the urban transportation studies in Texas, computerized network based models (i.e., the urban travel forecasting models) are used to forecast future traffic volumes on the planned urban freeways and arterials to evaluate the capability of the proposed system to handle the forecast demand. Comparable statewide models (i.e., computerized network-based models) for forecasting intercity highway volumes on the rural segments of the proposed Texas Highway Trunk System are not currently available in Texas. If such a set of models could be implemented for Texas, they would be useful in reviewing and updating the Texas Highway Trunk System Plan every five years. The feasibility of developing and implementing such a statewide modeling system was investigated as a part of the first year program under Study 2-10-90-1235. The objectives of this first year effort were: (1) To review and evaluate the current state of the practice for statewide models which focus on forecasting highway volumes on the rural sections of a statewide system such as the Texas Highway Trunk System; and (2) Based on these investigations, to recommend a set of statewide network-based modeling techniques that could be considered for implementation in Texas. This report presents the findings and recommendations from this investigation. KW - Demand KW - Economic forecasting KW - Feasibility analysis KW - Intercity travel KW - Mathematical models KW - Primary highways KW - Recommendations KW - Rural highways KW - State of the art studies KW - Texas KW - Traffic assignment KW - Traffic forecasting KW - Traffic volume KW - Transportation KW - Transportation models UR - https://trid.trb.org/view/367771 ER - TY - RPRT AN - 00625011 AU - Rohde, G T AU - Smith, R E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DETERMINING DEPTH TO APPARENT STIFF LAYER FROM FWD DATA PY - 1991/10 SP - 180 p. AB - Nondestructive deflection testing (NDT) has become an integral part of the structural evaluation of pavements. Interpretation of the measured deflection data is extremely complex, and the analyzed pavement is often modelled as a multilayered elastic system. In this model the subgrade is usually defined as uniformly stiff and infinitely thick or a rigid layer is placed at an arbitrary depth. The actual subgrade on which the tested pavement structure is founded, varies considerably from this model. It is not infinitely thick, and whether the subgrade is sedimentary or residual in nature, its stiffness normally changes with depth. This change in stiffness can be due to shallow bedrock material differences, the stress history, or an apparent increase in stiffness due to the stress dependent behavior of most soils. In this study a method to determine the depth to an apparent rigid layer from surface deflections is developed. This method is based on Bousinesq's equation and is related to a three layer linear elastic system through an extensive regression analysis. The procedure is validated using field data. The inclusion of an apparent rigid layer into the pavement model led to considerable improvements in the backcalculated layer moduli. KW - Backcalculation KW - Boussinesq equation KW - Boussinesq formula KW - Deflection KW - Depth KW - Elastic analysis KW - Evaluation KW - Falling weight deflectometers KW - Field data KW - Field studies KW - Layer coefficient (Pavements) KW - Layer moduli KW - Linear elastic analysis KW - Modulus KW - Nondestructive tests KW - Pavement deflection KW - Pavement performance KW - Pavements KW - Regression analysis KW - Stiffness KW - Subgrade (Pavements) KW - Thickness KW - Validation UR - https://trid.trb.org/view/367676 ER - TY - RPRT AN - 00624955 AU - Lohrey, E C AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - FIELD EVALUATION OF AN EXPERIMENTAL BITUMINOUS PAVEMENT UTILIZING AN ASPHALT ADDITIVE - CARBON BLACK. FINAL REPORT PY - 1991/10 SP - 29 p. AB - In response to the Federal Highway Administration's Experimental Project No. 3, "Evaluation of Asphalt Additives," the Connecticut Department of Transportation (ConnDOT) has placed and evaluated a 2-in. bituminous surface course, which contains carbon black in the asphalt binder. The experimental roadway section is on a 2-lane minor urban arterial having an ADT of 8,000 with 5% trucks. Microfil 8, a proprietary form of carbon black, was added to make up 15% of the AC-20 liquid asphalt, by weight. The carbon black section and an adjacent control section were surveyed over 5 years. This report describes the results of these tests and compares the performance of the carbon black pavement to that of the control. A general conclusion is that the carbon black was marginally effective in reducing cold weather cracking. Its use to resist hot weather deformation is questionable. KW - Additives KW - Arterial highways KW - Asphalt mixtures KW - Bituminous materials KW - Bituminous surfacing KW - Carbon black KW - Cold weather KW - Defects KW - Deformation KW - Hot weather KW - Pavement cracking KW - Pavement distress KW - Pavement performance KW - Pavements KW - Streets KW - Surface treating UR - https://trid.trb.org/view/367623 ER - TY - RPRT AN - 00633386 AU - Chai, Y H AU - Priestley, MJN AU - Seible, F AU - University of California, San Diego AU - California Department of Transportation AU - Federal Highway Administration TI - FLEXURAL RETROFIT OF CIRCULAR REINFORCED CONCRETE BRIDGE COLUMNS BY STEEL JACKETING--EXPERIMENTAL STUDIES. FINAL REPORT PY - 1991/10 SP - 159 p. AB - Collapse or severe damage of a number of California bridges in recent moderate earthquakes has emphasized the need to develop effective retrofit measures to enhance the flexural strength and ductility, as well as the shear strength, of bridge columns designed before current seismic design provisions were implemented. This report presents the results of an experimental study in which the potential plastic hinge region of circular bridge columns is encased with a steel jacket for enhanced flexural performance. Results from large-scale column tests showed that the steel jacket acts efficiently as confinement reinforcement, enabling column ductilities exceeding those designed with current codes to be achieved. The jacket also inhibits bond failure in the lap-splices of the longitudinal reinforcement by restraining the dilation and spalling of the cover concrete which would otherwise precipitate rapidly degrading bond failures. Steel jacketing is also effective for post-earthquake repair of columns which have suffered bond failure at the lap-splices of the longitudinal reinforcement. The tests identified brittle shear failure at the footing/column joint as a potential failure mechanism for old footing designs. KW - Bridge foundations KW - Columns KW - Ductility KW - Earthquake engineering KW - Experiments KW - Flexural strength KW - Hinges KW - Jacketing (Strengthening) KW - Plastics KW - Reinforced concrete KW - Reinforcement (Engineering) KW - Retrofitting KW - Shear strength KW - Steel KW - Test results KW - Vertical supports UR - https://trid.trb.org/view/374332 ER - TY - RPRT AN - 00616574 AU - Hazen, G A AU - Sargand, S M AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL AND ANALYTICAL ANALYSIS OF BLASTING CRITERIA. FINAL REPORT PY - 1991/10 SP - 114 p. AB - Peak particle velocity of surface analysis wave vibrations has been the recommended criterion for the prediction of blast damage of structures. Currently blast spectrum analysis and natural frequencies of structures are also recognized as important for predicting damage potential. The present work recommends a set of guidelines when blasting is conducted close to highways and highway structures. The study consists of a review of previous work to determine shortcomings and to indicate the direction of future studies; the monitoring of blast induced ground vibrations and structural response; and the analyzing of field data for finding frequency spectra and intensity of the blast vibrations with respect to distance. Results of this study show that spectrum analysis is a useful method of formulating more accurate predictive models for structural damage. Highway bridges are found to be affected more by the blast induced body wave, which has a higher frequency than the surface wave. Finite element programs are shown to be useful for modelling of soil-pier and bridge deck systems. KW - Bridges KW - Data analysis KW - Distance KW - Electromagnetic spectrum KW - Field data KW - Field studies KW - Finite element method KW - Forecasting KW - Frequency (Electromagnetism) KW - Guidelines KW - Intensity KW - Loss and damage KW - Mathematical analysis KW - Mathematical models KW - Monitoring KW - Peak particle velocity KW - Presplitting (Blasting) KW - Soil structure interaction KW - Structural analysis KW - Structural mechanics KW - Structural response KW - Vibration UR - https://trid.trb.org/view/357160 ER - TY - RPRT AN - 00616575 AU - Scholl, L G AU - Oregon Department of Transportation AU - Federal Highway Administration TI - PAY ADJUSTMENT SYSTEM FOR AC PAVEMENTS (A 5-YEAR EVALUATION). FINAL REPORT PY - 1991/10 SP - 66 p. AB - This study first presents the historical background and an overview of the technical basis for Oregon's current method of statistical quality control. It then evaluates the benefits that the State of Oregon receives by paying out bonuses to contractors on asphalt concrete paving jobs and makes recommendations for improving quality control methods. This problem was approached with the realization that an accurate accounting of costs and benefits was not possible. However, by combining two approaches: statistical analysis of test data; and a questionnaire to field personnel, it became clear from both viewpoints that there are both tangible and intangible benefits that outweigh the costs. The questionnaire revealed that project managers who work regularly with contractors under this system generally believe that it improves the atmosphere of cooperation between the state and contractors and also is effective in imroving pavement quality. The statistical analysis demonstrates that relative compaction has increased by at least 1.1% since the system was initiated. This improvement in compaction alone is estimated to increase pavement fatigue life by an average of approximately 16% while the average bonus is only 1.7% of the original bid price. An analysis is also made of recent paving projects showing signs of early distress. This information and suggestions from field personnel are combined to form recommendations for improving the pay adjustment system. KW - Bonus system KW - Contractors KW - Employee compensation KW - Incentives KW - Pavement life KW - Pavements KW - Paving KW - Pay KW - Payment KW - Personnel KW - Personnel compensation KW - Quality control KW - Questionnaires KW - Recommendations KW - Service life KW - Statistical analysis KW - Test results UR - https://trid.trb.org/view/357161 ER - TY - RPRT AN - 00616460 AU - Sargand, S M AU - Hazen, G A AU - Wilson, B E AU - Russ, A C AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF RESILIENT MODULUS BY BACK-CALCULATION TECHNIQUE. FINAL REPORT PY - 1991/10 SP - 253 p. AB - Resilient modulus is a significant parameter in the design and rehabilitation of pavements. In this study, resilient moduli of highway subgrade soil samples from seven sites in Ohio were determined in the laboratory, utilizing a low-pressure dynamic multi-axial cubical testing system. It was observed that resilient modulus is a function of moisture content, density, deviator stress level and soil type. For a cohesive soil at a given stress level, resilient modulus is very sensitive to fluctuations in moisture content. Also, the resilient modulus rapidly decreases with increasing deviator stress at low stress levels and generally levels off at higher stress levels. Also, three finite element programs, ILLI-PAVE, ILLI-SLAB and OU-PAVE were applied to back-calculate the resilient moduli in conjunction with the field data obtained with the Falling Weight Deflectometer and the Dynaflect. A comparison of the experimental results from non-destructive testing with back-calculation values indicated that the OU-PAVE provided more accurate results. Two special applications of the back-calculation technique were investigated. One application was the determination of moduli of thin, flexible pavements used for airport runways. The second was evaluation of moduli of various layers of materials during the construction of highways. Based on the results of the study, recommendations were made regarding the design/evaluation procedures for the highway pavement system. KW - Accuracy KW - Airport runways KW - Alternatives analysis KW - Backcalculation KW - Computer programs KW - Field data KW - Field studies KW - Finite element method KW - Flexible pavements KW - Laboratory tests KW - Modulus of resilience KW - Nondestructive tests KW - Pavement design KW - Pavement layers KW - Subgrade (Pavements) UR - https://trid.trb.org/view/357066 ER - TY - RPRT AN - 00623594 AU - Wence, D E AU - George, A J AU - Dominick, R AU - SMITH, J L AU - Oregon Department of Transportation AU - Federal Highway Administration TI - ASPHALT CONTENT OF HOT BITUMINOUS MIXES USING NUCLEAR ASPHALT CONTENT GAUGES. FINAL REPORT PY - 1991/10 SP - 74 p. AB - The Oregon State Highway Division (OSHD) currently uses the Vacuum Extraction procedure for acceptance testing for asphalt content of asphaltic concrete. Because of the concern with chlorinated solvent, i.e., safety, disposal, and expense, OSHD has investigated the potential of Nuclear Asphalt Content Gauges. In June 1988, OSHD published a report titled "Precision and Accuracy of Nuclear Asphalt Content Gauges in Determining Asphalt Content in Asphaltic Concrete Pavement." This report concluded a proper calibration is essential, moisture correction is necessary, and the Nuclear Gauges are cost effective. This study is to validate previous findings, evaluate field performance, and develop necessary calibration and operation procedures. A total of thirteen OSHD projects were included in this study. Asphalt content comparisons were evaluated between Extraction, Nuclear Gauge, Tank Stick, and Plant Meter. The latest model Nuclear Gauges, Troxler 3241-C and CPN AC-2, were used. Gradation comparisons were evaluated between extracted and cold feed grading. This study concluded the asphalt gauge was a precise and accurate instrument, but the reading must be corrected for moisture content. The Microwave moisture correction is not acceptable, therefore, a detailed procedure was written for moisture correction using a conventional oven. Also, a new nuclear gauge procedure entailed the use of calibration transfers for field operation. Oregon is proceeding with outfitting each OSHD Region with asphalt nuclear gauges and is immediately reducing solvent usage by replacing vacuum extraction testing of open graded and plant mix bituminous base mixtures with a Tank Stick/Meter asphalt content determination method. KW - Accuracy KW - Asphalt content KW - Calibration KW - Field performance KW - Hot mix asphalt KW - Nuclear gages KW - Performance KW - Vacuum extraction UR - https://trid.trb.org/view/363438 ER - TY - RPRT AN - 00622306 AU - Larsen, D A AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE SOUTH DAKOTA ROAD PROFILER FOR THE MEASUREMENT OF PAVEMENT RUT DEPTHS. FINAL REPORT PY - 1991/10 SP - 120 p. AB - This project evaluates the rut-depth-measurement capability of a three-sensor South Dakota Road Profiler (SDRP), which was built in-house in 1990. The study is divided into six components, which include a statistical comparison of mean-rut-depth measurements obtained with the SDRP, a Dipstick Autoread Profiler and 6-ft straightedges; evaluations of repeatability and vehicle-driver-positioning ability; and, studies of the dependency of SDRP-measured rut depth on vehicle speed, acceleration, deceleration and vehicle lateral position relative to the actual rut location. It was found that SDRP-measured rut depths are affected by the transverse-surface profile of the as-constructd pavement and by a difference in distance between right and left rut that is not equal to the SDRP vehicle track width. The rut-depth measurements are not affected by vehicle speed (between 20 and 50 mph), or vehicle acceleration/deceleration (between 20 and 40 mph). The SDRP will produce repeatable measurements, but only if the vehicle is kept to within plus or minus 4 in. lateral distance of a previously followed path. Following such a path proved difficult without driver guidance in the form of paint marks on the pavement or tape marks on the vehicle. KW - Acceleration (Mechanics) KW - Deceleration KW - Evaluation KW - Lateral placement KW - Measurement KW - Motor vehicles KW - Profilometers KW - Repeatability KW - Rut depth KW - Rutting KW - Speed KW - Traffic speed UR - https://trid.trb.org/view/362838 ER - TY - RPRT AN - 00622408 AU - Bullard, D L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN ASSESSMENT OF CARPOOL UTILIZATION OF THE KATY HIGH-OCCUPANCY VEHICLE LANE AND THE CHARACTERISTICS OF HOUSTON'S HOV LANE USERS AND NONUSERS. FINAL REPORT PY - 1991/10 SP - 207 p. AB - In an effort to address the congestion problem and improve mobility levels within the Houston metropolitan area, the Metropolitan Transit Authority of Harris County and the Texas Department of Transportation have joined together to develop an extensive system of high-occupancy vehicle lanes within the medians of the existing freeway network. Phase I of the first completed HOV lane opened on the Katy Freeway (I-10W) in October 1984. Initially, only authorized buses and vanpools were designated as eligible users of the HOV lane. To encourage increased vehicular utilization of the facility, carpools were allowed to use the HOV lane on a test basis beginning in April 1985. Texas Transportation Institute (TTI) is currently monitoring the impacts associated with permitting carpools to use the HOV lane. In addition, TTI is also engaged in an assessment of public attitudes concerning the HOV lanes being developed in Houston. This assessment is being accomplished through the periodic distribution of survey questionnaires to both HOV lane users and nonusers. This report documents data collected in the Katy Freeway corridor in October 1990, 66 months or 5.5 years after carpool utilization of the Katy HOV Lane began. The 1990 data are compared to similar data collected before carpool utilization was permitted (March 1985) and after carpool utilization was permitted (April 1986, October 1987, October 1988 and October 1989). These comparisons address numerous concerns and provide an indication of the effectiveness of allowing carpools onto the Katy HOV Lane. Also included in this report are summaries of survey data collected along the Katy, North, Northwest and Gulf Freeway/HOV Lane corridors from April 1985 through October 1990. The primary intent of these surveys was to: 1) determine perceptions of HOV lane utilization; 2) identify why commuters have chosen their present travel mode; and 3) assess attitudes and impacts pertaining to the HOV lanes. Demographic data and data concerning general travel characteristics were also collected. KW - Attitudes KW - Carpools KW - Data collection KW - Demographics KW - Guideways KW - High occupancy vehicle lanes KW - High occupancy vehicles KW - Houston (Texas) KW - Impacts KW - Modal selection KW - Mode choice KW - Nonuser characteristics KW - Questionnaires KW - Reserved lanes KW - Surveys KW - Traffic lanes KW - Travel behavior KW - User characteristics KW - Utilization UR - https://trid.trb.org/view/362916 ER - TY - RPRT AN - 00620435 AU - WHITING, D AU - Construction Technology Laboratories, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - EFFECT OF RIGID OVERLAYS ON CORROSION RATE OF REINFORCING STEEL IN CONCRETE BRIDGE DECKS. FINAL REPORT PY - 1991/10 SP - 45 p. AB - A study on the effects of rigid overlays on corrosion rate of steel in reinforced concrete bridge decks was carried out using three-electrode linear polarization (3LP) instrumentation. Corrosion currents were measured immediately prior to placement of overlays, and one and two years after placement. Four latex modified concrete (LMC), three superplasticized dense concrete (SDC), and three condensed silica fume concrete (CFSC) overlays were included in the study. Results of the study indicate that for LMC and CSFC overlays there is a decrease of from 1 to 2 mA/sq ft in corrosion current after 2 years of service. The most consistent decreases were observed for the CSFC overlays. Results for the SDC overlays were less consistent. KW - Bridge decks KW - Concrete KW - Corrosion KW - Corrosion rate KW - Instrumentation KW - Latex modified concrete KW - Overlays (Pavements) KW - Polarization KW - Polarization, electrodes KW - Reinforced concrete KW - Reinforcing steel KW - Rigid surfacings KW - Silica fume KW - Silica fume concrete KW - Superplasticized dense concrete KW - Superplasticizers KW - Surfacing UR - https://trid.trb.org/view/362314 ER - TY - RPRT AN - 00619205 AU - Black, K L AU - McGee, H W AU - Hussain, S F AU - Rennilson, J J AU - Bellomo-McGee, Incorporated AU - Federal Highway Administration TI - SERVICE LIFE OF RETROREFLECTIVE TRAFFIC SIGNS. DRAFT REPORT PY - 1991/10 SP - 112 p. AB - The ability to predict coefficient of retroreflection values for inservice traffic signs is critical for the Federal Highway Administration's (FHWA's) Sign Management System (SMS). Within the SMS, tools for predicting inservice retrorflective performance of traffic signs and for determining the motorist's visual needs are required. The research which focuses on the motorist's needs in terms of traffic sign luminance, legibility distance, conspicuity, etc., is on-going by others. The project reported on here evaluated the effects of climatological and geographic variables on sign sheeting deterioration. A national data collection effort was undertaken. Data samples from 6,275 traffic signs were collected across the country. The data collected included: sheeting retroreflectivity, ground elevation, orientation to the sun, data of installation, sheeting type, etc. Mathematical equations were developed using the key deterioration variables to predict inservice coefficient of retroreflectivity and legend to background contrast ratios. The main difficulty in modeling sheeting deterioration was the result of the variation in the coefficient of retroreflectivity for new sheeting. KW - Climate KW - Coefficients KW - Contrast KW - Data collection KW - Deterioration KW - Equations KW - Forecasting KW - Geography KW - Materials KW - Retroreflectivity KW - Sheathing KW - Traffic sign materials KW - Traffic signs UR - https://trid.trb.org/view/361736 ER - TY - RPRT AN - 00618058 AU - Kramer, S L AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - BEHAVIOR OF PILES IN FULL-SCALE, FIELD LATERAL LOADING TESTS. FINAL REPORT PY - 1991/10 SP - 86 p. AB - This report documents the results of a full-scale, field lateral load testing program conducted at two sites in Washington state. The sites were chosen to represent soil conditions WSDOT geotechnical engineers commonly encounter and for which little information on the response of laterally loaded piles was available. One site consisted of a deep deposit of soft silt in which 18-inch diameter piles were being installed for replacement of an existing bridge. The other site consisted of a moderately deep deposit of peat that was suspected of causing foundation movements in an adjacent bridge structure. Full-scale, field lateral load tests were performed on two instrumented piles at each site. A high degree of consistency was observed between the results of the two tests at both sites. The test results indicate that, for the loading conditions imposed during the tests, the response of the soil to lateral pile movement can be described by the Integrated Clay Criterion previously developed by researchers at the University of Houston. Integrated Clay Criterion parameters for the soils at each site are developed from interpretation of the test results. KW - Bridge foundations KW - Field tests KW - Loads KW - P-Y curves KW - Peat KW - Pile behavior KW - Pile lateral loads KW - Pile tests KW - Piles (Supports) KW - Silts KW - Structural tests KW - Test results UR - http://www.wsdot.wa.gov/research/reports/fullreports/215.1.pdf UR - https://trid.trb.org/view/357522 ER - TY - RPRT AN - 00618138 AU - Pivo, G AU - Frank, L D AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - MONITORING THE PERFORMANCE OF THE WASHINGTON STATE TRANSPORTATION POLICY PLAN. FINAL REPORT PY - 1991/10 SP - 110 p. AB - The purpose of this study is to develop a performance monitoring system for tracking the implementation of the Washington State Transportation Policy Plan. Performance monitoring is the periodic measurement of progress towards goals and objectives. A performance monitoring system uses information and action to provide a dynamic view of a program's progress. Background on the use of performance monitoring was obtained from a literature review and a survey of other state agencies. The development of indicators to track progress towards the goals in the plan was based upon interviews with key individuals involved in the creation of the goal statements. The report identifies data sources for indicators for which existing data are available and makes recommendations for filling gaps. Major findings from this study are as follows: (1) Performance monitoring can be useful for tracking progress towards goals; (2) Other states have little experience monitoring transportation policy; (3) Where possible, conventional indicators are recommended to track progress towards goals, and in other cases less conventional indicators are required to accurately track progress; and (4) Existing data can be utilized, thus avoiding the need for primary data collection -- this was possible for about half of the indicators, and for the remaining indicators, gaps in data can be filled with local government data and the primary collection of data. KW - Data collection KW - Data sources KW - Implementation KW - Monitoring KW - Performance KW - Transportation policy KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/235.1.pdf UR - https://trid.trb.org/view/357573 ER - TY - RPRT AN - 00616582 AU - Zegeer, C AU - Reinfurt, D AU - Neuman, T AU - Stewart, R AU - Council, F AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - SAFETY IMPROVEMENTS ON HORIZONTAL CURVES FOR TWO-LANE RURAL ROADS - INFORMATIONAL GUIDE PY - 1991/10 SP - 99 p. AB - This guide provides guidance for the design of horizontal curves on new highway sections and for the reconstruction and upgrading of existing curves on two-lane rural roads. Information is also provided in this guide for computing the expected benefits and costs for a variety of curve improvements, such as curve flattening, roadway widening, providing spiral transitions to curves, improving superelevation, sideslope flattening, and other roadside improvements. Thus, this guide should be useful to highway designers and safety officials responsible for the design of 3R projects, improvements to high-hazard locations, and highway reconstruction as it relates to horizontal curves. The accident relationships and basic project cost data contained in this guide resulted from research conducted for the Federal Highway Administration. FHWA research report FHWA-RD-90-021, entitled "Cost Effective Geometric Improvements for Safety Upgrading of Horizontal Curves, Volume I, Final Report" (TRIS 603210), contains the major results and conclusions of the study. KW - Benefits KW - Costs KW - Curves (Geometry) KW - Economic conditions KW - Economic impacts KW - Flattening KW - Guides KW - Guides to information KW - Highway safety KW - Horizontal curvature KW - Improvements KW - Pavement widening KW - Prevention KW - Rural highways KW - Safety KW - Spirals KW - Superelevation KW - Transition curves KW - Two lane highways UR - https://trid.trb.org/view/357168 ER - TY - RPRT AN - 00616571 AU - Roper, T H AU - Henley, E H AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THIN OVERLAY: CUSTER WAY UNDERCROSSING 5/316. POST CONSTRUCTION REPORT PY - 1991/10 SP - 30 p. AB - A polymer concrete thin overlay, EPI/FLEX III (epoxy) was applied to the deck of the Custer Way Undercrossing, Bridge No. 5/316, under Contract No. 3361, SR 5 Trosper Road Interchange to Capital Lake Interchange. This bridge crosses mainline I-5 in Tumwater, Washington. This report describes the construction and provides data on the post-construction evaluation of the completed overlay. KW - Bridge decks KW - Epoxides KW - Epoxy KW - Overlays (Pavements) KW - Performance KW - Polymer concrete KW - Post-construction KW - Repairing KW - Repairs KW - Thickness UR - http://www.wsdot.wa.gov/research/reports/fullreports/244.1.pdf UR - https://trid.trb.org/view/357157 ER - TY - RPRT AN - 00616461 AU - Roper, T H AU - Henley, H H AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THIN OVERLAY: SOUTH 154TH STREET OVERCROSSING 5/523E. POST CONSTRUCTION REPORT PY - 1991/10 SP - 28 p. AB - The Washington State Department of Transportation is conducting experimental field evaluations of selected polymer concrete thin (1/4 inch) overlays. The polymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard Washington State Department of Transportation construction contracts. Approximately 24 bridges will be involved in the experiment; eight of these are included in federal participating construction projects as experimental features. A polymer concrete thin overlay, The Conkryl Paviour Broadcast System (methyl methacrylate), was applied to the deck of the South 154th Street Overcrossing, Bridge No. 5/523E, under Contract No. 3354, SR 405 Tukwila to South Renton HOV Lanes. This bridge is a prestressed girder bridge located on mainline I-5 at the intersection with I-405 in Seattle, Washington. KW - Bridge decks KW - Evaluation KW - Field performance KW - Methyl methacrylate KW - Overlays (Pavements) KW - Performance KW - Polymer concrete KW - Post-construction KW - Thickness UR - http://www.wsdot.wa.gov/research/reports/fullreports/243.1.pdf UR - https://trid.trb.org/view/357067 ER - TY - RPRT AN - 00643613 AU - Sherwood, J M AU - U.S. Geological Survey AU - Ohio Department of Transportation AU - Federal Highway Administration TI - TECHNIQUES FOR ESTIMATING FLOOD-VOLUME-FREQUENCY FROM SMALL URBAN STREAMS IN OHIO. FINAL REPORT PY - 1991/09/30 SP - 63 p. AB - Methods are presented to estimate peak-frequency relations, flood hydrographs, and volume-duration-frequency relations of urban streams in Ohio with drainage areas less than 6.5 sq mi. The methods were developed to assist planners in the design of hydraulic structures for which hydrograph routing is required or where the temporary storage of water is an important element of the design criteria. Examples of how to use the methods also are presented. The data base for the analyses consisted of 5-minute rainfall-runoff data collected for a period of 5 to 8 years at 62 small drainage basins distributed throughout Ohio. The U.S. Geological Survey rainfall-runoff model A634 was used and was calibrated for each site. The calibrated models were used in conjunction with long-term (66-87 years) rainfall and evaporation records to synthesize a long-term series of flood-hydrograph records at each site. A method was developed and used to increase the variance of the synthetic flood characteristics in order to make them more representative of observed flood characteristics. Multiple-regression equations were developed to estimate peak discharges having recurrence intervals of 2, 5, 10, 25, 50, and 100 years. The explanatory variables in the peak-discharge equations are drainage area, average annual precipitation, and basin-development factor. Average standard errors of prediction for the peak-frequency equations range from +/-34% to +/-40%. A method is presented to estimate flood hydrographs by applying a specific peak discharge and basin lagtime to a dimensionless hydrograph. An equation was developed to estimate basin lagtime in which main-channel length divided by the square root of the main-channel slope and basin-development factor are the explanatory variables and the average standard error of prediction is +/-53%. A dimensionless hydrograph originally developed by the U.S. Geological Survey for use in Georgia was verified for use in urban areas of Ohio. Multiple-regression equations were developed to estimate maximum flood volumes of d-hour and T-year recurrence interval. Annual maximum flood-volume data for all combinations of six durations (1, 2, 4, 8, 16, and 32 hours) and six recurrence intervals (2, 5, 10, 25, 50, and 100 years) were analyzed. The explanatory variables in the resulting 36 volume-duration-frequency equations are drainage area, average annual precipitation, and basin-development factor. Average standard errors of prediction for the 36 equations range from +/-28% to +/-44%. Step-by-step examples show how to estimate (1) peak discharges for selected recurrence intervals, (2) flood hydrographs and compute their volumes, and (3) volume-duration-frequency relations of small ungaged urban streams in Ohio. Volumes estimated by use of the volume-duration-frequency equations were compared with volumes estimated by integrating under an estimated hydrograph. Both methods yield similar results for volume estimates of short KW - Drainage basins KW - Equations KW - Estimating KW - Estimation theory KW - Flood frequency KW - Flood hydrographs KW - Flood peaks KW - Flood volumes KW - Floods KW - Multiple regression KW - Multiple regression analysis KW - Ohio KW - Peak discharge KW - Rainfall KW - Runoff KW - Streams KW - Urban areas UR - https://trid.trb.org/view/386108 ER - TY - RPRT AN - 01584281 AU - Tanemura, Lisa AU - Mannering, Fred L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Incident Response Guide PY - 1991/09//Final Guide SP - 95p AB - This guide is a resource document for use by departments of transportation, state patrol offices,and other agencies that respond to incidents. It will serve as a resource and training document. It describes response steps and techniques appropriate under specific situations and lists the procedures for requesting additional equipment and staff, as well as resources and contacts. The guide was produced for use in the Puget Sound area, but it can be adapted to other urban and rural areas if the resource information is changed to be appropriate for those locations. The guide is one of two produced under this project. While this is intended to be an office reference/training guide for incident response personnel, the second document is a field guide for use by those personnel while they are on duty. KW - Guidelines KW - Incident management KW - Incident response KW - Puget Sound Region KW - Traffic crashes KW - Traffic incidents KW - Training UR - http://www.wsdot.wa.gov/research/reports/fullreports/225.1.pdf UR - https://trid.trb.org/view/1377094 ER - TY - RPRT AN - 01584274 AU - Casavant, Kenneth L AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - 1991 State Fee and Fine Regulations for Overweight Vehicles: A National Survey PY - 1991/09//Final Report SP - 89p AB - Deterioration of highways is associated with overloading vehicles. A system of fines and fees has been legislated to control or provide economic incentives to reduce overloading. This study evaluates the effectiveness and equity of the existing motor vehicle permit and penalty structure in Washington State and reviews the fee/fine/permit legislation in the balance of the nation. A comparison of fee/fine schedules over time was made and it was concluded that the "real" fine (fine adjusted for inflation) is considerably lower at present than it was in the past. Details of the national sample are found in this second volume of this report. KW - Equity (Justice) KW - Fees KW - Fines (Penalties) KW - Legislation KW - Overweight loads KW - Permits KW - States KW - Trucking UR - http://www.wsdot.wa.gov/research/reports/fullreports/242.2.pdf UR - https://trid.trb.org/view/1377100 ER - TY - RPRT AN - 01584267 AU - Casavant, Kenneth L AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A Preliminary Evaluation of the Equity of the Truck Fee and Fine System in Washington PY - 1991/09//Final Report SP - 176p AB - Deterioration of highways is associated with overloading vehicles. A system of fines and fees has been legislated to control or provide economic incentives to reduce overloading. This study evaluates the effectiveness and equity of the existing motor vehicle permit and penalty structure in Washington State and reviews the fee/fine/permit legislation in the balance of the nation. A comparison of fee/fine schedules over time was made and it was concluded that the "real" fine (fine adjusted for inflation) is considerably lower at present than it was in the past. Details of the national sample are found in the second volume of this report. KW - Equity (Justice) KW - Fees KW - Fines (Penalties) KW - Legislation KW - Overweight loads KW - Permits KW - Trucking KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/242.1.pdf UR - https://trid.trb.org/view/1377098 ER - TY - RPRT AN - 01405879 AU - Belt, G AU - Santelli, N AU - Hansen, M AU - United States. Federal Highway Administration. Office of Safety and Traffic Operations R&D TI - Evaluation of new nuclear density gauges on asphalt concrete PY - 1991/09 IS - FHWA/RD-90-092 SP - 114p AB - This report documents an evaluation of the state-of-the-art capabilities of nuclear density gauges to monitor the density of asphalt concrete. In particular, providing immediate information on compaction by the use of roller-mounted gauges and measuring the densities of thin layers were addressed. The study included three phases: literature search, laboratory tests, and field trials. The first phase included a review of current literature on the theory and operating characteristics of commercially available equipment and a review of state highway agency procedures and specifications for monitoring asphalt concrete density. The second phase included a series of laboratory tests to verify factory calibrations and to determine the depth sensitivity, chemical composition errors, and thin-lift capabilities of the various gauges under laboratory conditions. The third phase consisted of five sets of field trials. The laboratory and field trials were carried out using five commercially available static gauges, two commercially available roller-mounted gauges, and one prototype roller-mounted gauge previously developed for the FHWA. Full-depth measurements were taken at one field site and thin-lift measurements were taken at two sites. At a fourth site, the three roller gauges were mounted on a compacting roller and used during paving operation. At a fifth site, an attempt was made to correlate surface roughness and the speed of the roller-mounted gauges with density measurement accuracy. The density measurement data and the correlation of these data with core data are presented. Under carefully controlled laboratory conditions, the accuracy and precision of all the gauges were well within manufacturers' specifications. When compensated for chemical composition, lift thickness, and density of the underlying material, the depth sensitivity and the thin-lift measurement capabilities of the gauges were impressive. In the field, however, the correlation of individual gauge density readings with core density measurements and with each other ranged from excellent to fair. The inability to precisely field calibrate the gauges prior to each use hampered their performance. The data show that, within limitations, static nuclear gauges can be used for acceptance testing of thinlifts, but only when all parameters affecting the measurements are precisely known. The dynamic gauges can be effectively used to monitor relative density growth. KW - Asphalt KW - Bituminous pavements KW - Density KW - Evaluation KW - Evaluation KW - Measuring equipment KW - Measuring instruments KW - Nuclear density gages KW - Nuclear gauge KW - Quality control KW - Quality control UR - https://trid.trb.org/view/1173675 ER - TY - RPRT AN - 01405020 AU - Pendleton, O J AU - Gonzalez, O AU - Duarte, H AU - United States. Federal Highway Administration. Office of Safety and Traffic Operations R&D TI - Application of new accident analysis methodologies; volume 2 : a users manual for BEATS PY - 1991/09 IS - FHWA/RD-91-014 SP - 41p KW - Accident analysis KW - Accident black spot KW - Accident countermeasure KW - Before and after studies KW - Before and after study KW - Computer program KW - Computer programs KW - Crash analysis KW - Evaluation KW - Evaluation KW - High risk locations KW - Methodology KW - Methodology KW - Statistical analysis KW - Statistical analysis KW - Traffic safety UR - https://trid.trb.org/view/1172816 ER - TY - RPRT AN - 01405019 AU - Pendleton, O J AU - United States. Federal Highway Administration. Office of Safety and Traffic Operations R&D TI - Application of new accident analysis methodologies; volumes 1 : general methodology PY - 1991/09 IS - FHWA/RD-90-091 SP - 76p AB - Researchers in the field of accident analysis have long been aware of the problems associated with drawing statistical inference on safety using accident data. Aside from the problems of accessibility and quality, accident data present a real challenge when it comes to statistical analysis. One of the most serious problems in accident analysis is the regression-to-the-mean bias which occurs due to the non-random site selection process in safety measure evaluation studies. This study presents a new empirical Bayes method (EBEST) which adjusts for regression-to-the-mean bias. Three typical applications in accident analysis are considered for regression-to-the-mean bias, namely: 1) the evaluation of safety treatments, 2) the identification of high hazard locations, and 3) the assimilation of information from multiple safety measure studies (meta-analysis). A computer program was developed to execute these analyses as a part of this study. This manuscript describes the EBEST (Empirical Bayes Estimation of Safety and Transportation) methodology and presents examples of how the method works for each of the three accident analysis applications. This report appears in three volumes. Volume 1, General Methodology, FHWA-RD-90-091, is a non-statistical review of the study. Volume 11, A Users Manual for BEATS, FHWA-RD-91-014, is a user's manual for BEATS computer program, and Volume III, Theoretical Development of New Accident Analysis MetHodoLogy, FHWA-RD-91-015, contains the theoretical development of the procedure. KW - Accident analysis KW - Accident black spot KW - Accident countermeasure KW - Before and after studies KW - Before and after study KW - Computer program KW - Computer programs KW - Crash analysis KW - Evaluation KW - Evaluation KW - High risk locations KW - Methodology KW - Methodology KW - Statistical analysis KW - Statistical analysis KW - Traffic safety UR - https://trid.trb.org/view/1172815 ER - TY - ABST AN - 01403846 AU - Morris, C N AU - Christiansen, C L AU - Pendleton, O J AU - United States. Federal Highway Administration. Office of Safety and Traffic Operations R&D TI - Application of new accident analysis methodologies; volume 3: theoretical development PY - 1991/09 IS - FHWA/RD-91-015 SP - 21p KW - Accident analysis KW - Accident black spot KW - Accident countermeasure KW - Before and after studies KW - Before and after study KW - Computer program KW - Computer programs KW - Crash analysis KW - Evaluation KW - Evaluation KW - High risk locations KW - Methodology KW - Methodology KW - Statistical analysis KW - Statistical analysis KW - Traffic safety UR - https://trid.trb.org/view/1171630 ER - TY - RPRT AN - 00616497 AU - Okamoto, P A AU - Tayabji, S D AU - Barenberg, E J AU - Construction Technology Laboratories, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - INSTRUMENTATION AND EVALUATION OF PRESTRESSED PAVEMENT, U.S. 220, BLAIR COUNTY, PENNSYLVANIA. FINAL REPORT PY - 1991/09 SP - 277 p. AB - A major study has been performed to monitor performance of a prestressed post-tensioned concrete pavement constructed in November-December 1988 in Blair County, Pennsylvania. The 7-in. thick pavement was placed over a lean concrete base. Prestressed pavement slab length between active joints was 400 ft. Instrumentation was installed to monitor interior pavement strain changes attributable to application of post-tensioning stressing, drying shrinkage, concrete creep, strand relaxation, and subgrade friction associated restraints occurring with daily temperature associated concrete slab movements. Movements of slab ends at joints were monitored as well as slab edge curling. Load tests with single axle and tandem axle trucks were conducted during August 1989. Analysis was made of pavement length changes, prestress levels for cross sections for a range of distances from slab ends, and load-stress response of the pavement. During the load testing done in August 1989, pavement stresses were determined from measured pavement strains at prestressed slab edges and inward from edges. Slab stresses were also evaluated using the JSLAB finite element computer program. Stresses of the prestressed pavement as determined from strain measurements were less than those predicted using the finite element analysis. Inspections of pavements were made during construction and subsequent to construction to monitor visual indicators of pavement performance. Transverse cracks in some prestressed slabs were observed to occur after installation of tied shoulders. KW - Computer programs KW - Concrete KW - Concrete creep KW - Concrete shrinkage KW - Creep KW - Curling KW - Finite element method KW - Forecasting KW - Inspection KW - Instrumentation KW - Joint spacing KW - Joints (Engineering) KW - Load tests KW - Measurement KW - Pavement performance KW - Performance evaluations KW - Posttensioning KW - Prestressed concrete pavements KW - Road shoulders KW - Shrinkage KW - Spacing KW - Strain (Mechanics) KW - Strain gages KW - Strains KW - Stresses KW - Tied shoulders KW - Transverse cracking KW - Vision UR - https://trid.trb.org/view/357101 ER - TY - RPRT AN - 00738939 AU - Agent, K R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF STAMARK BRAND BISYMMETRIC 1.75 GRADE PAVEMENT MARKING TAPE PY - 1991/09 SP - 9 p. AB - The objective of this project was to evaluate the performance of Stamark Brand Bisymmetric 1.75 Grade pavement marking tape (Series 320) on a large-scale installation on Interstate 24 in McCracken County. The evaluation consisted of periodic inspection of the tape to determine its durability, appearance, and reflectivity. The tape has demonstrated good performance after two years in service. No durability problems were noted. While the appearance of the tape was not as bright as a typical traffic paint, it was adequate. The tape has maintained a high level of reflectivity. The performance of the material would potentially warrant additional use as longitudinal marking on moderate volume roadways. However, the cost of the tape must be considered in determining its use. KW - Brightness KW - Costs KW - Durability KW - Performance evaluations KW - Reflectivity KW - Road marking tapes KW - Traffic marking tapes UR - https://trid.trb.org/view/572935 ER - TY - RPRT AN - 00625460 AU - Pagan-Ortiz, J E AU - Federal Highway Administration TI - STABILITY OF ROCK RIPRAP FOR PROTECTION AT THE TOE OF ABUTMENTS LOCATED AT THE FLOODPLAIN. FINAL REPORT PY - 1991/09 SP - 125 p. AB - This report presents the results of research conducted in a hydraulic flume to determine the stability of rock riprap protecting abutments located on flood plains. The observed vulnerable zone for rock riprap failure is presented for two abutment types: vertical wall and spill-through (H:V = 2:1). Equations and velocity multipliers to assist an engineer in determining the stable rock riprap size are presented in this report for the two abutment types. Conditions found to influence the stability of rock riprap are also presented. The results obtained in this research report have been published in FHWA Publication HEC No. 18, "Evaluating Scour at Bridges," dated February 1991. KW - Bridge abutments KW - Equations KW - Flood plains KW - Riprap KW - Rocks KW - Scour KW - Size KW - Stability (Mechanics) KW - Velocity UR - https://trid.trb.org/view/367945 ER - TY - RPRT AN - 00625020 AU - Roschke, P N AU - Premthamkorn, P AU - Mitri, W A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - USER GUIDE FOR BRIDGE RAIL EXPERT SYSTEM (BREXS). FINAL REPORT PY - 1991/09 SP - 53 p. AB - This guide is intended to serve highway engineers as an introduction to the usage of BREXS, a knowledge-based expert system for bridge rail selection. Both new construction and retrofit cases of rail selection and installation are treated. Following instructions for installation of the software and required microcomputer hardware, the user is instructed in use of the software under the Microsoft Windows environment. Each menu in the system is described in detail. Graphical images from the computer monitor illustrate entry to data and dialog boxes as well as drawings of bridge rails that can be moved horizontally with the keyboard or pointing device to desired or optimal locations on the existing bridge slab. The final chapter provides the user with a sample session that uses the program to aid in bridge rail selection. Rails are recommended for a given site from a list of standard types approved by the Texas Department of Transportation. KW - Bridge railings KW - Design KW - Expert systems KW - Guides KW - Guides to information KW - Retrofitting UR - https://trid.trb.org/view/367685 ER - TY - RPRT AN - 00625016 AU - Stokes, R W AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR CONDUCTING INTERCITY HIGHWAY ROUTE STUDIES, INFORMATIONAL REPORT NO. 8. INTERIM REPORT PY - 1991/09 SP - 409 p. AB - This document provides the Texas Department of Transportation the initial step in developing a methodology for conducting intercity route studies. It is intended to assist the analyst in identifying the key factors that should be addressed in intercity route studies and to provide guidance in selecting the appropriate procedure(s) for evaluating these factors. In many cases the procedures presented have not been extensively tested and should be used with caution; in some cases, the procedures are either overly simplistic, in the development stage, or non-existent. Therefore, numerous "gaps" and caveats exist; recommendations for filling these gaps are enumerated wherever appropriate. The Guide consists of five chapters, four of which correspond to the four-step framework recommended for conducting intercity route studies. Several appendices provide guidelines concerning origin-destination studies, recommended data sources, descriptions of alternative methodologies, and additional documentation for selected topics which are treated in less detail in the main text. KW - Data collection KW - Data sources KW - Evaluation KW - Forecasting KW - Guidelines KW - Intercity KW - Intercity transportation KW - Methodology KW - Origin and destination KW - Routes KW - Transportation planning UR - https://trid.trb.org/view/367681 ER - TY - RPRT AN - 00625008 AU - Smith, D R AU - Cox, C AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DISTRICT LEVEL MICROCOMPUTER FLEXIBLE PAVEMENT HIGHWAY DATABASE SYSTEM PY - 1991/09 SP - 434 p. AB - This report is concerned with the design, development, testing and installation of a flexible pavement, district-level, microcomputer database. The development system supports five major data files: visual condition data collected every 0.5 miles; deflection analysis (FWD) data collected every 0.5 miles; ride data collected every 0.2 miles; skid data collected every 0.2 miles; and master 0.1 mile highway segment file. The system permits on-line query to all files for the purpose of producing highway segment data pertaining to user-specified conditions. Upon completion, the system will provide data concerning critical highway segments, data to support maintenance decisions, highway condition plots, and data to support the allocations of maintenance funds. The developed model is designed around the specific needs of District 21, Pharr, Texas. However, the system is designed to function within any highway district in Texas with minimal modification. The database design was modeled using the DATAEASE microcomputer-based relational database language and runs on the IBM or IBM-compatible AT class of microcomputer. Minimal hardware requirements include DOS 3.1 or higher, 640 KB of RAM, one 1.2 Mb floppy disk, and a 33 Mb fixed disk. Additional equipment needs are a wide carriage dot matrix printer and a high speed tape backup system. The system is designed to be resident in the district headquarters with technical support provided by D-18PM in Austin and the Texas Transportation Institute at Texas A&M University, College Station, Texas. KW - Databases KW - Decision making KW - Deflection KW - Evaluation KW - Flexible pavements KW - Hardware KW - Maintenance management KW - Microcomputers KW - Pavement conditions KW - Pavement deflection KW - Pavement management systems KW - Pavements KW - Riding qualities KW - Skid resistance KW - Skidding KW - Software KW - Support systems UR - https://trid.trb.org/view/367673 ER - TY - RPRT AN - 00628789 AU - King, P L AU - Hitchcock, H S AU - Georgia Department of Transportation AU - Federal Highway Administration TI - BIOREMEDIATION OF ORGANIC CONTAMINANTS. FINAL REPORT PY - 1991/09 SP - 50 p. AB - The Georgia Department of Transportation (GDOT) may at times be required to clean up contaminated soil on highway rights-of-way or other Department owned property. Bioremediation is one method of cleaning soil contaminated with organic materials. In this study, a small scale bioremediation was conducted under both aerobic and anaerobic conditions. A known volume of soil was contaminated with diesel fuel at 1% by weight. Variables monitored were microbial activity, effect of fertilizer addition, pH, dissolved oxygen level and contaminant level. Based on the findings of this study, it can be concluded that aerobic bioremediation is a workable method for cleaning soil contaminated with petroleum fuel. Anaerobic bioremediation is not as effective as aerobic bioremediation in removing fuel from soil. Under aerobic conditions, a 93% reduction in hydrocarbon level was achieved in 2 months, while a 50% reduction in hydrocarbon level was achieved in 5 months under anaerobic conditions. Every contaminated site must be investigated thoroughly to develop an effective remediation plan. The most ideal conditions for aerobic bioremediation are permeable soil, neutral pH, and fertile soil with a large diverse population of aerobic microbes. Any water within the contaminated area should ideally have a high dissolved oxygen level. Anaerobic bioremediation may be the appropriate method only where aerobic conditions are not feasibly achieved. KW - Aerobic conditions KW - Anaerobic conditions KW - Bioremediation KW - Contaminants KW - Contaminated soil KW - Diesel fuels KW - Dissolved gases KW - Dissolved oxygen KW - Effectiveness KW - Fertilizers KW - Measures of effectiveness KW - Organic contaminants KW - Organic materials KW - Permeability KW - pH value KW - Right of way (Land) KW - Soil permeability KW - Soil remediation KW - Soils UR - https://trid.trb.org/view/369135 ER - TY - RPRT AN - 00627228 AU - Zayed, A M AU - Washburn, T AU - HARMAN, P AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - EFFECT OF FLY ASH QUALITY ON THE PERFORMANCE AND SERVICE LIFE OF CONCRETE. FINAL REPORT PY - 1991/09 SP - 71 p. AB - This investigation addresses the effect of variable loading in power stations on the material properties and quality of the produced Class F Fly Ash. In addition, the effect of varying fly ash quality on the properties and durability of concrete was investigated. The properties of the as-received ash that were quantified include: oxides composition, oil content, carbon content, LOI, glass content, particle size distribution, fineness, mortar cube strength and reacted fly ash fraction. It was found that variation in loading conditions affected the pozzolanic activity of the ashes. The pozzolanic activity was found to be a function of the fly ash glass content, fineness and oil content. Properties of fresh concrete, namely, air content and slump were found to be affected by the quality of the as-received ash, specifically its carbon content. The strength of concrete mixes incorporating different quality fly ashes was found to be a function of the as-received ash properties. KW - Air content KW - Carbon KW - Carbon content KW - Concrete KW - Concrete properties KW - Concrete strength KW - Durability KW - Fineness KW - Fly ash KW - Fresh concrete KW - Glass KW - Glass content KW - Oil content KW - Oxides KW - Particle size distribution KW - Physical properties KW - Pozzolanic action KW - Properties of materials KW - Quality KW - Quality control KW - Slump test KW - Strength of materials UR - https://trid.trb.org/view/368627 ER - TY - RPRT AN - 00618137 AU - WRIGHT, P AU - Sarasua, W AU - University of Georgia, Experiment AU - Governor's Office of Highway Safety AU - Georgia Department of Transportation AU - Federal Highway Administration TI - SAFETY EFFECTS OF THE 65 MPH SPEED LIMIT AND THE MANDATORY SEAT BELT LAW. FINAL REPORT PY - 1991/09 SP - 126 p. AB - This study consisted of several tasks to measure the safety effects of the 65 mph speed limit, effective in Georgia in February 1988, and the mandatory seat belt law, effective September 1988. Before and after periods were used in the analysis of fatalities, fatal accidents, and injuries for different highway classifications. The researchers found no significant effect of the 65 mph speed limit on the occurrence of fatal accidents and fatalities on the Rural Interstate system in the six month period after the law. Time series analyses revealed significant increases in fatalities beginning about nine months after the effective date of the speed limit increase. There was also a significant increase in reported injuries on the Rural Interstates after the speed limit increase. Statistical analyses using odds ratios compared accident experience in a six month period before the seat belt law to the experience in a six month period after the law. The results failed to show any significant decrease in the number of fatalities or fatal accidents. However, time series analyses of reported injuries showed that the seat belt law had a beneficial effect. KW - 65 mph speed limit KW - Before and after studies KW - Effectiveness KW - Fatalities KW - Injuries KW - Interstate highways KW - Laws KW - Manual safety belts KW - Measures of effectiveness KW - Rural highways KW - Statistical analysis KW - Time series analysis KW - Utilization UR - https://trid.trb.org/view/357572 ER - TY - RPRT AN - 00618047 AU - Bazemore, D E AU - Hupp, C R AU - Diehl, T H AU - U.S. Geological Survey AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - WETLAND SEDIMENTATION AND VEGETATION PATTERNS NEAR SELECTED HIGHWAY CROSSINGS IN WEST TENNESSEE. FINAL REPORT PY - 1991/09 SP - 55 p. AB - This report (1) characterizes the distribution of long-term sediment-deposition rates upstream and downstream of highway crossings, (2) evaluates temporal patterns of deposition rates and tree growth, (3) describes the modeled effects of the highway crossings on sediment deposition rates, and (4) characterizes bottomland forest community patterns, at eleven bottomland wetland sites in West Tennessee. The purpose is to address concerns over possible negative impacts of highway crossings on sediment deposition and vegetation in bottomland wetlands. Comparison tests showed no evidence that rates of clay and silt deposition were significantly higher upstream than downstream of highway crossings; higher rates upstream were expected if backwater upstream of highway crossings acts as a sediment trap. Three study sites demonstrated slightly higher downstream rates. Sand splays can be observed downstream from bridge openings at most study sites. Sand deposition appears to be related to increased velocity and turbulence due to flow constriction at the bridges. The extent to which sand splays occur downstream of the highway appears related to flow constrictions created by levees and spoil banks parallel to channels. Clay and silt deposition rates have increased, in general, over the last 40 to 60 years. Temporal trends appear to have responded to channelization but not to highway-crossing construction. Vegetation patterns appear most strongly related to hydroperiod. Highway crossings had no apparent effect on vegetation patterns. KW - Deposition KW - Deposition rates KW - Environmental impacts KW - Flow constrictions KW - Highway bridges KW - Sedimentation KW - Streams KW - Tennessee KW - Trend (Statistics) KW - Vegetation KW - Wetlands UR - https://trid.trb.org/view/357511 ER - TY - RPRT AN - 00616499 AU - Kennedy, R C AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - CATHODIC DECK PROTECTION AND LATEX MODIFIED CONCRETE OVERLAY ON STEEL I-BEAM BRIDGE. CONSTRUCTION AND FINAL REPORT PY - 1991/09 SP - 57 p. AB - This report describes the condition of the reinforced concrete deck at the time of its rehabilitation, documents the rehabilitation specifications and the actual construction, and details the monitoring procedures that will be used to verify the functional adequacy of the cathodic protection. The cathodic protection system was applied to the patched and scarified bridge deck. The deck was then blast cleaned and a 1-1/2 inch thick latex modified concrete wearing surface placed. The constant current cathodic protection system consisted of approximately 9,700 sq ft of Raychem Ferex 100 anode, a prefabricated conductive polymer mesh. The four zone impressed current system is powered by a multiple output rectifier and monitored with silver/silver chloride reference electrodes and re-bar probes. Traffic was maintained on one lane while the adjacent lane was under construction. KW - Anode mesh KW - Anodes KW - Bridge decks KW - Cathodic protection KW - Driver rehabilitation KW - Latex modified concrete KW - Monitoring KW - Overlays (Pavements) KW - Rectifiers KW - Rehabilitation KW - Specifications UR - https://trid.trb.org/view/357103 ER - TY - RPRT AN - 00616378 AU - EDWARDS, A AU - Huddleston, J AU - Moore, L AU - Gower, J AU - Oregon State Highway Division AU - Oregon Department of Transportation AU - Federal Highway Administration TI - ESTABLISHING LAYER COEFFICIENTS FOR CTB, PMBB, AND RAP. FINAL REPORT PY - 1991/09 SP - 46 p. AB - In 1988, the Oregon State Highway Division adopted the 1986 AASHTO guide for pavement thickness design. Currently the OSHD uses a layer coefficient of .22 to .24 for cement treated base (CTB), and .32 for plant mix bituminous base (PMBB). Recycled asphalt pavement grindings (RAP) have been given the same layer coefficient as that used for aggregate base. This study was conducted to determine more specific values which take into account local materials and specifications. Through the use of laboratory triaxial, diametral, and unconfined compressive strength testing equipment, the strength properties of the CTB, PMBB, and RAP were characterized and correlated to AASHTO layer coefficients. The results of the testing for CTB were modified to take into account the new OSHD specification and the unrecoverable cores. The modified data resulted in project average layer coefficients for CTB ranging from .21 to .30. The PMBB project averages for layer coefficients ranged from .3 to .47. The range in these values is considerable. The current design practice of using layer coefficients of .22 to .24 for CTB and .32 for PMBB will be continued until additional data and specification changes are made to justify a change. The use of RAP in lieu of untreated aggregate base appears to be a good alternate on some projects. KW - Base course (Pavements) KW - Bituminous bases KW - Cement treated bases KW - Cement treated soils KW - Laboratory tests KW - Layer coefficient (Pavements) KW - Layer coefficients KW - Local materials KW - Pavement design KW - Plant mix KW - Recycled materials KW - Specifications KW - Test results KW - Triaxial shear tests KW - Unconfined compression tests UR - https://trid.trb.org/view/357019 ER - TY - RPRT AN - 00622397 AU - Plecnik, J M AU - California State University, Long Beach AU - Federal Highway Administration TI - BEHAVIOR OF COMPOSITE BRIDGE DECKS AND CONNECTIONS UNDER FATIGUE LOADING PY - 1991/09 SP - 198 p. AB - This report presents a summary of an extensive experimental and analytical research study on the design and behavior of a composite bridge deck. Static and fatigue type experimental studies were performed on the deck structure and possible connections to the superstructure. The applied loads were modelled after the standard AASHTO truck (HS20-44) and the Alternate Military loading. The primary conclusions from the research study include the following: a) The optimum composite bridge deck consists of an x-shaped monocoque type of a structural system which transfers wheel loads to the girders of the superstructure by stress type forces; b) Glass type reinforcement and polyester matrix are the most feasible materials for the composite deck based on economic, structural and manufacturing considerations; c) The acoustic emissions technique has proven to be a valuable non-destructive testing method for evaluating the critical loads and fatigue cycle limits; d) The longitudinal joints for the composite deck will require support girders to avoid excessive stresses and deflections; e) The transverse joints for the composite deck may be fabricated with inserts; such inserts allow for adequate shear transfer and also satisfy deflection limits required by AASHTO. KW - Acoustic emission tests KW - Bridge decks KW - Composite materials KW - Critical loads KW - Critical values KW - Deflection KW - Fatigue limit KW - Fatigue tests KW - Fiber reinforced materials KW - Glass fibers KW - Inserts KW - Load transfer KW - Loads KW - Longitudinal joints KW - Nondestructive tests KW - Polyester resins KW - Shear stress KW - Shear transfer KW - Stresses KW - Structural supports KW - Supports KW - Transverse joints UR - https://trid.trb.org/view/362906 ER - TY - RPRT AN - 00622393 AU - Lee, R L AU - Hostetter, R S AU - Leibowitz, H W AU - Pennsylvania State University, University Park AU - Federal Highway Administration TI - DRIVER VISIBILITY UNDER WET PAVEMENT CONDITIONS: SIZE, SHAPE AND SPACING OF OBJECT MARKERS/DELINEATORS. FINAL REPORT PY - 1991/09 SP - 59 p. AB - This study sought to reduce the risks of wet, nighttime driving by determining the minimum visibility required of roadway delineators. To isolate the contributions that discrete delineators have on guidance vision and drivers' reactions, test subjects were shown electronically digitized photographs of wet, nighttime roadways to which simulated delineation was added. The delineators' apparent size, shape, spacing, and contrast were calculated from models describing the visible effects of various rain conditions and roadway geometries. Subjects' scores were based on the minimum delineator contrast required to correctly identify curve directions in various scenes. A disproportionate number of older drivers were tested because this group especially needs enhanced delineation under these adverse seeing conditions. Of the noncontrast delineator variables studied, only spacing provided a statistically significant difference for both right and left curve groups, with wider spacing requiring greater contrast for correct response. The delineator size effect was non-significant for both test groups. The evaluation of delineator shape produced the greatest inconsistency across test groups; delineator shape effects were significant for the left curve test group only. Age group was statistically significant for only one of the test groups, but as expected, subjects age 65 and over generally required greater contrast for correct identification of curve direction. Likewise, for the effects of rainfall, the trend was in the expected direction, with heavier levels of rainfall requiring greater contrast for a correct response. KW - Aged drivers KW - Contrast KW - Crashes KW - Delineators (Traffic) KW - Hazards KW - Highway delineators KW - Human subject testing KW - Moisture content KW - Night visibility KW - Risk assessment KW - Shape KW - Simulation KW - Size KW - Spacing KW - Wet conditions UR - https://trid.trb.org/view/362902 ER - TY - RPRT AN - 00619241 AU - Smith, K D AU - Peshkin, D G AU - Mueller, A L AU - Owusu-Antwi, E AU - Darter, M I AU - ERES Consultants, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CONCRETE PAVEMENTS IN THE PHOENIX URBAN CORRIDOR. VOLUME I - FINAL REPORT PY - 1991/09 SP - 176 p. AB - Arizona has been building portland cement concrete (PCC) pavements since the 1950's and now has approximately 400 lane miles of PCC pavements. Overall, these pavements have performed exceptionally well and have carried large traffic volumes. However, these pavements have experienced a range of distresses, including faulting, cracking, spalling, and, consequently, roughness. Since ADOT is considering the construction of approximately 230 lane miles of PCC in the next 20 years, a comprehensive evaluation of the 36 concrete pavements in the Phoenix Urban Corridor was conducted to identify the performance trends of the different designs and to aid in the recommendation of appropriate rehabilitation strategies. The field testing and evaluation consisted of condition surveys, drainage survey, nondestructive deflection testing, coring and subsurface boring investigations, a roughness survey, and Weigh-in-Motion (WIM) studies on selected sites. This volume summarizes the performance of the various concrete pavements in the Phoenix Urban Corridor. That performance data is then used in the evaluation of various concrete pavement design models to assess their applicability to Arizona conditions. Attempts at the development of new models from the performance data were not successful due to the limited number of sections and the large number of confounding factors. The performance data were also used in the development of design recommendations and in the determination of suggested rehabiltation activities for each section. This volume is the first in a series of two. Volume II contains appendices with the project summary tables, project strip maps, data base description, WIM data, rehabilitation selection guidelines, and an overview of rehabilitation methods. KW - Boring KW - Concrete pavements KW - Condition surveys KW - Core analysis KW - Cores (Specimens) KW - Defects KW - Deflection KW - Drainage KW - Driver rehabilitation KW - Field tests KW - Nondestructive tests KW - Pavement deflection KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Pavements KW - Performance evaluations KW - Phoenix (Arizona) KW - Rehabilitation KW - Roughness KW - Weigh in motion UR - https://trid.trb.org/view/361758 ER - TY - RPRT AN - 00619242 AU - Smith, K D AU - Peshkin, D G AU - James, G S AU - Evans, L D AU - Darter, M I AU - ERES Consultants, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CONCRETE PAVEMENTS IN THE PHOENIX URBAN CORRIDOR. VOLUME II - APPENDICES PY - 1991/09 SP - 231 p. AB - Arizona has been building portland cement concrete (PCC) pavements since the 1950's and now has approximately 400 lane miles of PCC pavements. Overall, these pavements have performed exceptionally well and have carried large traffic volumes. However, these pavements have experienced a range of distresses, including faulting, cracking, spalling, and, consequently, roughness. Since ADOT is considering the construction of approximately 230 lane miles of PCC in the next 20 years, a comprehensive evaluation of the 36 concrete pavements in the Phoenix Urban Corridor was conducted to identify the performance trends of the different designs and to aid in the recommendation of appropriate rehabilitation strategies. The field testing and evaluation consisted of condition surveys, drainage survey, nondestructive deflection testing, coring and subsurface boring investigations, a roughness survey, and Weigh-in-Motion (WIM) studies on selected sites. This volume provides project documentation to the main report. The appendices of this volume summarize the performance data for the sections; provide strip maps taken from the distress surveys; describe the creation and use of the project data base; summarize the results from the WIM studies; furnish rehabilitation selection guidelines; and provide an overview of rehabilitation methods. This volume is the second in a series of two. Volume I provides a general performance summary of the sections, evaluates the pertinent concrete design models, and provides recommended design and rehabilitation alternatives. KW - Boring KW - Concrete pavements KW - Condition surveys KW - Core analysis KW - Cores (Specimens) KW - Defects KW - Deflection KW - Drainage KW - Driver rehabilitation KW - Field tests KW - Nondestructive tests KW - Pavement deflection KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Pavements KW - Performance evaluations KW - Phoenix (Arizona) KW - Rehabilitation KW - Roughness KW - Weigh in motion UR - https://trid.trb.org/view/361759 ER - TY - RPRT AN - 00619289 AU - Bowlby, W AU - O'Grady, T AU - Patton, R C AU - Herman, L A AU - Vanderbilt University AU - Washington State Department of Transportation AU - Federal Highway Administration TI - COMPREHENSIVE SYSTEM-LEVEL NOISE REDUCTION STRATEGIES. FINAL REPORT PY - 1991/09 SP - 45 p. AB - A comprehensive review of the state-of-the-art in traffic noise abatement was conducted. Key literature was reviewed, and surveys conducted with state DOT noise analysts, and local environment noise control programs, and vehicle manufacturers. Areas of interest included abatement strategies, effective vehicle noise control, land use compatibility programs, and programmatic and administrative issues. Findings included the following: (1) the demand for noise abatement is increasing; (2) state DOTs need better sources of funds for retrofit ("Type II") noise barrier programs; (3) state and local noise control programs have suffered greatly since the end of the USEPA noise program in 1982; and (4) truck manufacturers in the U.S. and Europe are successfully meeting the newly manufactured vehicle noise standards in their respective areas. Current Washington initiatives were also examined. WSDOT has included noise abatement as a priority area in its 1991 Transportation Policy Plan and the legislature developed a Growth Management Act and Growth Strategies Act that calls for comprehensive land use plan development by cities and counties. Recommendations to WSDOT included the need for expanded staff, a dedicated source of funds for a phased retrofit abatement program and active involvement in implementation of the two growth acts. KW - Data collection KW - Financing KW - Growth management KW - Guides to the literature KW - Industries KW - Land use planning KW - Legislation KW - Literature reviews KW - Motor vehicles KW - Noise barriers KW - Noise control KW - Noise reduction KW - Policy KW - Retrofitting KW - State departments of transportation KW - State of the art studies KW - Surveys KW - Traffic noise KW - Trucks KW - Urban growth KW - Washington (State) KW - Zoning UR - http://www.wsdot.wa.gov/research/reports/fullreports/247.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/247.2.pdf UR - https://trid.trb.org/view/361789 ER - TY - RPRT AN - 00618823 AU - Belt, G AU - Santelli, N AU - Hansen, M AU - Scientex Corporation AU - Federal Highway Administration TI - EVALUATION OF NEW NUCLEAR DENSITY GAUGES ON ASPHALT CONCRETE. FINAL REPORT PY - 1991/09 SP - 126 p. AB - This report documents an evaluation of the state-of-the-art capabilities of nuclear density gauges to monitor the density of asphalt concrete. In particular, providing immediate information on compaction by the use of roller-mounted gauges and measuring the densities of thin layers were addressed. The study included three phases: literature search, laboratory tests, and field trials. The first phase included a review of current literature on the theory and operating characteristics of commercially available equipment and a review of State highway agency procedures and specifications for monitoring asphalt concrete density. The second phase included a series of laboratory tests to verify factory calibrations and to determine the depth sensitivity, chemical composition errors, and thin-lift capabilities of the various gauges under laboratory conditions. The third phase consisted of five sets of field trials. The laboratory and field trials were carried out using five commercially available static gauges, two commercially available roller-mounted gauges, and one prototype roller-mounted gauge previously developed for the FHWA. Full-depth measurements were taken at one field site and thin-lift measurements were taken at two sites. At a fourth site, the three roller gauges were mounted on a compacting roller and used during paving operation. At a fifth site, an attempt was made to correlate surface roughness and the speed of the roller-mounted gauges with density measurement accuracy. The density measurement data and the correlation of these data with core data are presented. Laboratory results were accurate and precise. In the field, results ranged from excellent to fair. The inability to precisely field calibrate the gauges prior to each use hampered their performance. The data show that, within limitations, static nuclear gauges can be used for acceptance testing of thin-lifts, but only when all parameters affecting the measurements are precisely known. The dynamic gauges can be effectively used to monitor relative density growth. KW - Acceptance tests KW - Accuracy KW - Asphalt concrete KW - Calibration KW - Density KW - Density measurement KW - Field tests KW - Guides to the literature KW - Laboratory tests KW - Literature reviews KW - Measurement KW - Nuclear gages KW - Performance evaluations KW - State of the art studies KW - Thin films KW - Thin layers UR - https://trid.trb.org/view/361509 ER - TY - RPRT AN - 00616500 AU - Ramirez, T L AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - HIGH-TYPE RAILROAD CROSSING SURFACE MONITORING AND EVALUATION. FINAL REPORT PY - 1991/09 SP - 87 p. AB - This research project evaluated the long term rideability improvement and material performance of proprietary high-type railroad crossings. A total of 7 different high-type surfaces were evaluated for a minimum of five years. Rideability was determined subjectively by driving over the crossing at the posted speed limit and at a standard 25 mph speed limit. The estimated total number of equivalent 18-kip single axle loads (ESALs) was also calculated for each crossing's service life. Crossing performance was affected by poor subgrade conditions, poor or clogged drainage systems, poor approach pavement transitions, and deteriorated pavement approach to crossing panel joints (header boards). Generally, the proprietary crossings manufactured by Goodyear and Red Hawk (now OMNI) were concluded to have the best performance in this evaluation. Both of these crossings exhibited good material durability, and good traffic load carrying performance. KW - Approach lanes KW - Approaches KW - Axle loads KW - Drainage structures KW - Drainage systems KW - Durability KW - Equivalent single axle loads KW - Ethylene resins KW - Materials KW - Performance evaluations KW - Polyethylene KW - Railroad grade crossings KW - Ride quality KW - Rideability KW - Rubber KW - Subgrade (Pavements) KW - Timber KW - Timber (Structural) KW - Traffic equivalence factor UR - https://trid.trb.org/view/357104 ER - TY - RPRT AN - 00616568 AU - Nihan, N L AU - Berg, D B AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - PREDICTIVE ALGORITHM IMPROVEMENTS FOR A REAL-TIME RAMP CONTROL SYSTEM. FINAL REPORT PY - 1991/09 SP - 54 p. AB - The purpose of this project was to determine the feasibility and evaluate the usefulness of a predictive ramp-metering algorithm, an algorithm that anticipates bottlenecks (a bottleneck being a reduction in the traffic capacity of the freeway) one to two minutes before their occurrence. The predictive algorithm was tested on-line in the Washington State Department of Transportation's ramp-metering central computer. The predictive algorithm's accuracy in predicting bottlenecks on-line was very good, with a correct prediction rate of almost 80%. The measured increase in volume and decrease in occupancy during a portion of the morning peak period showed that the predictive algorithm reduced the number and/or severity of bottlenecks on the freeway test section. KW - Accuracy KW - Algorithms KW - Bottlenecks KW - Forecasting KW - Freeways KW - Ramp metering KW - Real time control KW - Real time data processing UR - http://www.wsdot.wa.gov/research/reports/fullreports/213.1.pdf UR - https://trid.trb.org/view/357154 ER - TY - RPRT AN - 00616498 AU - Koerner, R M AU - Wilson-Fahmy, R AU - Drexel University AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - APPLICATION OF GEOGRIDS: VOLUME 1 - GEOGRID REINFORCED WALLS. FINAL REPORT PY - 1991/09 SP - 189 p. AB - This report reviews the state-of-the-art insofar as polymeric geogrid reinforcement of a soil retaining wall system is concerned. It then proceeds into design concepts and geogrid properties and testing methods. The focal section follows which is on geogrid specifications for reinforced earth walls along with two illustrative problems. The report ends with elements of construction guidelines and a suggested implementation plan insofar as the Pennsylvania Department of Transportation is concerned. A set of Appendicies is also included which gives the different test procedures used in the design specification section of the report. KW - Construction KW - Design KW - Geogrids KW - Geotextiles KW - Guidelines KW - Properties of materials KW - Reinforcement (Engineering) KW - Retaining walls KW - Specifications KW - State of the art studies KW - Test procedures UR - https://trid.trb.org/view/357102 ER - TY - RPRT AN - 00616474 AU - Pendleton, O J AU - Texas Transportation Institute AU - Federal Highway Administration TI - APPLICATION OF NEW ACCIDENT ANALYSIS METHODOLOGIES. VOLUME I: GENERAL METHODOLOGY. FINAL REPORT PY - 1991/09 SP - 76 p. AB - Researchers in the field of accident analysis have long been aware of the problems associated with drawing statistical inference on safety using accident data. Aside from the problems of accessibility and quality, accident data present a real challenge when it comes to statistical analysis. One of the most serious problems in accident analysis is the regression-to-the-mean bias which occurs due to the non-random site selection process in safety measure evaluation studies. This study presents a new empirical Bayes method (EBEST) which adjusts for regression-to-the-mean bias. Three typical applications in accident analysis are considered for regression-to-the-mean bias, namely: (1) the evaluation of safety treatments; (2) the identification of high hazard locations; and (3) the assimilation of information from multiple safety measure studies (meta-analysis). A computer program was developed to execute these analyses as a part of this study. This manuscript describes the EBEST (Empirical Bayes Estimation of Safety and Transportation) methodology and presents examples of how the method works for each of the three accident analysis applications. This volume, Volume I, is a non-statistical review of the study. KW - Bayes' theorem KW - Bias (Statistics) KW - Computer programs KW - Correlation analysis KW - Crash analysis KW - Data analysis KW - Empirical methods KW - High risk locations KW - Mathematical analysis KW - Methodology KW - Multiple correlation KW - Regression analysis KW - Safety KW - Traffic crashes KW - Treatment UR - https://trid.trb.org/view/357081 ER - TY - RPRT AN - 00616387 AU - Morris, C N AU - Christiansen, C L AU - Pendleton, O J AU - Texas Transportation Institute AU - Federal Highway Administration TI - APPLICATION OF NEW ACCIDENT ANALYSIS METHODOLOGIES. VOLUME III - THEORETICAL DEVELOPMENT OF NEW ACCIDENT ANALYSIS METHODOLOGY. FINAL REPORT PY - 1991/09 SP - 21 p. AB - Researchers in the field of accident analysis have long been aware of the problems associated with drawing statistical inference on safety using accident data. Aside from the problems of accessibility and quality, accident data present a real challenge when it comes to statistical analysis. One of the most serious problems in accident analysis is the regression-to-the-mean bias which occurs due to the non-random site selection process in safety measure evaluation studies. This study presents a new empirical Bayes method (EDEST) which adjusts for regression-to-the-mean bias. Three typical applications in accident analysis are considered for regression-to-the-mean bias, namely: (1) the evaluation of safety treatments; (2) the identification of high hazard locations; and (3) the assimilation of information from multiple safety measure studies (meta-analysis). A computer program was developed to execute these analyses as a part of this study. This manuscript describes the EBEST (Empirical Bayes Estimation of Safety and Transportation) methodology and presents examples of how the method works for each of the three accident analysis applications. This volume, Volume III, contains the theoretical development of the procedure. KW - Bayes' theorem KW - Bias (Statistics) KW - Computer programs KW - Correlation analysis KW - Crash analysis KW - Data analysis KW - Empirical methods KW - High risk locations KW - Mathematical analysis KW - Methodology KW - Multiple correlation KW - Regression analysis KW - Safety KW - Statistical analysis KW - Statistics KW - Theory KW - Traffic crashes KW - Treatment UR - https://trid.trb.org/view/357029 ER - TY - RPRT AN - 00616475 AU - Pendleton, O J AU - Gonzalez, O AU - Duarte, H AU - Texas Transportation Institute AU - Federal Highway Administration TI - APPLICATION OF NEW ACCIDENT ANALYSIS METHODOLOGIES. VOLUME II: A USERS MANUAL FOR BEATS. FINAL REPORT PY - 1991/09 SP - 41 p. AB - Researchers in the field of accident analysis have long been aware of the problems associated with drawing statistical inference on safety using accident data. Aside from the problems of accessibility and quality, accident data present a real challenge when it comes to statistical analysis. One of the most serious problems in accident analysis is the regression-to-the-mean bias which occurs due to the non-random site selection process in safety measure evaluation studies. This study presents a new empirical Bayes method (EBEST) which adjusts for regression-to-the-mean bias. Three typical applications in accident analysis are considered for regression-to-the-mean bias, namely: (1) the evaluation of safety treatments; (2) the identification of high hazard locations; and (3) the assimilation of information from multiple safety measure studies (meta-analysis). A computer program was developed to execute these analyses as a part of this study. This manuscript describes the EBEST (Empirical Bayes Estimation of Safety and Transportation) methodology and presents examples of how the method works for each of the three accident analysis applications. This volume, Volume II, is a users manual for the BEATS computer program. KW - Bayes' theorem KW - Bias (Statistics) KW - Computer programs KW - Correlation analysis KW - Crash analysis KW - Data analysis KW - Empirical methods KW - High risk locations KW - Manuals KW - Mathematical analysis KW - Methodology KW - Multiple correlation KW - Regression analysis KW - Safety KW - Traffic crashes KW - Treatment UR - https://trid.trb.org/view/357082 ER - TY - JOUR AN - 00615119 JO - Public Roads PB - Federal Highway Administration AU - Duwadi, S R AU - Federal Highway Administration TI - BRIDGE TEMPORARY WORKS RESEARCH PROGRAM PY - 1991/09 VL - 55 IS - 2 SP - p. 37-40 AB - The collapse of falsework on the Route 198 overpass on the Baltimore-Washington Parkway was determined to be caused by shoring tower failures, and led to the Federal Highway Administration recommending the revision of specifications and guidelines relating to falsework. This article reviews several recent falsework failures, and describes a multidisciplinary falsework research task force. The priority activities of the task force are as follows: survey specifications on bridge temporary works; establish standard specifications; develop a design manual; develop recommendations related to certification program on suppliers' products; and develop a construction manual. The end products of the FHWA Program will be a synthesis of all codes and specifications dealing with the subject, a standard specification, and a design manual. KW - Bridges KW - Building codes KW - Construction KW - Failure KW - Falsework KW - Guidelines KW - Manuals KW - Research KW - Shoring KW - Specifications KW - Standards UR - https://trid.trb.org/view/359450 ER - TY - JOUR AN - 00615120 JO - Public Roads PB - Federal Highway Administration AU - Hersey, H H AU - Federal Highway Administration TI - UNIVERSITY TRANSPORTATION CENTERS PROGRAM. EDUCATION AND RESEARCH FOR THE 21ST CENTURY PY - 1991/09 VL - 55 IS - 2 SP - p. 41-45 AB - The article describes the Federal Highway Administration's University Transportation Centers Program, which represents FHWA's commitment to develop and promote innovative problem solving methods for the transportation community. The Program's work is conducted at 10 regional centers, several Advanced Institutes thorughout the country, and 3 newly proposed National Centers for Transportation Management, Research, and Development. Ongoing and planned program activities at these centers are reviewed in this article. Research projects initiated at the universities in the program relate to transit, railroads, maritime transportation, multimodal, and highway transportation. Highlights of the programs in the various institutions are noted. The research is providing innovative solutions to problems in the area of urban congestion, rural accessibility, air quality, the elderly and disabled, highway safety, and rehabilitation of facilities. KW - Aged KW - Driver rehabilitation KW - Highway safety KW - Highway transportation KW - Multimodal transportation KW - Passenger terminals KW - Persons with disabilities KW - Public transit KW - Railroad transportation KW - Rehabilitation KW - Research KW - Traffic congestion KW - Transportation KW - Transportation research KW - Universities and colleges KW - Water transportation UR - https://trid.trb.org/view/359451 ER - TY - JOUR AN - 00615121 JO - Public Roads PB - Federal Highway Administration AU - Congress, N AU - Darter, M I AU - Federal Highway Administration TI - PORTLAND CEMENT CONCRETE PAVEMENT: REHABILITATION CHALLENGES AND RECOMMENDATIONS PY - 1991/09 VL - 55 IS - 2 SP - p. 46-52 AB - The Federal Highway Administration sponsored a 3-day workshop in March 1990 to examine the state of the practice of concrete pavement evaluation and rehabilitation strategy selection. The key workshop findings and recommendations are summarized in this article. It is noted that rehabilitation strategies should be selected systematically, and the timing of rehabilitation is linked to strategy selection. The prediction of rehabilitation performance requires extensive data, and custom design is vital to successful pavement rehabilitation. Each rehabilitation technique raises different considerations, and many technical issues affect successful rehabilitation, such as drainage, preoverlay repair, reflection cracking and structural capacity of break/cracked and seated and rubbilized portland cement concrete. Management and logistic considerations such as fragmented lines of responsibility and communication, inadequate funding, lack of performance standards and user considerations also hamper successful rehabilitation. It is noted that with increasing truck loadings, deficit of trained engineers, rehabilitation problems will increase in the future. KW - Concrete pavements KW - Driver rehabilitation KW - Evaluation KW - Forecasting KW - Pavement performance KW - Pavements KW - Portland cement concrete KW - Rehabilitation KW - Workshops UR - https://trid.trb.org/view/359452 ER - TY - RPRT AN - 00615595 AU - Zuraski, P D AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - STRESS RANGE IN EXISTING BRIDGES AT WELDED COVER PLATES. FINAL REPORT PY - 1991/08/16 SP - 70 p. AB - The standard detail for welded splices in approximately 2300 rolled-beam, continuous-steel bridges constructed in Ohio between 1945 and 1965 resulted in a very severe end-of-cover-plate (AASHTO Category E or E') fatigue condition. Ten cover-plated bridges on I-76/77 (age of 28 yr with greater than 3000 trucks per day, one way) were analyzed according to the 1990 AASHTO Guide Specification for fatigue evaluation to calculate remaining fatigue life, and three of these were subjected to nondestructive inspection (using ultrasound and radiography) to check for fatigue cracks. The calculated fatigue life is satisfactory for all butt welds, but has already been exceeded in at least one cover-plate location in 8 of 10 bridges. In the field, however, no cracks were detected at any of the 58 cover plate ends inspected. Ultrasound was demonstrated to be an effective tool for crack detection at cover-plate ends, although certain precautions must be taken to guard against false indications. In the flange splices (field welded at the time of construction), ultrasound revealed 18 of 43 welds contained flaws that would be rejectable under current AWS standards. Radiography detected several rejectable flaws in web welds also. There was little indication of active crack fronts, however, and these flaws may have been dormant since construction. On the matter of splice retrofit, procedures previously developed by other investigators are recommended. One should use calculated fatigue life only for guidance, and not for absolute decisions. Since fatigue life calculations are sensitive to the estimates for daily truck traffic and imposed stress range, they are appropriate for comparing one bridge to another, or for prioritizing either rehabilitation work or the need to conduct nondestructive testing, but should not be used as the sole basis for initiating rehabilitation construction. KW - Bridge inspection KW - Bridges KW - Cover plates KW - Cracking KW - Driver rehabilitation KW - Fatigue (Mechanics) KW - Fatigue life KW - Inspection KW - Metal bridges KW - Nondestructive tests KW - Plates (Engineering) KW - Radiography KW - Ratings KW - Rehabilitation KW - Retrofitting KW - Steel bridges KW - Strategic planning KW - Stress range KW - Stress ratio KW - Ultrasonics KW - Welded splices UR - https://trid.trb.org/view/356655 ER - TY - RPRT AN - 00625104 AU - Ragan, R M AU - University of Maryland, College Park AU - Maryland Department of Transportation AU - Federal Highway Administration TI - A GEOGRAPHIC INFORMATION SYSTEM TO SUPPORT STATE-WIDE HYDROLOGIC MODELING WITH THE SCS-TR-20. FINAL REPORT PY - 1991/08/01 SP - 284 p. AB - A geographic information system (GIS) that is structured for hydrologic analysis was developed and installed in the Maryland State Highway Administration's (MSHA) Division of Bridge Design in Baltimore. The system is called GISHYDRO. The objective of GISHYDRO is to improve the efficiency and quality of hydraulic design by providing the MSHA engineer with a GIS workstation built around an IBM compatible PC. The workstation allows the engineer to quickly assemble the land use, soil and slope data for any watershed in the state and then make the necessary interfaces to define required input parameters and run the SCS-TR-20 hydrologic model for existing or proposed watershed conditions. A digitizing table is used to delineate a watershed boundary anywhere in the state. This step causes the existing watershed conditions to be assembled from the hard disk on the PC. The digitizer can then be used to define the details of the stream, swale and overland flow paths, delineate subwatershed boundaries and enter areas proposed for land use change. GISHYDRO then sets up the files for entry into the SCS-TR-20 so the model can be run for existing or proposed conditions. The same files are used to run a nonpoint pollution model that estimates BOD, nitrate, phosphate and other loadings in terms of the watershed land use and soil types. GISHYDRO contains a relational database module that allows the engineer to isolate areas such as, "forest on a C soil where the slope is greater than 20%". The databases for GISHYDRO cover 9840 square miles and are stored in 23 county subdirectories. The land use, hydrologic soil groups and slope categories are stored in raster format with the cell size of 400 ft x 500 ft. The 13 category land use database was developed by scanning existing county land use maps with a desktop binary scanner and then translating the polygon displays into the raster formats using three IBM PC-ATs. This was accomplished in 26 calendar days with 56 person days of effort. The hydrologic soil groups and slope categories were developed by digitizing the individual sheets of the 23 county soil maps. Two hundred eight-two person days were required to complete this task. Sensitivity analyses indicate that the statewide database is applicable for watersheds as small as 75-100 acres. GISHYDRO also includes modules for updating existing databases or developing high resolution databases for use on very small watersheds. KW - Analog to digital converters KW - Data analysis KW - Digitizing KW - Geographic information systems KW - Hydraulic design KW - Hydraulics KW - Hydrologic models KW - Hydrologic phenomena KW - Hydrology KW - Land use KW - Mathematical analysis KW - Personal computers KW - Sensitivity analysis KW - Soil mapping KW - Soil maps KW - Soil types KW - Structural design KW - Watersheds UR - https://trid.trb.org/view/367769 ER - TY - RPRT AN - 01547823 AU - Addison, Stephen R AU - University of Central Arkansas, Conway AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Acceptance Tests for Coarse and Fine Aggregates PY - 1991/08//Final Report SP - 41p AB - This report describes a method of determining the average shape of particles used in the aggregates used in highway engineering. The method. has been used extensively in oil and gas well logging. The method involves the simultaneous measurement of porosity and formation resistivity factor. A measuring device is described and data in support of the method are reported. General recommendations and conclusions are included. KW - Acceptance tests KW - Coarse aggregates KW - Fine aggregates KW - Porosity KW - Shape UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209005.pdf UR - https://trid.trb.org/view/1334831 ER - TY - RPRT AN - 01403317 AU - Knoblauch, R L AU - Nitzburg, M AU - United States. Federal Highway Administration. Office of Engineering and Highway Operations R&D TI - Ramp signing for trucks PY - 1991/08 IS - FHWA/RD-91-042 SP - 120p AB - This report describes a study of ramp signing for trucks. The research addressed methods for treating interchange ramps that are prone to cause high center of gravity vehicles to lose control and overturn. A critical review of the pertinent literature on interchange ramp design, signing, and overturning truck accidents was conducted. A state-of-the- practice review was also conducted in 12 States. This review determined the nature and extent of the truck rollover accident problem, determined problem ramp identification procedures, and identified active and passive treatments currently being used at problem ramps. A "design-a-sign" study was conducted using 61 professional truck drivers. This study attempted to identify critical ramp characteristics and to develop innovative procedures for effectively communicating this information to approaching drivers. A series of laboratory studies were conducted to identify the specific sign elements and the specific sign format that most effectively warn truck drivers about potentially dangerous ramps. Two of the lab studies, using 117 trucker subjects, determined which sign elements, either words or symbols, were most effective. A third lab study, involving 44 truckers, determined the most effective format of the various sign elements. A fourth lab study. using 60 truckers and 27 non-truckers, involved meaning and preference testing of the most promising sign formats. The final laboratory procedure examined the relative visibility of the final sign formats. Seventy-two truckers were tested in that procedure. A field test was conducted at two interchange ramps in Virginia and Maryland that had high incidences of truck rollover accidents. A truck tipping sign with activated flashing beacons was installed at the ramp and an advance warning sign was installed prior to the ramp. Control sites received no treatment. Analysis indicated that the speeds of tractor trailers, in general, and top-heavy tractor trailers, in particular, were not affected by the experimental treatments. Speeds of automobiles showed a small but statistically significant speed reduction. The project concludes that truckers have a relatively high level of understanding regarding the truck rollover problem and the meaning of the truck tipping sign. Unfortunately. the field test results failed to show an operational effect to support this cognitive awareness. Nevertheless, the high level of understanding associated with the signs suggests that their use at high accident locations may be appropriate. KW - Access road KW - Access roads KW - Accident black spot KW - Articulated vehicle KW - Driver performance KW - Driver performance KW - Drivers KW - Field test KW - Field tests KW - Heavy duty vehicles KW - Heavy vehicle driver KW - Heavy vehicles KW - High risk locations KW - Interchange KW - Interchanges KW - Laboratory test KW - Laboratory tests KW - Overturning KW - Overturning KW - Traffic sign KW - Traffic signs KW - Truck KW - Trucks KW - Warning KW - Warning signals UR - https://trid.trb.org/view/1171101 ER - TY - RPRT AN - 00738938 AU - Fleckenstein, L J AU - Allen, D L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF GEOCOMPOSITE PAVEMENT PANEL DRAINS INSTALLED IN A SAND BACKFILL UNDER REVISED INSTALLATION SPECIFICATION PY - 1991/08 SP - 8 p. AB - Prior to 1989, highway edge drains were backfilled with the existing trench material and dynamically compacted with a tamping shoe. The net result was damage to the inner core of the edge drain. In response to these problems the installation specification was revised in 1989 to insure the integrity of the drainage system. The revised method of installation consisted of moving the panel to the shoulder side of the trench and then flushing a sand slurry into the trench for backfill. Flushing the sand eliminates the need for mechanical compaction. Since 1989, two projects have been completed using the revised special note for installation and another is currently under construction. This report discusses the performance of these installations. KW - Backfilling KW - Backfills KW - Building KW - Construction KW - Construction specifications KW - Edge drains KW - Facilities KW - Flushing KW - Installation KW - Performance evaluations KW - Sand KW - Slurries KW - Slurry KW - Specifications UR - http://ntl.bts.gov/lib/17000/17300/17370/PB2001101145.pdf UR - https://trid.trb.org/view/572934 ER - TY - RPRT AN - 00624961 AU - Ruth, B E AU - Guan, L AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - FLEXIBLE PAVEMENT EVALUATION/DESIGN. FINAL REPORT PY - 1991/08 SP - 331 p. AB - This report documents the development of a microcomputerized mechanistic system for evaluation and rehabilitation of flexible pavements. It describes the basic concepts, key elements of the program and its applications in evaluating in-service pavements. The computer program REDAPS was found to give reasonable prediction of the structural condition of the pavements. It is user-friendly and built with various options. The report also summarizes the results of the analytical study of a rigid dual load FWD system, the optimum load-sensor configuration and the development of a computer program RIGID for rigid plate approximation using the layered elastic program BISAR. Pavement layer moduli prediction equations were established for the dual load FWD. KW - Computer programs KW - Design KW - Driver rehabilitation KW - Elastic analysis KW - Equations KW - Evaluation KW - Falling weight deflectometers KW - Flexible pavements KW - Forecasting KW - Layer coefficient (Pavements) KW - Layer moduli KW - Layered elastic analysis KW - Mechanical analysis KW - Mechanistic design KW - Microcomputers KW - Modulus KW - Nondestructive tests KW - Pavement design KW - Pavement layers KW - Pavement performance KW - Pavements KW - Rehabilitation UR - https://trid.trb.org/view/367629 ER - TY - RPRT AN - 00623617 AU - Southgate, H F AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - COMPARISON OF RIGID PAVEMENT THICKNESS DESIGN SYSTEMS. FINAL REPORT PY - 1991/08 SP - 160 p. AB - Rigid pavement thickness design systems investigated during this study were the 1986 AASHTO, American Concrete Pavement Association (ACPA), Portland Cement Association (PCA), and Kentucky methods. The ACPA system is a computer program based upon the 1986 AASHTO design equation. It was difficult to evaluate and compare the Kentucky method to the PCA system because the input and analysis procedures differ greatly. The Kentucky method is based upon the fatigue relationship involving the value of work at the bottom of the concrete pavement caused by the applied load and repetitions of an 18-kip single axle load. The AASHTO method was derived from data obtained at the AASHO Road Test where the rigid pavements failed primarily due to pumping of the subgrade from under the slab. In Kentucky, pumping is a minor problem compared to failures caused by compressive forces at joint openings. Compression occurs due to annual temperature fluctuations resulting in slab movement and subsequent intrusion of debris into the joint openings. Eventually, the slab cannot move and compressive forces increase until failure occurs. Failure criterion used in the Kentucky thickness design system is quite different from the mode of failure observed at the AASHO Road Test and makes direct comparisons between design methods somewhat questionable. The expression of soil stiffness values is a major contributor to the confusion arising between design methods. Using elastic theory to develop load equivalency relationships, the ratio of rigid pavement EALs to flexible pavement EALs is approximately 1.1. According to W-4 Tables, the ratio of AASHTO rigid pavement EALs to AASHTO flexible pavement EALs is approximately 1.6. Thus, the AASHTO combination of pavement structures used in W-4 Tables are not equivalent for fatigue calculations. Another combination should be chosen. Thickness designs using the 1986 AASHTO, ACPA, and Kentucky methods can be made to match provided the terminal serviceability varies with Kentucy CBR. To help understand the behavior at the AASHO Road Test, published data for the cracking index, pumping index, and serviceability index were investigated. All three data sets influenced one another and could be correlated fairly well for serviceability values greater than 1.5. A method was devised to normalize the data to account for tire load and pavement thickness variations. KW - Alternatives analysis KW - Axle loads KW - Bearing capacity KW - Design methods KW - Equivalent single axle loads KW - Failure KW - Failure criterion KW - Kentucky KW - Rigid pavements KW - Serviceability KW - Soil support value KW - Thickness KW - Thickness design UR - https://trid.trb.org/view/363463 ER - TY - RPRT AN - 00720076 AU - BROWN, C M AU - Advanced Technology and Research, Incorporated AU - Federal Highway Administration TI - PENDULUM TESTING OF BCT WOOD POSTS. FOIL TESTS: 91P039 THROUGH 91P045 PY - 1991/08 SP - 32 p. AB - In the summer of 1991, a research project was conducted at the Federal Outdoor Impact Laboratory (FOIL) in McLean, Virginia, to investigate vehicle side impacts with guardrail terminal ends. Four terminal end designs were tested using 1985 Honda Civics. The four designs were a standard breakaway cable terminal (BCT), an eccentric loader terminal, a modified eccentric loader terminal (MELT), and a MELT for side impact. The first three designs were tested and the terminals did not function as anticipated. The lead posts of the terminal did not break away. A study was conducted to investigate the breakaway performance of the lead wood post. The wood post performance testing was conducted at the FOIL using the facility's 1850-lb (839-kg) pendulum. These tests were conducted on both used and new wood posts at 20 mi/h (32 km/h). This report documents the results of seven 20-mi/h (32-km/h) pendulum tests to measure the breakaway force required to break away a BCT post. Tests conducted on five standard BCT posts varied from post to post. However, even the weakest BCT post demonstrated a breakaway force higher than an automobile door could produce. Therefore, two posts were modified to reduce the required breakaway force. Explanations for the variance in performance between standard BCT posts are discussed. KW - Breakaway cable terminals KW - Breakaway supports KW - Eccentric loader terminals KW - Eccentricity KW - Federal outdoor impact laboratory KW - Guardrail terminals KW - Impact KW - Impact speed KW - Impact tests KW - Intermodal terminals KW - Loaders KW - Modified eccentric loader terminals KW - Pendulum tests KW - Performance tests KW - Posts KW - Side crashes KW - Speed KW - Wood KW - Wood posts UR - https://trid.trb.org/view/454465 ER - TY - RPRT AN - 00675363 AU - Pfeifer, B G AU - Holloway, J C AU - Faller, R K AU - Post, E R AU - University of Nebraska, Lincoln AU - Utah Department of Transportation AU - Federal Highway Administration TI - FULL-SCALE 1,800 LB VEHICLE CRASH TESTS ON A 4-BOLT BREAKAWAY SLIPBASE DESIGN PY - 1991/08 SP - 72 p. AB - The breakaway luminaire support concept has existed for many years and has proven to be a very effective safety device. The 4-bolt breakaway slipbase design was originally developed in the State of Utah and has been very successful in 20 years of field implementation. The State Transportation Departments of Utah, Montana, Idaho, Wyoming, and Nevada requested that the 4-bolt breakaway system be evaluated for possible use on Federal-aid highway projects. Two full-scale 1,800 lb (816.5 kg) vehicle crash tests were conducted. Both tests had a centerline impact location; Test USBLM-1 was conducted at 15.0 mph (24.1 km/h) and Test USBLM-2 was conducted at 57.5 mph (92.5 km/h). The full-scale vehicle crash tests were evaluated according to the performance criteria in NCHRP Report 230 and the 1985 AASHTO Specifications for Structural Supports. "Design Standards for Highways: Standard Specifications for Highway Signs, Luminaires and Traffic Signals", Federal Register, 23 CFR 625, which is an update to the 1985 AASHTO Specifications was also used in the evaluation. The tests easily met all of the criteria set forth by the publications mentioned above. As a result of this, the safety performance of the 4-bolt breakaway slipbase design was determined to be satisfactory. KW - Breakaway supports KW - Crashes KW - Impact KW - Impact speed KW - Impact tests KW - Luminaires KW - Speed KW - Test results KW - Testing UR - https://trid.trb.org/view/412347 ER - TY - RPRT AN - 00625640 AU - Zimmer, R A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF ISO-FOOTCANDLE CURVES FOR HIGHWAY LIGHTING. FINAL REPORT PY - 1991/08 SP - 118 p. AB - Currently used Iso-footcandle design curves were developed by the state in the late 1960s and early 1970s. The primary objective of this project was to develop Iso-footcandle design curves from modern roadway lighting fixtures, independent of manufacturers' data. Iso-footcandle curves are graphical representations of the amount of light falling on the roadway from lighting fixtures or luminaires. These curves, or lines of constant light level, were produced from production fixtures that were reported to meet the specifications of the Texas Department of Transportation. During the course of the project, 75 separate production and experimental curves were produced from high and low pressure sodium luminaires. Roadway and underpass fixtures made up 40 of the curves and high mast, 100 feet or over, made up the remainder. Fixtures from five major manufacturers were evaluated. The production fixture curves, which are included in the appendix of this report, will serve three purposes. The first is to be as a design aid in determining fixture type, illumination levels and locations from transparency template copies of these curves used in conjunction with highway plans. The second is to evaluate the published photometrics of lighting manufacturers and cooperatively resolve any discrepancies between their laboratory data and that of production units in real world installations. Thirdly, atypical, experimental lighting systems were developed and measured during this project for which no manufacturer curves are available. Roadway lighting design software from three luminaire manufacturers was evaluated during the project and results compared to those obtained at the Proving Ground, producing, for the most part, favorable results. Investigations made into improving multi fixture, high mast installations in the areas of economic efficiency, greater separation, increased light levels, better uniformity and less critical aiming are described in this report. KW - Aim KW - Design KW - Economic efficiency KW - Experimental lighting systems KW - High mast lighting KW - Iso-footcandle curves KW - Lighting systems KW - Luminaires KW - Photometry KW - Sodium lamps KW - Sodium vapor lamps KW - Software KW - Standardization KW - Street lighting KW - Tunnel lighting KW - Tunnels UR - https://trid.trb.org/view/368049 ER - TY - RPRT AN - 00625078 AU - Knoblauch, R L AU - Nitzburg, M AU - Center for Applied Research, Incorporated AU - Federal Highway Administration TI - RAMP SIGNING FOR TRUCKS. FINAL REPORT PY - 1991/08 SP - 120 p. AB - This report describes a study of ramp signing for trucks. The research addressed methods for treating interchange ramps that are prone to cause high center of gravity vehicles to lose control and overturn. A critical review of the pertinent literature on interchange ramp design, signing, and overturning truck accidents was conducted. A state-of-the-practice review was also conducted in 12 States. This review determined the nature and extent of the truck rollover accident problem, determined problem ramp identification procedures, and identified active and passive treatments currently being used at problem ramps. A "design-a-sign" study was conducted using 61 professional truck drivers. This study attempted to identify critical ramp characteristics and to develop innovative procedures for effectively communicating this information to approaching drivers. A series of laboratory studies were conducted to identify the specific sign elements and the specific sign format that most effectively warn truck drivers about potentially dangerous ramps. Two of the lab studies, using 117 trucker subjects, determined which sign elements, either words or symbols, were most effective. A third lab study, involving 44 truckers, determined the most effective format of the various sign elements. A fourth lab study, using 60 truckers and 27 non-truckers, involved meaning and preference testing of the most promising sign formats. The final laboratory procedure examined the relative visibility of the final sign formats. Seventy-two truckers were tested in that procedure. A field test was conducted at two interchange ramps in Virginia and Maryland that had high incidences of truck rollover accidents. A truck tipping sign with activated flashing beacons was installed at the ramp and an advance warning sign was installed prior to the ramp. Control sites received no treatment. Analysis indicated that the speeds of tractor trailers, in general, and top-heavy tractor trailers, in particular, were not affected by the experimental treatments. Speeds of automobiles showed a small but statistically significant speed reduction. The project concludes that truckers have a relatively high level of understanding regarding the truck rollover problem and the meaning of the truck tipping sign. Unfortunately, the field test results failed to show an operational effect to support this cognitive awareness. Nevertheless, the high level of understanding associated with the signs suggests that their use at high accident locations may be appropriate. KW - Automobiles KW - Beacons KW - Consumer behavior KW - Consumer preferences KW - Design KW - Effectiveness KW - Field tests KW - Flashing beacons KW - Formats KW - Formatting KW - Guides to the literature KW - Human factors KW - Interchanges KW - Laboratory tests KW - Literature reviews KW - Measures of effectiveness KW - Ramps KW - Rollover crashes KW - Sign legend KW - Signs KW - Speed KW - Speed control KW - Speed reduction KW - State of the art studies KW - Symbols KW - Tractor trailer combinations KW - Traffic sign design KW - Traffic signs KW - Traffic speed KW - Treatments KW - Trucks KW - Visibility KW - Warning signs UR - https://trid.trb.org/view/367743 ER - TY - RPRT AN - 00624991 AU - Yen, B T AU - Ma, Z Z AU - Moser, D AU - Fisher, J W AU - Lehigh University AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - EVALUATION OF THE LULING BRIDGE RETROFIT DETAILS UNDER SERVICE LOADS. FINAL REPORT PY - 1991/08 SP - 178 p. AB - Extensive strain measurements were carried out on three cross girder boxes used to connect the cable stays to the orthotropic deck-trapezoidal box steel structure. The measurements were obtained at CG3, CG4 and CG5 adjacent to the tower at pier 2. The measurements were focused on details which had known cracks that had been retrofitted by installing holes in the trapezoidal box girder webs at the crack tip. The hole placement resulted in several residual uncracked web segments. These uncracked segments could be modeled for crack growth based on measured stress histories and compared with field observations of crack extension. The strain gages were installed in October 1986. The gages were protected and connected to junction boxes accessible from the bridge deck. Two types of stress measurements were acquired. On November 4, 1986 two test trucks with known weights of 80,140 pounds and 82,180 pounds were used to obtain the structural response as they traveled across the bridge either side-by-side in two lanes or in tandem in the traveling lane. Test runs were made in the southbound and northbound directions at a crawl speed of about 5 mph and at 60 mph. In addition, measurements were made under regular truck traffic for the four day period from November 3 to November 6, 1986 using a magnetic tape recorder for continuous analog records. The frequency of trucks was low as only light traffic used the bridge. The measured maximum stress range at the details with cracks varied from 0.1 ksi to 0.74 ksi. These levels of stress range did not appear to exceed the crack growth threshold. Hence no crack extension would develop from the truck traffic using the structure. During the measurements over 15-1/3 hours, a single large stress range excursion occurred at CG5. The maximum stress range was 16.3 ksi at one of the retrofit holes. It was hypothesized that this resulted from a wind gust and/or an unknown structural release. Because of the low live load response and single high stress event, no additional measurements were deemed desirable until the connecting roadways are completed and much higher traffic frequency develops. KW - Box girder bridges KW - Cable stayed bridges KW - Cracking KW - Heavy vehicles KW - Live loads KW - Load tests KW - Motor vehicles KW - Performance evaluations KW - Retrofitting KW - Speed KW - Strain gages KW - Strain measurement KW - Structural analysis KW - Structural mechanics KW - Structural response KW - Traffic loads KW - Traffic speed UR - https://trid.trb.org/view/367657 ER - TY - RPRT AN - 00636314 AU - Naghavi, B AU - Singh, V P AU - Yu, F X AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - LADOTD 24-HOUR RAINFALL FREQUENCY MAPS AND I-D-F CURVES. SUMMARY REPORT PY - 1991/08 SP - 28 p. AB - Maximum annual 24-hour rainfall maps and Intensity-Duration-Frequency (I-D-F) curves for return periods of 2, 5, 10, 25, 50 and 100 years were developed using hourly precipitation data. Data from 92 rain gauges for the period of 1948 to 1987 were compiled and combined into 26 synthesized stations. Five probability distributions and three parameter estimation techniques were tested. The best combination for Louisiana rainfall data was found to be Log-Pearson Type 3 distribution (LPEAR3) with parameter estimation by the method of moments. A first-order error analysis was performed on the parameters of the Soil Conservation Service (SCS) runoff model and LPEAR3 distribution. Computed runoff was found to be equally sensitive to both SCS parameters, rainfall input and the curve number. Computed quantiles from LPEAR3 distribution were found to be most sensitive to the mean of data and relatively insensitive to the skew coefficient. It is anticipated that the rainfall maps and I-D-F curves developed in this study will result in more reliable design and consequently, in savings in both construction and maintenance and highway drainage structures. KW - Distributions (Statistics) KW - Duration KW - Error analysis KW - Frequency (Electromagnetism) KW - Highway drainage KW - Maps KW - Rainfall KW - Rainfall intensity KW - Runoff KW - Surface drainage KW - Time duration UR - http://www.ltrc.lsu.edu/pdf/2008/fr_236.pdf UR - https://trid.trb.org/view/379819 ER - TY - RPRT AN - 00616572 AU - Lee, J C AU - Wortman, R H AU - Hook, DJP AU - Poppe, M J AU - Lee Engineering, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - COMPARATIVE ANALYSIS OF LEADING AND LAGGING LEFT TURNS. FINAL REPORT PY - 1991/08 SP - 209 p. AB - This project was undertaken to compare operational and safety characteristics of leading versus lagging protected left turn operation. The measures of effectiveness included field measured intersection delay with leading and with lagging left turns. Intersections in Pima County, Glendale, Tempe and Mesa, Arizona were studied with both leading and lagging operation. Intersection delay studies were also done with first car versus third car actuation of leading protected left turn phases. Signal progression was studied with leading, lagging and combination of leading and lagging left turns which provided the best progression. This evaluation was accomplished with an instrumented vehicle and travel time runs throughout a grid. Accident studies were conducted in Tucson, Pima County and Scottsdale, Arizona. These studies compared accident frequency before and after the conversion from leading to lagging left turns. A public opinion survey was conducted to obtain motorists' preference of leading or lagging left turns. KW - Consumer behavior KW - Consumer preferences KW - Crash rates KW - Data collection KW - Drivers KW - Exclusive phasing KW - Intersections KW - Left turn phase KW - Left turn phasing KW - Surveys KW - Traffic delays KW - Traffic signal phases KW - Traffic signal phasing KW - Travel time UR - https://trid.trb.org/view/357158 ER - TY - RPRT AN - 00616492 AU - Upchurch, J E AU - Radwan, A E AU - Dean, A G AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT, EVALUATION AND APPLICATION OF LEFT TURN SIGNAL WARRANTS. FINAL REPORT PY - 1991/08 SP - 203 p. AB - This study dealt with five types of left turn signal phasing: permissive, leading exclusive, lagging exclusive, leading exclusive/permissive, and lagging exclusive/permissive. The objectives of this research project were to: (1) develop a research work plan to conduct a statistically valid study for the development of numerical warrants for left turn movements; and (2) prepare a database of available information on signalized intersections and select the intersections to be used in the future study. This report describes the database of Arizona signalized intersections created in this project, the findings on left turn accident rates for different types of left turn phasing (using a nonrandom sample), and results of a validation study of the TEXAS computer simulation model. It also presents a research work plan for a future research project. KW - Crash rates KW - Exclusive permissive phasing KW - Exclusive phasing KW - Future KW - Future research KW - Lagging KW - Lagging (Earthwork) KW - Left turn phase KW - Left turn phasing KW - Permissive phasing KW - Research KW - Signalized intersections KW - Simulation KW - Warrants (Traffic control devices) UR - https://trid.trb.org/view/357096 ER - TY - RPRT AN - 00616467 AU - Zimpfer, W H AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - TEST PIT EVALUATION OF NEW FLEXIBLE PAVEMENT BASES. FINAL REPORT PY - 1991/08 SP - 64 p. AB - Four Florida base materials were tested and evaluated. These were Aripeka Limerock, Sand Clay Overburden, Shell Stabilizer, and Graded Aggregate. Florida Department of Transportation (FDOT) laboratory identification, classification, and bearing value tests were performed. The FDOT Test Pit tests were performed at selected moisture conditions and included plate tests performed on sections (1) at or near optimum, (2) drained and dry, and (3) soaked. Ratings were established using laboratory bearing ratio and AASHTO-FDOT structural coefficients. Ratings were also established for composite or equivalent base section plate modulus and AASHTO-FDOT structural coefficients. Repeated stress and cumulative deformations were also used to rate the materials according to FDOT Group Rating. Observed Test Pit drainage was also used to subjectively rate the drainage. KW - Accelerated tests KW - Aggregates KW - Base course (Pavements) KW - Deformation KW - Drainage KW - Graded aggregate KW - Laboratory tests KW - Layer coefficient (Pavements) KW - Limestone KW - Moisture content KW - Performance evaluations KW - Pits KW - Plate bearing test KW - Repeated loads KW - Sandy clays KW - Shell aggregates KW - Structural layer coefficients KW - Test holes KW - Test pits UR - https://trid.trb.org/view/357074 ER - TY - RPRT AN - 00615590 AU - Hall, J W AU - University of New Mexico, Albuquerque AU - New Mexico State Highway and Transportation Department AU - Federal Highway Administration TI - INNOVATIVE TREATMENTS FOR RUN-OFF-THE-ROAD ACCIDENTS. FINAL REPORT PY - 1991/08 SP - 44 p. AB - The objectives of this project are to assess the existing single vehicle run-off-the-road (ROR) accident problem on rural highways in New Mexico, and to explore alternative techniques for its correction. These accidents account for nearly 45% of the state's highway fatalities. Application of the critical rate technique found that 26% of the New Mexico's rural Interstate Highway system and 22% of the rural Federal-Aid Primary mileage had actual ROR accident rates in excess of the critical values; the rates on the Federal-Aid Secondary system were even higher. Traditional countermeasures have been employed with varying degrees of effectiveness at spot locations, but short of roadway reconstuction, little has been done for extended roadway sections. The placement of indented strips on roadway shoulders appears to be the most promising treatment for these sections. Reductions of up to 50% of ROR accidents have been achieved with this relatively inexpensive measure. New Mexico began installing this countermeasure in 1990, and evaluations will be conducted following a suitable "After" period. Indented strips are typically placed 1.0 ft beyond the edge of the travel lane, are 2.0 ft long, are 1.0 plus or minus 1/8 in. deep, and are spaced at 8-9 in. intervals. They provide an audible and vibratory feedback to the errant driver, similar to rumble strips and transverse grooving, but are potentially cheaper. KW - Cost effectiveness KW - Countermeasures KW - Crash rates KW - Effectiveness KW - Fatalities KW - Federal aid highways KW - Indented strips KW - Interstate Highway System KW - Measures of effectiveness KW - New Mexico KW - Pavement grooving KW - Primary highways KW - Ran off road crashes KW - Rumble strips KW - Rural highways KW - Secondary roads KW - Single vehicle crashes UR - https://trid.trb.org/view/356650 ER - TY - RPRT AN - 00623576 AU - Stokes, R W AU - Pinnoi, N AU - Washington, E J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ECONOMIC DEVELOPMENT IMPACTS OF EXPENDITURES FOR STATE HIGHWAY IMPROVEMENTS IN TEXAS: PRELIMINARY FINDINGS. FINAL REPORT PY - 1991/08 SP - 65 p. AB - This research project focuses on the economic development impacts of expenditures for state highway improvements. While the scope of this investigation should be viewed as preliminary and largely exploratory in nature, the results indicate that the economic development impacts of expenditures for state highway improvements can be substantial. This research project utilizes a modified version of the Regional Economic Impact Model for Highway Systems (REIMHS) to estimate the economic development impacts of proposed highway improvements in a rural highway corridor in Texas. Based on a review of previous research findings and preliminary testing of the modified REIMHS model, it does not appear to be unreasonable to assume that the monetary value of the economic development impacts resulting from highway investments are at least equal to the direct user benefits which have traditionally been the focus of highway economic analyses. This research report also presents several general recommendations concerning: (1) preliminary guidelines for estimating the economic development impacts of expenditures for state highway improvements, (2) additional refinement and testing of the modified REIMHS model, and (3) future research the Department should conduct and/or sponsor in the area of transportation and economic development. KW - Economic development KW - Estimating KW - Expenditures KW - Future KW - Future research KW - Highways KW - Impacts KW - Improvements KW - Investments KW - Recommendations KW - Research KW - Rural areas KW - Texas KW - User benefits UR - https://trid.trb.org/view/363420 ER - TY - RPRT AN - 00622655 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration AU - Research and Special Programs Administration TI - U.S. DEPARTMENT OF TRANSPORTATION HEAVY TRUCK SAFETY PLAN PY - 1991/08 SP - 55 p. AB - The plans presented in this document describe how the U.S. Department of Transportation will implement the National Transportation Policy as it concerns medium and heavy truck safety, including vehicles, drivers, carriers, roadway design, and the transportation of hazardous materials. With it, the Department hopes to encourage further dialogue with private industry, State and local governments, and the general public on how its programs can be carried out efficiently and effectively. Ongoing programs were reviewed jointly by the National Highway Traffic Safety Administration, the Federal Highway Administration, and the Research and Special Programs Administration to ascertain those places where the programs fit together well and those where program changes or wholly new actions might contribute to still better safety. Improvements in six key areas were identified: Carrier Operations; Driver Behavior and Qualifications; Vehicle Performance Characteristics; Cargo Handling; Roadway Safety; and Accident and Vehicle Condition Data. Individual projects, both old and new, are presented in each of these areas, along with key milestone dates. Many new initiatives include improved coordination between the three agencies on safety-related issues such as increased truck size and weight, high-tech driver information systems, heavy truck data collection, truck driver licensing, driver training, handling of hazardous materials, and alcohol and drug use by truck drivers. KW - Behavior KW - Coordination KW - Crashes KW - Data collection KW - Data needs KW - Driver information systems KW - Drivers KW - Freight handling KW - Hazardous materials KW - Heavy vehicles KW - Highway design KW - Highway safety KW - Implementation KW - Information organization KW - Laws KW - Medium trucks KW - Motor carriers KW - National transportation policies KW - Operations KW - Operations planning KW - Planning KW - Qualifications KW - Safety programs KW - Size KW - Size and weight regulations KW - Traffic safety KW - Transportation policy KW - Truck drivers KW - U.S. Federal Highway Administration KW - U.S. National Highway Traffic Safety Administration KW - U.S. Research and Special Programs Administration KW - United States KW - Vehicle characteristics KW - Vehicle performance KW - Weight UR - https://trid.trb.org/view/363035 ER - TY - RPRT AN - 00622334 AU - Vlatas, A J AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRAFFIC LOAD FORECASTING FOR PAVEMENT DESIGN. INTERIM REPORT PY - 1991/08 SP - 231 p. AB - When a pavement structure fails prematurely, the constructing agency must pay millions of dollars in traffic control and construction costs to rehabilitate or reconstruct the pavement sooner than had the pavement survived its design life. The money required to rehabilitate or reconstruct the pavement could have been put to alternative uses during the remaining years of the pavement's design life; but because the money must be spent when the pavement actually ceases to provide adequate service, the opportunity to apply the much needed capital elsewhere is lost. A primary determinant of a pavement's actual service life is the traffic loading applied to the pavement. Consequently, an important consideration in pavement structural design is a forecast of the traffic loading expected to be applied to the pavement structure during its design life. This research evaluated the Texas Department of Transportation's traffic load forecasting procedures. The research found that traffic load forecast accuracy could be improved by more than 30% from current levels by conducting 24-hour manual vehicle classification sessions at specific pavement project sites and by more than 85% by conducting week-long weigh-in-motion (WIM) sessions at specific pavement project sites. The research shows that if forecast accuracy was improved by the amounts indicated above, fewer pavements would typically fail prematurely; and, while some pavements would still fail prematurely despite improved forecasts, these pavements would have longer lives than under current practice. The research found that the cost to improve traffic load forecasts is justified by the benefits received in return for almost all pavement reconstruction projects and most major pavement rehabilitation projects. KW - Accuracy KW - Benefits KW - Costs KW - Forecasting KW - Improvements KW - Manual traffic counts KW - Pavement design KW - Service life KW - Traffic forecasting KW - Traffic loads KW - Weigh in motion UR - https://trid.trb.org/view/362866 ER - TY - RPRT AN - 00622309 AU - Stone, J R AU - Fisher, J S AU - Overton, M F AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - OPTIONS FOR NORTH CAROLINA COASTAL HIGHWAYS VULNERABLE TO LONG TERM EROSION. FINAL REPORT PY - 1991/08 SP - 148 p. AB - In the United States there are many miles of highways adjacent to ocean shorelines. In North Carolina, for example, there are over 200 miles of coastal highways, many of which are on barrier islands. Due to a combination of ocean, storm, and engineering design factors, these roadways are being damaged. The long term expectation of continued highway damage requires comprehensive and continuing studies of highway vulnerability. Then the decisions to repair, protect, or relocate these highways may be accomplished in a responsible, cost-effective manner. This report focuses on North Carolina, however, its results have application to other states. It identifies North Carolina highway sections that are susceptible to ocean damage and ranks their relative vulnerability by expected year of damage. After identifying likely vulnerability resulting from long term erosion forces, feasible engineering solutions including shoreline hardening, beach nourishment, and highway relocation or abandonment are matched to appropriate highway sections. Approximate costs, construction year, and other factors are discussed for each critical highway section. An evaluation methodology for planning coastal highway repair and protection is developed and tested. This methodology includes the use of geographic information systems and other techniques for computer aided design. It has application to Great Lakes, Atlantic, Pacific, and Gulf Coast states with similar problems. KW - Abandonment KW - Abandonment, highway KW - Coastal highways KW - Coasts KW - Computer aided design KW - Decision making KW - Defects KW - Erosion KW - Geographic information systems KW - Highway damage KW - Highways KW - Long term KW - Maintenance costs KW - Maintenance management KW - Maintenance practices KW - North Carolina KW - Planning KW - Protection KW - Relocation (Facilities) KW - Repairing KW - Repairs KW - Time duration KW - Vulnerability UR - https://trid.trb.org/view/362841 ER - TY - RPRT AN - 00620562 AU - Woodham, D AU - Colorado Department of Transportation AU - Federal Highway Administration TI - ICE-DETECTION SYSTEM EVALUATION. FINAL REPORT PY - 1991/08 SP - 40 p. AB - This evaluation consisted of interviews with SCAN ice-detection system users and evaluations of the manpower and material savings associated with the use of the system as well as the possible influences the system may have on accidents which occur during winter conditions. It appears that salt/sand usage and overtime costs have been reduced by the use of the SCAN system. Anecdotal information suggests that there have been fewer winter accidents at one instrumented site. The system provides relevant information to maintenance decision makers. The overall effectiveness of the system is dependent on how users accept and will use the information. KW - Cost effectiveness KW - Decision making KW - Detectors KW - Ice KW - Performance evaluations KW - Safety KW - Snow and ice control KW - Traffic safety UR - https://trid.trb.org/view/362431 ER - TY - RPRT AN - 00619201 AU - Mamlouk, M S AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - LOW-VOLUME ROADS REHABILITATION STRATEGIES. STATE-OF-THE-ART REPORT PY - 1991/08 SP - 60 p. AB - A literature search was conducted to evaluate various maintenance and rehabilitation techniques applicable to asphalt-paved low-volume roads (LVR) for possible use by the Arizona Department of Transportation (ADOT). The common method of LVR rehabilitation currently used by ADOT is the hot-mix asphalt concrete overlay. In this study, other rehabilitation techniques have been reviewed and suggested based on the experience of other highway agencies. These rehabilitation techniques include surface recycling, cold-mix in-place recycling, hot-mix recycling, fabrics, and thin overlays. The decision to use these rehabilitation techniques should not be based only on the initial construction cost but on a sound life cycle cost analysis. A good pavement management system should also be used in order to evaluate the cost-effectiveness of each technique so that more efficient decisions can be made in the future. KW - Asphalt pavements KW - Cold in-place recycling KW - Cold weather KW - Cost effectiveness KW - Decision making KW - Driver rehabilitation KW - Fabrics KW - Guides to the literature KW - Hot in-place recycling KW - Life cycle analysis KW - Life cycle costing KW - Literature reviews KW - Low volume roads KW - Overlays (Pavements) KW - Pavement management systems KW - Recycling KW - Rehabilitation KW - Strategy UR - https://trid.trb.org/view/361732 ER - TY - RPRT AN - 00618752 AU - Chong, S-L AU - Peart, J AU - Federal Highway Administration TI - EVALUATION OF VOLATILE ORGANIC COMPOUND (VOC)-COMPATIBLE HIGH SOLIDS COATING SYSTEMS FOR STEEL BRIDGES. FINAL REPORT PY - 1991/08 SP - 34 p. AB - A number of solvent-based and water-based coating systems formulated with low volatile-organic compound (VOC) were studied to determine the effect of solvent reduction and solids increase on their performance on steel bridges. All the systems contained VOC contents lower than 340 g/l. These systems included zinc rich systems, epoxy mastics, two CALTRANS systems, and silicone rubber systems. High-VOC solvent-based systems were used as controls. Two accelerated laboratory weathering regimens, a cyclic salt-fog/freeze exposure and an ultraviolet/condensation exposure, were utilized as evaluation tools. Adhesion strengths and gloss retention properties of the coating systems before and after the tests were also measured. The performances of four low-VOC and high-VOC coating pairs were compared by the cyclic salt-fog/freeze exposure which provides much more rapid failure within a reasonable timeframe. More importantly, a composite test rating and rank for the corrosion resistance of the candidate coating systems in this study was made. From this study, the newly developed low-VOC coating systems were found to perform as well or better than their high-VOC counterparts. The water-based inorganic zincs exhibited the best performance. The poorly performing systems were silicone rubber, epoxy mastics, and the two CALTRANS systems. Most of the coating systems lost some degree of adhesion after both exposures. A low-VOC acrylic aliphatic polyurethane was found to be the best topcoat for gloss retention. The preliminary outdoor weathering results after 15 months of marine exposure gave trends similar to the accelerated laboratory results. KW - Accelerated weathering KW - Adhesion KW - Coatings KW - Corrosion resistance KW - Epoxides KW - Epoxy mastics KW - Gloss retention KW - Laboratory tests KW - Mastic asphalt KW - Metal bridges KW - Organic compounds KW - Paint KW - Performance evaluations KW - Rubber compounds KW - Silicone rubber KW - Silicones KW - Solids KW - Solvents KW - Steel bridges KW - Volatility KW - Zinc rich paint UR - https://trid.trb.org/view/361461 ER - TY - RPRT AN - 00618798 AU - PEARSON, D AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRIPCAL5 - PROGRAM SPECIFICATIONS. INFORMATIONAL REPORT #6. INTERIM REPORT PY - 1991/08 SP - 167 p. AB - This report documents the research and analysis undertaken to develop a state-of-the-art trip generation model for use by the Texas Department of Transportation (TxDOT). This work was undertaken as a part of an overall effort to improve the transportation planning techniques utilized by the TxDOT. Trip generation has been accomplished by the TxDOT since the early seventies using two computer programs, TRIPCAL3 AND TRIPCAL4. The methods and models employed by those programs were considered to be outdated and no longer state of the practice in terms of trip generation. The work documented in this report includes a review of the input data for trip generation, a review of the trip generation rates developed as a result of recent travel surveys, a review of the current trip generation practice in urban areas outside Texas, and a review of the trip generation practice in Texas. Based on those reviews and analysis, specifications and recommendations were developed for a new trip generation program for use by the TxDOT as a part of their mainframe travel demand modeling package. The new program is called TRIPCAL5. The implementation of TRIPCAL5 is anticipated to provide a quantum improvement in the trip generation capabilities of the TxDOT. KW - Computer programs KW - Mathematical models KW - Recommendations KW - Specifications KW - State of the art studies KW - Texas KW - Transportation planning KW - Travel demand KW - Trip generation UR - https://trid.trb.org/view/361501 ER - TY - RPRT AN - 00618097 AU - Mannering, F AU - Hallenbeck, M AU - Koehne, J AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FRAMEWORK FOR DEVELOPING INCIDENT MANAGEMENT SYSTEMS. FINAL REPORT PY - 1991/08 SP - 300 p. AB - A variety of techniques have been developed to manage incidents efficiently. However, very little guidance exists for agencies wishing to initiate such efforts. This document serves to provide this guidance by discussing the process of developing and implementing an incident management system. Generally, the process consists of seven steps: defining the problem, setting goals and objectives, developing alternatives, evaluating and selecting from those alternatives, implementing, re-evaluating after a specified time, and refining the system. The alternatives which were developed in this document fall under five basic categories depending on how they benefit incident management efforts. These categories include incident detection, response, site management, clearance, and motorist information. Specific information, including technique description, relative costs and benefits, operational requirements, and funding variations, is given for each incident management technique included in these categories. More generally, concerns such as jurisdictional issues, geographical constraints, available resources, operational procedures, training requirements, and administrative coordination are discussed in detail to aid in mitigating difficulties early in the incident management system development process. KW - Benefits KW - Costs KW - Detection and identification KW - Detectors KW - Development KW - Driver information systems KW - Finance KW - Financing KW - Guides KW - Guides to information KW - Implementation KW - Incident clearance KW - Incident management KW - Incidents KW - Location KW - Management KW - Management systems KW - Response KW - Site management KW - Traffic incidents UR - http://www.wsdot.wa.gov/research/reports/fullreports/224.1.pdf UR - https://trid.trb.org/view/357540 ER - TY - RPRT AN - 00616570 AU - Coffman, H L AU - Marsh, M L AU - Brown, C B AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SEISMIC DURABILITY OF RETROFITTED R.C. COLUMNS. FINAL REPORT PY - 1991/08 SP - 56 p. AB - The seismic performances of three retrofitted and one control, half scale, circular, reinforced concrete columns were studied. The columns were 10-ft high, 18-in. diameter cantilevers. The longitudinal flexural steel was spliced to the foundation dowels just above the fixed base. A concentric axial load of .20 f'c Ag was continually applied during testing. The free ends of the cantilevers were translated to produce a maximum displacement of four times that necessary to produce yield in the longitudinal reinforcing steel. This loading was repeated with both positive and negative displacements in a quasi-static manner until the lateral forces required to produce these displacements approached zero. The measure of seismic durability used was the number of such cycles that a column sustained before losing structural integrity. The arrangement was intended to model that of bridge columns constructed during the 1960s. Three columns were retrofitted with prestressed, externally located circular hoops at intervals along the lower 4 ft. The spacing and size of these ties varied from column to column. The control column sustained less than two cycles before losing structural integrity; the retrofitted columns sustained a minimum of twelve cycles. KW - Bridges KW - Cantilevers KW - Columns KW - Durability KW - Earthquake resistant design KW - Earthquake resistant structures KW - Hoops KW - Load tests KW - Reinforced concrete KW - Reinforcing steel KW - Retrofitting KW - Splicing KW - Structural analysis KW - Structural integrity UR - http://www.wsdot.wa.gov/research/reports/fullreports/228.1.pdf UR - https://trid.trb.org/view/357156 ER - TY - RPRT AN - 00616444 AU - Sulzberg, J D AU - Demetsky, M J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - DEMONSTRATION OF TRAF-NETSIM FOR TRAFFIC OPERATIONS MANAGEMENT. FINAL REPORT PY - 1991/08 SP - 73 p. AB - The utility of the simulation package TRAF-NETSIM to the traffic engineer is assessed and demonstrated by means of a case study. The methodology employed in performing the analysis is presented in a way that will aid future users of TRAF-NETSIM. The advantages and disadvantages of TRAF-NETSIM are documented along with the human resource requirements for a first-time application of the program. TRAF-NETSIM permits the engineer to compare alternative control and design strategies for a traffic intersection, corridor or network and allows the user to design and test within the office environment the simulation of many traffic options. TRAF-NETSIM attempts to be as realistic as possible. Lanes can be channelized for turns only or designated for carpool or bus activity. Pedestrian activity, long- and short-term events, and bus routes can be simulated as well. Creativity permits the engineer to evaluate unusual networks when required. The output of TRAF-NETSIM provides the user with a host of measures of effectiveness to compare traffic options. Delay time/vehicle, number of phase failures, speed, vehicle miles, stops/vehicle trip are some of the measures of effectiveness that can be used to evaluate networks. KW - Alternatives analysis KW - Case studies KW - Evaluation KW - Highway traffic control KW - Intersections KW - Measures of effectiveness KW - Traffic control KW - Traffic networks KW - Traffic simulation KW - Transportation corridors UR - http://ntl.bts.gov/DOCS/netsim.html UR - http://ntl.bts.gov/lib/6000/6900/6998/92-R3.pdf UR - https://trid.trb.org/view/357058 ER - TY - RPRT AN - 00616380 AU - Liss, S AU - Federal Highway Administration TI - 1990 NATIONWIDE PERSONAL TRANSPORTATION STUDY: EARLY RESULTS PY - 1991/08 SP - 40 p. AB - This document provides some preliminary information from the 1990 Nationwide Personal Transportation Study (NPTS). While the 1990 NPTS results quantify changes in travel, many of the trends outlined in this report follow what is intuitively known about travel behavior over this time period. The overall picture provided by the NPTS is that of considerable increases in private vehicle trips, VMT, household vehicle ownership, and annual miles per driver. Vehicle occupancy is declining as is the share of person trips by walk, bicycle, and school bus. Data from other sources, such as traffic counts and the HPMS (Highway Performance Monitoring System) show that the aggregate highway travel has increased. The NPTS data, which provide a view of travel from the individual and household level, confirm the increase in highway travel and allow an examination of the components of travel that contribute to the increase. KW - Bicycles KW - Data collection KW - Households KW - Motor vehicles KW - Nationwide Personal Transportation Survey KW - Ownership KW - Passenger miles KW - Private transportation KW - School buses KW - Surveys KW - Travel behavior KW - Trend (Statistics) KW - Trip length KW - Vehicle miles of travel KW - Walking UR - https://trid.trb.org/view/357021 ER - TY - RPRT AN - 00615589 AU - Kurth, D AU - Donnelly, R AU - Arens, B AU - Hamburg, J AU - DAVIDSON, W AU - Barton-Aschman Associates, Incorporated AU - New Mexico State Highway and Transportation Department AU - Federal Highway Administration TI - A RESEARCH PROCESS FOR DEVELOPING A STATEWIDE MULTIMODAL TRANSPORTATION FORECASTING MODEL. FINAL REPORT PY - 1991/08 SP - 52 p. AB - In 1990, the New Mexico State Highway and Transportation Department (NMSHTD) initiated an ambitious and long-term research project. The project was to define the process for and undertake the development of a statewide multimodal transportation forecasting model. The project commenced in April, 1991. The first activity was to gather consultant and NMSHTD staff for an intensive two-day knowledge-sharing and brainstorming session. Key NMSHTD personnel shared modal forecast needs. The consultant presented an overview of the practice of travel demand forecasting. The participants worked together to define the project scope and a conceptual framework for beginning the research effort. This report documents the two-day session, and provides an overview of the recommended next steps. KW - Air transportation KW - Forecasting KW - Freight transportation KW - Highway transportation KW - Mathematical models KW - Models KW - Multimodal transportation KW - New Mexico KW - Passenger transportation KW - Public transit KW - Railroad transportation KW - State departments of transportation KW - Transportation planning KW - Travel demand KW - Urban transportation KW - Workshops UR - https://trid.trb.org/view/356649 ER - TY - RPRT AN - 00615594 AU - Ozyildirim, H C AU - Halstead, W J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - FACTORS AFFECTING THE PERFORMANCE OF BRIDGE DECKS IN VIRGINIA. FINAL REPORT PY - 1991/08 SP - 35 p. AB - A detailed examination was made of 34 bridge decks, 11 to 30 years old, containing uncoated reinforcing steel. These bridges are located throughout Virginia. Cores were taken from each to evaluate the quality of the concrete with the objective of determining the relationship of concrete properties with the long-term performance of such bridge decks. It was shown that the greatest deterioration in these decks results from the ingress of chloride ions into the concrete, thus confirming the need for concretes with low permeabilities to be used in bridge decks. Low permeability is especially important where uncoated reinforcing steel is present. Some of the bridges examined in this study were constructed prior to 1966 when changes were made in the Virginia Department of Transportation's specifications. However, other than entrained air content, there is a relatively narrow range of measured quality parameters for these concretes, and most are considered to be of acceptable quality. Accordingly, specific numerical relationships between the concrete properties studied and the environmental and traffic conditions or the deterioration of the bridge decks were not established. KW - Bridge decks KW - Chlorides KW - Concrete KW - Concrete properties KW - Core analysis KW - Cores (Specimens) KW - Deterioration KW - Long term KW - Performance KW - Permeability KW - Physical properties KW - Time duration UR - http://ntl.bts.gov/lib/36000/36800/36829/92-R2.pdf UR - https://trid.trb.org/view/356654 ER - TY - RPRT AN - 00611962 AU - McGhee, K H AU - Mahone, D C AU - Newman, A D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A PAVEMENT MANAGEMENT SYSTEM FOR PAVED SECONDARY ROADS. MANAGEMENT OF PAVED SECONDARY ROADS. FINAL REPORT PY - 1991/08 SP - 55 p. AB - This report provides the background for the development of a pavement management system for the paved roads of Virginia's secondary highway system. Included are descriptions of a study to develop an acceptable surface-condition rating system for surface-treated (chip-sealed) pavements, a pilot application of the system, and an assessment of the resources required to implement the system. The system developed includes a means to capture data for ordinary or routine maintenance needs. A further part of this study involved a comparative analysis of the allocation of resurfacing monies on the basis of (1) a historical 5-year program, (2) a 100% sampling approach, and (3) a 5% random sampling approach. Among the major recommendations are to proceed with full implementation of the system, including the provision of the needed resources; to use data from the system to determine the amount and allocation of the secondary resurfacing budget; and to capture data on ordinary maintenance needs for at least one cycle of pavement condition ratings. KW - Chip seals KW - Evaluation KW - Fund allocations KW - Implementation KW - Maintenance KW - Maintenance management KW - Needs assessment KW - Pavement conditions KW - Pavement management systems KW - Pavements KW - Pilot studies KW - Pilot study KW - Ratings KW - Secondary roads KW - Strategic planning KW - Virginia UR - http://ntl.bts.gov/lib/36000/36800/36827/92-R4.pdf UR - https://trid.trb.org/view/356258 ER - TY - RPRT AN - 01105024 AU - Rollins, Greg AU - Scofield, Larry A AU - Arizona Transportation Research Center AU - Arizona Department of Transportation AU - Federal Highway Administration TI - SENTRE and TREND Attenuating Systems PY - 1991/07//Final Report SP - 67p AB - The objective of this study was to construct SENTRE and TREND attenuator systems and evaluate their in-service performance as set forth in NCHRP-230 for a period of two years. The evaluation was conducted as part of ADOTs New Product Evaluation Program. Both of the systems had performed satisfactorily in full scale crash testing conducted during other research efforts, and were designated as experimental by the FHWA at the onset of the study. Four SENTRE end treatments were installed, one downstream and one upstream on both sides of a single bridge, as part of ADOT construction project HES-02202(33)P. Likewise, four TREND end treatments were installed, one downstream and one upstream on both sides of a single bridge, as part of ADOT construction project F-081-l(2). Both of these bridges extend over canals. The canals have parallel utility roads, and access to these roads precludes the full development of the length-of-need (LON) required with the use of guardrail. Following construction, the in-service performance was assessed from accident and maintenance cost records. The systems were constructed without major difficulty, the TREND was completed and operational November 3,1988, and the SENTRE was operational December 22,1988. During the evaluation period the SENTRE was hit twice and the TREND was hit once. None of the impacts lent themselves to a safety performance evaluation of the attenuators, however, each of these hits required repair and replacement parts for the attenuators. The repair process was found to be simple and in each case was performed without difficulty. However, the delivery time for replacement parts far exceeded EASl's claim of 48 hours. Delivery times ranged from two weeks to 37 days. The ATRC has recommended stockpiling spare attenuator parts in proximity to the attenuators for their timely repair. Further monitoring of the TREND is recommended until it is judged operational by the FHWA. KW - Attenuation (Engineering) KW - Bridge railings KW - Bridges KW - End treatments KW - Evaluation KW - Guardrails KW - Highway appurtenances KW - Products UR - http://ntl.bts.gov/lib/26000/26900/26993/EP8802-8803-final.pdf UR - https://trid.trb.org/view/863945 ER - TY - RPRT AN - 00618098 AU - Reiss, R A AU - Dunn, W M AU - Dunn Engineering Associates AU - Federal Highway Administration TI - FREEWAY INCIDENT MANAGEMENT HANDBOOK. FINAL REPORT PY - 1991/07 SP - 142 p. AB - This handbook was written to assist responsible agencies in managing the ever increasing number of roadway incidents. It has been designed to aid: transportation officials with operational responsibility in state and local departments of highways, traffic or transportation; police, fire and emergency medical services personnel; environmental protection officials; tow truck operators; and administrators involved with managing roadway incidents. The handbook will serve as a guide for agencies wishing to initiate an effective incident management program. It will prove useful in both rural and urban regions by presenting a menu of responses from which the appropriate selections can be made. KW - Detection and identification KW - Detectors KW - Driver information systems KW - Evaluation KW - Finance KW - Financing KW - Freeways KW - Handbooks KW - Highway traffic control KW - Incident clearance KW - Incident management KW - Incidents KW - Management KW - Response KW - Rural areas KW - Traffic incidents KW - Urban areas KW - Verification UR - https://trid.trb.org/view/357541 ER - TY - RPRT AN - 00625552 AU - Williams, J A AU - Hoover, T P AU - California Department of Transportation AU - Federal Highway Administration TI - YARN REINFORCED SOIL. FINAL REPORT PY - 1991/07 SP - 84 p. AB - A system for distribution of fibers combined with a belt-type conveyer was developed in order to construct 6-inch-diameter triaxial specimens using sand. Fiber-reinforced specimens were tested and compared with nonreinforced specimens. The results of this research indicate that by binding the soil particles together with continuous fibers, the stability of noncohesive soils can be increased while adequate permeability is maintained. KW - Fiber reinforced concrete KW - Fiber reinforcement KW - Geosynthetics KW - Granular soils KW - Laboratory tests KW - Mechanically stabilized earth KW - Permeability KW - Sand KW - Triaxial shear tests KW - Triaxial tests UR - https://trid.trb.org/view/368025 ER - TY - RPRT AN - 00625377 AU - Hunsucker, D Q AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - ENGINEERING ESTIMATES AND FHWA ACCURACY CRITERION. FINAL REPORT PY - 1991/07 SP - 73 p. AB - The Federal Highway Administration requires the construction cost estimate of the highway engineer to be a projection of the low bid, and be within plus or minus 10% of the low bid for at least 50% of the projects awarded. Construction cost estimates developed by the Estimating Staff of the Kentucky Department of Highways have not always met this criterion in years past. The Estimating Staff of the Kentucky Department of Highways use an actual cost approach to generate construction cost estimates. It was concluded that the Department's estimating staff possess the ability to do very thorough and accurate work. The Estimating Staff produce a construction cost estimate for a project that is considered to be a reasonable and equitable price for an average contractor to complete the proposed work in an approved manner. The Kentucky Department of Highways considers the engineer's estimate to be a fair price for the project. The percent of the engineer's estimates within plus or minus 10% of the low bid improved during the period reviewed. Proper assessment of the affect of competition on the bids for bituminous projects would virtually guarantee compliance with FHWA's accuracy standard. Advantages and disadvantages of determining a fair price for a construction project versus predicting the low bid were examined. KW - Accuracy KW - Bids KW - Construction KW - Construction costs KW - Contracts KW - Cost estimating KW - Costs KW - Estimates KW - Forecasting KW - Highway engineers KW - Kentucky KW - Road construction UR - https://trid.trb.org/view/367897 ER - TY - RPRT AN - 00623607 AU - Hossain, M AU - Scofield, L A AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - POROUS PAVEMENT FOR CONTROL OF HIGHWAY RUN-OFF. FINAL REPORT PY - 1991/07 SP - 76 p. AB - In 1986, the Arizona Department of Transportation (ADOT) constructed a 3500-ft porous pavement experimental section on SR-87 in the Phoenix metropolitan area. The objectives of this project were to determine the constructability and subsequent performance of porous pavement as a drainage system and pavement structure in an urban area and a desert environment. The porous pavement test section has performed satisfactorily for five years. Although a slight decrease in the infiltration rate has occurred, both the infiltration rate and the storage capacity are above the design values. Visual observation during storm events has shown that the surface of the porous pavement section does not include sheet flow. This provides a marked difference in stripe delineation and pavement glare during night time inclement weather driving when compared to conventional pavement. However, Mu-meter skid test results for the porous pavement section are comparable to those of conventional pavements (control). Material tests conducted on the pavement components indicate that the Marshall stability, resilient modulus, and asphalt cement viscosity of the open graded asphalt concrete have increased with time. No cracking or significant surface deformation has occurred during the five years of service. Annual FWD testing was conducted to establish the changes in layer properties. To date, little change has occurred in the layer moduli except for the open graded subbase whose modulus has decreased with time. This phenomenon is unexplained at present. No unusual presence of moisture was detected in any layer of the pavement system. The subgrade moisture content has achieved equilibrium at less than the optimum content determined during the design process. KW - Arizona KW - Asphalt cement KW - Asphalt concrete KW - Constructability KW - Construction KW - Deserts KW - Falling weight deflectometers KW - Infiltration KW - Inspection KW - Layer coefficient (Pavements) KW - Layer moduli KW - Marshall stability marshall stability & flow test flow KW - Marshall test KW - Modulus KW - Modulus of resilience KW - Open graded aggregates KW - Pavement performance KW - Pavements KW - Porous materials KW - Porous pavements KW - Runoff KW - Skid resistance KW - Soil water KW - Storms KW - Subbase KW - Subbase (Pavements) KW - Subgrade (Pavements) KW - Subgrade moisture KW - Test sections KW - Urban areas KW - Viscosity KW - Vision UR - https://trid.trb.org/view/363451 ER - TY - RPRT AN - 00675364 AU - Holloway, J C AU - Pfeifer, B G AU - Faller, R K AU - Post, E R AU - University of Nebraska, Lincoln AU - Kansas Department of Transportation AU - Federal Highway Administration TI - FULL-SCALE 18,000 LB VEHICLE CRASH TEST ON THE KANSAS 32 INCH CORRAL RAIL PY - 1991/07 SP - 70 p. AB - One full-scale crash test was conducted on the Kansas 32 in. (81.3 cm) Corral Rail. Test KSCR-1 was conducted with an 18,040 lb (8183 kg) test vehicle at 15 degrees and 51.5 mph (82.9 km/h). The point of impact was located midway between the fourth and fifth posts relative to the upstream end. The post spacing was 10 ft (3.05 m). The installation was 100 ft (30.5 m) long and was constructed with a simulated bridge deck. The test was evaluated according to the safety criteria in the National Cooperative Highway Research Program (NCHRP) Report 230 and the American Association of State Highway and Transportation Officials "Guide Specifications for Bridge Railings", 1989. The safety performance of the Kansas 32 in. (81.3 cm) Corral Rail was determined to be satisfactory. KW - Bridge railings KW - Crashes KW - Impact KW - Impact angle KW - Impact speed KW - Impact tests KW - Speed KW - Test results KW - Testing UR - https://trid.trb.org/view/412348 ER - TY - RPRT AN - 00625055 AU - Lu, J AU - Bertrand, C AU - Hudson, W R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION AND IMPLEMENTATION OF THE AUTOMATIC ROAD ANALYZER (ARAN). FINAL REPORT PY - 1991/07 SP - 74 p. AB - As the complexity of highway engineering increases, information related to pavement condition, vehicle operating cost, ride quality, driving safety, passenger comfort, and newly-constructed road acceptance--all this information needs to be effectively and safely collected and evaluated by instrumentation. For such purposes, comprehensive or multi-function measurement of pavement conditions is providing a more efficient and economical way to complete the measurement process. In 1985, the Texas State Department of Highways and Public Transportation (SDHPT) purchased a multi-functional road quality surveying system, called the Automatic Road Analyzer (ARAN), which measures several roadway conditions simultaneously, including pavement roughness, pavement transverse profile (rutting), and roadway geometrical characteristics. This report evaluates the orientation subsystem and rut depth subsystem of the ARAN unit using field tests and the resulting data. In this evaluation, the principal activities involved the evaluation of the static, dynamic, and operational performance. Static performance tests were conducted separately to test the stability, measurement specifications, and measuring accuracy of the orientation subsystem and rut depth subsystem. The dynamic performance tests of the orientation and rut depth susbsystems (conducted with the ARAN unit operating under normal conditions) compare responses of the two subsystems with chosen references. The operational performance tests were conducted to check whether the subsystems are reliable under different operating conditions. A procedure characterizing the transverse profile and rutting was developed in this study. The final output of this procedure is a rutting index. KW - Accuracy KW - Automatic road analyzer KW - Evaluation KW - Field tests KW - Gyroscopes KW - Implementation KW - Measurement KW - Pavement conditions KW - Pavements KW - Performance evaluations KW - Performance tests KW - Reliability KW - Roughness KW - Rut depth KW - Rutting KW - Superelevation KW - Transverse profile UR - https://trid.trb.org/view/367720 ER - TY - RPRT AN - 00625749 AU - Higgins, C C AU - Klingner, R E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EFFECT OF ENVIRONMENTAL CYCLING ON THE STRENGTH OF SHORT RETROFIT ANCHOR BOLTS. FINAL REPORT PY - 1991/07 SP - 206 p. AB - This report concerns the results of a study to investigate the tensile behavior of single anchors subjected to environmental exposure, and to compare the behavior of otherwise identical exposed and unexposed anchors. Cast-in-place and retrofit anchors (adhesive, expansion, and undercut) were tested. Anchors were subjected to five environmental exposure conditions: (1) ultraviolet light; (2) freezing and thawing; (3) corrosion in a pH-neutral salt solution; (4) wetting and drying with an acid rain solution; and (5) combined freezing and thawing, corrosion in a pH-neutral salt solution, and wetting and drying. Anchors were installed in concrete cylinders meeting TSDHPT specifications for Class C concrete. These concrete cylinders with installed anchors were then subjected to the above five environmental exposure conditions. After environmental exposure, the cylinders were cemented into a concrete block with an epoxy adhesive, and were tested in direct static tension to failure. Effects of different environmental exposures on the subsequent tensile behavior of anchors are described. KW - Acid rain KW - Anchor bolts KW - Corrosion KW - Environmental impacts KW - Failure KW - Freeze thaw durability KW - Freezing thawing effects KW - Retrofitting KW - Seawater KW - Tensile strength KW - Tension tests KW - Ultraviolet radiation KW - Wetting and drying tests UR - https://trid.trb.org/view/368117 ER - TY - RPRT AN - 00624993 AU - Hinze, J AU - Selstead, G A AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF WSDOT CONSTRUCTION COST OVERRUNS. FINAL REPORT PY - 1991/07 SP - 67 p. AB - Like any other agency that funds construction projects, the Washington State Department of Transportation (WSDOT) would like to minimize cost overruns on each construction contract that is administered. A study was undertaken to investigate and identify those factors that significantly impact construction cost overruns on WSDOT projects. Cost overruns were measured by the cost overrun rate, which is the percentage of difference between the low bid amount on WSDOT projects and the actual incurred cost on these projects. A total of 433 unit price, competitively bid contracts completed during fiscal years 1985 to 1989 were reviewed. The review involved a statistical analysis of each project, including design, bidding, and construction administration data. Specific factors that were identified to impact construction cost overruns included project size, project type, level of competition (measured by the number of bids and the range of those bids), geographic district, pre-contract engineering, and frequency with which a contractor is awarded WSDOT contracts. The study concluded that construction cost overruns are associated with projects that are more complex or have a large number of bidders. Projects with a high degree of complexity include large projects, new construction projects, bridge projects, and safety improvement projects. KW - Bids KW - Construction KW - Construction costs KW - Construction management KW - Contracts KW - Cost overruns KW - Costs KW - Overruns KW - Road construction KW - State departments of transportation KW - Statistical analysis KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/218.1.pdf UR - https://trid.trb.org/view/367659 ER - TY - RPRT AN - 00624965 AU - Muethel, R W AU - Michigan Department of Transportation AU - Federal Highway Administration TI - FINE AGGREGATE TESTED ON THE MICHIGAN DEPARTMENT OF TRANSPORTATION CIRCULAR WEAR TRACK PY - 1991/07 SP - 9 p. AB - Previous Michigan Department of Transportation (MDOT) wear track evaluations have measured the polishing resistance of the coarse aggregate components of bituminous top course mixtures. The MDOT Aggregate Wear Index (AWI) for aggregates in bituminous top course mixtures was implemented to match the polishing resistance of coarse aggregates to the amount of traffic anticipated on trunklines. Recent changes in bituminous mixture designs have resulted in greater use of dense-graded aggregates which are composed of larger percentages of fine aggregates. Inquiry into the frictional performance of fine aggregates prompted the scheduling of a special wear track series to evaluate the polishing characteristics and frictional performance of selected fine aggregates. The polishing tests indicated that the fine aggregates, including high-polishing limestone, exhibited considerably higher frictional performance than the coarse aggregates. The increased frictional performance was found to be due to the smaller particle size rather than sacrificial removal of aggregate from the test specimen surfaces. Based upon the results of this wear track series, the development of bituminous top course mixtures with greater exposure of fine aggregate is recommended. The mixtures would be specially designed with the fine aggregate throughout the mixture to maintain fine aggregate exposure as the surface material is removed by traffic wear. The frictional characteristics of the fine aggregate component of bituminous pavements should be considered when investigating the relationship between aggregate qualitites and pavement friction. KW - Bituminous mixtures KW - Dense graded aggregates KW - Fine aggregates KW - Friction KW - Grain size (Geology) KW - Limestone aggregates KW - Pavement friction KW - Pavements KW - Performance evaluations KW - Polishing (Aggregates) KW - Skin resistance KW - Test tracks KW - Wearing course (Pavements) UR - https://trid.trb.org/view/367633 ER - TY - RPRT AN - 00616505 AU - SMITH, L AU - Pinney (SG) and Associates, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF POLLUTION CONTROLS FOR BRIDGE PAINTING. FINAL REPORT PY - 1991/07 SP - 114 p. AB - Research was performed to evaluate pollution control measures for bridge painting. A field comparison was performed to evaluate the following techniques: abrasive blasting with low dusting abrasive; abrasive blasting with metallic abrasive; vacuum blasting with recyclable abrasive; vacuum blasting with slag abrasive; and power tool cleaning. Technical feasibility, productivity and cost were analyzed for the different techniques. Impact on air, water, sediment, and soil was measured. A literature and information search was performed on surface preparation techniques for cleaning bridge steel and environmental impact from bridge cleaning activities. Other topics included in the search were other State bridge painting pollution control plans, uses for surface preparation debris, and abrasive recycling systems. The results from the research were used to make recommendations to PennDOT on changes to their Guidelines for Environmental Pollution Controls for Bridge Painting Contracts. These recommendations were submitted as a separate document. KW - Abrasives KW - Air quality KW - Analysis KW - Blast cleaning KW - Bridges KW - Cleaning KW - Control KW - Cost analysis KW - Costs KW - Environmental impacts KW - Environmental protection KW - Feasibility analysis KW - Guidelines KW - Guides to the literature KW - Literature reviews KW - Painting KW - Pollution KW - Power tools KW - Productivity KW - Recycling KW - Revisions KW - Sediments KW - Soils KW - Surface preparation KW - Tools KW - Vacuum KW - Vacuum blasting KW - Water quality UR - https://trid.trb.org/view/357109 ER - TY - RPRT AN - 00616504 AU - SMITH, L AU - Pinney (SG) and Associates, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - ALL CHARGED UP WITH SOME PLACE TO GO FOR BRIDGE PAINTING CONTRACTS PY - 1991/07 SP - 26 p. AB - The revised guidelines present different techniques for the following three maintenance procedures: (1) Spot Painting - power tool cleaning in accordance with SSPC SP11 and SP3; (2) Zone Painting - wet abrasive blasting or vacuum blasting; and (3) Total Painting - recyclable abrasives. Major changes were made in the water quality section of the guidelines. As changes are occurring rapidly in the area of pollution controls for bridge painting, these guidelines should be considered as being an interim document which will require revision on a regular basis until industry standards have been developed. KW - Abrasives KW - Blast cleaning KW - Bridges KW - Control KW - Environmental protection KW - Guidelines KW - Painting KW - Pollution KW - Power tools KW - Recycling KW - Revisions KW - Tools KW - Vacuum KW - Vacuum blasting KW - Water quality KW - Wet blasting UR - https://trid.trb.org/view/357108 ER - TY - RPRT AN - 00616468 AU - Cooper, C D AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - ENHANCED CARBON MONOXIDE SCREEN TEST. FINAL REPORT PY - 1991/07 SP - 39 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 volume and the speed and follows the graphical procedure to result in a "critical distance". If the critical distance is closer to (further from) the road than the nearest reasonable receptor, then the intersection passes (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 MOBILE4 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 4.0 or higher, an EGA or higher screen, and a dot matrix printer). KW - Air quality KW - Carbon monoxide KW - Computer programs KW - Graphical analysis KW - Graphics KW - Intersections KW - Motor vehicles KW - Personal computers KW - Rural areas KW - Screenings KW - Speed KW - Tests KW - Traffic speed KW - Traffic volume KW - Urban areas UR - https://trid.trb.org/view/357075 ER - TY - RPRT AN - 00623596 AU - Petrak, A AU - Brooks, E W AU - Six, J AU - Oregon Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF FLYASH IN LEAN CONCRETE BASE AND CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS. FINAL REPORT PY - 1991/07 SP - 19 p. AB - This report documents the five-year performance of a continuously reinforced concrete pavement constructed with flyash. The study area was located on Interstate 5 (Southbound), south of Albany, Oregon. Visual inspections of the pavement surface, final laboratory test results and recommendations for use are included in this report. KW - Base course (Pavements) KW - Compression tests KW - Compressive strength tests KW - Continuously reinforced concrete pavements KW - Fly ash KW - Inspection KW - Laboratory tests KW - Lean concrete KW - Lean mix concrete KW - Pavement performance KW - Recommendations KW - Test results KW - Vision UR - https://trid.trb.org/view/363440 ER - TY - RPRT AN - 00622308 AU - Stone, J R AU - Fisher, J S AU - Overton, M F AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - OPTIONS FOR NORTH CAROLINA COASTAL HIGHWAYS VULNERABLE TO LONG TERM EROSION. EXECUTIVE SUMMARY PY - 1991/07 SP - 43 p. AB - In the United States there are many miles of highways adjacent to ocean shorelines. In North Carolina, for example, there are over 200 miles of coastal highways, many of which are on barrier islands. Due to a combination of ocean, storm, and engineering design factors, these roadways are being damaged. The long term expectation of continued highway damage requires comprehensive and continuing studies of highway vulnerability. Then the decisions to repair, protect, or relocate these highways may be accomplished in a responsible, cost-effective manner. This report focuses on North Carolina, however, its results have application to other states. It identifies North Carolina highway sections that are susceptible to ocean damage and ranks their relative vulnerability by expected year of damage. After identifying likely vulnerability resulting from long term erosion forces, feasible engineering solutions including shoreline hardening, beach nourishment, and highway relocation or abandonment are matched to appropriate highway sections. Approximate costs, construction year, and other factors are discussed for each critical highway section. An evaluation methodology for planning coastal highway repair and protection is developed and tested. This methodology includes the use of geographic information systems and other techniques for computer aided design. It has application to Great Lakes, Atlantic, Pacific, and Gulf Coast states with similar problems. KW - Abandonment KW - Abandonment, highway KW - Coastal highways KW - Coasts KW - Computer aided design KW - Decision making KW - Defects KW - Erosion KW - Geographic information systems KW - Highway damage KW - Highways KW - Long term KW - Maintenance costs KW - Maintenance management KW - Maintenance practices KW - North Carolina KW - Planning KW - Protection KW - Relocation (Facilities) KW - Repairing KW - Repairs KW - Time duration KW - Vulnerability UR - https://trid.trb.org/view/362840 ER - TY - RPRT AN - 00622316 AU - Price, D A AU - Colorado Department of Transportation AU - Federal Highway Administration TI - FIELD WEATHERING TEST DECK FOR REFLECTIVE SHEETING. FINAL REPORT PY - 1991/07 SP - 47 p. AB - Historically the Colorado Department of Highways (now the Colorado Department of Transportation) has approved roadside sign material based on data obtained using the weatherometer. The weatherometer is a piece of equipment used for performing accelerated weather testing. While the weatherometer gives some comparative performance data related to UV stability and exposure to moisture, the true performance is best measured under actual field conditions. An outdoor exposure deck was constructed to test sign materials for their field performance and expected longevity. Sample materials were split into three pieces, one for the weatherometer testing, one for the outdoor exposure deck, and one to remain in original condition for later comparison. This report describes the construction of the deck, and the sheeting results after three years of exposure to Colorado weather. Sheeting installed on the deck was tested bimonthly for retroreflectance, color retention, and visual defects and compared to the test results of 2,000 hours exposure in the weatherometer. The outdoor exposure deck was found to be impractical for acceptance testing of sheeting materials due to the extreme amount of time the panels must be exposed to sustain sufficient deterioration. Testing with the weatherometer should be continued with the assumption that this test only yields comparative exposure data and is not truly correlated as to time in weatherometer equals a specific time of actual weather. KW - Accelerated weathering KW - Alternatives analysis KW - Color KW - Color retention KW - Crash exposure KW - Exposure KW - Inspection KW - Materials KW - Recommendations KW - Reflective sheetings KW - Reflectorized materials KW - Retroreflectivity KW - Sheathing KW - Test procedures KW - Test results KW - Traffic sign materials KW - Traffic signs KW - Vision UR - https://trid.trb.org/view/362848 ER - TY - RPRT AN - 00620561 AU - Woodham, D AU - Colorado Department of Transportation AU - Federal Highway Administration TI - USE OF FLY ASH IN STRUCTURAL CONCRETE. FINAL REPORT PY - 1991/07 SP - 17 p. AB - Limited data have been gathered on the performance of two bridge structures built in 1986 using fly ash concrete. Fly ash was used as a replacement for 15% of the cement in the mix. The use of fly ash caused several problems including: inconsistent setting, a rough and open surface texture, variable air and slump measurements, and shrinkage cracking. Most of these problems have been resolved due to increased knowledge of how fly ash works in concrete mixes and additional experience with the product. No changes to the current CDOT specifications, which allow contractors to substitute up to 20% fly ash (by weight), are proposed as the result of this research. KW - Bridge decks KW - Concrete KW - Cracking KW - Fly ash KW - Mix design KW - Performance evaluations KW - Shrinkage KW - Shrinkage cracks KW - Texture UR - https://trid.trb.org/view/362430 ER - TY - RPRT AN - 00620434 AU - Snethen, D R AU - Ahmed, S AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - DEPRESSED TRANSVERSE CRACKS IN ASPHALT PAVEMENTS IN OKLAHOMA. FINAL REPORT PY - 1991/07 SP - 68 p. AB - Transverse cracking of asphalt pavements is a costly pavement distress occurring in states that experience cold/freezing temperatures during the winter months. The cracks are caused by low temperature-induced tensile stresses that exceed the tensile strength of the pavement material. The majority of these cracks occur in the transverse direction relative to the pavement and with regular frequency along the roadway. The major objectives of this research included: (1) Determine the nature and extent of transverse cracking in asphalt pavements in Oklahoma; (2) Conduct a field and laboratory investigation of pavement materials and highway features to determine and evaluate the various factors that influence transverse cracking; and (3) Review ODOT practices for dealing with transverse cracking of asphalt pavements. The results of the research project confirm that the transverse cracking of pavements is a thermally-induced problem. Based on evaluation of collected data, the number of cracks increased and the average spacing decreased as the average low monthly temperature decreased. Depressions associated with transverse cracks were influenced by subgrade moisture conditions; specifically, as the average subgrade moisture content increased, the occurrence and severity of the depressions increased. Transverse cracking and particularly depressed transverse cracks appear to be more of a problem on fine-grained soil subgrades. Transverse cracking of asphalt pavements is a problem across the state of Oklahoma with severity of the problem varying from division to division based on such factors as pavement age, pavement cross section, traffic, asphalt properties, and maintenance procedures. Although maintenance and remedial procedures vary across the state, ODOT's procedures are consistent with those reported by surrounding states. KW - Asphalt pavements KW - Field investigations KW - Field studies KW - Fine grained soils KW - Laboratory tests KW - Low temperature KW - Oklahoma KW - Soil water KW - Subgrade (Pavements) KW - Subgrade moisture KW - Tensile strength KW - Tensile stress KW - Tension KW - Transverse cracking UR - https://trid.trb.org/view/362313 ER - TY - RPRT AN - 00620560 AU - Ardani, A AU - Colorado Department of Transportation AU - Federal Highway Administration TI - SYNTHETIC VS WOODEN SNOW FENCE. FINAL REPORT PY - 1991/07 SP - 32 p. AB - To investigate the effectiveness of synthetic snow fences against the traditional wooden snow fence, a site was selected on S.H. 14's right-of-way at milepost 18.1. The synthetic snow fences were easier to install than the wooden fences because they were lighter (approximately one-fourth of the weight of the wooden fences), and because they stretched easier. They required substantially less room to haul. The snow trapping efficiency of the synthetic snow fences was comparable to that of wooden fences. The result of this study has demonstrated the use of synthetic snow fences as an alternative to the traditional wooden snow fences. However, their installation close to a ranch with grazing bulls is not recommended. Bulls have tendencies to either lean against them or chew on them. KW - Alternatives analysis KW - Animals KW - Building KW - Facilities KW - Installation KW - Performance KW - Snow fences KW - Stretching KW - Synthetics KW - Weight KW - Wood UR - https://trid.trb.org/view/362429 ER - TY - RPRT AN - 00618116 AU - Young, B AU - Georgia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE PERFORMANCE OF FIN DRAINS IN GEORGIA. FINAL REPORT PY - 1991/07 SP - 58 p. AB - The objectives of this study were to observe the installation procedures and evaluate the overall performance of longitudinal geocomposite prefabricated edgedrain systems called Fin Drains. The evaluation was done by comparing the pavement performance results of control sections with no drainage to the results of test sections with Fin Drains. The drainage ability of the Fin Drains was also evaluated by collecting flow rate and rainfall data at instrumented test sections. The evaluations were done to determine the effectiveness of the Fin Drain in reducing infiltrated surface water from underneath pavement slabs and to slow down the rate of pavement failure due to the slab pumping/faulting/cracking process. It was found that the Fin Drain test sections on I-475 showed accelerated pavement deterioration when compared to the control (no drain) sections on I-475. It is felt, the Fin Drain accelerated the removal of fines from the base/subbase and the creation of voids underneath the slabs which resulted in accelerated pavement deterioration. It was also found that the Fin Drain did not prevent nor reduce slab pumping, faulting or cracking. It is felt that since blinding of the geotextile was occurring, the Fin Drain was unable to remove infiltrated surface water fast enough to prevent or reduce the slab pumping/faulting/cracking process. The use of Fin Drain as a retrofit longitudinal edgedrain along existing jointed concrete pavements to remove infiltrated surface water from underneath concrete pavement slabs is not a cost-effective or performance-effective rehabilitation technique for Georgia. KW - Building KW - Concrete pavements KW - Cost effectiveness KW - Edge drains KW - Effectiveness KW - Facilities KW - Faulting KW - Fin drains KW - Geocomposites KW - Infiltration KW - Installation KW - Measures of effectiveness KW - Pavement cracking KW - Performance evaluations KW - Prevention KW - Pumping (Pavements) KW - Reduction KW - Reduction (Chemistry) UR - https://trid.trb.org/view/357556 ER - TY - RPRT AN - 00618118 AU - Kasinskas, M M AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - INSTALLATION OF EXPERIMENTAL COATINGS ON STRUCTURAL STEEL. CONSTRUCTION REPORT PY - 1991/07 SP - 26 p. AB - Protection of structural steel has become a major problem for Departments of Transportation. These problems include the banning of lead-based paints, a paint's volatile organic content (VOC), and disposal of contaminated sandblast residue. In an effort to overcome the above problems, the Connecticut Department of Transportation installed protective coating systems that employ both organic-zinc-rich paint and a zinc/aluminum alloy; that was applied by the metallizing process also known as thermal spraying. Since both primers are anodic to steel, it is reasoned that the primers will provide electrochemical (galvanic) protection and also act as a moisture barrier. Aliphatic urethane was chosen as the topcoat for its resistance to abrasion, chalking and fading. It is envisioned that these nonlead systems will provide long-term protection of structural steel. This report covers the installation of various protective coating systems, problems encountered, and costs. KW - Building KW - Coatings KW - Corrosion protection KW - Costs KW - Facilities KW - Installation KW - Moisture barriers KW - Organic coatings KW - Protective coatings KW - Structural steel KW - Thermal spray coatings KW - Urethane KW - Zinc alloys KW - Zinc rich paint UR - https://trid.trb.org/view/357558 ER - TY - RPRT AN - 00616490 AU - Hunt, T R AU - Colorado Department of Transportation AU - Federal Highway Administration TI - POLYETHYLENE PIPES FOR USE AS HIGHWAY CULVERTS. FINAL REPORT PY - 1991/07 SP - 47 p. AB - The first Colorado Department of Transportation (CDOT) installation of polyethylene pipes for culvert use was in 1988, on SH 50, north of Olathe. Five to ten feet of well compacted in-situ material was used as backfill. No obvious deflections occurred in the pipe during or after construction, or as a result of in-service live loads. After three years of service, the pipes have not cracked, melted, or worn, and are in good overall condition. One culvert, however, burned for about ten feet into one end as a result of the ignition of sawdust that had collected in it from a nearby sawmill. This section of pipe was replaced. A literature search found that with proper backfill, loads of 100 ft of fill could safely be supported. Some pipes, however, were reported to have deformed excessively even with small loads. These were for the most part 12 in. and 15 in. diameter pipes that had a thinner wall, and were not well supported. The main advantages of polyethylene pipes are: light weight, easier installation, corrosion resistance, and relatively good aesthetic qualities. Plastic pipe is a current option for use in the 1991 Colorado Standard Specifications. In most cases it will be left up to the contractor to determine which pipe material to use to meet the specifications for each particular project. Adequate wall thicknesses and corrugations should be specified. Only Class 1 or better material, compacted in thin lifts to 95% maximum density, should be used. Extra care should be taken to compact under the haunches. With care, fills of at least 50 ft are possible. KW - Backfilling KW - Backfills KW - Corrugations (Defects) KW - Deformation KW - Ethylene resins KW - Performance evaluations KW - Pipe culverts KW - Polyethylene KW - Thickness UR - https://trid.trb.org/view/357094 ER - TY - RPRT AN - 00616569 AU - Koehne, J AU - MANNERING, F L AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF INCIDENT MANAGEMENT SYSTEMS: THE SEATTLE CASE STUDY PY - 1991/07 SP - 81 p. AB - With an increased awareness of the congestion-related impacts resulting from the occurrence of incidents, urban areas across the nation are looking to improve the management of these incidents. Seattle officials were quick to recognize the importance of efficient incident management programs and sought to improve their existing system. This document examines the incident management techniques initially considered for implementation in the Seattle area, the incident management techniques that were actually implemented, the thought processes behind the development of these programs and the overall success of the systems approach as it was applied to the deelopment of the incident management system in the Seattle metropolitan area. KW - Case studies KW - Development KW - Highway traffic control KW - Incidents KW - Management KW - Management systems KW - Seattle (Washington) KW - Systems analysis KW - Traffic incidents UR - https://trid.trb.org/view/357155 ER - TY - RPRT AN - 00616491 AU - Harmelink, D S AU - Colorado Department of Transportation AU - Federal Highway Administration TI - RUT-RESISTANT COMPOSITE PAVEMENT DESIGN. FINAL REPORT PY - 1991/07 SP - 115 p. AB - The main objective of this study was to evaluate the ability of a new asphalt composite pavement design to economically reduce rutting on asphalt pavements. In addition, the longevity of the pavement was to be assessed by determining the durability and permeability of the seal, its resistance to moisture damage in the lower layers of the pavement, and the overall pavement performance. The performance data do not support the use of the rut-resistant composite pavement (RRCP) design. Although there were only a few failures due to stripping, the extent of the failures was significant enough to warrant discontinuing the RRCP design. The failure mechanism in the RRCP was not due to rutting or cracking, but appears to be directly associated with stripping caused by hydrostatic pressure immediately below the plant mixed seal coat (PMSC) layer. The conditions which are present when stripping occurs are heavy traffic, high temperatures, and the presence of moisture. KW - Asphalt pavements KW - Composite pavements KW - Durability KW - Loss and damage KW - Moisture damage KW - Pavement design KW - Pavement performance KW - Permeability KW - Resistance KW - Rut KW - Ruts (Pavements) KW - Seal coats KW - Stripping (Pavements) KW - Water UR - https://trid.trb.org/view/357095 ER - TY - RPRT AN - 00616535 AU - Paroloa, A C AU - Pennsylvania State University, University Park AU - Federal Highway Administration TI - THE STABILITY OF RIPRAP USED TO PROTECT BRIDGE PIERS. FINAL GRADUATE RESEARCH FELLOWSHIP REPORT PY - 1991/07 SP - 123 p. AB - Bridge piers subjected to floodwaters induce strong secondary currents that cause local scour holes in alluvial streambeds. Local scour holes may form to the extent that the pier foundation is undermined. A common method of protecting the streambed is the placement of a riprap apron. The effect of the secondary currents on the bed material must be known before sizing the rock protection. Small scale model experiments were performed in laboratory flumes to study the impact of piers on local velocities and the stability of riprap protection. Rectangular and cylindrical flow obstructions were used to model bridge piers. The influence of obstruction shape, relative depth of gravel placement, relative gravel size, relative flow depth, and relative approach flow roughness on near-bed velocities and critical displacement conditions was investigated. Obstruction shape, relative depth of gravel placement, and relative flow depth were found to significantly influence the near-bed velocity. Significant factors in the analysis of the critical flow conditions were obstruction shape, relative depth of gravel placement, and relative gravel size. KW - Bridge piers KW - Depth KW - Flow KW - Gravel KW - Laboratory tests KW - Riprap KW - Scale models KW - Scour KW - Size KW - Stability (Mechanics) KW - Streambeds KW - Streamflow KW - Streams KW - Velocity UR - https://trid.trb.org/view/357125 ER - TY - RPRT AN - 00611966 AU - Stukhart, G AU - JAMES, R W AU - Garcia-Diaz, A AU - Bligh, R P AU - Sobanjo, J AU - McFarland, W F AU - Texas Transportation Institute AU - Texas State Department of Highways & Public Transportation AU - Federal Highway Administration TI - STUDY FOR A COMPREHENSIVE BRIDGE MANAGEMENT SYSTEM FOR TEXAS. FINAL REPORT. REVISED JULY 1991 PY - 1991/07 SP - 224 p. AB - This report covers a two-year study of the feasibility and development of specific recommendations for a comprehensive bridge management system (BMS) for the Texas State Department of Highways and Public Transportation. The study identified the problems which could advantageously be addressed by a BMS and recommends a scope for a proposed BMS which is believed to be appropriate for application at district and state level. The study also included review of BMSs proposed, developed, and used in other states and reviews of theory and technology relevant to the sub-problems comprising the overall bridge management problem. Finally, the study addresses the problem of identifying the data required for the application of a BMS in Texas. KW - Bridge management systems KW - Data needs KW - Feasibility analysis KW - Information organization KW - Recommendations KW - Texas UR - https://trid.trb.org/view/356262 ER - TY - RPRT AN - 00618084 AU - McKeen, R G AU - University of New Mexico, Albuquerque AU - New Mexico State Highway and Transportation Department AU - Federal Highway Administration TI - HOT-MIX COLD-LAY PATCHING MATERIALS. FINAL REPORT PY - 1991/06/30 SP - 155 p. AB - The investigation reported was directed to the development of a specification for hot-mix cold-lay patching materials for use in expedient pothole repairs. The results of previous FHWA investigations has shown that good performance is obtained when materials are heated and methods are applied to achieve compaction of repair materials. However, when time and/or environmental conditions do not permit these techniques, an improvement is obtained by use of polymer binders and open graded aggregates. This investigation produced a material specification for use by the districts to obtain materials for use in cold patching operations. The material utilizes an aggregate gradation very near that of the standard open graded friction course material. The recommended binder is the standard HRE-300S emulsion. KW - Cold mix paving mixtures KW - Cold patching materials KW - Hot mix asphalt KW - Materials KW - Materials specifications KW - Open graded aggregates KW - Polymer asphalt KW - Potholes (Pavements) KW - Repairing KW - Repairs KW - Specifications UR - https://trid.trb.org/view/357529 ER - TY - RPRT AN - 00629080 AU - Riesenberg, F AU - Charney, R D AU - Conners, D H AU - McEwen, M A AU - Krone, R B AU - Tchobanoglous, G AU - University of California, Davis AU - California Division of Highways AU - Federal Highway Administration TI - SALT MARSH BIBLIOGRAPHY WITH AN EMPHASIS ON THE SALT MARSHES OF CALIFORNIA. INTERIM REPORT PY - 1991/06/01 SP - 129 p. AB - Highway construction projects along the California coast can potentially damage adjacent saltwater marshes causing a loss of saltmarsh values. Normally, the California Department of Transportation (Caltrans) tries to avoid these losses by moving highway alignments or other techniques. Occasionally, saltmarsh losses are unavoidable necessitating marsh restoration projects to replace lost saltmarsh values. Considerable information is available from research completed on saltmarsh mitigation, but much of this research has been conducted in States along the East Coast and Gulf of Mexico. Much less specific information is available for California. In this study 423 books, reports, and articles were reviewed and summarized in an annotated bibliography. The earliest article was written in 1927 and the latest in 1991. The bibliography is indexed by author and by keywork and organized chronologically. This report is part of a series of reports on saltmarsh mitigation prepared by the University of California for the California Department of Transportation. KW - Bibliographies KW - California KW - Environmental impacts KW - Marshes KW - Mitigation KW - Restoration KW - Road construction KW - Salt marshes KW - Salt water areas KW - Traffic mitigation UR - https://trid.trb.org/view/369377 ER - TY - RPRT AN - 00618765 AU - Wanielista, M P AU - Charba, J AU - Dietz, J AU - Lott, R S AU - RUSSELL, B AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE STORMWATER TREATMENT FACILITIES AT THE LAKE ANGEL DETENTION POND, ORANGE COUNTY, FLORIDA. FINAL REPORT PY - 1991/06/01 SP - 168 p. AB - This is the final report on the use of Granulated Active Carbon (GAC) beds of Filtrasorb 400 in series to reduce the Trihalomethane Formation Potential (THMFP) concentrations at the Lake Angel detention pond, Orange County, Florida. The detention pond accepts runoff from an interstate highway and a commercial area. Breakthrough time was estimated from laboratory analyses and used to design two beds in series at the detention pond. Breakthrough occurred in the first bed after treating 138,000 liters of water. Exhaustion of the first bed was reached after treating 1270 bed volumes with a sorption zone length of 1.70 ft. The TOC adsorbed per gram of GAC was 6.3 mg. The liquid flow rate averaged 0.0011 cfs. Similar breakthrough curves for Total Organic Carbon (TOC) and color were also reported. The used GAC can be disposed of by substituting it for sand in concrete mixes. An economic evaluation of the GAC system at Lake Angel demonstrated an annual cost of $4.39/1000 gallons to treat the stormwater runoff after detention and before discharge into a drainage well. This cost could be further reduced by using the stormwater to irrigate right-of-way sections of the watershed. An alternative method of pumping to another drainage basin was estimated to be more expensive. The underdrain network for the GAC system initially became clogged with the iron- and sulfur-precipitating bacteria Leptothrix, Gallionella and Thiothrix. These bacteria were substantially reduced by altering the influent GAC system pipeline to take water directly from the lake. An alternate pipe system used a clay layer to reduce groundwater inputs and did not exhibit substantial bacterial growth. KW - Bacteria KW - Catch basins KW - Costs KW - Detention basins KW - Drainage KW - Granulated active carbon KW - Runoff KW - Subdrains UR - https://trid.trb.org/view/361474 ER - TY - RPRT AN - 01407132 AU - Elias, V AU - Juran, I AU - United States. Federal Highway Administration. Office of Safety and Traffic Operations R&D TI - Soil nailing for stabilization of highway slopes and excavations PY - 1991/06 IS - FHWA/RD-89-198 SP - 210p AB - This report presents the findings of a comprehensive research study to evaluate, summarize, interpret and extend the state of the art in soil nailing design and technology. The report also provides construction control guidelines and specifications for projects utilizing this technology on the highway system. Design based on local stability considerations using the kinematical method is developed and design charts provided for implementation. KW - Reinforcement KW - Reinforcement (Engineering) KW - Slope stability KW - Slope stability KW - Soil nailing KW - Soil nailing KW - Soil stabilization KW - Soil stabilization UR - https://trid.trb.org/view/1174928 ER - TY - RPRT AN - 01404298 AU - Zegeer, C V AU - United States. Federal Highway Administration. Office of Technology Applications TI - Synthesis of safety research - pedestrians PY - 1991/06 IS - FHWA-SA-91-034 SP - 102p AB - This synthesis provides information from past research on pedestrians, with a primary emphasis on pedestrian safety. The topics include characteristics of pedestrian accidents, conflict analyses and hazard formulas, pedestrian safety programs, and countermeasures related to engineering and education. Engineering measures discussed in this report include pedestrian barriers, crosswalks, signs, signals, right-turn-on-red, innovative traffic control devices, refuge islands, provisions for handicapped pedestrians, bus stop location, school trip safety, overpasses, sidewalks, and others. Information is also included on educational considerations and traffic enforcement and regulations related to pedestrians. Pedestrian accidents account for 15 to 20 percent of all motor-vehicle fatalities in the US and more than 100,000 people injured or killed each year. A considerable amount of research has been conducted over the past 25 years to better define the pedestrian safety problem and to develop and evaluate potential countermeasures. When selectively used, many of the engineering treatments can be effective in reducing pedestrian deaths and injuries. Pedestrian educational programs have been found to reduce 20 to 30 percent of pedestrian accidents involving young children. Model traffic regulations and enforcement programs are also important. KW - Accident analysis KW - Accident countermeasure KW - Accident type KW - Conflict method KW - Crash analysis KW - Crash types KW - Highway safety KW - Law enforcement KW - Law enforcement KW - Pedestrian KW - Pedestrians KW - Research KW - Research and development KW - Road safety KW - Road user education KW - Traffic conflicts KW - Traffic safety KW - Traffic safety education UR - https://trid.trb.org/view/1172093 ER - TY - RPRT AN - 01404089 AU - McGee, H W AU - McGee, L F AU - Geisler, N L AU - United States. Federal Highway Administration. Office of Research and Development TI - Proceedings of the symposium on work zone traffic control PY - 1991/06 IS - FHWA/TS-91-003 SP - 259p AB - Fatalities from motor vehicle accidents in work zones continue to increase. To improve safety and efficiency of day-to-day maintenance and operations of work zones, the Federal Highway Administration sponsored a two-day symposium, "Work Zone Traffic Control Symposium--Making It Work," in Orlando, Florida on January 18-19, 1991. Gathered at the symposium were representatives from Federal agencies, States, cities, counties, industry, and foreign countries. The purpose of the symposium was to disseminate information on state-of-the-art procedures, practices, and equipment for making work zone traffic control work for motorists, pedestrians, and workers on freeways, city and suburban streets, and rural roads. A wide spectrum of topics was covered, including the new Part VI of the Manual on Uniform Traffic Control Devices, contracting procedures, training, speed control techniques and devices, tort liability, planning and scheduling lane closures and public information campaigns. The symposium included break-out sessions where the attendees became program participants by sharing their experiences and procedures for improved work zone traffic control. The symposium culminated with a tour of the annual trade exhibit of the American Traffic Safety Services Association. KW - Accident countermeasure KW - Construction site KW - Contract KW - Contracts KW - Equipment KW - Equipment KW - Flashing light KW - Flashing traffic signals KW - Freeway KW - Freeways KW - Highway traffic control KW - Legislation KW - Legislation KW - Liability KW - Pedestrian KW - Pedestrians KW - Police KW - Police KW - Responsibility KW - Speed control KW - Speed control KW - Traffic control KW - Traffic control devices KW - Traffic control devices KW - Traffic lane KW - Traffic lanes KW - Traffic safety KW - Traffic sign KW - Traffic signs KW - Variable message sign KW - Variable message signs KW - Warning KW - Warning signals UR - https://trid.trb.org/view/1171873 ER - TY - RPRT AN - 00738945 AU - Allen, D L AU - Graves, R C AU - Fleckenstein, L J AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - LABORATORY AND FIELD EVALUATIONS AND CORRELATIONS OF PROPERTIES OF PAVEMENT COMPONENTS PY - 1991/06 SP - v.p. AB - This report documents the selection and sampling of 21 long-term pavement performance testing sites. Seven of those sites were also chosen to be a part of the Long Term Pavement Performance (LTPP) portion of the Strategic Highway Research Program (SHRP). All sites were sampled in accordance with SHRP protocol and procedures. The report includes three years of visual distress data and pavement deflection data obtained by a road rater. There were wide variabilities in backcalculated subgrade moduli and asphaltic concrete moduli within each 500-ft (152.4-m) test section. Laboratory resilient modulus tests were performed on undisturbed samples of the subgrade and asphaltic concrete cores. Again, there was wide variability between laboratory resilient moduli and backcalculated moduli from field deflection. A number of models were developed to permit estimation of pavement distresses with time, annual average daily traffic (AADT), or equivalent single axle loads (ESALs). In addition, relationships were developed between laboratory and field data. It is recommended that longer-term data be obtained, to refine the models and to make their estimations more accurate. The models developed in this study can estimate the service history of a pavement. KW - Analytical models KW - Asphalt concrete KW - Backcalculation KW - Coefficient of subgrade reaction KW - Core analysis KW - Cores (Specimens) KW - Correlation analysis KW - Correlations KW - Defects KW - Deflection KW - Field data KW - Field studies KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Mathematical models KW - Modulus of resilience KW - Pavement deflection KW - Pavement distress KW - Pavement performance KW - Pavements KW - Road raters KW - Strategic Highway Research Program KW - Surveying KW - Test results KW - Test sections KW - Undisturbed samples KW - Variables KW - Visual surveys UR - https://trid.trb.org/view/574221 ER - TY - RPRT AN - 00616573 AU - Stark, D C AU - Construction Technology Laboratories, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - THE SIGNIFICANCE OF PAVEMENT DESIGN AND MATERIALS IN D-CRACKING. FINAL REPORT PY - 1991/06 SP - 176 p. AB - A two-phase investigation was carried out to determine the efficacy of reducing the maximum size of coarse aggregate to minimize freeze-thaw damage and the development of D-cracking in highway pavements. This included evaluating factors not amenable to laboratory conditions. One phase consisted of repeat pavement surveys of already existing pavements to determine whether reducing maximum particle sizes of coarse aggregate alleviated D-cracking. Results are summarized in an interim report for this project, dated December 1986. The other, primary, phase was the construction and monitoring of a test pavement on SR2 near Vermilion, Ohio, which incorporated design as well as materials variables with respect to D-cracking (and other performance characteristics). Results after 16 years of service (1975 through 1990) indicate that reducing the maximum size of coarse aggregate can alleviate D-cracking, and that, once initiated as seen at the wearing surface, traffic loading becomes an important factor in propagating the extent and severity of deterioration. "Daylighting" the granular subbase (no artificial drains) greatly improved the rideability of the pavement, while other factors, such as source of cement, joint sealants, subbase vapor barriers, and longitudinal drains were of minor, in any, significance. Other effects on performance also were noted. For example, reducing the maximum size of coarse aggregate tended to increase the frequency of transverse cracks, many, if not most, of which were faulted. Unsealed joints appeared to perform as well as joints containing sealants. Tied concrete shoulders appeared to greatly alleviate faulting and pumping. KW - Aggregate size KW - Aggregates KW - Coarse aggregates KW - D cracking KW - Drainage KW - Experimental roads KW - Freeze thaw durability KW - Joint sealers KW - Pavement design KW - Pavement performance KW - Ride quality KW - Rideability KW - Road shoulders KW - Subbase KW - Subbase (Pavements) KW - Tied shoulders KW - Transverse cracking UR - https://trid.trb.org/view/357159 ER - TY - RPRT AN - 00625048 AU - Hahn, K H AU - Johnson, C P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - COMPUTER PROGRAM FOR THE ANALYSIS OF CURVED STEEL GIRDER BRIDGES. INTERIM REPORT PY - 1991/06 SP - 178 p. AB - The Kurv87 computer program was developed to provide an easy-to-use analysis tool for curved as well as straight steel girder bridges. The philosophy behind this objective was to set certain limitations to balance the goals of an easy-to-use program and one which is applicable to many bridge geometries. The program easily handles the following types of bridge problems: (1) erection procedure in which multiple stages and differing boundary conditions can be superimposed on each other; (2) S-curved bridges with intermittent straight segments; (3) support settlements and specified support stiffnesses; (4) multiple truck or lane loadings; (5) slight exterior support skew and severe or slight interior support skew; (6) dead loads superimposed on live loads; (7) orthotropic slab properties over negative moment regions; and (8) three diaphragm configurations with or without bottom lateral bracing. The program also provides the capacity to add segments of the bridge, which do not correspond to the data generator requirements, between data generated ones so that most any bridge can be analyzed on varying degrees of input difficulty. A parameter study was done to study the accuracy of the V-load method and to study curved girder behavior. KW - Analysis KW - Computer programs KW - Curved steel girders KW - Curves (Geometry) KW - Diaphragms KW - Diaphragms (Engineering) KW - Girder bridges KW - Girders KW - Loads KW - Orthotropic slab properties KW - Settlement (Structures) KW - Skewed structures KW - Skewness KW - Stiffness UR - https://trid.trb.org/view/367713 ER - TY - RPRT AN - 00623593 AU - George, A J AU - Dominick, R L AU - Boyle, G AU - Oregon Department of Transportation AU - Federal Highway Administration TI - OREGON ASPHALT-CONCRETE B-MIX IMPROVEMENT STUDY. FINAL REPORT PY - 1991/06 SP - 52 p. AB - The Oregon State Highway Division (OSHD) has experienced rutting and/or ravelling pavements in Oregon Class "B" asphalt concrete in the last two decades. Some of these pavement problems have evolved from material changes or changes in construction practices. The typical agency reaction to these problems has been to make adjustments in paving mixture components and mixture characteristics. These changes to mixtures have sometimes created unexpected pavement problems. Test mixtures composed of five different aggregate gradations and up to seven asphalt cement types were fabricated in the laboratory. Several index and performance tests were performed on each mixture. These test results were compared to current OSHD paving mixture design criteria. This study concluded that a gradation slightly coarser than the maximum density gradation in the 1 - 1/4 in. fraction, and significantly coarser than the maximum density in the 1/4 - 0 in. fraction should improve mixture performance. This study also concluded that conventional asphalt is satisfactory unless environment or construction conditions dictate a need for a modified asphalt. Oregon has implemented the recommended gradations from this study. Oregon has also discontinued the use of component based modified asphalt specifications for most paving projects. Only projects with harsh environmental conditions employ modified paving asphalt, and they are under a performance based specification. KW - Aggregate gradation KW - Asphalt cement KW - Asphalt concrete KW - Laboratory tests KW - Mix design KW - Performance evaluations KW - Rut KW - Ruts (Pavements) KW - Stripping (Pavements) KW - Test results UR - https://trid.trb.org/view/363437 ER - TY - RPRT AN - 00623563 AU - Cook, R A AU - Fagundo, F E AU - Munson, B A AU - Schafer, B S AU - Richardson, D E AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - ANALYTICAL AND EXPERIMENTAL EVALUATION OF A PRECAST, POST-TENSIONED, SEGMENTAL FLAT SLAB BRIDGE SYSTEM FOR SERVICE LOADS. FINAL REPORT PY - 1991/06 SP - 226 p. AB - A half-scale model of a precast, post-tensioned, flat-slab bridge system was built and tested under service loading in the Structures Laboratory at the University of Florida. The bridge system has the potential to replace most low, short-span bridges such as those that traverse wetlands and relatively shallow waters. The model was based on an existing multi-span bridge system that has been constructed over the Albemarle Sound south of Edenton, North Carolina. The half-scale model was evaluated for transfer (dead load plus prestress), maximum negative moment, and maximum positive moment load cases. Three lanes of modified standard AASHTO HS20-44 trucks were used for the model live load and were positioned to produce the maximum moments. Analytical models were developed using SAP90, a microcomputer finite element analysis program. First, a prototype structure was analyzed and the results were verified using conventional analytical methods. Next, an analytical model of the half-scale bridge was developed and the results compared to AASHTO Specifications and to experimental results. Construction and erection of the model bridge were accomplished without any major problems. The segments were strong enough to be easily transported and post-tensioned without damage. The model bridge was loaded up to full service load (17.5% above service load for maximum negative moment) and remained in the linear elastic response range throughout its loading history. No cracking developed and the strain gauge data indicated that the bridge remained in compression for all load cases. Comparisons between the analytical and physical models show a very good correlation of results. Based on a comparison between the analytical results and AASHTO Specifications the bridge system satisfies AASHTO requirements. With the apparent cost savings, short erection time, multi-span continuity, and minimal environmental impact of this system it should certainly be considered as a viable alternative to the AASHTO girder system for this application. KW - Alternatives analysis KW - Analytical models KW - Bridges KW - Design KW - Finite element method KW - Flat slab design KW - Load tests KW - Mathematical models KW - Posttensioning KW - Precast concrete KW - Prestressed concrete KW - Scale models KW - Segmental construction KW - Slabs UR - https://trid.trb.org/view/363408 ER - TY - RPRT AN - 00621542 AU - Zegeer, C V AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - SYNTHESIS OF SAFETY RESEARCH: PEDESTRIANS. FINAL REPORT PY - 1991/06 SP - 110 p. AB - This synthesis provides information from past research on pedestrians, with a primary emphasis on pedestrian safety. The topics include characteristics of pedestrian accidents, conflict analyses and hazard formulas, pedestrian safety programs, and countermeasures related to engineering and education. Engineering measures discussed in this report include pedestrian barriers, crosswalks, signs, signals, right-turn-on-red, innovative traffic control devices, refuge islands, provisions for handicapped pedestrians, bus stop location, school trip safety, overpasses, sidewalks, and others. Information is also included on educational considerations and traffic enforcement and regulations related to pedestrians. Pedestrian accidents account for 15 to 20% of all motor-vehicle fatalities in the U.S. and more than 100,000 people injured or killed each year. A considerable amount of research has been conducted over the past 25 years to better define the pedestrian safety problem and to develop and evaluate potential countermeasures. When selectively used, many of the engineering treatments can be effective in reducing pedestrian deaths and injuries. Pedestrian educational programs have been found to reduce 20 to 30% of pedestrian accidents involving young children. Model traffic regulations and enforcement programs are also important. This report is an update of Chapter 16 "Pedestrian Ways" written by R.C. Pfefer, A. Sorton, J. Fegan, and M.J. Rosenbaum, which was published by the Federal Highway Administration in Synthesis of Safety Research Related to Traffic Control and Roadway Elements - Volume 2 in December, 1982. KW - Barricades KW - Bus stops KW - Child safety KW - Countermeasures KW - Crosswalks KW - Location KW - Overpasses KW - Pedestrian actuated controllers KW - Pedestrian barrier KW - Pedestrian phase KW - Pedestrian safety KW - Pedestrian signs KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes KW - Persons with disabilities KW - Regulations KW - Research KW - Right turn on red KW - School children KW - Sidewalks KW - Traffic conflicts KW - Traffic control devices KW - Traffic law enforcement KW - Traffic safety KW - Traffic safety education KW - Traffic signals KW - Traffic signs UR - https://trid.trb.org/view/362643 ER - TY - RPRT AN - 00642356 AU - Mahboub, K AU - Simpson, A AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF MODIFIED BITUMINOUS MIXTURES. FINAL REPORT PY - 1991/06 SP - 174 p. AB - The primary objective of this study was to conduct a comparative analysis on various modified asphalt mixture systems in order to determine their suitability for conditions that are commonly encountered in Kentucky. Several modified asphalt mixture systems were selected for laboratory and field testing (one-mile long field test section on KY 80, Pulaski County). These systems included the following asphalt mixtures: Control, Vestoplast, Polypropylene Fiber, Gilsonite, PMAC #1, Polyester Fiber, and PMAC #2. Laboratory testing included: Marshall stability and flow, mixture air voids and density, indirect tensile strength, moisture damage susceptibility, freeze-thaw damage susceptibility, resilient modulus, and repeated load permanent deformation. Statistically-based comparative analyses were conducted in order to determine any significant relative differences in the performance potential of different modified systems. All statistical analyses were conducted at 90% level of significance (i.e., alpha error rate = 10%). KW - Accelerated tests KW - Air voids KW - Air voids content KW - Alternatives analysis KW - Asphalt mixtures KW - Comparative analysis KW - Deformation KW - Density KW - Fibers KW - Field tests KW - Freeze thaw durability KW - Gilsonite KW - Hot mix asphalt KW - Indirect tensile test KW - Laboratory tests KW - Loss and damage KW - Marshall stability & flow KW - Materials by strength or resistance to chemical action KW - Modulus of resilience KW - Moisture damage KW - Polymer asphalt KW - Polypropylene KW - Polypropylene fibers KW - Repeated loads KW - Scour KW - Tension tests KW - Vestoplast UR - https://trid.trb.org/view/381443 ER - TY - RPRT AN - 00625461 AU - Meczkowski, L C AU - Federal Highway Administration TI - EVALUATION OF IMPROVEMENTS TO BREAKAWAY CABLE TERMINALS. FINAL REPORT PY - 1991/06 SP - 74 p. AB - This document identifies the results of a staff study to develop and test modifications to the Breakaway Cable Terminal (BCT). A new design known as the "baffled" nose was tested on both the BCT and the Eccentric Loader Terminal (ELT). Four full-scale crash tests were conducted to evaluate the safety performance of this design. The "baffled" nose design was unacceptable when used in the BCT. However, performance was acceptable when used in the ELT. An alternate terminal, the Modified Eccentric Loader Terminal (MELT), was developed. KW - Breakaway cable terminals KW - Breakaway supports KW - Crashes KW - Eccentric loader terminals KW - End treatments KW - Guardrail terminals KW - Guardrails KW - Impact tests KW - Loaders KW - Modifications KW - Performance evaluations KW - Testing UR - https://trid.trb.org/view/367946 ER - TY - RPRT AN - 00625389 AU - Schenk, T AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - DIGITAL DATA ACQUISITION AND ARCHIVING SYSTEM: A FEASIBILITY STUDY. FINAL REPORT PY - 1991/06 SP - 99 p. AB - This research project establishes the framework on which the Ohio Department of Transportation (ODOT) can approach the conversion of the photologging system to a digital data acquisition and archiving system. After introducing the notion of a conceptual system, the specifications of the components of such a system are derived from the overall objectives of a photologging system. The conceptual system provides a useful framework for evaluating real systems and for guiding future research. Most of the research conducted under this project is performed on Roadview III and the MicroExplorer board from Texas Instruments that has been added to provide artificial intelligence capabilities. It is found that most existing systems lack advanced features in the realm of image understanding and object recognition. The research project shows the advantage of using artificial intelligence methods to automatically extract and classify features, such as road edges, guardrails, traffic signs, etc. Considering today's technology it does not yet appear feasible to employ an all digital photologging system. With the commercial availability of HDTV in near future digital systems with increased resolution equalling that of a 33 mm film are likely to be developed. The impact of switching from Roadview III to another system is studied. KW - Artificial intelligence KW - Data collection KW - Data storage KW - Digital computers KW - Digital systems KW - Feasibility analysis KW - Image processing KW - Mapping KW - Object recognition KW - Photologging KW - Specifications KW - Technological innovations UR - https://trid.trb.org/view/367909 ER - TY - RPRT AN - 00625742 AU - Kennedy, T W AU - Solaimanian, M AU - Elmore, W E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - RECOMMENDATIONS TO ACHIEVE DENSITY FOR ASPHALT-AGGREGATE MIXTURES. INTERIM REPORT PY - 1991/06 SP - 28 p. AB - This report presents a compilation of the information developed on the importance of -- and procedures for obtaining -- the necessary density as measured by air voids in hot mix asphalt concrete paving mixtures. KW - Air voids KW - Air voids content KW - Asphalt concrete KW - Compaction KW - Density KW - Hot mix asphalt UR - https://trid.trb.org/view/368110 ER - TY - RPRT AN - 00625002 AU - Untermann, R K AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - LINKING LAND USE AND TRANSPORTATION; DESIGN STRATEGIES TO SERVE HOVS AND PEDESTRIANS. FINAL REPORT PY - 1991/06 SP - 55 p. AB - This study focuses on the relationship between land uses and transportation along a major arterial, exploring ways to encourage pedestrian use of and access to arterials. It explores in detail the possibility of using high occupancy vehicle (HOV) lanes along arterials for short-distance ridesharing. With emphasis on improving pedestrian and bicycle safety and creating a sense of "community" along the arterial, the study examines problems of street design and potential land use profiles. The study area is a 9-mile stretch of Highway 99 in north Seattle, from Seattle's city limits (at 145th Street) to the Mukilteo Speedway. This section of SR 99 has been chosen for HOV development. KW - Access KW - Bicycle safety KW - Bicycling KW - High occupancy vehicle lanes KW - High occupancy vehicles KW - Highway design KW - Land use KW - Pedestrian safety KW - Pedestrians KW - Reserved lanes KW - Ridesharing KW - Seattle (Washington) KW - Street design KW - Streets KW - Traffic lanes KW - Traffic safety KW - Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/278.1.pdf UR - https://trid.trb.org/view/367668 ER - TY - RPRT AN - 00624989 AU - King, W M AU - Doucet, R J AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - LATEX MODIFIED ASPHALT AND EXPERIMENTAL JOINT TREATMENTS ON ASPHALTIC CONCRETE OVERLAYS, EXPERIMENTAL PROJECT NO. 3 - ASPHALT ADDITIVES. FINAL REPORT PY - 1991/06 SP - 82 p. AB - This report documents the construction, initial evaluation and final evaluation of several experimental features which were incorporated as part of an overlay of an existing PCC pavement in order to determine the feasibility of extending the asphaltic concrete overlay service life. The experimental features utilized were several type of waterproofing membranes, sawing and sealing of joints in the asphaltic concrete overlay and the use of a latex-modified asphaltic concrete. There were several problems noted during the construction of the overlay. When the roller passed over the transverse joints the hot mix mat appeared to shove, such that a noticeable, transversely oriented six-to-eight-inch-wide hump occurred along the joint. Generally, this condition was found in the membrane sections and only occasionally in the other sections. Reflective cracking immediately occurred at many of the transverse joints during the rolling operation, irrespective of section design. Performance evaluations were conducted over three years and included joint crack mapping, rutting (non detected), ravelling, cracking other than joint cracking, stripping, friction numbers, density and ride quality. The final evaluation revealed: sawing and sealing over the transverse joints in the asphalt concrete overlay appears to be the most effective treatment to control reflective cracking; a slight improvement was noticed in the sawed and sealed sections with latex-modified asphalt concrete versus the sawed and sealed sections with conventional asphalt concrete. KW - Asphalt concrete KW - Concrete pavements KW - Construction KW - Construction problems KW - Density KW - Friction KW - Joints KW - Joints (Engineering) KW - Latex asphalt KW - Overlays (Pavements) KW - Pavement friction KW - Pavements KW - Performance evaluations KW - Reflection cracking KW - Riding qualities KW - Ruts (Pavements) KW - Sawing KW - Sealing KW - Sealing (Technology) KW - Stripping (Pavements) KW - Waterproofing materials UR - http://www.ltrc.lsu.edu/pdf/2005/report_211.pdf UR - https://trid.trb.org/view/367655 ER - TY - RPRT AN - 00624990 AU - Garber, J D AU - Lin, J H AU - Smith, L G AU - University of Louisiana, Lafayette AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - FEASIBILITY OF APPLYING CATHODIC PROTECTION TO UNDERGROUND CULVERTS. INTERIM REPORT PY - 1991/06 SP - 178 p. AB - The Louisiana Department of Transportation and Development uses metal culverts in various parts of the state. This study was undertaken to assess the feasibility of applying cathodic protection both externally and internally to metal culverts to prevent corrosion from occurring. The methodology employed ranged from a variety of laboratory tests to an actual field study. The laboratory tests were conducted: (1) to determine the best coating system to use in conjunction with cathodic protection and (2) to prove that internal cathodic protection would work inside 24-inch culverts using zinc anodes. The field work consisted of installing 10-foot sections of eight different types of culverts with and without cathodic protection. Current and potential measurements have been made during the first two years of this four-year study. The results of the field study have proven that culverts can be protected from corrosion economically using cathodic protection. It has been found that the outside of the culvert requires significantly more current for protection than does the inside. All of the unprotected culverts are experiencing corrosion, and the culvert requiring the least amount of current is the polymeric galvanized steel. The only laboratory test that was able to predict the best coating system on galvanized steel was the 13-gallon water tank test using magnesium anodes. The more sophisticated tests, potentiostat and impedance, were unable to make good predictions. It is recommended that cathodic protection be applied to culvert systems that are in low resistivity environments. Culverts being installed in new locations should be electrically connected so that cathodic protection can be more easily applied later. KW - Anodes KW - Cathodic protection KW - Coatings KW - Corrosion protection KW - Culverts KW - Feasibility analysis KW - Field studies KW - Forecasting KW - Galvanized metals KW - Laboratory tests KW - Magnesium KW - Underground structures KW - Zinc UR - https://trid.trb.org/view/367656 ER - TY - RPRT AN - 00624964 AU - Barnhart, V T AU - Michigan Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF LIME, FLY ASH BASE COURSE MIXTURES. FINAL REPORT PY - 1991/06 SP - 15 p. AB - This project was initiated in 1984 to evaluate the use of bituminous and aggregate mixtures containing fly ash, when used in the construction of highway shoulder bases. The fly ash-extended (FAE) bituminous base course and the lime/fly ash/aggregate (LFA, a pozzolanic, weakly cementitious material) base course mixtures were placed on a shoulder reconstruction and resurfacing project on M 29 in St. Clair County in June and July of 1986. Based on the results of this evaluation, there were no observed differences in the field performance of the bituminous and aggregate mixtures containing fly ash, and the conventional bituminous base course placed as a control section. Michigan's climate makes the construction scheduling of the LFA base difficult due to the necessity of the material to cure at summer temperatures prior to the onset of winter. From the results of laboratory investigation, the fly ash-extended bituminous base course was found to be more susceptible to moisture damage than the conventional bituminous base course. KW - Aggregate mixtures KW - Base course (Pavements) KW - Bituminous mixtures KW - Climate KW - Concrete curing KW - Construction scheduling KW - Field performance KW - Fly ash KW - Laboratory tests KW - Lime fly ash KW - Michigan KW - Moisture content KW - Moisture susceptibility KW - Performance KW - Performance evaluations KW - Road shoulders UR - https://trid.trb.org/view/367632 ER - TY - RPRT AN - 00628951 AU - Potter, J C AU - Lewandowski, L AU - White, D W AU - U.S. Army Waterways Experiment Station AU - Federal Highway Administration TI - DURABILITY OF SPECIAL COATINGS FOR CORRUGATED STEEL PIPE PY - 1991/06 SP - 68 p. AB - The report covers a literature search and review and a limited field study to update previous work related to corrugated steel pipe (CSP) and durability estimation (expected service life). The study, using plain galvanized (zinc coated) CSP as the base line, addresses additional coatings including nonmetallic (bituminous coated, bituminous coated and paved, polymers, fiber bonded, epoxy bonded and concrete lined) and other metallic coatings (aluminum-zinc (galvalume) and aluminum-coated type 2) that may be used to achieve a desired design life of at least 50 years. The study is limited to storm drainage systems carrying naturally occurring surface water only. The recommendations in the report do not apply to sanitary or industrial sewers or other conduits used to carry corrosive effluents. The information collected in the study revealed that with additional coatings such as bituminous coated and paved, polymer coated (ethylene acrylic acid film) or concrete lined, under proper conditions, the expected service life of galvanized CSP can be extended to at least 50 years. KW - Aluminum coatings KW - Bituminous coatings KW - Corrugated steel KW - Corrugated steel pipes KW - Durability KW - Epoxy coatings KW - Fiber bonded coatings KW - Field studies KW - Galvanized metals KW - Guides to the literature KW - Literature reviews KW - Polymers KW - Service life KW - Steel pipe KW - Storm sewers KW - Zinc coatings UR - https://trid.trb.org/view/369260 ER - TY - RPRT AN - 00618115 AU - Stone, J AU - Georgia Department of Transportation AU - Federal Highway Administration TI - THE GEORGIA DIGITAL FAULTMETER. DESIGN, OPERATION AND MAINTENANCE MANUAL. IMPLEMENTATION PACKAGE PY - 1991/06 SP - 42 p. AB - Personnel of the Georgia Department of Transportation, Office of Materials and Research, designed and built electronic digital faultmeters to easily measure concrete joint faulting. The unit reads faulting directly in thirty-seconds of an inch within one second. The reading remains "frozen" in the display allowing the meter to be removed from the road for safety before reading. The objective of this project was to prepare an Implementation Package covering the design, operation and maintenance of the Georgia Digital Faultmeter. Detailed plans, parts lists and cost estimates are included in this Implementation Package. KW - Concrete pavements KW - Cost estimating KW - Estimates KW - Faulting KW - Faultmeters KW - Faults KW - Implementation KW - Manuals KW - Pavement joints UR - https://trid.trb.org/view/357555 ER - TY - RPRT AN - 00615701 AU - Tia, M AU - Bloomquist, D AU - Alungbe, G D AU - RICHARDSON, D AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - COEFFICIENT OF THERMAL EXPANSION OF CONCRETE USED IN FLORIDA. FINAL REPORT PY - 1991/06 SP - 367 p. AB - A research study was conducted using laboratory-batched and in-service concrete specimens to determine the coefficient of linear thermal and moisture expansion of concrete used in Florida at temperatures ranging from 77 to 140 deg F (25 to 60 deg C). Twenty-four concrete mixtures were prepared with three types of aggregates, namely Brooksville limestone, dense limestone, and river gravel. The laboratory-batched concrete specimens were moist-cured and tested at 28 and 90 days. The in-service concrete core samples obtained from eleven project sites in Florida were prepared and tested. Compressive strength, splitting tensile strength, modulus of rupture, and modulus of elasticity tests were also performed on both the laboratory concrete and the concrete core samples from these concrete pavements. The test results indicated that the coefficient of thermal expansion was affected by the aggregate types, curing age, and moisture conditions at measurement. The concretes made with Brooksville aggregate had the lowest coefficient of thermal expansion and those made with river gravel had the highest. The concrete made with dense limestone had an intermediate coefficient of thermal expansion. The water-saturated laboratory concrete had lower coefficients of thermal expansion than the oven-dried concrete. However, the water-saturated in-service concrete had higher coefficients of thermal expansion than the oven-dried in-service concrete. The coefficient of thermal expansion of oven-dried concrete specimens decreased with moist-cured age. No significant difference between 28-day and 3-month moist curing was observed in water-saturated concrete specimens. The coefficient of moisture expansion decreased with age. Parameters of concrete mixes which affect the performance of concrete pavements were analyzed. A method for evaluation of concrete mixtures for pavement construction was developed and presented. KW - Admixtures KW - Alluvium KW - Coefficients KW - Compressive strength KW - Concrete KW - Cores KW - Cores (Specimens) KW - Dense graded aggregates KW - Laboratory tests KW - Limestone aggregates KW - Modulus of elasticity KW - Modulus of rupture KW - Moisture content KW - River gravel KW - Tensile strength KW - Test results KW - Thermal expansion UR - https://trid.trb.org/view/356688 ER - TY - RPRT AN - 00620555 AU - Powell, K AU - Reed, C AU - Lanning, L AU - Perko, D AU - Wyoming Department of Transportation AU - Wyoming State Forestry Division AU - Federal Highway Administration TI - THE USE OF TREES AND SHRUBS FOR CONTROL OF BLOWING SNOW IN SELECT LOCATIONS ALONG WYOMING HIGHWAYS. FINAL REPORT PY - 1991/06 SP - 37 p. AB - This study evaluates the feasibility of living snow fences as replacement for wooden snow fences in select locations along Wyoming highways. Receiving adequate maintenance and replacements, trees and shrub seedlings did survive and grow at the two study locations in southern Wyoming. After eight years of growth the trees and shrubs were still several years from functioning as a replacement for the Wyoming board snow fence. As continued growth yields adequate height and crown closure the living snow fences should prove to be a feasible replacement to board snow fences. Installation cost, when factored for establishment period and service life, appears to be somewhat more economical for living snow fences than for board snow fences. A cooperative approach, with involvement of the various agencies and private parties which will benefit from the tree and shrub plantings, is suggested for the establishment and maintenance of living snow fences. KW - Cost effectiveness KW - Feasibility analysis KW - Living snow fences KW - Shrubs KW - Snow fences KW - Trees UR - https://trid.trb.org/view/362425 ER - TY - RPRT AN - 00620390 AU - Bellomo-McGee, Incorporated AU - Federal Highway Administration TI - PROCEEDINGS OF THE SYMPOSIUM ON WORK ZONE TRAFFIC CONTROL. FINAL REPORT PY - 1991/06 SP - 267 p. AB - Fatalities from motor vehicle accidents in work zones continue to increase. To improve safety and efficiency of day-to-day maintenance and operations of work zones, the Federal Highway Administration sponsored a two-day symposium, "Work Zone Traffic Control Symposium--Making It Work," in Orlando, Florida, on January 18-19, 1991. Gathered at the symposium were representatives from Federal agencies, States, cities, counties, industry, and foreign countries. The purpose of the symposium was to disseminate information on state-of-the-art procedures, practices, and equipment for making work zone traffic control work for motorists, pedestrians, and workers on freeways, city and suburban streets, and rural roads. A wide spectrum of topics was covered, including the new Part VI of the Manual on Uniform Traffic Control Devices, contracting procedures, training, speed control techniques and devices, tort liability, planning and scheduling lane closures, and public information campaigns. The symposium included break-out sessions where the attendees became program participants by sharing their experiences and procedures for improved work zone traffic control. The symposium culminated with a tour of the annual trade exhibit of the American Traffic Safety Services Association that was held at a nearby hotel. KW - Conferences KW - Contracting KW - Information dissemination KW - Lane closing KW - Lane closure KW - Liability KW - Manual on Uniform Traffic Control Devices KW - Publicity KW - Speed control KW - State of the art studies KW - Tort liability KW - Traffic safety KW - Training KW - Work zone traffic control UR - https://trid.trb.org/view/362303 ER - TY - RPRT AN - 00620387 AU - Davison, R R AU - Bullin, J A AU - Glover, C J AU - Stegeman, J R AU - Jemison, H B AU - Burr, B L AU - Kyle, ALG AU - Cipione, C A AU - Texas Transportation Institute AU - Texas A&M University, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - DESIGN AND MANUFACTURE OF SUPERIOR ASPHALT BINDERS. FINAL REPORT PY - 1991/06 SP - 273 p. AB - The principal objectives of this study were to use supercritical fractionation of asphalt and a study of fraction properties to gain a deeper understanding of what determines asphalt properties and how the asphalt composition can be manipulated to improve properties. This report describes the first attempts to fractionate asphalt, characterize the fractions and recombine them to produce superior asphalts. A large part of the project involved design and construciton of a supercritical extraction unit capable of producing kilogram quantities. Three asphalts were fractionated into eight fractions each. The fractions were characterized by a variety of methods. Surprisingly, nickel and vanadium were distributed essentially uniformly throughout all sizes of asphaltenes. The log of the viscosity of the asphaltene-free fractions varied nearly linearly with the fraction "heaviness"; the presence of asphaltenes caused a large jump in viscosity. A total of thirteen asphalt blends of AC-10 or AC-20 grade were produced by removing various amounts of the heaviest and lightest materials. Nearly all blends had improved aging indexes and most had equal or better temperature susceptibility. Several showed a 25% improvement in toughness. The results from the first fractionation and reblending work demonstrate significant improvement and excellent potential for further major improvements in asphalt quality. The fractionation methods used in the present work to produce superior asphalts can be readily implemented in refineries. KW - Aging KW - Asphalt concrete KW - Asphaltene KW - Bituminous binders KW - Chemical composition KW - Fractionation KW - Gel permeation chromatography KW - Improvements KW - Metals KW - Properties of materials KW - Quality KW - Quality control KW - Reblending KW - Thermal stability KW - Toughness KW - Viscosity UR - https://trid.trb.org/view/362300 ER - TY - RPRT AN - 00619200 AU - METCALF, D AU - Arizona Department of Transportation AU - Federal Highway Administration TI - A REVIEW OF THE DRAGNET VEHICLE ARRESTING SYSTEM AS APPLIED TO RUNAWAY TRUCK ESCAPE RAMPS. FINAL REPORT PY - 1991/06 SP - 21 p. AB - The DRAGNET vehicle arresting system was reviewed for application in truck escape ramps. The Arizona Department of Transportation (ADOT) currently uses gravel arrestor beds to stop vehicles that lose braking power on sustained grades. Gravel arrestor beds have cost between one and two million dollars to build. The DRAGNET system was reviewed as a possible improvement over gravel arrestor beds, both in terms of cost and safety. Calculations were performed on a configuration of DRAGNETs to determine the stopping distance and deceleration for the ADOT arrestor bed design vehicle (80,000 lbs entering at 90 mph). A safety factor of two was applied to the kinetic energy of the incoming vehicle in all designs. Also, sand barrel arrays were recommended for the end of all DRAGNET truck escape ramps. Two other configurations in which the longitudinal spacing of the nets was varied were used with two additional vehicle weights, each entering at four different speeds, to construct a table of occupant impact velocity, ridedown decelerations, and distance traveled. The results of the evaluation showed that a DRAGNET system to stop the ADOT design vehicle with a maximum ridedown deceleration of .45 g's and a safety factor of two would require 25 net assemblies. ADOT has a gravel arrestor in the design phase that was used as a basis for an economic evaluation. A DRAGNET truck escape ramp would be 21% higher for first cost. The maintenance for a gravel arrestor bed is between $300 and $500 per entry while a DRAGNET system would cost between $50,700 and $97,500 per entry. KW - Alternatives analysis KW - Arrester beds KW - Costs KW - Deceleration KW - Dragnet vehicle arresting systems KW - Escape lanes KW - Gravel KW - Gravel arrestor beds KW - Initial cost KW - Maintenance costs KW - Maintenance management KW - Runaway vehicles KW - Stopping distances UR - https://trid.trb.org/view/361731 ER - TY - RPRT AN - 00619218 AU - Chang, ECP AU - Messer, C J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ARTERIAL SIGNAL TIMING OPTIMIZATION USING PASSER II-90, PROGRAM USER'S MANUAL. FINAL REVISED REPORT PY - 1991/06 SP - 110 p. AB - PASSER II-90 microcomputer program version 1.0 has been developed and is now available for public distribution. PASSER II can assist transportation professionals in (1) isolated intersection timing evaluation, (2) progression timing optimization, (3) "existing" timing evaluation, and (4) visualization of the signal timing results. The system contains the latest PASSER II features, advanced 1985 Highway Capacity Manual (HCM) analysis, Expert Systems design, and microcomputer graphics visual simulation. PASSER II-90 can analyze signal operations with "Permitted", "Protected", and permitted/protected or protected/permitted left turn signal treatments. The microcomputer system will be distributed with an intelligent, user-friendly, menu-driven input/output processor with the executable main program, optional help information, dynamic arterial visualization system, and a program user's manual. The program provides enhanced analysis tools, outputs improved signal timing reports, allows the user to modify all embedded data, accepts all existing coded PASSER II, PASSER II-84, or PASSER II-87 data, and allows data file exchange with TRANSYT-7F through the FHWA's new Arterial Analysis Package (AAP). The PASSER II-90 microcomputer traffic engineering package can significantly improve arterial evaluation, signal design, and progression analysis. KW - Arterial highways KW - Computer graphics KW - Computer programs KW - Exclusive permissive phasing KW - Exclusive phasing KW - Expert systems KW - Isolated intersections KW - Isolated signalized intersections KW - Left turn phase KW - Left turn phasing KW - Manuals KW - Microcomputers KW - Optimization KW - Permissive phasing KW - Signalized intersections KW - Streets KW - Traffic engineering KW - Traffic signal timing KW - Visualization UR - https://trid.trb.org/view/361748 ER - TY - RPRT AN - 00618753 AU - Malmgren, V R AU - Steinman, L AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - REGIONAL FORUM ON MAGLEV PLANNING AND IMPLEMENTATION: SUMMARY OF CONFERENCE PROCEEDINGS, JANUARY 31, 1991, SACRAMENTO, CALIFORNIA PY - 1991/06 SP - 87 p. AB - This is a summary report of a conference held to explore issues of planning and implementation of maglev and other forms of high speed ground transportation (HSGT) from the standpoint of local and state government, and to discuss the efforts that are underway by the federal government to facilitate the development of HSGT technology in the United States. It is organized as follows: Introduction; Background - The Technology; Summary of Presentations; Panel Sessions; Summaries of Panel Sessions; Conference Lessons; Closing Remarks; Forum Agenda; and List of Attendees. KW - Conferences KW - Development KW - Federal government KW - High speed ground transportation KW - Implementation KW - Local government KW - Magnetic levitation KW - Planning KW - State government KW - Technology KW - United States UR - https://trid.trb.org/view/361462 ER - TY - RPRT AN - 00618762 AU - Lohrey, E C AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - CONSTRUCTION OF THE NARROW CONNECTICUT IMPACT-ATTENUATION SYSTEM AT FIVE HIGH-HAZARD LOCATIONS PY - 1991/06 SP - 47 p. AB - In an on-going effort to develop improved vehicular impact-attenuation devices, the Connecticut Department of Transportation has designed, tested, and field installed a new and unique crash cushion known as the Narrow Connecticut Impact-Attenuation System (NCIAS). The NCIAS is the third and latest device to be introduced to the family of Connecticut impact-attenuators. Like the first, truck-mounted device (Connecticut Crash Cushion), and the second, wide stationary device (Connecticut Impact-Attenuation System), steel cylinders of various wall thicknesses are employed as the energy-absorbing medium in the NCIAS. Differing from the first two devices, the NCIAS incorporates eight steel cylinders that are arranged and connected in a single row to protect motorists from impacting very narrow and rigid roadside features such as bridge piers and blunt ends of concrete longitudinal barriers. The completed System is 3 ft wide and 24 ft long, which facilitates its use at a variety of width-restricted hazard areas. This report describes the shop fabrication of the NCIAS units and the subsequent construction and installation of these units at five high-hazard expressway locations in Connecticut. Since obtaining FHWA approval for use as an experimental safety appurtenance on federal-aid highway projects, the NCIAS has been installed at two locations in Tennessee as well as the five locations described herein. The operational and safety performance of these NCIAS installations will be monitored for a three-year evaluation period. KW - Building KW - Crash cushions KW - Design KW - Facilities KW - High risk locations KW - Installation KW - Length KW - Performance evaluations KW - Testing KW - Width UR - https://trid.trb.org/view/361471 ER - TY - RPRT AN - 00618761 AU - Sanders, M R AU - South Carolina Department of Highways and Public Transportation AU - Federal Highway Administration TI - A STUDY OF MATERIALS TO INHIBIT REFLECTIVE CRACKING IN ASPHALT OVERLAY PLACED OVER CRC PAVEMENT. FINAL REPORT PY - 1991/06 SP - 61 p. AB - The South Carolina Department of Highways and Public Transportation has a large investment in continuously reinforced concrete (CRC) pavements. Adequate rehabilitation of CRC pavements to protect this major investment is vital. A rehabilitation technique used on a a section of I-95 in Dillon County was to remove severely distressed portions of the pavement, replace with partial or full depth concrete patches, and overlay with asphaltic concrete. There was concern that cracks in the CRC pavement might reflect through the overlay. This study was initiated to determine if reflective cracking was a problem and to evaluate the effectiveness of several different methods of inhibiting reflective cracking (engineering fabrics, single bituminous surface treatment, and rubber asphalt chip seal). The cracks typical of CRC pavement did not present a problem in any of the test or control sections. However, reflective cracks were noted in the overlay at the boundaries of patches placed in the CRC pavement. None of the reflective crack inhibiting methods or materials used were judged to be effective in reducing or retarding these cracks. KW - Asphalt rubber KW - Bituminous overlays KW - Continuously reinforced concrete pavements KW - Driver rehabilitation KW - Fabrics KW - Patching KW - Prevention KW - Reduction KW - Reduction (Chemistry) KW - Reflection cracking KW - Rehabilitation UR - https://trid.trb.org/view/361470 ER - TY - RPRT AN - 00618723 AU - Ullman, G L AU - Krammes, R A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF ACCIDENTS AT LONG-TERM CONSTRUCTION PROJECTS IN TEXAS. INTERIM REPORT. REVISED EDITION PY - 1991/06 SP - 103 p. AB - This report presents an analysis of accidents at five long-term freeway construction projects in Texas during 1984-1988. Data were collected from each project for two to three years prior to construction and for all years during construction through 1988. Total accidents on the mainlanes increased an average of 28.7% during construction. Severe accidents on the mainlanes increased by a greater percentage, on the average, than did PDO accidents (38.8% versus 24.9%). Nighttime accidents on the mainlanes increased by a greater proportion than did daytime accidents (37.4% versus 24.4%). Frontage road accidents at the five projects increased by an average of only 2.4% during construction. The average changes in PDO and severe accidents, daytime and nighttime accidents, and in the various accident type categories on the frontage road were also found to be negligible. A statistical test of homogeneity of the changes in accidents from project to project indicated that the average changes in total mainlane accidents, severe accidents, single vehicle, and multi-vehicle (excluding rear-end) accidents were consistent from project to project, and could be used as reasonable estimates of the expected impacts for future projects. Significant site-to-site variations in the other accident categories were detected, however. KW - Construction sites KW - Crash severity KW - Crashes KW - Days KW - Freeways KW - Frontage roads KW - Motor vehicle accidents KW - Multiple vehicle crashes KW - Night KW - Property damage KW - Single vehicle crashes KW - Statistics KW - Texas KW - Traffic crashes UR - https://trid.trb.org/view/361434 ER - TY - RPRT AN - 00618725 AU - Mounce, J M AU - Hawkins, H G AU - Womack, K N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT AND IMPROVEMENT OF MOTORIST UNDERSTANDING OF TRAFFIC CONTROL DEVICES. INTERIM REPORT PY - 1991/06 SP - 116 p. AB - A three-year study of motorist understanding of traffic control devices is currently under progress. The objective of the study is to conduct a detailed assessment of motorist comprehension of signs, signals, and markings utilizing a statistically valid survey of Texas motorists. Those traffic control devices determined to be less than adequately understood would be evaluated for possible improvement through revision to standards or public education. This interim report outlines research activity directed to literature assimilation, selection methodology for traffic control devices of study, development of survey instrument and administration procedures, pilot survey results, and continuation of study. Survey data collection, analysis and evaluation for comprehension improvement will continue in the second and third years of effort. Results and recommendations will be part of the final report, published at the conclusion of the study. KW - Comprehension KW - Data analysis KW - Data collection KW - Drivers KW - Knowledge KW - Mathematical analysis KW - Road markings KW - Surveys KW - Traffic control devices KW - Traffic marking KW - Traffic signals KW - Traffic signs UR - https://trid.trb.org/view/361436 ER - TY - RPRT AN - 00618051 AU - Christiansen, D L AU - Morris, D E AU - Texas Transportation Institute AU - Texas State Department of Highways & Public Transportation AU - Federal Highway Administration TI - AN EVALUATION OF THE HOUSTON HIGH-OCCUPANCY VEHICLE LANE SYSTEM. INTERIM REPORT PY - 1991/06 SP - 228 p. AB - This report evaluates the operation of the Houston freeway high-occupancy vehicle (HOV) lane system through calendar year 1990. As of the end of 1990, 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). Since 1988, an annual report has been prepared through this research project that summarizes the status and effectiveness of the HOV improvements. 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 and a comparison to control freeways are used as a means of assessing the impacts of the HOV facilities. As of the end of 1990, 46.5 miles of barrier-separated HOV facilities were in operation. Over 67,000 daily person trips are served on the HOV lanes; this represents a 50% increase in usage compared to 1989. Sixty percent of total person trips on the HOV lanes are being served by carpools and vanpools, with the remaining 40% being served by buses. KW - Before and after studies KW - Buspools KW - Busways KW - Carpools KW - Data analysis KW - Freeway operations KW - Guideways KW - High occupancy vehicle lanes KW - High occupancy vehicles KW - Houston (Texas) KW - Impacts KW - Mathematical analysis KW - Reserved lanes KW - Traffic lanes KW - Trend (Statistics) KW - Utilization KW - Vanpools UR - https://trid.trb.org/view/357515 ER - TY - RPRT AN - 00618117 AU - Racin, J A AU - California Department of Transportation AU - Federal Highway Administration TI - GABION MESH CORROSION COMPARISONS. FINAL REPORT PY - 1991/06 SP - 103 p. AB - Corrosion studies in the laboratory and at field sites in Northern California are documented. The objective was to evaluate coatings on seven steel wire mesh products. The performance variable is ultimate tensile force of individual wires. Two wire coatings were tested: (1) galvanized (hot-dipped zinc) and (2) polyvinyl chloride (PVC) and galvanized. There were two styles of mesh: twisted wire and welded wire. Results are being used to update material specifications and to guide selection of gabion materials. Similar procedures may be used to evaluate future alternative wire coatings. In the laboratory, half-panels of mesh, 18 by 36 in., were exposed in salt spray (fog) per ASTM B 117. There were two initial conditions of coatings: not damaged and damaged. Not damaged samples represented mesh with normal coatings, as received from manufacturers. Damaged samples represented mesh which was extremely mishandled, that is, coating was scraped away and steel was exposed on one side of the half-panel. For comparisons, individual wires of each product were tensile-tested before and after exposure to salt spray. Possible differences in experimental conditions were tracked by statistical t-testing. Dimensionless numbers (tensile force divided by average tensile force before salf spray) were used for comparisons among products. After 5576 hours (+232 days) of exposure to salt spray (fog), galvanized wire lost significanty more strength than PVC-coated galvanized wire. Fifty-six half-panels were installed at field sites in Northern California. After 18 months, there appeared to be no significant reduction of cross section, which would effectively reduce wire strength. Sampling and tensile testing is suggested as a future project. KW - Coatings KW - Corrosion KW - Field tests KW - Gabions KW - Galvanizing KW - Hot dip galvanizing KW - Laboratory tests KW - Performance evaluations KW - Polyvinyl chloride KW - Salt fog tests KW - Steel wire KW - Tensile strength KW - Twisted wire KW - Welded wire fabrics KW - Wire mesh UR - https://trid.trb.org/view/357557 ER - TY - RPRT AN - 00616503 AU - Sheftick, D E AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - VERGLIMIT DE-ICING CHEMICAL ASPHALT ADDITIVE. SR 309- 02M LEHIGH COUNTY. CONSTRUCTION REPORT PY - 1991/06 SP - 56 p. AB - In 1988, the Pennsylvania Department of Transportation (PennDOT) constructed an ice retardant bituminous concrete overlay on SR 309, Section 02M in Lehigh County. The chemical additive Verglimit was added to the bituminous concrete mix at a rate of five percent of the total mix weight to produce the ice retardant mix. Only minor mix design and construction modifications were necessary to produce this ice retardant mix. The asphalt content of the Verglimit modified mix was increased by 0.1% as compared to the control mix of a standard ID-2 wearing course. The weight percent of aggregate retained on the #200 up through the #4 sized sieves was reduced by 8.8 to 9.9% to compensate for the addition of Verglimit particles into the mix. Construction modifications included: restricting the amount of water added to the roller during initial compaction operations; spreading mortar sand onto the overlay surface and rolling it into the surface during final compaction operations; and flushing the finished pavement with water from a high pressure distributor truck to prevent slippery surface conditions due to bleeding of the Verglimit additive. Although post construction bleeding of the pavement was noticed, skid tests performed five and eight days after construction indicated that the overlay had adequate friction resistance. Skid resistance values ranged from 46 to 77. The performance of the Verglimit overlay has been identical to that of the standard mix ID-2 overlay placed on this project. Maximum rut depths were measured at 3/8-in. in both the Verglimit and standard mix sections. No conclusions as to the deicing effectiveness of Verglimit can be made since the project was never monitored during any snowfalls or freezing precipitation events. KW - Asphalt concrete KW - Asphalt content KW - Bleeding KW - Construction KW - Deicing chemicals KW - Mix design KW - Overlays (Pavements) KW - Pavement performance KW - Post-construction KW - Rut depth KW - Rutting KW - Skid resistance KW - Skin resistance KW - Verglimit (Deicing chemical) KW - Wearing course (Pavements) UR - https://trid.trb.org/view/357107 ER - TY - RPRT AN - 00616496 AU - Bishop, E R AU - Beale, HBR AU - EBA, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - LOCAL PROVISION OF RIGHT-OF-WAY FOR HIGHWAY PROJECTS. FINAL REPORT PY - 1991/06 SP - 128 p. AB - Pennsylvania faces increasingly difficult constraints on funding highway improvements that involve new or expanded rights-of-way. This study provides a foundation for a policy tapping local benefits as a source of funding for right-of-way acquisition. The study examines ten Pennsylvania highway projects in which local financing of right-of-way was provided or contemplated. The study examines mechanisms for the local acquisition or preservation of right-of-way, including planning and zoning, donation, official maps, tax diversions, impact fees, informal assessments, protective condemnation, partial condemnations, options, transfer of development rights (TDRs), and local assembly organizations. The study reviews state, local and federal laws which constrain local right-of-way provision and reviews innovative mechanisms adopted in other states. A recommended state policy on local provision of right-of-way is suggested. KW - Assessments KW - Condemnation KW - Donations KW - Financing KW - Highways KW - Impact fees KW - Improvements KW - Informal KW - Laws KW - Local government KW - Planning KW - Policy KW - Property acquisition KW - Property condemnation KW - Recommendations KW - Right of way (Land) KW - Taxation KW - Zoning UR - https://trid.trb.org/view/357100 ER - TY - RPRT AN - 00616493 AU - Sheftick, D E AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - RECYCLING AND REHABILITATING LOW-VOLUME ROADS--PERFORMANCE REPORT, SR 2015 BRADFORD COUNTY PY - 1991/06 SP - 19 p. AB - This project was constructed by the Pennsylvania Department of Transportation (PennDOT) and involved the evaluation of two roadways in Bradford County which were rehabilitated with cold-recycling techniques. Included in this report are SR 2015 which was rehabilitated with cement/fly ash stabilization, and SR 1030 which was rehabilitated with asphalt emulsion recycling. The Pennsylvania Transportation Institute (PTI) was contracted to perform pre- and post-construction pavement and materials testing, mix design analyses, and performance analyses on these projects. The initial performance of SR 2015 was superior to the performance of SR 1030; however, the poor performance of the SR 1030 project was attributed to construction difficulties and site conditions which were not conducive to asphalt emulsion recycling. Of these two types of rehabilitation, cement/fly ash stabilization was recommended for further use based on the cost-effectiveness and performance of the SR 2015 project. After five years, the pavement condition of SR 2015 had deteriorated to a level which was not evident during the evaluation period covered in the PTI report. Transverse shrinkage cracks with an average spacing of 20 ft, longitudinal shrinkage and/or fatigue cracks, and surface delaminations were prevalent. Alligator cracks and potholes frequently occurred in areas of poor drainage. As the accumulated loadings of the cement/fly ash stabilized pavement increase, the occurence and frequency of these distresses is expected to accelerate. Maintenance activities including sealing of the shrinkage cracks will thus have to be performed at more frequent intervals as the age of the pavement increases. KW - Alligator cracking KW - Alligatoring KW - Asphalt emulsions KW - Cement KW - Cold in-place recycling KW - Cold weather KW - Cost effectiveness KW - Cracking KW - Delamination KW - Driver rehabilitation KW - Fatigue (Mechanics) KW - Fly ash KW - Longitudinal cracking KW - Low volume roads KW - Pavement performance KW - Potholes (Pavements) KW - Recycling KW - Rehabilitation KW - Shrinkage KW - Shrinkage cracks KW - Soil stabilization KW - Stabilization KW - Transverse cracking UR - https://trid.trb.org/view/357097 ER - TY - RPRT AN - 00616502 AU - Beam, J L AU - Sheftick, D E AU - Highlands, K L AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - RETROFIT TRANSVERSE PAVEMENT DRAINAGE SYSTEM. FINAL REPORT PY - 1991/06 SP - 33 p. AB - This report covers the design, installation, and performance of a transverse pavement drainage system manufactured by Pavement Drainage Systems. This retrofit system utilizes a hydraulic probe to insert subbase drains underneath a concrete pavement. The transverse drains consist of a slotted PVC pipe wrapped in a seamless geotextile fabric. Performance of these drains would be most effective in pavement sections with excessive subsurface moisture, poor drainage characteristics, and a longitudinal gradient greater than the transverse cross slope. Approximately 3,000 L.F. of transverse drains were installed on SR 80 in Monroe County in September, 1987. These drains were installed directly beneath the transverse joints and were outletted either into adjacent swale areas or into existing longitudinal pavement base drains. If tunnelling difficulties were encountered, the drains were either offset one foot downslope from the transverse joint or not installed. During a July, 1990 field evaluation, none of the transverse drains which were outletted into swale areas were observed to be flowing water even though saturation of the subbase material likely existed at this time. Approximately 20% of these drains were partially filled with sediment which is an indication that they had previously functioned. Since no excavation of any drain was performed and no subbase samples were analyzed for permeability, the exact cause of failure of the transerse drains is not known. Failure may be due to, but not necessarily limited to, any one or a combination of the following factors: impermeability of the subbase; product design which would permit geotextile blinding or sediment accumulation in the drain pipe; insufficient cross slope of the installed drains; and subbase compaction and/or smear during installation. KW - Building KW - Design KW - Drains KW - Facilities KW - Failure KW - Geotextiles KW - Installation KW - Performance KW - Pipe KW - Polyvinyl chloride KW - Retrofitting KW - Slotted pipes KW - Subbase KW - Subbase (Pavements) KW - Transverse drains UR - https://trid.trb.org/view/357106 ER - TY - RPRT AN - 00616494 AU - Sheftick, D E AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - VERGLIMIT DE-ICING CHEMICAL ASPHALT ADDITIVE. FINAL REPORT PY - 1991/06 SP - 42 p. AB - The Pennsylvania Department of Transportation has used the chemical additive Verglimit in ID-2 wearing courses on three experimental overlay projects from 1985 to 1988. This report discusses the use of Verglimit by other states, its material properties and addition rate, mixing operations, construction and post construction, project accident records, and cost. It was concluded that, due to its cost and limited effectiveness, Verglimit should only be placed on highway sections with substantial numbers of ice or snow related accidents attributable to persistent early icing or sections which cannot be reached quickly by maintenance crews in times of hazardous driving conditions. KW - Asphalt concrete KW - Construction KW - Costs KW - Crash records KW - Deicing chemicals KW - Effectiveness KW - Measures of effectiveness KW - Mixing KW - Mixing procedures KW - Overlays (Pavements) KW - Post-construction KW - Properties of materials KW - Verglimit (Deicing chemical) KW - Wearing course (Pavements) UR - https://trid.trb.org/view/357098 ER - TY - RPRT AN - 00616364 AU - Harkey, D L AU - Zegeer, C V AU - Reinfurt, D W AU - Davis, S E AU - Stewart, J R AU - Council, F M AU - Scientex Corporation AU - Federal Highway Administration TI - OPERATIONAL IMPACTS OF WIDER TRUCKS ON NARROW ROADWAYS. FINAL REPORT PY - 1991/06 SP - 130 p. AB - This study was conducted to determine the differences in performance between 102-in. (259-cm) wide and 96-in. (244-cm) wide trucks and the impact that these trucks have on other traffic. Trucks which were studied primarily included random trucks in the traffic stream, although a limited amount of control truck data were also collected to account for driver differences. Truck data were collected on rural two-lane and multilane roads which included curve and tangent sections and a variety of roadway widths and traffic conditions. The data collection effort resulted in approximately 100 hours of videotape and 9,000 slides from which various measures of effectiveness (MOEs) were extracted. A number of MOEs were used to test for the operational effects of differential truck widths, lengths, and configurations. Such measures included: (1) lateral placement of the truck and the opposing or passing vehicle, (2) lane encroachments by the truck or opposing vehicle, and (3) edgeline encroachments by the truck or opposing vehicle. Analysis of variance (ANOVA) and regression modeling techniques were used to determine the significance of and the relationship among the variables used. This final report summarizes the differential effects of the operation of 96-in. (244-cm) versus 102-in. (259-cm) wide trucks as a function of roadway width, curvature, and other site parameters which should impact their safe operation and that of other traffic. The results of this study are presented to help organizations develop guidelines which specify the geometric and operational parameters under which wider trucks may safely operate. KW - Analysis of variance KW - Curvature KW - Encroachments KW - Geometric design KW - Highway operations KW - Impacts KW - Lateral placement KW - Length KW - Measures of effectiveness KW - Motor vehicles KW - Narrow traffic lanes KW - Operational effects KW - Operations KW - Regression analysis KW - Right of way (Land) KW - Rural highways KW - Size KW - Traffic KW - Traffic safety KW - Trucks KW - Vehicle configurations KW - Videotapes KW - Width UR - https://trid.trb.org/view/357008 ER - TY - RPRT AN - 00616462 AU - Majidzadeh, K AU - Ilves, G J AU - Resource International, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION OF A NEW SHOULDER DESIGN METHOD IN OHIO. FINAL REPORT PY - 1991/06 SP - 208 p. AB - This report describes a shoulder thickness design procedure along with drainage design to minimize moisture-induced deterioration. The design is based on mechanistic principles and takes into consideration all forms of traffic using the shoulder, i.e., encroaching and parked traffic as well as traffic directed on the shoulder during mainline maintenance and/or during peak traffic periods. A detailed sensitivity analysis was conducted to determine which variables have to be measured and which variables can take on default values. The procedure was applied to six shoulder projects in Ohio. These projects illustrate the use of the procedure. The thickness design procedure is implemented in a program, BERM, designed for use on personal computers. The program is menu-driven and user-friendly. It encompasses all combinations of mainline/shoulder type eventhough some combinations are not recommended to be used, e.g., rigid shoulder with a flexible mainline pavement. KW - Computer programs KW - Design KW - Design methods KW - Drainage KW - Mechanical analysis KW - Mechanistic design KW - Personal computers KW - Road shoulders KW - Sensitivity analysis KW - Thickness KW - Thickness design KW - Variables UR - https://trid.trb.org/view/357068 ER - TY - RPRT AN - 00615721 AU - Elias, V AU - Juran, I AU - Earth Engineering and Sciences, Incorporated AU - Federal Highway Administration TI - SOIL NAILING FOR STABILIZATION OF HIGHWAY SLOPES AND EXCAVATIONS. FINAL REPORT PY - 1991/06 SP - 221 p. AB - This report presents the findings of a comprehensive research study to evaluate, summarize, interpret and extend the state of the art in soil nailing design and technology. The report also provides construction control guidelines and specifications for projects utilizing this technology on the highway system. Design based on local stability considerations using the kinematical method is developed and design charts provided for implementation. KW - Construction KW - Construction control KW - Construction management KW - Construction specifications KW - Design KW - Guidelines KW - Kinematics KW - Reinforcement (Engineering) KW - Retaining walls KW - Slope stability KW - Slopes KW - Soil nailing KW - Soil stabilization KW - Specifications KW - State of the art studies KW - Technology UR - https://trid.trb.org/view/356695 ER - TY - RPRT AN - 00611907 AU - Erchul, R A AU - Noble, D F AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A GEOPHYSICAL SYSTEM COMBINING ELECTRICAL RESISTIVITY AND SPONTANEOUS POTENTIAL FOR DETECTING, DELINEATING, AND MONITORING SLOPE STABILITY. FINAL REPORT PY - 1991/06 SP - 173 p. AB - Various geophysical electrical measuring techniques, i.e., spontaneous potential (SP), terrain conductivity meter (TCM), and conventional electrical resistivity/conductivity (ER), were tested to determine their effectiveness in detecting, delineating, and monitoring weak zones and layers along three slopes in western Virginia. In addition, the SP technique in conjunction with an automatic measuring system (AMS) was used to monitor two slopes in real time in order to determine their stability with regard to environmental factors, such as heavy precipitation. Novel techniques were employed to determine electrical properties. In addition to the AMS, a unique resistivity/conductivity sensor was fabricated, tested, and deployed with the use of a small penetrometer. The special sensor cone penetrometer system was able to obtain depth profiles of conductivity and soil stength on steep slopes where conventional penetrometers would be unsafe to operate. The data collected by these various electrical measuring techniques were then compared with each other as well as with environmental and geotechnical data collected as part of this study and in previous investigations. KW - Automation KW - Detection and identification KW - Detectors KW - Effectiveness KW - Electric potential KW - Environment KW - Geophysical measurements KW - Geophysics KW - Measurement KW - Measures of effectiveness KW - Monitoring KW - Penetrometers KW - Rainfall KW - Resistivity method KW - Sensors KW - Slope stability KW - Technological innovations KW - Terrain conductivity meter UR - http://ntl.bts.gov/lib/36000/36800/36826/91-R22.pdf UR - https://trid.trb.org/view/356229 ER - TY - RPRT AN - 00611854 AU - Abbey, L AU - Thurgood, G S AU - Utah Department of Transportation AU - Federal Highway Administration TI - DESIGN AND OPERATIONAL FEATURES OF THE SINGLE POINT URBAN INTERCHANGE. FINAL REPORT PY - 1991/06 SP - 106 p. AB - A comparison of an existing Single Point Urban Interchange with a Compressed Diamond Interchange showed that the former provided generally better geometric characteristics concerning capacity and reduced delay times. Although the initial costs of construction for the Single Point Urban Interchange are substantially higher than for the Compressed Diamond, the benefits to the users (i.e., reduced operating costs) can be traded off to the extent that the Single Point is a viable alternative economically. KW - Benefits KW - Compressed diamond interchanges KW - Costs KW - Geometric design KW - Highway capacity KW - Highway design KW - Interchanges KW - Interchanges and intersections KW - Single point urban interchanges KW - Traffic delays KW - Urban highways UR - https://trid.trb.org/view/356189 ER - TY - RPRT AN - 00611910 AU - Browning, G AU - Mississippi State Highway Department AU - Federal Highway Administration TI - EVALUATION OF RESURF CR. CONSTRUCTION REPORT PY - 1991/06 SP - 31 p. AB - This report examines the use of RESURF CR and RESURF II, which are manufactured by Polymer Concrete Inc. for the repair of punchouts in continuously reinforced concrete pavement (CRCP). These products were used to repair forty-three punchouts on I-55 in Pike County. These polymer concrete products were used to cement the broken concrete pavement pieces together and restore an acceptable riding surface. One punchout had the reinforcing steel cut before the application of RESURF CR. The usual temporary method of repair is to use asphalt mix to fill the punchout. Traditional permanent repairs involve removal of the failed concrete, re-establishment of the reinforcing steel, and placement of new concrete. RESURF CR is a variable viscosity, low shrink, pourable polyester compound designed for cracks up to 1/2 in. The viscosity can be tailored on the jobsite to the crack widths encountered. The compound reaches a compressive strength of 2,000 psi in 2 hours, so the completed patch can be opened to traffic shortly after the repair is complete. RESURF II is a general performance polymer concrete consisting of a styrene diluted modified polyester resin with a select aggregate blend, which is used to restore a smooth riding surface to the patch area once the RESURF CR has been applied. This product has been previously approved as a concrete patching material in Mississippi. This report is an interim report covering the construction phase. A final report covering the performance of the repairs will be submitted after the repairs have been in service for approximately two years. KW - Continuously reinforced concrete pavements KW - Cracking KW - Patching KW - Polymer concrete KW - Punchouts KW - Repairing UR - https://trid.trb.org/view/356232 ER - TY - RPRT AN - 00611849 AU - WOO, T H AU - Hoel, L A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - AN INVESTIGATION OF TOLL PLAZA CAPACITY AND LEVEL OF SERVICE. FINAL REPORT PY - 1991/06 SP - 103 p. AB - This study was undertaken to accomplish two objectives pertinent to traffic characteristics at toll plaza areas: (1) to develop a methodology for evaluating the capacity of a toll plaza, and (2) to establish level-of-service criteria for toll area traffic. Traffic data at the four toll plazas of Virginia's Richmond-Petersburg Turnpike were collected using synchronized video cameras. The capacity of a toll booth was found to range from 600 to 750 passenger cars per hour, depending on the type of toll collection. It was concluded that average density can be used as a criterion for defining levels of service for toll plaza areas. Average densities of the toll plaza areas were also found to be highly correlated to v/c ratios. Simulation techniques were employed with animation, which gave the viewers visual perceptions directly in addition to analytic solutions. Examples of operational analysis and planning analysis were presented to demonstrate the application. As a result of this study, it was recommended that the density criterion be utilized for defining levels of service at toll plaza areas, and that it be incorporated into a future edition of the Highway Capacity Manual. KW - Data collection KW - Highway capacity KW - Highway Capacity Manual KW - Level of service KW - Operational analysis KW - Operations KW - Toll plazas KW - Traffic density KW - Traffic simulation KW - Traffic volume KW - Videotapes UR - http://ntl.bts.gov/lib/36000/36800/36825/91-R8.pdf UR - https://trid.trb.org/view/356184 ER - TY - RPRT AN - 00611969 AU - Ahmed, S A AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF RETROREFLECTIVE SHEETINGS FOR USE ON TRAFFIC CONTROL DEVICES AT CONSTRUCTION WORK ZONES. FINAL REPORT PY - 1991/06 SP - 128 p. AB - The overall objective of this project was to evaluate the relative adequacy of the engineering grade, super-engineering grade, and high-intensity grade sheetings when used on traffic control devices at construction work zones. Evaluation criteria included driver visibility needs, durability and economics, and other practical considerations. To meet the objectives of this project, a research plan consisting of literature review, controlled field experiments, real-world field experiments, accelerated weathering tests, survey of Oklahoma traffic control contractors, and economic analysis was adopted. The results of these tasks formed the basis for the findings and conclusions of this study. While the high-intensity grade sheeting has the highest target value of the three sheeting grades, the tradeoff between detection and legibility of traffic control signs was interpreted to favor the use of the super-engineering grade on signs in both urban and rural construction projects. Durability, economics, and other practical issues emphasized by traffic control contractors support this conclusion. Nevertheless, use of the high-intensity grade sheeting in urban construction projects may be warranted at locations with visual clutter and excessive background lights. The beneficial effects of upgrading the type of sheeting used on barrels, barricades, and vertical panels from engineering grade to high-intensity grade or super-engineering grade were demonstrated by the significant increase in both the detection and recognition distances of these devices. Yet, the benefits of upgrading to the high-intensity grade were found to be offset by the significant increase in cost, the less durability of the sheeting material, and the problems with fabrication and handling. Upgrading to super-engineering grade offers the most cost-effective and balanced solution. KW - Accelerated tests KW - Benefit cost analysis KW - Contractors KW - Cost effectiveness KW - Data collection KW - Durability KW - Economic analysis KW - Economics KW - Field tests KW - Guides to the literature KW - Legibility KW - Literature reviews KW - Materials KW - Modernization KW - Reflective sheetings KW - Reflectorized materials KW - Retroreflectivity KW - Rural areas KW - Sheathing KW - Surveys KW - Traffic control devices KW - Traffic sign materials KW - Traffic signs KW - Urban areas KW - Visibility KW - Work zone traffic control UR - https://trid.trb.org/view/356265 ER - TY - RPRT AN - 00611161 AU - Ozyildirim, C AU - Halstead, W J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - OPTIMUM MIXTURE PROPORTIONS FOR CONCRETES CONTAINING FLY ASH AND SILICA FUME. FINAL REPORT PY - 1991/06 SP - 27 p. AB - Concretes with equal water/cement ratios and equal paste volumes of various combinations of cement, fly ash, and silica fume were tested to establish parameters for strength and chloride permeability. Comparative specimens with Type II and Type III cement were tested. The effects of temperature and moisture availability during curing were also evaluated. In general, the laboratory tests showed that, when adequate curing in the 73 deg F to 100 deg F temperature range is provided, concretes with satisfactory early and 28-day strengths and good resistance to chloride ion penetration can be obtained with either type of cement and various combinations of fly ash and silica fume. The cementitious material can be in the range of 30 to 35 percent fly ash and 5 percent silica fume, based on the weight of the cementitious material. Similar specimens cured at 43 deg F generally did not develop an adequate early strength, and the chloride permeability was high. Combinations of the pozzolans with Type III cement yielded higher strengths and a lower chloride permeability than did similar combinations with Type II cement. KW - Cement KW - Cement type KW - Chlorides KW - Concrete KW - Concrete curing KW - Concrete strength KW - Concrete tests KW - Fly ash KW - Laboratory tests KW - Mix design KW - Permeability KW - Silica fume KW - Strength of materials KW - Temperature KW - Test results UR - http://ntl.bts.gov/lib/36000/36800/36823/91-R21.pdf UR - https://trid.trb.org/view/356033 ER - TY - RPRT AN - 00611097 AU - Scapinakis, D A AU - Leiman, L AU - Bouaouina, M AU - May, A D AU - Ostrom, B K AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - DEMAND ESTIMATION, BENEFIT ASSESSMENT, AND EVALUATION OF ON-FREEWAY HIGH OCCUPANCY VEHICLE LANES. FINAL RESEARCH REPORT PY - 1991/06 SP - 332 p. AB - This report suggests a three level methodology to help identify the most promising sites for the construction of a priority lane. The three levels define a screening process through which, the operating performance of the sites is evaluated. Level I is a qualitative evaluation, more appropriate as a planning tool, performed by professionals familiar with the potential sites and exercising their judgement. A scoring sheet has been developed to assist them. Level II addresses operational issues both in the short and the medium term. Some simple calculations are necessary. A limited amount of data is necessary. In the first phase of Level II, the analyst through a series of nomographs evaluates the priority and non-priority lanes immediately after their implementation, that is, before any demand response occurs. The second phase of Level II accounts for the demand response that will occur in the medium term. A relatively simple analytical model is used for this phase. Level III is a comprehensive evaluation of the sites that passed successfully through Levels I and II. For this purpose, FREQ, a computer simulation model, was modified to accept the design of an added priority lane. The new version, FREQ10PL, is one part of the FREQ10 family. Two phases are recognized, the short term (day + 1) and the medium term. In the medium term demand response occurs. This includes both spatial and modal shifts. Spatial shift occurs from the arterial system to the freeway priority and non-priority lanes. Modal shift occurs from the general purpose lanes of the freeway to the priority lanes. An investigation at Level III requires considerable resources. It is therefore best performed with a limited number of sites. KW - Demand KW - Estimating KW - High occupancy vehicle lanes KW - High occupancy vehicles KW - Medium term KW - Modal shift KW - Reserved lanes KW - Short term KW - Simulation KW - Spatial shift KW - Time duration KW - Traffic lanes UR - https://trid.trb.org/view/356016 ER - TY - JOUR AN - 00610816 JO - Public Roads PB - Federal Highway Administration AU - Lum, H S AU - Federal Highway Administration TI - STATISTICAL SHORTCOMINGS IN TRAFFIC STUDIES: PART II PY - 1991/06 VL - 55 IS - 1 SP - p. 22-26 AB - Factorial design is a powerful tool that can provide information not otherwise obtainable from single-factor experiments. There are, however, limitations: logistical limitations relating to resources; and interpretive limitations relating to the complexity of the factorial design experiment. This article explores the nature of these limitations, their impacts on factorial design, and methods of alleviating these impacts. The impacts of these limitations are discussed including unequal cell sizes. Methods of analyzing data from an experiment with unequal cell frequencies are discusssed including unequal means and multilinear regression. An example is also described. KW - Experiments KW - Factor analysis KW - Statistics KW - Traffic studies KW - Traffic surveys UR - https://trid.trb.org/view/358516 ER - TY - RPRT AN - 00611099 AU - Washington, S P AU - Gibby, A R AU - Ferrara, T C AU - California State University, Chico AU - California Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF HIGH-SPEED ISOLATED SIGNALIZED INTERSECTIONS IN CALIFORNIA. FINAL REPORT PY - 1991/06 SP - 80 p. AB - High-speed isolated signalized intersections (HSISI's) are generally encountered after long uninterrupted and uncongested flow conditions, thereby catching some motorists by surprise. For this reason alone, approaches to HSISI's need to have safe and effective warning, control, and intersection geometric treatments. This research identified characteristics at California HSISI's that relate to accident rates. A data base consisting of approximately 100 intersection and approach variables was established and used to investigate advance warning, signal timing and phasing, channelization, signal equipment configurations, shoulder widths and types, median widths and types, and approach speeds. Forty HSISI's out of the approximate 100 statewide were chosen for analysis. Twenty were selected from the highest accident-rate group and twenty from the lowest. Statistical analysis identified relationships between approach variables and approach accident rates. The primary variables found to be significantly correlated to low accident rates on approaches to HSISI's were: presence of an advance warning sign with a flashing beacon, presence of a separate left-turn phase, presence of a raised median, and wide paved shoulders. Eight approaches to HSISI's were identified for the possibility of implementing suggested improvements and for use in before and after studies. KW - Approach KW - Approach speed KW - Beacons KW - Channelization KW - Crash rates KW - Flashing beacons KW - Geometric design KW - High speed ground transportation KW - High speed vehicles KW - Highway safety KW - Improvements KW - Isolated intersections KW - Isolated signalized intersections KW - Left turn phase KW - Left turn phasing KW - Median barriers KW - Medians KW - Paved shoulders KW - Raised medians KW - Road shoulders KW - Signalized intersections KW - Speed KW - Statistical analysis KW - Traffic signal phases KW - Traffic signal phasing KW - Traffic signal timing KW - Warning signs KW - Width UR - https://trid.trb.org/view/356018 ER - TY - JOUR AN - 00610813 JO - Public Roads PB - Federal Highway Administration AU - Arens, J B AU - Saremi, A R AU - Simmons, C J AU - Federal Highway Administration TI - COLOR RECOGNITION OF RETROREFLECTIVE TRAFFIC SIGNS UNDER VARIOUS LIGHTING CONDITIONS PY - 1991/06 VL - 55 IS - 1 SP - p. 1-7 AB - Depending on the spectral distribution of the light produced by the various types of sign lights and headlamps, the chromaticity of illuminated signs will shift markedly with light. This study assessed the possible improvement in driver recognition of traffic sign colors to be achieved by changing from the Federal Highway Administration highway colors to the ANSI (American National Standards Institute) safety colors. Sign color appearance under daylight and various nigttime viewing conditions was investigated. Although some lighting color combinations improved correct color recognition when viewing the ANSI safety colors, these improvements were marginal and applied only to some of the signing material colors and types. The details of the study and its results are described and discussed. KW - Color KW - Daylight KW - Lighting KW - Materials KW - Night visibility KW - Retrodirective reflection KW - Retroreflection KW - Traffic sign materials KW - Traffic signs UR - https://trid.trb.org/view/358513 ER - TY - JOUR AN - 00610815 JO - Public Roads PB - Federal Highway Administration AU - Stephens, B W AU - Federal Highway Administration TI - TECHNOLOGY TRANSFER AND ITS TOOLS PY - 1991/06 VL - 55 IS - 1 SP - p. 16-21 AB - Recently, the Federal Highway Administration has increased emphasis on the marketing of new technologies. A seminar is now being develped to delineate marketing principles appropriate for inclusion in public sector operating programs and to help translate principles specific to technology transfer efforts. The article describes essential steps in developing a highway transportation marketing plan, as well as recent technological advances in technology transfer activities, namely, in training, information dissemination, and promotion. These techniques should, however, be applied in the context of an overall marketing strategy. KW - Information dissemination KW - Marketing KW - Technology transfer KW - Training KW - U.S. Federal Highway Administration KW - Workshops UR - https://trid.trb.org/view/358515 ER - TY - RPRT AN - 00611019 AU - Miller, T AU - Viner, J AU - Rossman, S AU - Pindus, N AU - Gellert, W AU - Douglass, J AU - Dillingham, A AU - Blomquist, G AU - Urban Institute AU - Federal Highway Administration TI - THE COSTS OF HIGHWAY CRASHES. FINAL REPORT PY - 1991/06 SP - 152 p. AB - In 1988, an estimated 14.8 million motor vehicle crashes involved 47,000 deaths and almost 5,000,000 injuries. More than 4.8 million years of life and functioning were lost. Crash costs totalled $334 billion. They included $71 billion in out-of pocket costs, $46 billion in wages and household production, and $217 billion in pain, suffering, and lost quality of life. Half of the out-of-pocket costs were property damage costs; the rest were medical, emergency services, workplace, travel delay, legal, and administrative costs. Employers paid 20% of the out-of-pocket and productivity costs. The general public paid 48%. People involved in crashes and their families paid the remainder and suffered the pain. The comprehensive costs presented here are appropriate for use in benefit-cost analysis. The costs/police-reported crash are $2,723,000/K-fatal, $229,000/A-incapacitating injury, $48,000/B-nonincapacitating injury, $25,000/C-possible injury, $4,500/O-property damage only (these crashes include injuries missed by the police), and $4,300/unreported crash. The most costly kinds of crashes include motorcycle, pedestrian, pedalcycle, alcohol-involved, and heavy truck. Minor rural collectors, local rural streets, and urban arterials are the most dangerous/vehicle-mile of travel (vmt). Motorcycles have safety costs of $2.14/vmt, buses $.24/vmt, heavy trucks $.19/vmt, light trucks $.16/vmt, and cars $.12/vmt. In nonfatal collisions involving only occupants, the most harmful events with the highest cost/injury involve, in order: trees, overturns, other fixed objects, and utility poles. KW - Accident costs KW - Automobiles by type KW - Bicycles KW - Classification KW - Costs KW - Crashes KW - Drunk driving KW - Fatalities KW - Highway classification KW - Highways KW - Injuries KW - Loss and damage KW - Motor vehicle accidents KW - Motorcycles KW - Pedestrian-vehicle crashes KW - Property KW - Property damage KW - Traffic crashes KW - Trucks KW - Vehicle type UR - https://trid.trb.org/view/355938 ER - TY - RPRT AN - 00611021 AU - Khisty, C J AU - Wong, M AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FREEWAY INCIDENT MANAGEMENT FOR MEDIUM-SIZED URBAN AREAS (PHASE II). FINAL REPORT PY - 1991/06 SP - 56 p. AB - As a continuing effort of the Washington State Department of Transportation (WSDOT) in freeway incident management, the purpose of this project is threefold: (1) to collect data/information for implementing and coordinating freeway incident management strategies; (2) to prepare an incident response manual with all available data; and (3) to format the available data for possible use in a suitable expert system. The study area on Interstate 90 extends from the Four Lakes Interchange (Exit 270) on the west to the Idaho State Line (Exit 299) on the east. An advisory committee with representatives from all the agencies involved with freeway incident management acknowledged the needs in coordination, staffing, and training. Information was mostly gathered through interviews with the various agencies, from accident reports supplied by the WSDOT, and from Computer Aided Dispatch logs of the Washington State Patrol (WSP). An Incident Response Manual (IRM) was then prepared, focusing on a framework for the freeway incident management process to facilitate the coordination of the different agencies who play various roles in the process. The manual also provides information specific to the study area in regard to resources for incident response and detour routes in case of closure of any section of the 30-mile stretch of I-90. The software package KnowledgePro was recommended as a development tool for a computer version of the IRM. Along with the basic Freeway Incident Management (FIM) framework of the IRM, recommendations are made for specific actions that will facilitate different facets of the overall operation of freeway incident management. KW - Coordination KW - Crashes KW - Data collection KW - Expert systems KW - Freeways KW - Highway traffic control KW - Incidents KW - Manuals KW - Medium sized cities KW - Recommendations KW - Response KW - Software KW - Traffic incidents UR - http://www.wsdot.wa.gov/research/reports/fullreports/223.1.pdf UR - https://trid.trb.org/view/355940 ER - TY - JOUR AN - 00610814 JO - Public Roads PB - Federal Highway Administration AU - Kopac, P A AU - Federal Highway Administration TI - HOW TO CONDUCT QUESTIONNAIRE SURVEYS PY - 1991/06 VL - 55 IS - 1 SP - p. 8-15 AB - In an effort to provide assistance to those planning a questionnaire survey, this article provides a comprehensive checklist of items to consider in questionnaire development. These items cover the initial survey planning stages, the instrument design and development, and the actual survey implementation. The methodology provided will aid in collecting valid data and achieving reliable results. The survey examples described relate to engineering and highway topics. KW - Data collection KW - Implementation KW - Questionnaires KW - Surveys UR - https://trid.trb.org/view/358514 ER - TY - RPRT AN - 00610204 AU - Mellott, D B AU - Tenaglia, J P AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - SULPHUR EXTENDED ASPHALT. FINAL REPORT PY - 1991/06 SP - 41 p. AB - The purpose of this project is to evaluate the comparative performance and costs between conventional ID-2 wearing course and a sulphur extended ID-2 wearing course (30% sulphur, 70% AC-20). The Federal Highway Administration (FHWA) encouraged the states to plan demonstration projects on the use of sulphur extended asphalt (SEA) as a means to find more economical and satisfactory substitutes for asphalt binder. The evaluations indicate that the service life of SEA mixtures can be considered equal to the conventional ID-2 mixes. However, at the present time (1991) it is not economical to pursue the use of SEA because sulphur is more expensive than asphalt and nearly twice as much sulphur is needed to replace an equal volume of asphalt. KW - Alternatives analysis KW - Asphalt additives KW - Asphalt concrete KW - Cost effectiveness KW - Costs KW - Demonstration projects KW - Extenders KW - Pavement performance KW - Service life KW - Sulfur KW - Sulfur asphalt KW - Wearing course (Pavements) UR - https://trid.trb.org/view/355691 ER - TY - RPRT AN - 00611017 AU - Ahmed, I AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - USE OF WASTE MATERIALS IN HIGHWAY CONSTRUCTION. EXECUTIVE SUMMARY PY - 1991/05/21 SP - 9 p. AB - This study synthesizes the information on the use of waste materials in highway construction. The information was obtained from a review of published literature supplemented by: recent unpublished reports, presentations of research updates by professionals at different forums, and personal meetings with the experts. In addition, a questionnaire regarding the use of waste materials was prepared and distributed to each of the state highway agencies. A majority of states responded to the questionnaire, giving a summary of current practices in the use of waste materials in highway construction and their experiences on the technical, environmental, and economic aspects of the various applications of the materials. The report briefly gives the state-of-the-practice in the use of the waste materials in highway construction in the United States and discusses the applications of selected waste materials, including: waste tires, waste glass, reclaimed paving materials, slags and ashes, building rubble, sewage sludge, and incinerator residue. An evaluation based on the technical, environmental, and economic factors indicated that reclaimed paving materials, coal fly ash, blast furnace slag, bottom ash, boiler slag, steel slag and rubber tires have significant potential to replace conventional materials for various applications in highway construction, and should be projected for future construction. Specific applications of the waste products and the potential problems associated with their usage in highway operations, which must be addressed prior to their extensive use, are included in the report. KW - Ashes KW - Building materials KW - Data collection KW - Economics KW - Environmental impacts KW - Fly ash KW - Glass KW - Guides to the literature KW - Literature reviews KW - Problem identification KW - Questionnaires KW - Recycled materials KW - Road construction KW - Rubble KW - Slag KW - Sludge (Deposit) KW - State departments of transportation KW - State of the art studies KW - Surveys KW - Technology KW - Tires KW - Wastes UR - https://trid.trb.org/view/355936 ER - TY - RPRT AN - 00611018 AU - Ahmed, I AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - USE OF WASTE MATERIALS IN HIGHWAY CONSTRUCTION. FINAL REPORT PY - 1991/05/21 SP - 123 p. AB - This study synthesizes the information on the use of waste materials in highway construction. The information was obtained from a review of published literature supplemented by: recent unpublished reports, presentations of research updates by professionals at different forums, and personal meetings with the experts. In addition, a questionnaire regarding the use of waste materials was prepared and distributed to each of the state highway agencies. A majority of states responded to the questionnaire, giving a summary of current practices in the use of waste materials in highway construction and their experiences on the technical, environmental, and economic aspects of the various applications of the materials. The report briefly gives the state-of-the-practice in the use of the waste materials in highway construction in the United States and discusses the applications of selected waste materials, including: waste tires, waste glass, reclaimed paving materials, slags and ashes, building rubble, sewage sludge, and incinerator residue. An evaluation based on the technical, environmental, and economic factors indicated that reclaimed paving materials, coal fly ash, blast furnace slag, bottom ash, boiler slag, steel slag and rubber tires have significant potential to replace conventional materials for various applications in highway construction, and should be projected for future construction. Specific applications of the waste products and the potential problems associated with their usage in highway operations, which must be addressed prior to their extensive use, are included in the report. KW - Ashes KW - Building materials KW - Data collection KW - Economics KW - Environmental impacts KW - Fly ash KW - Glass KW - Guides to the literature KW - Literature reviews KW - Problem identification KW - Questionnaires KW - Recycled materials KW - Road construction KW - Rubble KW - Slag KW - Sludge (Deposit) KW - State departments of transportation KW - State of the art studies KW - Surveys KW - Technology KW - Tires KW - Wastes UR - https://trid.trb.org/view/355937 ER - TY - RPRT AN - 01584284 AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - WSDOT Traffic Forecasting Guide Volume 2 – Forecasting Instructions PY - 1991/05//Final Report SP - 158p AB - The Washington State Department of Transportation (WSDOT) has produced this guide to improve the development of traffic forecasts used by Department engineers and planners. Th guide is intended to help standardize the methodology for developing forecasts, provide an "audit trail" of the steps and assumptions behind each forecast, and ensure that the assumptions underlying the forecasting process have been carefully considered. The guide is split into two volumes. The first volume describes the forecasting process and reviews the issues that must be addressed. The second volume provides more detailed instructions for the forecasting process. Volume 2 assumes that the user is already familiar with the issues that affect traffic forecasts and understands why different inputs to the forecasting process are important. Persons new to traffic forecasting should read Volume 1 before continuing with this volume. Volume 2 of the guide describes the steps required to perform a forecast for WSDOT. The guide assists planners in obtaining and organizing the information needed for a forecast, provides guidance on the factors to include in a forecast, and gives a consistent structure for analyzing those data and reporting results. The appendices provide an extra set of worksheets and tables for the forecasting process, directions for using the Lotus spreadsheet templates that are discussed in Chapter 3, summary information on four-step computer models supported by WSDOT, a summary of data sources for the forecasting process, an example forecast, and a set of 3-1/2 inch, IBM PC compatible diskettes that contain the Lotus 1-2-3 templates discussed above. KW - Guidelines KW - Traffic forecasting KW - Transportation planning KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/219.2.pdf UR - https://trid.trb.org/view/1376977 ER - TY - RPRT AN - 01584283 AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - WSDOT Traffic Forecasting Guide. Volume 1– Introduction to the Forecasting PY - 1991/05//Final Report SP - 127p AB - The Washington State Department of Transportation has produced this guide to improve the development of traffic forecasts used by Department engineers and planners. Th guide is intended to help standardize the methodology for developing forecasts, provide an "audit trail" of the steps and assumptions behind each forecast, and ensure that the assumptions underlying the forecasting process have been carefully considered. The guide is split into two volumes. The first volume describes the forecasting process and reviews the issues that must be addressed. The second volume provides detailed instructions for the forecasting process. Volume 1 contains background information on the steps involved in forecasting and the factors that must be considered as part of a traffic forecast. It should be used to introduce staff to the traffic forecasting process. It will also help identify the resources required to forecast traffic and then assist in analyzing and applying those resources. Volume 2 of the guide contains a more precise description of how to perform the forecast. In addition, the Volume 2 appendices contain copies of the worksheets that should accompany any forecasts engineers perform and instructions on using several Lotus 1-2-3 spreadsheets that were designed to ease the forecasting process. Lastly, Volume 2 contains a copy of the Lotus 1-2-3 templates for use by engineers and planners. KW - Guidelines KW - Traffic forecasting KW - Transportation planning KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/219.1.pdf UR - https://trid.trb.org/view/1376976 ER - TY - RPRT AN - 01405876 AU - Dudek, C L AU - United States. Federal Highway Administration. Office of Technology Applications TI - Guidelines on the use of changeable message signs PY - 1991/05 IS - FHWA/TS-90-043 SP - 251p AB - The 1986 FHWA publication "Manual on Real-Time Motorist Information Displays" provides practical guidelines for the development, design, and operation of real-time displays, both visual and auditory. The current report is intended to provide guidance on 1) selection of the appropriate type of Changeable Message Sign (CMS) display, 2) the design and maintenance of CMSs to improve target value and motorist reception of messages, and 3) pitfalls to be avoided. It updates information contained in the Manual. The guidelines and updated information are based on research results and on practices being employed by highway agencies in the United States, Canada and western Europe. CMS technology developments since 1984 are emphasized. Since the use of matrix-type CMSS, particularly light-emitting technologies, has increased in recent years, matrix CMSs have received additional attention in this report. The report concentrates on design issues relative to CMSs with special emphasis on visual aspects, but does not establish specific criteria to determine whether to implement displays. The intent is to address display design issues for diverse systems ranging from highly versatile signing systems integrated with elaborate freeway corridor surveillance and control operations to low cost, less sophisticated surveillance and signing systems intended to alleviate a single specific problem. KW - Conspicuity KW - Driver information KW - Driver information systems KW - Fiber optics KW - Fibre optics KW - Freeway KW - Freeways KW - Legibility KW - Legibility KW - Luminance KW - Luminance KW - Traffic sign KW - Traffic signs KW - Variable message sign KW - Variable message signs KW - Visibility KW - Visibility UR - https://trid.trb.org/view/1173672 ER - TY - RPRT AN - 01400235 AU - United States. Department of Transportation. Research and Special Programs Administration AU - Federal Highway Administration AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - US Department of Transportation heavy truck safety plan PY - 1991/05 SP - 1 vol KW - Accident analysis KW - Accident countermeasure KW - Activity report KW - Behavior KW - Crash analysis KW - Driver behaviour KW - Drivers KW - Heavy vehicle KW - Heavy vehicle driver KW - Heavy vehicles KW - Highway safety KW - Research KW - Research and development KW - Road safety KW - Traffic safety KW - Truck KW - Trucks KW - Usa KW - Vehicle safety KW - Vehicle safety UR - https://trid.trb.org/view/1168019 ER - TY - RPRT AN - 00625747 AU - Barton, D L AU - Anderson, R B AU - Bouadi, A AU - Jirsa, James O AU - Breen, J E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - AN INVESTIGATION OF STRUT-AND-TIE MODELS FOR DAPPED BEAM DETAILS. INTERIM REPORT PY - 1991/05 SP - 212 p. AB - The objective of the test program undertaken in this study was to develop experimental data for defining various elements of strut-and-tie models. The data were used extensively in establishing design guidelines for details of structural reinforced concrete (Report 1127-3F). The experimental program was divided into three phases. The first phase consisted of tests of four dapped beam details. A dapped beam was selected as a typical detail, commonly used in highway structures, and one for which several different design approaches have been proposed. Phases two and three consisted of tests of isolated portions (nodes) of the structure as modeled using the strut-and-tie approach. Nine CTT (compression-tension-tension) and ten CCT (compression-compression-tension) nodes were tested. At these nodes three forces converge at a point in the strut-and-tie model. Variables included reinforcement arrangement and layout, concrete strength, bearing area of the effective strut, and anchorage details. The results indicated that the dapped beam detail can be efficiently and effectively designed using a strut-and-tie model. The isolated node tests provide useful information on the performance of the concrete in the compression strut and on the anchorage of reinforcement in the node. The node tests provide an inexpensive way to determine critical data for developing design guidelines. KW - Anchorages KW - Beams KW - Compression KW - Dapped beams KW - Design KW - Guidelines KW - Mathematical models KW - Models KW - Nodes KW - Nodes (Networks) KW - Performance KW - Railroad ties KW - Reinforced concrete KW - Reinforced concrete beams KW - Struts KW - Tension KW - Tests UR - https://trid.trb.org/view/368115 ER - TY - RPRT AN - 00611023 AU - Mahoney, J P AU - Jackson, N C AU - O'Neil, D J AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - AN EVALUATION OF GRANULAR OVERLAYS IN WASHINGTON STATE. FINAL TECHNICAL REPORT PY - 1991/05 SP - 143 p. AB - Granular overlays have been used by the Washington State Department of Transportation (WSDOT) for about 30 years. Since the mid-1980s and along with the full implementation of the WSDOT Pavement Management System (WSPMS), WSDOT has been interested in examining the performance of granular overlays. It is felt by WSDOT that the performance of this rehabilitation treatment is better than one might reasonably expect. Further, past practice in Washington State occasionally required that the preexisting surfacing (often several bituminous surface treatment (BST) layers) be scarified prior to placement of the crushed rock layer. As will be shown in this report, this practice is not supported by this research. This study examined granular overlays by using three different techniques. First, previous research on the behavior of confined crushed rock layers was studied. Through these studies, information was sought concerning the stiffnesses that have been found in crushed rock layers, what can be done to improve the crushed rock layer, and the problems that have been encountered in working with confined crushed rock layers. Next, the usable life of the granular overlay was compared with that of other types of pavement resurfacing, including asphalt concrete (AC) overlays and BST. Finally, the granular overlays were tested to determine their properties and to measure the effect of different designs on their performance. The report includes the following chapters: (1) Introduction; (2) Methodology; (3) Literature Review and Background; (4) Survival Lives and Performance Periods; (5) Initial Analysis of Nondestructive Testing Data; (6) Elastic Layer Analysis; and (7) Summary and Conclusions. KW - Crushed rock KW - Elastic analysis KW - Elastic layer analysis KW - Granular materials KW - Granular overlays KW - Guides to the literature KW - Literature reviews KW - Nondestructive tests KW - Overlays (Pavements) KW - Pavement life KW - Pavements KW - Performance evaluations KW - Service life KW - Stiffness UR - http://www.wsdot.wa.gov/research/reports/fullreports/226.1.pdf UR - https://trid.trb.org/view/355942 ER - TY - RPRT AN - 00625077 AU - Hartle, R A AU - Amrhein, W J AU - Wilson, K E AU - Baughman, D R AU - Tkacs, J J AU - Baker (Michael), Jr, Incorporated AU - Federal Highway Administration TI - BRIDGE INSPECTOR'S TRAINING MANUAL 90. FINAL MANUAL PY - 1991/05 SP - 586 p. AB - This document, the "Bridge Inspector's Training Manual (BITM) 90", is a comprehensive manual on programs, procedures, and techniques for inspecting and evaluating a variety of in-service highway bridges. It is intended to replace the BITM 70 which was first published in 1970 to assist in training highway personnel for the new discipline of bridge safety inspection. BITM 70 has been in use for 20 years and has been the basis for several training programs varying in length from a few days to two weeks. Comprehensive supplements to BITM 70 have been developed to cover inspection of fracture critical bridge members, movable bridges, and culverts. BITM 90 is a revision and upgrading of the previous manual. Improved bridge inspection techniques are presented, and state-of-the-art inspection equipment is included. New or expanded coverage is provided on culverts, fracture critical members, cable-stayed bridges, prestressed segmental bridges, and underwater inspection. Previous supplemental manuals on culvert inspection, fracture critical inspection, movable bridge inspection, and nondestructive testing are excerpted and referenced. These previous special manuals are still valid supplements to BITM 90. A three-week comprehensive training program on bridge inspection, based on the BITM 90, has been developed. The program consists of a one-week course, "Engineering Concepts for Bridge Inspectors", and a two-week course, "Safety Inspection of In-Service Bridges". Together, these two courses meet the definition of a comprehensive training program in bridge inspection as defined in the National Bridge Inspection Standards. The one-week course is optional for technicians, inspectors, or engineers who have an adequate background in bridge engineering concepts. KW - Bridge inspection KW - Bridges KW - Cable stayed bridges KW - Culvert inspection KW - Culverts KW - Highway bridges KW - Inspection KW - Inspection equipment KW - Manuals KW - Movable bridges KW - Nondestructive tests KW - Revisions KW - Segmental bridges KW - Training KW - Training programs KW - Underwater inspection UR - https://trid.trb.org/view/367742 ER - TY - RPRT AN - 00636315 AU - Argialas, D P AU - AUTIN, W J AU - Acar, Y B AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - EXPLORATION FOR AGGREGATES IN LOUISIANA. FINAL REPORT PY - 1991/05 SP - 200 p. AB - Aggregate material deposits which can be processed economically for construction materials are an important resource for the state and the Louisiana Department of Transportation and Development (LADOTD). This need, together with the shortage of aggregates in the state, necessitated a thorough study in development of an exploration methodology for mapping the availability, location and extent of aggregate materials. This report describes a comprehensive exploration methodology which involves the integration of terrain analysis techniques, and geomorphological and geotechnical studies to locate aggregates in Louisiana. Landform analysis from aerial photographs along with geomorphic analysis to topographic forms has indicated the areas of promise which required futher in-situ investigations. Ground methods, employing both geotechnical and field sampling techniques, have aided stratigraphic analysis and refined the image based expectations. The techniques employed are explained in detail so that they can be readily put into practice. Specific sites were identified, one in each region of Louisiana, and are used as examples to demonstrate the principles of exploration from broad scale mapping to site-specific exploration. In summary, sand and gravel deposits are generally associated with modern river floodplains and valleyflanking Late Pleistocene terraces. In the coastal terraces of south Louisiana, gravel-bearing river trends also occur oblique to present river systems. Older gravel-bearing trends of modern and Late Pleistocene rivers are the most favorable for mining since cost-effective hydraulic mining techniques can be used. The older deposits provide suitable quantities of gravel by dry mining techniques when increased clay fractions and presence of iron oxides are not important considerations. KW - Aerial photography KW - Aggregates KW - Exploration KW - Field studies KW - General surface features of the earth KW - Geomorphology KW - Geotechnical engineering KW - Geotechnical studies KW - Gravel KW - Landforms KW - Louisiana KW - Mapping KW - Sand KW - Terrain analysis KW - Terrain evaluation KW - Topographic mapping KW - Topographic maps UR - http://www.ltrc.lsu.edu/pdf/2008/fr_241.pdf UR - https://trid.trb.org/view/379820 ER - TY - RPRT AN - 00628944 AU - National Highway Institute TI - RESEARCH PROGRAM MANAGEMENT: PARTICIPANT NOTEBOOK PY - 1991/05 SP - n.p. AB - This is the participant notebook for the National Highway Institute's (NHI's) Course No. 33043. The purpose of the course is to provide a dedicated time for training and discussion regarding administrative and management techniques which have proven to be successful in the conduct of State transportation research programs. The goals are (1) to better understand the responsibilities and the role of transportation research management and be better equipped and more motivated to manage effectively, and (2) to provide an environment during the conduct of the seminar where participants will evaluate where they are now and where they would like to be in the future regarding the management of their respective research efforts. The contents of the participant notebook are organized as follows: Agenda; Introduction to Seminar; Evolution of Highway Research; Public Sector Environment; Organizational Dynamics; Organizational Resources; Programs I - Profile of a Vital Program; Programs II - Marketing the Program; Programs III - Money Matters; Programs IV - Program Evaluation; Projects I - Project Management; Projects II - Project Implementation; and Projects III - Project Administration. KW - Administration KW - Management KW - Research KW - State departments of transportation KW - Training KW - Transportation KW - Transportation research UR - https://trid.trb.org/view/369938 ER - TY - RPRT AN - 00626652 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 PY - 1991/05 SP - 119 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 - Advanced driver information systems KW - Advanced systems KW - Automatic vehicle monitoring KW - Automobiles KW - Benefits KW - Cellular telephones KW - Driver information systems KW - Highway operations KW - Information display systems KW - Instrument panels KW - Intelligent transportation systems KW - Navigation KW - Reduction KW - Reduction (Chemistry) KW - Route guidance KW - Safety KW - Systems engineering KW - Technological innovations KW - Traffic KW - Traffic congestion KW - Traffic safety KW - Warning devices UR - https://trid.trb.org/view/368318 ER - TY - SER AN - 00616463 JO - Publication of: Illinois University, Urbana-Champaign PB - University of Illinois, Urbana-Champaign AU - Crovetti, J A AU - Dempsey, B J AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - PAVEMENT SUBBASES. FINAL REPORT PY - 1991/05 SP - 204 p. AB - This report describes the development of a complete pavement system which incorporates an open graded drainage layer to effectively remove infiltrated water. Candidate materials for use as open graded drainage layers were investigated using laboratory studies of flow characteristics and loading studies to measure accumulated deformations. The research team found that the required hydraulic conductivity of an open graded drainage layer must exceed 1,000 fpd for typical interstate design. For extreme conditions, hydraulic conductivity requirements may approach 5,000 fpd. Two standard Illinois DOT aggregate gradations, CA-7 and CA-11, were found to have hydraulic conductivities in excess of 5,000 fpd. Stability tests conducted on the open graded drainage layers indicate that stabilization with PCC cement or asphalt cement would be required if the materials were to be trafficked prior to final paving. Minimum PCC cement contents of 6% by weight of aggregate are required for adequate stabilization. Minimum asphalt cement contents of 2.5% are required. Observations of open graded drainage layer construction projects were made to document the practicality of construction. These observations indicate open graded drainage layers may be successfully placed if construction equipment specially suited to these materials is used. KW - Aggregate gradation KW - Asphalt cement KW - Construction equipment KW - Drainage layers KW - Field observation KW - Field studies KW - Interstate Highway System KW - Laboratory tests KW - Open graded aggregates KW - Pavement design KW - Permeability coefficient KW - Portland cement KW - Soil stabilization KW - Stabilization KW - Subbase KW - Subbase (Pavements) UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-064.pdf UR - https://trid.trb.org/view/359847 ER - TY - RPRT AN - 00616312 AU - Santoro, R R AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - SUPERPLASTICIZED CONCRETE CURB. FINAL REPORT PY - 1991/05 SP - 65 p. AB - The ability of three commercially available concrete Super Water Reducers (SWRs) to improve the as-built surfaces of New Jersey barrier curb, and their effect on basic concrete properties, including workability, air content, compressive strength, the air-void system in the hardened concrete and durability, were evaluated. Study test data represent over one hundred days of concrete production consisting of both precast and cast-in-place (C-I-P) SWR concretes. While the increased workability provided had a positive effect on constructability, particularly on precast elements containing reinforcement steel, C-I-P as-built curb surfaces were only moderately improved. As expected, study admixtures facilitated reductions in w/c ratio. In the case of three C-I-P trial curb installations, the average compressive strength (6255 psi) represented a 21% increase over the strength level attained by the same mix without a SWR admixture. Key bubble system parameters were typically inferior -- spacing factors were about twice the desired value of 0.008 in. -- to that commonly considered needed to provide freeze-thaw resistance in conventional, non-SWR concrete. However, based on information in the literature, progressively larger spacing factors can be tolerated for a given mix and conditions provided that w/c ratios are appropriately reduced. Test data indicate the needed relationship between these two key parameters was achieved on study projects. Trial barrier curb installations continue to exhibit satisfactory durability after three winters exposure to New Jersey conditions. Recommendations pertaining to specification changes to permit use of SWR admixtures for most concrete items, and follow-up performance monitoring efforts are presented. KW - Admixtures KW - Air content KW - Air voids KW - Air voids content KW - Barriers KW - Barriers (Roads) KW - Cast in place structures KW - Compressive strength KW - Concrete KW - Concrete properties KW - Durability KW - Field performance KW - Monitoring KW - Performance KW - Physical properties KW - Precast concrete KW - Recommendations KW - Specifications KW - Super water reducers KW - Superplasticizers KW - Water cement ratio KW - Water reducing agents KW - Workability UR - https://trid.trb.org/view/356997 ER - TY - RPRT AN - 00623619 AU - Agent, K R AU - Pigman, J G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF HIGHWAY GEOMETRICS RELATED TO LARGE TRUCKS. FINAL REPORT PY - 1991/05 SP - 127 p. AB - One objective of this study was to determine the extent of highway safety and geometric problems associated with larger trucks using Kentucky's highways. The accident analysis involved both a general analysis of all truck accidents statewide as well as the identification of specific high-accident locations. A second objective was to identify criteria which can be used in identifying roadway sections that cannot safely accommodate large trucks. The accident analysis given can be used to investigate locations which have a high number of truck accidents. The general accident statistics related to trucks can be used in the investigation of the high-accident locations to identify factors which may be contributing to the accident problem. The summary of information obtained from the review of literature can be used as a guide when determining the appropriate criteria to use in formalizing truck access criteria. For example, several references gave recommendations concerning lane width and horizontal curvature appropriate for highways that allowed large truck traffic. KW - Access KW - Crash analysis KW - Design KW - Design criteria KW - Geometric design KW - Guides to the literature KW - High risk locations KW - Highway design KW - Highway safety KW - Kentucky KW - Literature reviews KW - Traffic crashes KW - Trucks UR - https://trid.trb.org/view/363465 ER - TY - RPRT AN - 00622390 AU - Hestor, C J AU - Salamizavaregh, S AU - Darwin, D AU - McCabe, S L AU - University of Kansas, Lawrence AU - Kansas Department of Transportation TI - BOND OF EPOXY-COATED REINFORCEMENT TO CONCRETE: SPLICES. FINAL REPORT PY - 1991/05 SP - 66 p. AB - The effects of epoxy coating and transverse reinforcement on the splice strength of reinforcing bars in concrete are described. Tests included 65 beam and slab splice specimens for members containing No. 6 and No. 8 bars. The average coating thickness ranged from 6 to 11 mils. Three deformation patterns were used in the study. All but one group of specimens contained Class B ACI/Class C AASHTO splices. The results of the current study are analyzed, along with the results of 48 specimens from earlier studies and used to develop improved development length modification factors for use with epoxy-coated bars. Epoxy coatings are found to significantly reduce splice strength. However, the extent of the reduction is less than used to select the development length modification factors in the 1989 AASHTO Bridge Specifications and 1989 ACI Building Code. The percentage decrease in splice strength caused by epoxy coating is independent of the degree of confining reinforcement, which provides approximately the same percentage increase in the strength of splices of both coated and uncoated reinforcement. A development length modification factor of 1.35 is applicable for design with epoxy-coated reinforcement. An alternate factor of 1.20 is applicable for epoxy-coated bars with a minimum amount of transverse reinforcement, if the positive effects of that transverse reinforcement are not already taken into account in the design provisions. The 1.20 factor is, thus, not applicable to the ACI Building Code but is applicable to the AASHTO Bridge Specifications. This report is the third in a continuing series describing research at the University of Kansas to gain a better understanding and develop accurate design procedures that reflect the changes in bond strength caused by the use of epoxy coating on reinforcing bars. KW - American Association of State Highway and Transportation Officials KW - Coatings KW - Epoxides KW - Epoxy KW - Rebars KW - Reduction KW - Reduction (Chemistry) KW - Reinforced concrete KW - Reinforcement (Engineering) KW - Reinforcing bars KW - Specifications KW - Splices KW - Splicing KW - Strength of materials KW - Thickness KW - Transverse reinforcement UR - https://trid.trb.org/view/362899 ER - TY - RPRT AN - 00621544 AU - Rouphail, N AU - Magnuson, M AU - Sisiopiku, V AU - Illinois Transportation Research Consortium AU - Illinois Department of Transportation AU - Federal Highway Administration TI - VALIDATION OF 1985 HCM PROCEDURES FOR CAPACITY AND LOS OF LEFT TURN LANES IN ILLINOIS. FINAL REPORT PY - 1991/05 SP - 170 p. AB - The purpose of this research was to calibrate and validate the 1985 Highway Capacity Manual (HCM) procedures for capacity analysis of left turn lanes in Illinois. Saturation flow estimates for the three types of left turn treatments (Protected-only, Permissive-only, and combination) were sought. In all cases, intersections with exclusive left turn lanes, fully actuated signal control and close to ideal conditions were studied. All observations were analyzed on the basis of 15-minute periods to allow comparisons between the observed data and the estimates of the HCM procedures and the prediction models developed in this study. In brief, the data analysis indicated that: (1) The ideal left turn saturation flow rate in Protected-only or Protected/Permissive phasing is 1,900 pcphgpl for Illinois traffic conditions; (2) The use of the opposing flow rate in green for estimation of left turn saturation flow and capacity is recommended both for Permissive-only and Permissive sub-phase of Protected/Permissive phasing; and (3) A combined model can be used for estimation of left turn capacity in Permissive-only and Permissive sub-phase of Protected/Permissive phasing. KW - Exclusive permissive phasing KW - Exclusive phasing KW - Highway capacity KW - Highway Capacity Manual KW - Illinois KW - Left turn lanes KW - Level of service KW - Mathematical models KW - Permissive phasing KW - Saturation flow KW - Validation UR - https://trid.trb.org/view/362644 ER - TY - RPRT AN - 00619239 AU - Federal Highway Administration TI - HIGH-STRENGTH BOLTS FOR BRIDGES. DEMONSTRATION PROJECT NO. 88 PY - 1991/05 SP - v.p. AB - The objectives of Demonstration Project No. 88 are to disseminate relevant information and demonstrate various techniques and methods to assure that all high-strength bolts for bridges will be specified, purchased, manufactured and installed in accordance with the appropriate specification requirements. This volume is a guide for accomplishing these objectives. The contents are presented in the following twelve sections, which are designated "Sessions" and contain photographs of the slides which would accompany an oral presentation: (1) Introduction, Objectives and Problems Encountered; (2) Theory and Behavior of Structural Bolts and Connections; (3) FHWA Requirements for High-Strength Bolts: FHWA Supplemental Specifications; (4) Manufacturing Processes; (5) Receipt Inspection, Storage, Pretest, Review of MTD (Mill Test Data); (6) Job-site Rotational-Capacity Testing; (7) Installation--General; (8) Turn-of-Nut Tightening; (9) Direct Tension Indicators; (10) Calibrated Wrench Tightening; (11) Alternate Design and Lock Pin and Collar Fasteners; and (12) Re-Use and Inspection. There are six Appendices: (A) Installation Procedure Guides; (B) Definitions and Fastener Behavior; (C) FHWA Supplemental Specification; (D) ASTM Specifications A194, A325, A490, A563, F436, F606, and F959 and ANSI Specifications B18.2.1 and B18.2.2; (E) AASHTO Standard Specifications for Highway Bridges - Division II, Section 11; and (F) Specification for Structural Joints Using ASTM A325 or A490 Bolts (RCSC). KW - Bolts KW - Building KW - Demonstration projects KW - Facilities KW - Fasteners KW - High strength bolts KW - Highway bridges KW - Inspection KW - Installation KW - Manufacturing KW - Specifications KW - Structural bolts KW - Structural materials KW - Testing UR - https://trid.trb.org/view/363791 ER - TY - RPRT AN - 00619240 AU - Missouri Highway and Transportation Department AU - Federal Highway Administration TI - DENSITY OF THIN LIFT BITUMINOUS MIXTURES BY NUCLEAR METHODS. FINAL REPORT PY - 1991/05 SP - 90 p. AB - Densities of bituminous mixtures, as determined by eight nuclear density gauges, were compared to the densities of cores at the same test locations. The densities determined by the two methods did not agree and varied with each gauge. However, the differences were relatively constant suggesting that good agreement could be obtained by use of a correction factor with the nuclear gauge results. The average of 16 nuclear density readings and four cores (four nuclear density readings per core location) were used to establish a daily correction factor. Analysis of the test results indicates that the MHTD inspector can use this method of correction to determine bituminous mixture density with confidence. A correction factor for each day's production is recommended. The previous day's correction factor can be used to estimate density until cores can be cut and a new daily correction factor determined. Relying on uncorrected nuclear density readings for acceptance testing is not recommended. Some cores should always be cut to verify the accuracy of the gauge and actual density of the compacted bituminous mixture. Gauge position in relation to the roller direction and the use of a filler material did not significantly affect the results of gauges during this study. KW - Acceptance tests KW - Bituminous mixtures KW - Compaction KW - Core density KW - Cores (Specimens) KW - Correction (Mathematics) KW - Density KW - Density measurement KW - Measurement KW - Nuclear gages KW - Quality control UR - https://trid.trb.org/view/361757 ER - TY - RPRT AN - 00618803 AU - Dudek, C L AU - Dudek & Associates AU - Federal Highway Administration TI - GUIDELINES ON THE USE OF CHANGEABLE MESSAGE SIGNS - SUMMARY REPORT PY - 1991/05 SP - 52 p. AB - This report is a summary of some of the information that was assembled and presented in final report FHWA-TS-90-043 entitled, "Guidelines on the Use of Changeable Message Signs". The final report provides guidance on 1) selection of the appropriate type of CMS display, 2) the design and maintenance of CMSs to improve target value and motorist reception of messages, and 3) pitfalls to be avoided, and it updates information contained in the 1986 FHWA publication "Manual on Real-Time Motorist Information Displays". The guidelines and updated information are based on research results and on practices being employed by highway agencies in the United States, Canada and Western Europe. CMS technology developments since 1984 are emphasized. This summary report focuses on matrix-type CMSs, with particular attention to the newer light-emitting signs. Although there are many types of new and emerging CMS technologies, CMSs that have actually been installed for highway applications are emphasized. KW - Canada KW - Characteristics KW - Design KW - Freeways KW - Guidelines KW - Legibility KW - Maintenance KW - Reliability KW - Selecting KW - Technological innovations KW - Types KW - United States KW - Utilization KW - Variable message signs KW - Visibility KW - Western Europe UR - http://ntl.bts.gov/lib/jpodocs/repts_te/3726.pdf UR - https://trid.trb.org/view/361506 ER - TY - RPRT AN - 00618758 AU - Meade, B W AU - Hunsucker, D Q AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - COST EFFECTIVE MAINTENANCE CONTRACTING -- A LITERATURE REVIEW. INTERIM REPORT PY - 1991/05 SP - 17 p. AB - Faced with ever increasing maintenance needs and constrained resources for meeting those needs, government agencies are searching for the most cost effective means of conducting highway maintenance. One alternative being used is contracting highway maintenance to private agencies. This report includes the findings of a literature search of articles pertaining to contract maintenance. Review of the articles acquired in the literature search indicates that contract maintenance is increasing in usage and is a cost effective alternative. KW - Contract administration KW - Contract maintenance KW - Cost effectiveness KW - Guides to the literature KW - Highway maintenance KW - In-house KW - Literature reviews UR - http://www.ktc.uky.edu/files/2012/09/1991-Cost-Effective-Maintenance-Contracting-A-Literature-Review-KTC-91-3.pdf UR - https://trid.trb.org/view/361467 ER - TY - RPRT AN - 00618776 AU - Sequeira, L J AU - Saylak, D AU - Button, J W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ALTERNATE MATERIALS FOR LIMESTONE ROCK ASPHALT. FINAL REPORT PY - 1991/05 SP - 91 p. AB - The primary objective of this study is to identify cold-laid paving materials which could provide viable alternatives to Limestone Rock Asphalt (LRA) currently produced by Vulcan Materials Company at its quarry near Uvalde, Texas. The requirements were that the materials be suitable for stockpiling application in winter-wet weather, not require specialized equipment for handling, and be cost-effective. To meet the objective of the study, performance requirements for successful cold, wet-weather pothole and surface patching materials were established, using surveys of maintenance programs in Texas and other states. The study also involved the field testing and performance evaluation of a number of cold, wet-weather maintenance materials. A total of 13 different maintenance mixture designs were evaluated in seven districts. Both pothole and surface patching (blade-on) maintenance operations were incorporated into these trials. The performance of these materials was evaluated over a nine month period. All participating districts were visited at least twice during this period, and discussions relative to the handling and performance of these mixtures were held with the district maintenance personnel. A laboratory test program was performed to characterize the materials utilized in the field trials. It was found that most current mix designs for hot mix-cold laid, maintenance materials were inadequate except at temperatures above 60 deg F. Stockpile hardening often required that mixtures be softened with additives and reworked before they could be placed. To offset these deficiencies, a new mix design was generated using criteria gleaned from literature and field surveys. KW - Asphalt mixtures KW - Cold mix paving mixtures KW - Cold patching materials KW - Cold weather KW - Field tests KW - Laboratory tests KW - Materials evaluation KW - Materials management KW - Materials selection KW - Mix design KW - Moisture content KW - Performance KW - Performance evaluations KW - Potholes (Pavements) KW - Requirement KW - Specifications KW - Stockpiling KW - Wet conditions UR - https://trid.trb.org/view/361485 ER - TY - RPRT AN - 00618766 AU - ZHOU, T AU - California State University, Sacramento AU - California Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF THE STATE-OF-THE-ART OF ROBOTICS APPLICATIONS IN HIGHWAY CONSTRUCTION AND MAINTENANCE. FINAL REPORT PY - 1991/05 SP - 63 p. AB - The main objective of this project is to assess the state-of-the-art of robotics in road construction and maintenance and to perceive the way that robots, or robotic concepts could benefit the transportation system in California in this decade and beyond the year 2000. Automation and robotization in highway construction and maintenance are currently under active development in the U.S. and other countries around the world. It is urgent and feasible to adapt new robotic technology to develop a series of highway construction and maintenance robots that increase the productivity and reduce costs, provide maximum safety to workers and the traveling public and improve the quality of service. A thorough literature search has been conducted and this report presents the status of research and development in this area and highlights the possible applications of robotics in highway construction and maintenance. KW - Automation KW - Cost effectiveness KW - Development KW - Guides to the literature KW - Highway maintenance KW - Literature reviews KW - Productivity KW - Quality of service KW - Research KW - Research and development KW - Road construction KW - Robotics KW - Safety KW - State of the art studies UR - https://trid.trb.org/view/361475 ER - TY - RPRT AN - 00618802 AU - Dudek, C L AU - Dudek & Associates AU - Federal Highway Administration TI - GUIDELINES ON THE USE OF CHANGEABLE MESSAGE SIGNS. FINAL REPORT PY - 1991/05 SP - 265 p. AB - The 1986 FHWA publication "Manual on Real-Time Motorist Information Displays" provides practical guidelines for the development, design, and operation of real-time displays, both visual and auditory. The emphasis in the Manual is on the recommended content of messages to be displayed in various traffic situations; the manner in which messages are to be displayed--format, coding, style, length, load redundancy, and number of repetitions; and where the messages should be placed with respect to the situations they are explaining. This report is intended to provide guidance on 1) selection of the appropriate type of Changeable Message Sign (CMS) display, 2) the design and maintenance of CMSs to improve target value and motorist reception of messages, and 3) pitfalls to be avoided, and it updates information contained in the Manual. The guidelines and updated information are based on research results and on practices being employed by highway agencies in the United States, Canada and Western Europe. CMS technology developments since 1984 are emphasized. Since the use of matrix-type CMSs, particularly light-emitting technologies, has increased in recent years, matrix CMSs have received additional attention in this report. The report concentrates on design issues relative to CMSs with special emphasis on visual aspects, but does not establish specific criteria to determine whether to implement displays. The intent is to address display design issues for diverse systems ranging from highly versatile signing systems integrated with elaborate freeway corridor surveillance and control operations to low cost, less sophisticated surveillance and signing systems intended to alleviate a single specific problem. KW - Canada KW - Characteristics KW - Design KW - Freeways KW - Guidelines KW - Legibility KW - Maintenance KW - Reliability KW - Selecting KW - Technological innovations KW - Types KW - United States KW - Utilization KW - Variable message signs KW - Visibility KW - Western Europe UR - https://trid.trb.org/view/361505 ER - TY - RPRT AN - 00616495 AU - McCormack, M T AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - THIN BONDED PORTLAND CEMENT CONCRETE OVERLAY AND CONCRETE PAVEMENT RESTORATION (CPR). FINAL REPORT PY - 1991/05 SP - 55 p. AB - The objective of this report is to evaluate the performance and effectiveness of the techniques used in PennDOT Demonstration Project 84-43. This demonstration project, conducted in June, 1985, on SR 322 in Hershey, Pennsylvania, utilized various methods for extending the life of concrete pavements that have minor defects. These methods included: a thin bonded concrete overlay, concrete pavement restoration (CPR) patching, spall repair, joint rehabilitation, and prefabricated pavement base drain installation. This report summarizes test results and distress surveys performed after five years of service, analyzes construction and maintenance costs, and estimates remaining pavement life. Test results suggest that the thin bonded concrete overlay performed at least as well as expected. Based on economic analysis, its use as a CPR technique should be evaluated on a project-by-project basis. In some cases a bituminous overlay alternative may be more appropriate. The prefabricated pavement base drain and other CPR techniques used on this project also performed sufficienty well. KW - Base drain KW - Bonded concrete overlays KW - Bonding KW - Concrete overlays KW - Concrete pavements KW - Construction KW - Construction costs KW - Costs KW - Demonstration projects KW - Driver rehabilitation KW - Effectiveness KW - Maintenance costs KW - Maintenance management KW - Measures of effectiveness KW - Patching KW - Pavement life KW - Pavement maintenance KW - Pavements KW - Performance evaluations KW - Rehabilitation KW - Repairing KW - Repairs KW - Restoration KW - Service life KW - Thin bonded KW - Thin films UR - https://trid.trb.org/view/357099 ER - TY - RPRT AN - 00616441 AU - Swiat, W J AU - Funahashi, M AU - Corrpro Companies, Incorporated AU - Federal Highway Administration TI - CORROSION PROTECTION SYSTEMS FOR BRIDGE STAY CABLES AND ANCHORAGES. VOLUME II: EXECUTIVE SUMMARY PY - 1991/05 SP - 13 p. AB - The current state-of-the-art on the design, fabrication, and use of corrosion protection systems for bridge stay cables and their anchorages in the United States was assessed. Various types of multiple-barrier corrosion protection systems are being used to provide corrosion protection. The systems were reviewed and specific areas of concern were investigated. In addition, information relating to the design, fabrication, installation and use of corrosion protection systems for other industrial and military applications which may be applicable to stay cables was compiled and reviewed. Based on the information collected from literature, material manufacturers, research engineers, and State agencies, selection criteria and suggested specifications were developed in combination with the "Recommendations for Stay Cable Design, Testing, and Installation" latest publication by the Post-Tensioning Institute. This document is intended to provide a guide for owners, inspectors, design firms, material manufacturers, and construction contractors. KW - Anchorages KW - Cable stayed bridges KW - Cement grouts KW - Corrosion protection KW - Epoxides KW - Epoxy KW - Ethylene resins KW - Guides KW - Guides to information KW - Polyethylene KW - Sheathing KW - Specifications KW - State of the art studies KW - Steel KW - Tension KW - Tension elements UR - https://trid.trb.org/view/357055 ER - TY - RPRT AN - 00616440 AU - Swiat, W J AU - Funahashi, M AU - Corrpro Companies, Incorporated AU - Federal Highway Administration TI - CORROSION PROTECTION SYSTEMS FOR BRIDGE STAY CABLES AND ANCHORAGES. VOLUME I: FINAL REPORT PY - 1991/05 SP - 163 p. AB - The current state-of-the-art on the design, fabrication, and use of corrosion protection systems for bridge stay cables and their anchorages in the United States was assessed. Various types of multiple-barrier corrosion protection systems are being used to provide corrosion protection. The systems were reviewed and specific areas of concern were investigated. In addition, information relating to the design, fabrication, installation and use of corrosion protection systems for other industrial and military applications which may be applicable to stay cables was compiled and reviewed. Based on the information collected from literature, material manufacturers, research engineers, and State agencies, selection criteria and suggested specifications were developed in combination with the "Recommendations for Stay Cable Design, Testing, and Installation" latest publication by the Post-Tensioning Institute. This document is intended to provide a guide for owners, inspectors, design firms, material manufacturers, and construction contractors. KW - Anchorages KW - Cable stayed bridges KW - Cement grouts KW - Corrosion protection KW - Epoxides KW - Epoxy KW - Ethylene resins KW - Guides KW - Guides to information KW - Polyethylene KW - Sheathing KW - Specifications KW - State of the art studies KW - Steel KW - Tension KW - Tension elements UR - https://trid.trb.org/view/357054 ER - TY - RPRT AN - 00611024 AU - Hallenbeck, M AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - TRAFFIC IMPACTS DURING THE GOODWILL GAMES. FINAL REPORT PY - 1991/05 SP - 84 p. AB - This study analyzes the impacts of the Goodwill Games on traffic congestion in the Seattle-Tacoma metropolitan corridor. The study concentrates on the combined impacts of increased traffic volumes resulting from Goodwill Games events, and the traffic mitigation measures designed to relieve the congestion resulting from those events. The study emphasis is on traffic congestion near the largest venues, Husky Stadium, Cheney Stadium, the Tacoma Dome, and the Seattle Center. The study considers traffic volume, traffic speed, incident response, and transit ridership data from a number of sources. The basic conclusions of the report are that in most cases the increased traffic expected for the Goodwill Games and the savings from measures implemented to mitigate those volume increases balanced each other. The result was that traffic conditions remained fairly normal throughout the Games. In some instances, traffic improved (for example, on many days peak period traffic speeds increased on SR-520), and in other instances, particularly when incidents occurred during peak travel periods, traffic conditions were worse than normal. However, average traffic conditions changed little during the Games. KW - Incidents KW - Mitigation KW - Peak periods KW - Public transit KW - Response KW - Ridership KW - Seattle (Washington) KW - Special events KW - Tacoma (Washington) KW - Traffic congestion KW - Traffic incidents KW - Traffic mitigation KW - Traffic speed KW - Traffic volume KW - Transportation corridors KW - Urban corridors KW - Urban growth UR - http://www.wsdot.wa.gov/research/reports/fullreports/232.1.pdf UR - https://trid.trb.org/view/355943 ER -