TY - RPRT AN - 01108511 AU - Liu, Richard AU - Cai, Yu AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Application of RF Tags in Highway Reference Markers PY - 2008/06//Technical Report SP - 30p AB - In this project, a high speed (up to 60 mph) vehicle-mounted long range passive RFID (radio frequency identification) system was developed to locate highway reference markers by analyzing global positioning system (GPS) and distance measurement instruments (DMI) data simultaneously. The system consists of two parts: hardware and software. The hardware includes an RFID reader, high-gain reader antenna and passive tag. The software includes a data display interface and a three-threads data acquisition system which can get the GPS, DMI and RFID data simultaneously. The read range of this system can reach up to 40 feet and locating resolution can be less than 13 feet. The life span of the whole system can be up to ten years and each of the RFID tag’s cost is less than 2 dollars. An extra pavement attached version of passive patch antenna RFID tag was also developed, and it can be embedded in asphalt or concrete highway pavement. The read range of the whole system can be up to 6 feet. KW - Distance measuring equipment KW - Global Positioning System KW - Location KW - Radio frequency identification KW - Reference markers KW - Roadway guidance markers KW - Vehicle body parts UR - https://trid.trb.org/view/868566 ER - TY - RPRT AN - 01108452 AU - Staplin, Loren AU - Lococo, Kathy H AU - Gish, Kenneth W AU - Martell, Carol AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - A Pilot Study to Test Multiple Medication Usage and Driving Functioning PY - 2008/06//Final Report SP - 138p AB - The use of medications and multiple medications becomes more prevalent with increasing age. This pilot study explored the relationship between polypharmacy and driving functioning through separate but related research activities. A patient-level administrative claims database containing prescription information as well as E-codes identifying the incidence of motor vehicle injuries was mined, yielding combinations of drugs that became inclusion criteria in a following field study of driver performance among 44 older adults (range: 57 to 89; mean: 79). Driving performance evaluations by an Occupational Therapist/Certified Driver Rehabilitation Specialist (OT/CDRS), a brake response time measure, and functional screening measures were conducted for the study sample, whose drug profiles were documented through a “brown bag” review by a licensed pharmacist. The relationship between medication usage and each of these outcome measures was examined in descriptive data summaries and regression analyses. The driving evaluations were carried out in a dual-brake vehicle also equipped with speed sensor (OBD-2), Global Positioning System (GPS) logger, and two miniature video cameras (driver’s face and forward road views) plus digital recorder. A subsample allowed the same instrumentation package to be installed in their private cars for a week of independent driving; this supported an analysis of within-subject variability in driving behavior during a formal driving evaluation versus independent driving. Additional project activities included a current (to October 2007) review of the literature on the prevalence of prescription medications and effects on driving of specific drugs/drug classes. The feasibility of conducting future studies using large, administrative claims databases was critically examined, with an overview of candidates and evaluation of their suitability for National Highway Traffic Safety Administration (NHTSA) research. This report concludes with a discussion of project findings and recommendations for future research. KW - Aged drivers KW - Braking KW - Data mining KW - Driving KW - Drugs KW - Future research KW - Impaired drivers KW - Instrumented vehicles KW - Literature reviews KW - Medication KW - Pilot studies KW - Polypharmacy KW - Reaction time UR - http://ntl.bts.gov/lib/30000/30200/30265/810980.pdf UR - https://trid.trb.org/view/868494 ER - TY - RPRT AN - 01108449 AU - Arnold, E D AU - Dougald, Lance Eric AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Cross Alert System on the Virginia Capital Trail in James City County PY - 2008/06//Final Report SP - 38p AB - The Virginia Capital Trail is a bicycle and pedestrian trail that connects Virginia’s past and present capitals of Jamestown, Williamsburg, and Richmond along the scenic Route 5 highway corridor. The trail crosses Route 5, a two-lane roadway with a 55 mph speed limit, between Route 613 and the Chickahominy Riverfront Park in James City County. The Virginia Department of Transportation (VDOT) installed a Cross Alert system by Cross Alert Systems, Inc., at the crossing to provide a warning to motorists of the presence of pedestrians and bicyclists. VDOT also installed a number of other safety enhancements on each approach to the crossing. Given the expense of the system, VDOT was concerned about its cost-effectiveness and asked the Virginia Transportation Research Council to conduct an evaluation of the existing crossing, including its effectiveness and the safety of bikers and pedestrians who use the crossing. The evaluation consisted of analyzing motorists and biker/pedestrian actions when the beacons of the Cross Alert system were flashing and not flashing. Key findings included the following: There is ample opportunity for bikers and pedestrians to cross Route 5 safely; The flashing yellow beacons increase motorist awareness of bikers and pedestrians at the crossing; According to respondents to a survey of trail users, the Cross Alert system improves safety and the flashing beacons contribute the most to safety; The Cross Alert system had operational problems concerning flashing of the beacons, biker actuation of the flashing beacons, and timing of the flashing beacons were erratic; and When the Cross Alert system is activated, there is a potential for rear-end collisions when motorists yield to bikers or pedestrians approaching the crossing. The study recommends that VDOT immediately investigate the erratic nature of the system’s operation at the Route 5 crossing and refrain from deploying the system until these problems are resolved. If these operational problems are resolved satisfactorily, VDOT should consider the deployment of a system similar to the Cross Alert system at other appropriate locations. KW - Activation (Warning systems) KW - Alert systems KW - Bicycle crossings KW - Bicycle safety KW - Bikeways KW - Cost effectiveness KW - Crosswalks KW - Flashing beacons KW - Pedestrian safety KW - Pedestrians KW - Scenic highways KW - Trail crossings KW - Trails KW - Virginia Capital Trail UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r23.pdf UR - http://ntl.bts.gov/lib/37000/37600/37665/08-r23.pdf UR - https://trid.trb.org/view/868399 ER - TY - RPRT AN - 01108447 AU - Presuel-Moreno, Francisco AU - Scully, John R AU - Sharp, Stephen R AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Identification of Commercially Available Alloys for Corrosion-Resistant Metallic Reinforcement and Test Methods for Evaluating Corrosion-Resistant Reinforcement PY - 2008/06//Final Report SP - 55p AB - A literature review was conducted with the goal of identifying alternative low-cost corrosion-resistant steel reinforcement materials. The most promising alternate reinforcing materials seen to date that are less expensive than 300 series stainless steels include low-nickel austenitic stainless steels and a variety of ferritic or martensitic 12-15 weight percent chromium steels. Steels with 2.5-10 weight percent chromium may also be of interest because they offer a marginal gain in corrosion performance at a very low cost. Several steel types that should undergo further evaluation are 201LN, 216, Duracorr, Enduramet 32 and Enduramet 33, HSS2, Lapealloy, S41425, S41426, and S42300. Corrosion-resistant steels are alloyed to ensure the steel itself has sufficient corrosion protection qualities; therefore, it is sensitive to cost fluctuations in raw materials. Based on the last 7 years, bars with higher nickel and molybdenum contents are sensitive to the cost of these alloying elements, whereas bars with higher chromium contents have been only slightly sensitive to the raw material cost. The cost of alloying materials also reflects the cost of different types of stainless steels. Both martensitic and ferritic stainless steels demonstrated slight increases in the average surcharge over a 7-year period, whereas austenitic, duplex, and precipitation hardening stainless steels increased dramatically. The most promising test for determining chloride threshold (initiation) in the laboratory is the +100 mV vs. SCE (or +200 mV vs. SCE) potentiostatic hold. The Clˉ threshold can be established for the new rebar materials by conducting potentiostatic holds at +100 mV vs. SCE at various fixed Clˉ levels. This method can also be extended to mortar-covered bars immersed in a simulated pore water solution with a thin mortar layer thickness. Propagation tests can also be conducted by conducting either potentiostatic holds at selected potentials or galvanic coupling in a split cell. A propagation law and repassivation potential (i.e., a “no propagation threshold” threshold potential) can be established. Concerning field testing, the ASTM G109 method is recommended primarily for comparison to existing research data. This test can be used to assess Clˉ thresholds either by varying Clˉ levels in the mortar mix or core drilling/sampling. Initial recording of galvanic current indicates initiation, whereas spalling provides an engineering indication of propagation. The Florida Department of Transportation’s tombstone method should also be considered as a variation of the ASTM G109 method in high-permeable/low-permeable concrete mixes in order to test candidate rebar in concrete. ASTM G109 and Florida Department of Transportation tombstone concrete specimens can be artificially cracked to accelerate the onset of corrosion. Finally, the mechanical properties for each steel will need to be determined. Data will need to be gathered on specimens that have been rolled to the final reinforcing steel dimensions, although some of the bars identified could potentially function in the same capacity as the MMFX-2. However, additional research is required for the higher strength steels for structurally critical areas. KW - Alloy steel KW - Alloys KW - Chloride threshold KW - Corrosion resistant steel KW - Costs KW - Field tests KW - High strength steel KW - Laboratory tests KW - Literature reviews KW - Mechanical properties KW - Reinforcing bars KW - Reinforcing steel KW - Stainless steel KW - Steel UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r21.pdf UR - http://ntl.bts.gov/lib/37000/37600/37664/08-r21.pdf UR - https://trid.trb.org/view/868398 ER - TY - RPRT AN - 01108442 AU - Tashman, Laith AU - Elangovan, Muthukumaran A AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Dynamic Modulus Test - Laboratory Investigation and Future Implementation in the State of Washington PY - 2008/06//Final Research Report SP - 51p AB - A database of dynamic modulus values for typical Superpave mixes widely used in the state of Washington was developed and used to investigate the sensitivity of the dynamic modulus to aggregate gradation. Seven job mix formula (JMF) mixes were selected for the study. Percent passing sieve #200 of these mixes was changed by ±2% to prepare additional mixes referred to as "modified mixes." Statistical analysis showed that using different JMF mixes significantly affected the dynamic modulus. This was not the case when modifying the JMF by changing the percent passing #200. A simple evaluation of the prediction accuracy of the 2002 Mechanistic-Empirical Pavement Design Guide (MEPDG) was conducted in which the measured dynamic modulus was used as a key input parameter to predict pavement distresses. Level 1 and Level 3 predictions of rutting, longitudinal cracking, alligator cracking, and International Roughness Index (IRI) were compared with the field performance data. The Design Guide predicted IRI and alligator cracking reasonably well. The predicted rutting of the JMF mixes agreed well with the dynamic modulus trend. It was found that the ±2% change in the passing #200 aggregate gradation did not affect the predicted distress significantly. KW - Aggregate gradation KW - Alligator cracking KW - Asphalt mixtures KW - Dynamic modulus of elasticity KW - Field tests KW - International Roughness Index KW - Longitudinal cracking KW - Mathematical prediction KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement distress KW - Rutting KW - Statistical analysis KW - Superpave UR - http://www.wsdot.wa.gov/research/reports/fullreports/704.1.pdf UR - https://trid.trb.org/view/868422 ER - TY - RPRT AN - 01108432 AU - Retzer, Neal AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Permeability Research with the ROMUS Air Permeameter PY - 2008/06//Final Report SP - 49p AB - This report evaluates the ROMUS air permeameter and analyzes the permeabilities of Colorado’s asphalt pavements. The permeability of an HMA mixture is its ability to resist the passage of air and water through the pavement. Permeability is considered to be a large factor in the deterioration of Colorado’s pavements because of the number of freeze-thaw cycles the Rocky Mountain Region experiences over the course of a year. Since the 1950s, asphalt pavement permeability has been recognized as a factor that leads to degradation of pavements. Permeability concerns have resurfaced with the emergence of the Superpave design method. Many agencies and research organizations have recently conducted studies and devised various types of apparatus to measure permeability. Previous studies have identified a number of variables that affect permeability such as lift thickness, nominal maximum aggregate size (NMAS), and the coarse or fine gradation characteristic. This study analyzed some of those same variables, as well as the use of pneumatic tire rollers during the compaction process. Other studies found differences between different NMASs and between coarse and fine gradations; this study found little or no difference between those variables. There are, however, similar trends between this study and others regarding permeability versus density trend lines. The use of pneumatic tire rollers was identified in this study as the largest factor impacting permeability. Other variables have been proven to influence permeability, but the largest difference was between projects that used a pneumatic tire roller and projects that did not use this type of roller for compaction. This study will be used to encourage Colorado Department of Transportation project designers and managers to allow for and use pneumatic tire rollers to compact asphalt mats. Currently, designers and project managers have the option to remove pneumatic tire rollers from their projects for various reasons. KW - Asphalt pavements KW - Colorado KW - Compaction KW - Deterioration KW - Freeze thaw durability KW - Permeability KW - Permeameters KW - Pneumatic tire rollers KW - Road construction UR - http://www.dot.state.co.us/Publications/PDFFiles/permeability.pdf UR - https://trid.trb.org/view/868323 ER - TY - RPRT AN - 01108409 AU - Zegeer, Charles V AU - Henderson, David AU - Blomberg, Richard AU - Marchetti, Lauren AU - Masten, Scott Vincent AU - Fan, Yingling AU - Sandt, Laura S AU - Brown, Austin AU - Stutts, Jane AU - Thomas, Libby J AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Evaluation of the Miami-Dade Pedestrian Safety Demonstration Project PY - 2008/06//Final Report SP - 178p AB - The purpose of this study was to identify and implement a comprehensive countermeasure program that could reduce deaths and injuries among pedestrians in a large urban environment. Miami-Dade County, Florida, was selected as the focus of this study. Using pedestrian crash data from 1996 to 2001, four zones were identified within the county as having abnormally high pedestrian-crash experiences. Based on locational crash characteristics, as well as pedestrian (age, ethnicity) factors, a total of 16 different types of education, enforcement, and engineering treatments were selected and targeted to reduce pedestrian crashes specifically in the four zones, and also countywide. A before-after study was used with three separate control groups to evaluate the effects of the combined pedestrian safety program on pedestrian crashes. A three-year “after” period was used (2002-2004). Multivariate intervention autoregressive integrated moving average (ARIMA) time series analysis was used, along with nonparametric (i.e., Mann-Whitney U-tests) to test for statistically significant differences in pedestrian crash experiences. Results showed that, at the peak of the program effects in 2003 and 2004, the pedestrian safety program reduced countywide pedestrian crash rates by between 8.5% and 13.3%, depending on which control group was used. This effect translates to approximately 180 fewer crashes annually in Miami-Dade County, or 360 pedestrian crashes reduced in 2003 and 2004 combined. Countywide, the greatest crash reductions were found among children and adult pedestrians as a result of the program. Educational and other measures to reduce crashes involving older pedestrians showed no effect. A number of lessons learned were identified for future implementation of such a program. KW - Aged KW - Before and after studies KW - Children KW - Countermeasures KW - Demonstration projects KW - Miami-Dade County (Florida) KW - Pedestrian education KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Time series analysis KW - Traffic engineering KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810964.pdf UR - http://ntl.bts.gov/lib/30000/30600/30630/810964.pdf UR - https://trid.trb.org/view/868183 ER - TY - RPRT AN - 01108408 AU - University of California, San Francisco AU - University of Washington, Seattle AU - National Highway Traffic Safety Administration TI - EMS Workforce for the 21st Century: A National Assessment PY - 2008/06//Final Report SP - 162p AB - Emergency medical technicians (EMTs) and paramedics are a critical component of any community’s Emergency Medical Services (EMS) system. Assuring the continued viability of the prehospital EMS workforce is a key concern for many local, State, Federal, and tribal EMS agencies, as well as national EMS organizations. As a first step in systematically addressing the issue, the National Highway Traffic Safety Administration, in partnership with the Health Resources and Services Administration’s (HRSA) Emergency Medical Services for Children program, supported a research project led by the Center for the Health Professions and School of Nursing at the University of California San Francisco with assistance from the Center for Health Workforce Studies at the University of Washington. The intent of this research is to provide guidance to the national EMS community in ensuring a viable EMS workforce for the future. The major objective of this research has been to address issues relevant to the process of workforce planning. Research questions addressed are as follows: (1) Will the EMS workforce be of adequate size and composition to meet the needs of the U.S. population in the future? (2) How can potential workers be attracted to and encouraged to stay in the field of EMS? (3) How can adequate EMS workforce resources be available across all populations and geographic areas? (4) Do we have the data and information needed to address the future demand for and supply of EMTs and paramedics in the United States? What information is lacking and how might it be obtained? KW - Emergency medical services KW - Emergency medical technicians KW - Evaluation and assessment KW - Labor force KW - Paramedics KW - Planning KW - United States UR - http://ntl.bts.gov/lib/30000/30100/30173/810943.pdf UR - https://trid.trb.org/view/867565 ER - TY - RPRT AN - 01108405 AU - National Highway Traffic Safety Administration AU - Federal Motor Carrier Safety Administration AU - Federal Highway Administration AU - Governors Highway Safety Association TI - Model Minimum Uniform Crash Criteria (MMUCC) Guideline. Third Edition PY - 2008/06//Third Edition SP - 140p AB - The purpose of the Model Minimum Uniform Crash Criteria (MMUCC) is to provide a dataset for describing crashes of motor vehicles in transport on a roadway that will generate the information necessary to improve highway safety within each State and nationally. Efforts to standardize crash data have increased since the MMUCC was originally recommended as a voluntary guideline in 1998. The MMUCC data elements represent a core set of data elements, most of which were being collected by the States before the first edition of the MMUCC Guideline was published. The 111 data elements contained in the MMUCC Guideline, 2nd Edition (2003) were revised in response to emerging issues and other highway safety needs. The third edition of the MMUCC Guideline contains 107 data elements. Only one new data element, Bus Use, was added to the third edition of the MMUCC Guideline. The MMUCC Guideline, 3rd Edition (2008) recommends that States implement all 107 data elements included in this document. To reduce the data collection burden, MMUCC recommends that law enforcement at the scene should collect 75 of the 107 data elements. From crash scene information, 10 data elements can be derived, while the remaining 22 data elements should be obtained after linkage to other State data files. States that are unable to link to other State data to obtain the MMUCC "linked" data elements should collect, at a minimum, those "linked" data elements that are feasible to collect on the crash report. At the same time, States should work to develop data linkage capabilities so they eventually are able to obtain, via linkage, all of the information to be generated by the MMUCC "linked" data elements. Because State datasets and systems are difficult to implement or change, no changes will be made to the MMUCC Guideline, 3rd Edition (2008) for five years. During this period, each of the data elements and their attributes will be monitored to determine their usefulness and reliability. KW - Crash data KW - Data collection KW - Highway safety KW - Model Minimum Uniform Crash Criteria KW - On the scene crash investigation KW - Standardization KW - States UR - http://www-nrd.nhtsa.dot.gov/Pubs/810957.pdf UR - https://trid.trb.org/view/868184 ER - TY - RPRT AN - 01105374 AU - Chang, Dow AU - National Center for Statistics and Analysis TI - National Pedestrian Crash Report PY - 2008/06//NHTSA Technical Report SP - 69p AB - The purpose of this technical report is to analyze the latest trends in pedestrian fatalities and police-reported motor vehicle crashes involving a pedestrian in the United States since 1997. Key findings in the report are: Pedestrian fatalities declined between 1997 and 2006. However, the probability of a pedestrian fatality in a crash increased while the probability of a pedestrian crash declined. About two-thirds of pedestrian fatalities were in urban areas. Of the nearly 42,500 cities or towns listed according the U.S. Geographic Location Codes by the General Services Administration, only 13% of them accounted for those pedestrian fatalities in urban areas. Nationwide, nearly two pedestrians died in vehicle crashes per 100,000 population, and a pedestrian crash death occurred every 70 million miles walked. January 1 and October 31 were the two most deadly days of the year, having the highest number of pedestrian fatalities. Pedestrians are more likely to be killed in a crash between 3 a.m. and 6 a.m. or during the weekend on Saturday or Sunday. Males have a much higher probability than females to be killed in a crash. The older age group (over 64) has a much greater possibility than other age groups to be killed in a crash. As a pedestrian’s blood alcohol concentration (BAC) increases, the probability of a pedestrian getting killed in a crash increases. Pedestrians have a higher possibility to be killed in non-speeding conditions than in speeding conditions based on fatality per crash. Pedestrians are more likely to be killed in a crash under a sleet condition than under any other weather condition based on fatality per crash. Pedestrians have a higher probability to be killed in a crash under a dark condition than under other light conditions. With regard to posted speed limits, the higher the posted speed limit, the higher the probability of a pedestrian fatality. KW - Age groups KW - Blood alcohol levels KW - Fatalities KW - Gender KW - Pedestrian-vehicle crashes KW - Speed limits KW - Speeding KW - Time of crashes KW - Trend (Statistics) KW - United States KW - Urban areas KW - Weather conditions UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2008/810968.pdf UR - https://trid.trb.org/view/865004 ER - TY - RPRT AN - 01105026 AU - Gattis, J L AU - Hanning, Christopher AU - Duncan, Lynette K AU - Mack-Blackwell Transportation Center AU - Research and Special Programs Administration TI - Effects of Frontage Road Conversion PY - 2008/06//Final Report SP - 78p AB - The research project examined certain effects of converting the Interstate 30 (I-30) frontage roads in the central Arkansas area from two-way operation to one-way operation in 2002. The following characteristics before and after the conversion were studied: the number of crashes; traffic volumes; speeds; travel times between nodes; land use; sales tax for certain businesses; and the opinions of business owners and operators in the corridor. KW - Arkansas KW - Businesses KW - Crash rates KW - Frontage roads KW - Highway operations KW - Highway safety KW - Highway traffic control KW - Interstate highways KW - Land use KW - One way traffic KW - Public opinion KW - Reconstruction KW - Sales tax KW - Speed KW - Traffic crashes KW - Traffic volume KW - Travel time UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%202073.pdf UR - https://trid.trb.org/view/864541 ER - TY - RPRT AN - 01105025 AU - Rossetti, Manuel D AU - Nachtmann, Heather AU - Zhe, Li AU - Mack-Blackwell Transportation Center AU - Research and Special Programs Administration TI - WebShipCostGIS in Inter-modal Transportation PY - 2008/06//Final Report SP - 31p AB - This report discusses an investigation of a prototype geographic information system (GIS) and integrated web-based application (WebShipCost-Risk) with the ability to provide cost, time, and uncertainty analysis of inter-modal transportation processes based on up-to-date network information. The prototype system can allow shippers to define, represent and update their specific transportation network and related data within a GIS. The integration of a decision support system with a GIS could provide shippers with more convenient and efficient data management methods to support the decision making in terms of route planning. To achieve the desired goals, a three layer architecture was considered, which was based on a commercial GIS, a database system, and internet components. If fully implemented, the prototype application could provide a graphic, user-friendly analysis of inter-modal transportation networks. KW - Decision support systems KW - Geographic information systems KW - Intermodal transportation KW - Risk analysis KW - Shipping KW - Web-based systems UR - http://www.uark.edu/rd_engr/MBTC/MBTC2047.pdf UR - https://trid.trb.org/view/864539 ER - TY - RPRT AN - 01104814 AU - Wang, Yinhai AU - Hallenbeck, Mark E AU - Zheng, Jianyang AU - Zhang, Guohui AU - Corey, Jonathan AU - Ma, Xiaolei AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Comprehensive Evaluation of Transit Signal Priority System Impacts Using Field Observed Traffic Data PY - 2008/06//Final Technical Report SP - 96p AB - To improve the level of service for Community Transit (CT) buses, the South Snohomish Regional Transit Signal Priority (SS-RTSP) project was launched. To understand the overall benefit of this project, the SS-RTSP system was tested and evaluated after the hardware and software had been installed on the 164th Street SW corridor (Phase One) and the SR 99 corridor (Phase Two) in Snohomish County, Washington State. In this study, impacts of the SS-RTSP system on both transit and local traffic operations were quantitatively evaluated on the basis of field-observed data. Simulation models were also built and calibrated to compute measures of effectiveness that could not be obtained from field-observed data. With simulation models and field observed data, the impacts of the SS-RTSP system on both transit and local traffic operations were quantitatively evaluated. The evaluation results showed that the SS-RTSP system provided remarkable benefits to transit vehicles, with insignificant negative impacts to local traffic on cross-streets under the current coordinated control strategy. The overall impact of the SS-RTSP system on local traffic at each entire intersection was not statistically significant at the p=0.05 level. To improve the performance of the current SS-RTSP system, more transit vehicles can be made TSP eligible. The average number of granted TSP trips was only 16.96 per day per intersection during the Phase One test and 14.40 during Phase Two test. Given that negative impacts of the SS-RTSP project on local traffic were not significant, more transit trips can be granted with proper TSP treatment to generate more benefits from the SS-RTSP system. Further simulation-based investigations on TSP system operations and optimization were conducted. The research findings indicated that to achieve the best operation efficiency, the compatibility between TSP control schemes and signal control coordination should be strengthened to minimize transit disruption to signal coordination. TSP systems must be fully tested under different coordinated control plans prior to implementation. KW - Bus priority KW - Bus transit operations KW - Field studies KW - Highway operations KW - Impact studies KW - Level of service KW - Measures of effectiveness KW - Signalized intersections KW - Simulation KW - Snohomish County (Washington) KW - Traffic delays KW - Traffic signal control systems KW - Transit buses UR - http://www.wsdot.wa.gov/research/reports/fullreports/699.1.pdf UR - https://trid.trb.org/view/864237 ER - TY - RPRT AN - 01104057 AU - Cheng, Pi-Ming AU - Shankwitz, Craig AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Special Programs Administration TI - Integration of Infrared Imaging for a Head Up Display Lane Keeping and Collision Avoidance System PY - 2008/06//Final Report SP - 28p AB - A driver assistive system, which uses high accuracy, differentially corrected Global Positioning System (DGPS), high-accuracy geospatial databases, radar, computers, and driver interfaces [both a Head Up Display (HUD) and a tactile seat], has been developed to help a driver maintain lane position and avoid collisions during periods of low visibility. These systems have been tested and deployed both in Minnesota and in Alaska. Collision avoidance information is provided to a driver through the HUD. Objects located within the HUD field of view determined to be a threat to a driver are indicated as square boxes. White boxes represent an advisory, and if the detected object is fewer than fifty feet or three seconds from a collision, the box turns to red (a warning). Drivers who have used the system have speculated that a more accurate representation of the object projected on the HUD would make the driving task easier. Emerging Super and High Dynamic Range Cameras (SDRC and HDRC, respectively) appeared to be a feasible, inexpensive means with which to address drivers’ concerns. This report documents the research program. SDRC and HDRC technology failed to meet expectations, but infrared imagery was successfully integrated with the standard HUD. KW - Automatic steering control KW - Crash avoidance systems KW - Global Positioning System KW - Head up displays KW - Infrared imagery KW - Visibility KW - Vision enhancement systems UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=932 UR - https://trid.trb.org/view/864158 ER - TY - RPRT AN - 01104055 AU - McMullen, B Starr AU - Nakahara, Kyle AU - Biswas, Smita AU - Zhang, Lei AU - Valluri, Divya AU - Oregon State University, Corvallis AU - Oregon State University, Corvallis AU - Oregon Transportation Research and Education Consortium AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Techniques for Assessing the Socio-Economic Effects of Vehicle Mileage Fees PY - 2008/06//Final Report SP - 108p AB - The purpose of this study was to develop tools for assessing the distributional effects of alternative highway user fees for light vehicles in Oregon. The analysis focused on a change from the current gasoline tax to a vehicle miles traveled (VMT) fee structure for collecting highway user fees. A static model and a regression model were developed and used to assess the impact of such a change on households by income and by location (rural/urban). A discrete-continuous choice model was explored for addressing the more complex issue of how the change in policy would affect vehicle choice decisions in the long run and the resultant distributional impacts. Results confirmed the regressive nature of the gasoline tax and showed that a change to a revenue neutral VMT fee of 1.2 cents per mile would result in a very small increase in regressivity (less than one percent for the lowest income group) in contrast to the five percent increase in regressivity caused by the increase in the price of gasoline between 2001 and 2006. The impact of a change to a VMT fee on rural areas was found to be opposite to that suggested by conventional wisdom. On average a household in a rural location would pay less under the revenue neutral VMT fee than under the gasoline tax, whereas those in urban areas would pay slightly more. Findings from the static and Ordinary Least Squares (OLS) models suggested that a change to a VMT fee is not likely to create a significant disincentive to purchase more fuel efficient or hybrid vehicles. The discrete-continuous model offered an appealing approach from a theoretical point of view to further address this question; however, the authors were not able to refine it enough to produce robust results. Given that the impact on income groups was virtually identical in both the static and the more complex OLS regression models, it may be best for policymakers to use the simpler model, as it is easier to explain. KW - Economic models KW - Fuel taxes KW - Highway user taxation KW - Mathematical models KW - Mileage-based user fees KW - Oregon KW - Rural areas KW - Socioeconomic factors KW - Urban areas KW - Vehicle miles of travel UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/ODOT-VMT_Fee_Impacts.pdf UR - https://trid.trb.org/view/864129 ER - TY - RPRT AN - 01104042 AU - Gettman, Douglas AU - Pu, Lili AU - Sayed, Tarek AU - Shelby, Steven G AU - Siemens Energy and Automation, Incorporated AU - Federal Highway Administration TI - Surrogate Safety Assessment Model and Validation: Final Report PY - 2008/06//Final Report SP - 324p AB - Safety of traffic facilities is most often measured by counting the number (and severity) of crashes that occur. It is not possible to apply such a measurement technique to traffic facility designs that have not yet been built or deployed in the real world. This project has resulted in the development of a software tool for deriving surrogate safety measures for traffic facilities from data output by traffic simulation models. This software is referred to as SSAM—an acronym for the Surrogate Safety Assessment Model. The surrogate measures developed in this project are based on the identification, classification, and evaluation of traffic conflicts that occur in the simulation model. By comparing one simulated design case with another, this software allows an analyst to make statistical judgments about the relative safety of the two designs. An open-standard vehicle trajectory data format was designed, and support for this format has been added as an output option by four simulation model vendors/developers— PTV (VISSIM), TSS (AIMSUN), Quadstone (Paramics), and Rioux Engineering (TEXAS). Eleven “theoretical” validation tests were performed to compare the surrogate safety assessment results of pairs of simulated design alternatives. In addition, a field validation exercise was completed to compare the output from SSAM with real-world crash records. Eighty-three intersections from British Columbia, Canada were modeled in VISSIM and simulated under AM-peak traffic conditions. The processed conflict results were then compared with the crash records in a number of different statistical validation tests. Last, sensitivity analysis was performed to identify differences between the SSAM-related outputs of each simulation model vendor’s system on the same traffic facility designs. These comparative analyses provide some guidance to the relative use of surrogate measures data from each simulation system. The SSAM software tool and user manual (FHWA-HRT-08-050) are available to the public at no cost from FHWA. KW - Highway design KW - Highway facilities KW - Highway safety KW - Sensitivity analysis KW - Surrogate Safety Assessment Model KW - Traffic conflicts KW - Traffic simulation KW - Validation UR - https://www.fhwa.dot.gov/publications/research/safety/08051/08051.pdf UR - http://ntl.bts.gov/lib/55000/55700/55763/FHWA-HRT-08-051.PDF UR - https://trid.trb.org/view/864039 ER - TY - RPRT AN - 01104037 AU - Walker, Roger S AU - Fernando, Emmanuel G AU - Becker, Eric AU - Qader, Jareer Abdel AU - Harrison, Gerry AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - Using Profile Measurements to Locate and Measure Grind and Fill Areas to Improve Pavement Ride PY - 2008/06//Technical Report SP - 124p AB - Good ride quality, proper cross slope, and accurate material estimates are important for an overlay project. Currently there is not a method in Texas to accurately relate the condition of an existing roadway with the potential benefits of different overlay and milling strategies during the design phase or provide the appropriate information to the contractor. Many Districts have requested the use of the Texas Department of Transportation inertial profilers to locate and measure potential grind and fill areas on paving projects prior to overlays. The Districts want to use a high-speed accurate instrument to survey the existing roadway without disrupting traffic. This research develops a method which can integrate data from a scanning laser or multi-path profiles with a gyroscope and inertial profiler for viewing three-dimensional pavement surfaces for overlay and milling strategies. KW - 3-D laser scanning KW - Filling (Cracks) KW - Grinding KW - Gyroscopes KW - Inertial profilers KW - Laser scanning KW - Milling KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement profile KW - Pavement profilers KW - Surface preparation UR - https://trid.trb.org/view/864073 ER - TY - RPRT AN - 01104036 AU - Kesavan, Santosh AU - Wu, Eddie AU - Toeller, William AU - VT Aepco Incorporated AU - Federal Transit Administration TI - SharpRAIL: Evaluation of Mobile WiMAX and Intelligent Video for Enhanced Rail Transit Safety PY - 2008/06//Final Report SP - 71p AB - U.S. rail transit operations have an excellent safety record with fatalities from rail accidents averaging fewer than forty per year. However, the Federal Transit Administration continues to pursue a proactive approach in seeking new technologies that can help in identifying and anticipating safety hazards and preventing accidents. SharpRAIL represents a unique integration of high-speed mobile wireless technologies, advanced computer intelligence, and scalable video processing with versatile command and control to achieve automated detection of incidents and impending collisions. SharpRAIL seeks to exploit advances in 1) artificial intelligence software that can analyze video images in real-time to automatically catch pre-configured security/safety events, such as rail trespass, vehicles trapped on tracks, loitering, criminal activities, etc., and send instant wireless alerts to responsible rail personnel; 2) availability of high-speed mobile wireless technologies in conjunction with industry-wide standardization efforts through mobile/static WiMAX (Worldwide Interoperability for Microwave Access) for high-bandwidth data transport; and 3) sophisticated DSP-based video encoders that can perform intensive image processing right at the "edges”, where the cameras are located. The SharpRAIL project involved design of a prototype solution that achieves these capabilities using commercial, off-the-shelf (COTS) offerings and operational feasibility demonstration through a public-private partnership involving the industry, local government and a public transit agency. KW - Artificial intelligence KW - Image processing KW - Rail transit KW - Security KW - Surveillance KW - Transit safety KW - Video imaging detectors KW - Wireless communication systems KW - Worldwide Interoperability for Microwave Access UR - http://www.fta.dot.gov/documents/SharpRAIL_TechnicalReport_FTA-MD-26-7132-08.1_Final.pdf UR - https://trid.trb.org/view/864032 ER - TY - RPRT AN - 01104031 AU - Hoppe, Edward J AU - Bagnall, Timothy M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Performance of a Skewed Semi-Integral Bridge: Volume I: Field Monitoring PY - 2008/06//Final Report SP - 43p AB - This project was developed to enhance the Virginia Department of Transportation’s (VDOT) in-house expertise in the design of integral bridges and to provide a resource for consultants performing design work for VDOT. It involved extensive field monitoring of a highly skewed semi-integral (integral backwall) structure. The main purpose was to provide feedback regarding some of the assumptions behind the recently adopted set of integral bridge design guidelines, ultimately leading to reduced construction and maintenance expenses for VDOT. The project was focused on the long-term monitoring of a skewed semi-integral bridge located on Route 18 over Blue Springs Run in Alleghany County, Virginia. This report presents the results and analysis of field data acquired from various sensors between October 19, 2006 (shortly after the bridge was completed), and March 24, 2008. The results to date indicate satisfactory field performance, with a need for further monitoring. The main reason for constructing jointless bridges is to eliminate recurring maintenance costs associated with deteriorated bearings and spalled beam ends, commonly encountered with conventional structures. It is estimated that these maintenance expenses amount to approximately $366,000 per year in Virginia. In the past 7 years, integral bridges constituted between 10% and 30% of the total bridges constructed by VDOT, with 24% reached in 2007. VDOT is committed to the design of jointless bridges where practicable, within a clearly defined set of constraints based on the current state of the practice. It may be possible to consider a greater percentage of bridges for integral design through a better understanding of the field behavior. KW - Field data KW - Integral abutments KW - Jointless bridges KW - Monitoring KW - Skewed structures KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r20.pdf UR - http://ntl.bts.gov/lib/37000/37600/37659/08-r20.pdf UR - https://trid.trb.org/view/863985 ER - TY - RPRT AN - 01104027 AU - Ozyildirim, Celik AU - Vieira, Michael AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Exploratory Investigation of High-Performance Fiber-Reinforced Cementitious Composites for Crack Control PY - 2008/06//Final Report SP - 18p AB - This study evaluated high-performance fiber-reinforced cementitious composites (HPFRCC), which are mortar mixtures with synthetic and steel fibers. The feasibility of using HPFRCC technology for transportation applications by the Virginia Department of Transportation, such as link-slabs that can replace joints on decks and in thin overlays for reduced permeability, was explored. HPFRCC has high ductility, is tough, and can exhibit strain-hardening that leads to multiple microcracks at large deformations. Such tight cracks prevent the transport of aggressive solutions and improve durability. In this study, mortar batches with high amounts of fly ash were prepared that had satisfactory compressive and flexural strengths, low permeability, and high ductility and toughness. The mixtures with special synthetic fibers exhibited strain-hardening with multiple microcracks. Shrinkage values were high but are not expected to cause distress because of the high tensile strain capacity. Mortar mixtures with fibers did not contain an air-entraining admixture; however, their resistance to cycles of freezing and thawing is expected to be satisfactory. The results obtained in a laboratory environment indicate that using HPFRCC in link (closure) slabs and thin overlays is possible. The study recommends that field applications be conducted to determine the full potential of this system in the field. KW - Composite materials KW - Compressive strength KW - Ductility KW - Durability KW - Fiber reinforced concrete KW - Flexural strength KW - Fly ash KW - Microcracking KW - Permeability KW - Shrinkage KW - Strain hardening KW - Synthetic fibers KW - Toughness UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r12.pdf UR - http://ntl.bts.gov/lib/37000/37600/37657/08-r12.pdf UR - https://trid.trb.org/view/863981 ER - TY - RPRT AN - 01104025 AU - Ross, June H AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Oregon's Teen Licensing Program PY - 2008/06//Final Report SP - 45p AB - Significant changes in Oregon’s teen licensing laws went into effect on March 1, 2000. The new laws expanded the provisional driving license program which had been in effect since October 1989 and established a graduated driver licensing (GDL) program for all drivers under age 18. The program is intended to reduce fatal and injury crashes among teen drivers and to promote safe driving. Two studies were completed by research organizations that were designed to assess the impact of Oregon’s teen licensing laws. The National Highway Traffic Safety Administration (NHTSA) published a study, "Evaluation of Oregon’s Graduated Driver Licensing Program," conducted by the Center for Applied Research, Inc. (CAR). The American Automobile Association financed a study, "Reducing the Crash Risk for Young Drivers," which was conducted by the Traffic Research Injury Research Foundation (TIRF) to review not only Oregon’s graduated licensing program but also programs in Ontario and British Columbia, Canada. Analysis of driver records as well as surveys and focus group research were included in these studies. The Oregon Department of Transportation (ODOT) has synthesized the results of these studies. This report provides background information, summarizes the key findings of the two reports and presents conclusions and recommendations based on the results. The results indicate that Oregon’s graduated driver license program has safety benefits and it should be continued. KW - Evaluation and assessment KW - Graduated licensing KW - Oregon KW - State laws KW - Teenage drivers UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Teen_Licensing.pdf UR - https://trid.trb.org/view/863995 ER - TY - RPRT AN - 01104023 AU - Myers, W L AU - Chang, W Y AU - Germaine, S S AU - Vander Haegen, W M AU - Owens, T E AU - Washington Department of Fish and Wildlife AU - Washington State Department of Transportation AU - Federal Highway Administration TI - An Analysis of Deer and Elk-Vehicle Collision Sites along State Highways in Washington State PY - 2008/06//Research Report SP - 55p AB - Approximately 3,000 deer and 85 elk carcasses are removed by the Washington State Department of Transportation personnel from Washington state highways annually. The report provides an analysis of temporal and spatial relationships associated with carcass removal sites. Models were developed to assess influences of road characteristics, habitat features, deer densities, and deer behavior to frequency of vehicle collisions at carcass removal sites. KW - Animal vehicle collisions KW - Crash analysis KW - Crash locations KW - Deer KW - Elk KW - Habitat (Ecology) KW - Road kill KW - State highways KW - Ungulates KW - Washington (State) KW - Wildlife UR - http://www.wsdot.wa.gov/research/reports/fullreports/701.1.pdf UR - https://trid.trb.org/view/863999 ER - TY - RPRT AN - 01103987 AU - Fernando, Emmanuel G AU - Oh, Jeongho AU - Estakhri, Cindy K AU - Nazarian, Soheil AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Verification of the Load-Thickness Design Curves in the Modified Triaxial Design Method PY - 2008/06//Technical Report SP - 272p AB - The Texas Department of Transportation (TxDOT) uses the modified triaxial design procedure to check pavement designs from the flexible pavement system program. Since its original development more than 50 years ago, little modification has been made to the original triaxial design method. There is a need to verify the existing load-thickness design chart to assess its applicability for the range in pavement materials used by the districts, and the range in service conditions encountered in practice. Additionally, there is a conservatism in the current method, which assumes the worst condition in characterizing the strength properties of the subgrade. While this approach may be applicable for certain areas of the state such as east Texas, it can lead to unduly conservative assessments of pavement load capacity in districts where the climate is drier, or where the soils are not as moisture susceptible. Clearly, there is a need to consider regional differences to come up with a more realistic assessment of pavement thickness requirements for the given local conditions. To verify the existing triaxial design method, researchers executed a comprehensive work plan that included a literature review of the current method, load bearing tests on full-scale field sections, laboratory tests on small-scale pavement specimens at various moisture conditions, and comparisons of load bearing capacity estimates from the existing method with corresponding estimates determined from analyses of test data. This report documents the verification of the modified triaxial design method implemented by TxDOT. KW - Bearing capacity KW - Climatic regions KW - Design methods KW - Field tests KW - Flexible pavements KW - Laboratory tests KW - Literature reviews KW - Local conditions KW - Pavement design KW - Regional differences KW - Texas KW - Thickness KW - Triaxial shear tests UR - http://tti.tamu.edu/documents/0-4519-1.pdf UR - https://trid.trb.org/view/863668 ER - TY - RPRT AN - 01103978 AU - Geiselbrecht, Tina Collier AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - A Guide to Transportation Funding Options: A Website Development Project PY - 2008/06 SP - 13p AB - As our nation’s transportation demand continues to grow due to population increases and an expanded economy, elected officials at all levels of government are faced with difficult decisions regarding mechanisms to adequately fund the maintenance and expansion of transportation systems. This project produced a concise, user-friendly website for leaders and policy-makers that describes the array of transportation funding options that are or may be available for use throughout the country. The site describes each funding option and, where possible, offers links to projects that are using or have utilized a particular type of funding. Phase 1 of the project includes funding for highways. Subsequent phases will focus on other modes of surface transportation. KW - Decision making KW - Financing KW - Fuel taxes KW - Guides to information KW - Highway user taxation KW - Highways KW - Websites (Information retrieval) UR - http://utcm.tamu.edu/publications/final_reports/Geiselbrecht_08-00-18.pdf UR - https://trid.trb.org/view/863645 ER - TY - RPRT AN - 01100795 AU - Washer, Glenn A AU - Missouri University of Science and Technology, Rolla AU - Research and Special Programs Administration AU - Federal Highway Administration TI - Optimization of Electromagnetic Acoustic Transducers (EMATs) for Condition Assessment of Civil Infrastructure PY - 2008/06//Final Report SP - 100p AB - There are more than 130,000 prestressed concrete bridges in the United States with about 37,000 bridges being more than 30 years old. Prestressing steel strands are an important construction element used in these bridges and are critical to their performance. Presently there is no effective Nondestructive Evaluation (NDE) technology for condition assessment of these prestressing strands once they are embedded in concrete. The overall goal of the research is to develop an inspection technology to detect deterioration in embedded steel strands in concrete structures. The objective of this part of the research is to optimize the design parameters of a magnetostrictive Electromagnetic Acoustic Transducer (EMAT) to maximize the sensor efficiency. EMATs are the devices used to launch and receive acoustic waves in conductive materials such as steel prestressing strands, and the propagation characteristics of these waves can be used to study deterioration, damage and tensile stresses. EMATs working on the magnetostriction principle were designed and ultrasonic measurements were made in order to maximize the efficiency of EMAT by considering the influence of modifying three parameters: bias magnetic field, number of coil turns and the number of coils. Recommendations for the design of EMATs based on this empirical study were developed. KW - Condition surveys KW - Corrosion KW - Deterioration KW - Electromagnetic acoustic transducers KW - Inspection KW - Nondestructive tests KW - Prestressed concrete bridges KW - Prestressing strands KW - Tensile stresses KW - Ultrasonic tests UR - http://utc.mst.edu/documents/R184_CR.pdf UR - https://trid.trb.org/view/860652 ER - TY - ABST AN - 01462715 TI - Airport/Airline Agreements and Rate Methodologies--Practices and Characteristics AB -
Airport/Airline Use Agreements, and rates and charges methodologies, form the basic business model for financial operations and space management at many U.S. airports. With the continuing evolution of the aviation industry, both airlines and airports are looking for different economic models to address the challenges that they currently face. Understanding the wide range of approaches used at various airports and the implications of those varied approaches on airport and airline finances, relationships, and operations is the essence of optimizing their business and operating models in a dynamic environment. The objective of this research is to develop a resource manual for airport and airline professionals that will (1) describe the current range of practices and characteristics of airport and airline relationships and their relative, underlying airport and airline business models; (2) identify and briefly summarize rates and charges policies and guidance; (3) identify, compare, and contrast airport and airline critical issues, objectives, and considerations inherent in airport/airline agreements or other business arrangements; and (4) identify and synthesize the trade-offs and linkages among the critical issues as they relate to common objectives for airport/airline negotiations.
 
KW - Agreements KW - Airlines KW - Airport operations KW - Airports KW - Business practices KW - Financial analysis KW - Policy KW - Rates KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2099 UR - https://trid.trb.org/view/1230937 ER - TY - ABST AN - 01462711 TI - Understanding Common-Use Approaches at Airports AB - The limited application of a common-use approach in the U.S. airport environment has inhibited the cross-utilization of facilities, in situations where it may have been useful, to accommodate passenger, baggage, and aircraft processing. Moreover, growing interest in understanding the international model for airport-provided services requires objective analysis within the unique and evolving U.S. airport/airline business environment. The tendency to resolve facility constraints solely with brick-and-mortar expansion often has the undesired effect of being both extremely costly and cumbersome to accomplish in a timely fashion. With air traffic anticipated to continue its aggressive growth in the United States over the coming years, airports and airlines should look for alternatives to operating in the traditional manner. To this end, in-depth research is needed to fully identify and understand the financial, operational, liability, and competitive elements of common-use facilities for airports, airlines, and passengers. The objective of this research is to develop a reference guide for airports, airlines, and other stakeholders to identify and understand the financial, operational, liability, safety, customer service, and competitive elements of a common-use approach to the utilization of airport facilities and the provision of services. The guide should provide detailed analyses and information enabling individual airports and airlines to evaluate the feasibility and applicability of implementing a common-use approach. It should also provide common practices for evaluating, implementing, operating, and maintaining common-use facilities and services.
 
KW - Airlines KW - Airport operations KW - Airport ticket counters KW - Airports KW - Baggage KW - Common-use check-in counters KW - Customer service UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2109 UR - https://trid.trb.org/view/1230933 ER - TY - ABST AN - 01464736 TI - Research for the AASHTO Standing Committee on the Environment. Task 51. Asset Management of Environmental Mitigation Features AB - State departments of transportation have constructed many environmental mitigation projects in conjunction with transportation projects that have been implemented pursuant to the National Environmental Policy Act. In order for the environmental mitigation projects to continue to provide the long term functionality that was intended when they were first constructed, they must be properly maintained, and when necessary rehabilitated or reconstructed. Several states are beginning to use an asset management approach for inventorying the condition of environmental mitigation features and making decisions on maintenance and capital improvement needs for these features. The proposed research would document best practices in environmental mitigation feature asset management, develop and refine key considerations in applying asset management techniques for various types of environmental mitigation features, and propose steps that owners of these features should undertake in developing asset management systems for the various types of environmental features.

KW - Asset management KW - Best practices KW - Decision making KW - Environmental impacts KW - Environmental mitigation KW - Environmental policy KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2376 UR - https://trid.trb.org/view/1232968 ER - TY - ABST AN - 01464686 TI - Research for AASHTO Standing Committee on Highways. Task 247. Outdoor Advertising Sign Regulation Study AB - The states are required to control outdoor advertising signs which are visible and within 660 feet from the National Highway System by the federal Highway Beautification Act, 23 U.S.C. Sec. 131, and implementing regulations at 23 C.F.R. Part 750. A penalty of 10% of annual federal transportation fund apportionment to the states is provided for failure to exercise control. The outdoor advertising industry generally operates at a national level with signs in numerous states. There is no information or database in existence which identifies all of the various state practices and standards relating to control of outdoor advertising signs. As a consequence, the states are frequently without adequate knowledge of acceptable measures, standards, enforcement and practices in other states which makes administration of the program difficult. A comprehensive study of state practices and measures for control of outdoor advertising is necessary and long overdue. This may lead to later development of AASHTO Guidelines, if needed. The objective of this research project is to identify, compile and report the standards, measures, practices and enforcement of control of outdoor advertising signs in the various states. KW - Advertising KW - Law enforcement KW - Regulations KW - Roadside advertising KW - Signs UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2202 UR - https://trid.trb.org/view/1232918 ER - TY - ABST AN - 01464502 TI - Task Order Research for the AASHTO Standing Committee on Public Transportation AB - The AASHTO Standing Committee on Public Transportation (SCOPT) is called on to provide information for establishing state DOT policies and positions on issues associated with the nation's transportation system. The Committee needs information on a reasonably prompt basis, through a continuing research project geared to its responsibilities. AASHTO member departments require timely information on transit planning, operations, transit delivery, and related matters as state involvement in public transportation continues to grow. This project comprises a program of quick-response research tasks to assist in fulfilling SCOPT and AASHTO responsibilities. Research conducted will respond to urgent issues relating to public transportation. For example, when any new or revised federal transportation regulations related to transit are proposed or finalized, research is typically needed to develop new methods, processes, and procedures to ensure their effective and timely implementation. The objective of NCHRP Project 20-65 is to provide flexible, ongoing, quick-response research on public transportation issues in support of AASHTO SCOPT activities. This research is designed to develop improvements to analytical methods, decision-support tools, procedures, and techniques employed by practitioners addressing public transportation issues. Depending on the research, assistance may be secured through various mechanisms, including sole-source contracts; standard Requests for Proposal (RFP) solicitations for larger, more complex projects; or task-order contracts. This request for statements of qualifications and availability will be used to establish at least two task-order contracts to undertake studies in FY 2009 through FY 2012. The selected task-order contractors will be asked to prepare proposals (i.e., a brief research plan and budget) to carry out studies selected by the NCHRP Project 20-65 Panel and approved by the AASHTO SCOPT. The proposals will be used to determine which team will be awarded the study under the task-order contract. KW - Policy KW - Policy making KW - Public transit KW - Research KW - Transit operating agencies KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2471 UR - https://trid.trb.org/view/1232732 ER - TY - RPRT AN - 01108761 AU - Gunaratne, Manjriker AU - Amarasiri, Saumya AU - Nasseri, S AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Investigation of Automated and Interactive Crack Measurement Systems PY - 2008/05/27/Final Report SP - 93p AB - Currently adopted manual distress surveys involve a high degree of subjectivity, low production rates, and exposure to hazardous conditions. The Florida Department of Transportation (FDOT) has acquired and validated a multi-functional survey vehicle (MPSV). However, when an automated crack distress survey operation is complete, FDOT must also use a reliable, accurate and speedy mechanism to analyze the distress information obtained from the survey. A number of automated and interactive crack measurement systems are available to assist pavement engineers to objectively evaluate pavement cracking from digital images of the pavement surface. Based on the findings of this research project the investigators found two such software packages which have the ability to function in conjunction with the imaging and inertial sub-systems of FDOT’s MPSV and produce repeatable and speedy distress evaluations. Of the two software that were studied in detail, namely, the Crackscope Program and the Workstation Program, the latter is more compatible with the MPSV. From the results it is seen that the accuracy of evaluation of both programs was satisfactory only with respect to computer-based manual evaluation. However, the Crackscope program proves to be more precise (reliable) and efficient for analysis of Superpave pavements at the network level while the Workstation program would be a strong candidate for project-level evaluations. KW - Computer programs KW - Crack rate KW - Florida KW - Imaging systems KW - Pavement cracking KW - Pavement distress KW - Pavement performance KW - Pixel density KW - Software KW - Superpave KW - Wheel paths UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD544_36_rpt.pdf UR - https://trid.trb.org/view/865258 ER - TY - ABST AN - 01464739 TI - Research for the AASHTO Standing Committee on the Environment. Task 46. Compendium of Best Practices for Environmental Compliance and Stewardship at Transportation Maintenance Facilities AB - As the construction, maintenance, and operation of these facilities has the potential to impact the natural and human environs around them, transportation agencies must comply with a complex set of federal, state, and local environmental laws and regulations. Transportation agencies routinely comply with rules protecting worker health and safety, air quality, surface and ground water quality, fish and wildlife habitat, and neighboring communities. Research to synthesize a compendium of practical, economical, and environmentally sound environmental practices for transportation maintenance facility construction, maintenance, and operations is urgently needed. This task will produce a compendium of effective, practical, and economical practices for environmental compliance and stewardship in transportation maintenance facility construction, maintenance, and operations.

KW - Best practices KW - Compliance KW - Environment KW - Environmental compliance KW - Environmental policy KW - Fishes KW - Groundwater KW - Stewardship KW - Water quality KW - Wildlife UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2373 UR - https://trid.trb.org/view/1232971 ER - TY - RPRT AN - 01118678 AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration TI - Advanced Wireless Communication for the Transportation Sector, A Roundtable Discussion PY - 2008/05/22/Summary Report SP - n.p. AB - On May 22, 2008, the U.S. Department of Transportation’s Research and Innovative Technology Administration (RITA) convened the "Advanced Wireless Communication for the Transportation Sector Roundtable." It brought together 40 leading experts in the field of wireless communications and filled a conference room with a vast amount of intellectual capacity in the area of communications technology. Experts represented the private sector, academia, State and local Governments, and the research and advocacy community. The roundtable was structured to accommodate presentations, discussion, and dialogue among participants. Its goal was to share with thought leaders in the field of wireless communications critical information about the U.S. Department of Transportation (DOT) vision, interest, and applications to the transportation sector. The roundtable provided a forum to discuss how to enable internet and wireless communications technologies to better allow vehicle-to-vehicle, vehicle-to-infrastructure, and infrastructure-to-system manager communications in order to avoid crashes and enable improved situational awareness (including dynamic rerouting and improvements in signal timing and synchronization based on real time and evolving traffic and weather conditions). Other applications of advanced communications technologies include electronic tolling and fare collection for all modes of transportation, and developing mobility devices for remote monitoring of bridges, roads, rails, and other critical infrastructure. KW - Awareness KW - Crash avoidance systems KW - Highway safety KW - Internet KW - Traffic safety KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Wireless communication systems UR - http://www.volpe.dot.gov/infosrc/rpt/wireless08/index.html UR - http://ntl.bts.gov/lib/35000/35500/35543/RITA__Volpe_Center__Information_Resources.mht UR - https://trid.trb.org/view/878686 ER - TY - RPRT AN - 01129336 AU - Mahoney, James AU - Zinke, Scott AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Asphalt Pavement Analyzer Equipment Acquisition PY - 2008/05/19/Final Report SP - 23p AB - In the design of Hot Mix Asphalt (HMA) there are tests performed on the aggregates such as resistance to abrasion, specific gravity and sieve/gradation analysis to ensure the aggregates are of sound quality prior to use in HMA. There are also tests performed on liquid binder such as temperature grading, which ensure that the correct binder is being used and that its temperature performance is sufficient to withstand environmental impacts. There are, however, no quality laboratory performance tests which can be performed in a laboratory that will indicate what sort of long term performance the HMA mix will yield. Researchers, users and producers of HMA have long sought a laboratory performance test that could be performed in the lab that would give an accurate indication of field performance. The Asphalt Pavement Analyzer is a multifunctional testing device intended to provide a suite of tests which can give indication of field performance. This report describes the acquisition, set up and initial experience by the Connecticut Advanced Pavement Lab of the Asphalt Pavement Analyzer. KW - Asphalt Pavement Analyzer KW - Field performance KW - Hot mix asphalt KW - Laboratory tests KW - Pavement performance UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/ct-2248-F-07-8.pdf UR - http://ntl.bts.gov/lib/30000/30700/30776/ct-2248-F-07-8.pdf UR - https://trid.trb.org/view/889640 ER - TY - ABST AN - 01462200 TI - Improving ADA Complementary Paratransit Demand Estimation--Phase II: Regional Travel Demand Forecasting AB - The objective of this research is to produce a model of ADA complementary paratransit demand using disaggregate methods accompanied by a "users' guide" for model implementation. The research will also produce a sketch planning model and a user's guide for the sketch planning model. Specifically the research will: (1) demonstrate how ADA complementary paratransit can be integrated into the regional planning process on a basis that is comparable to other modes; (2) quantify factors that determine trip-making by people with disabilities including factors that influence the decision to apply for ADA paratransit eligibility and, once a person is certified as ADA eligible, numbers of trips made, the specific destinations to which trips are made, and whether trips are made by conventional fixed-route public transit (bus or rail), as a driver in a private automobile, as a passenger in a private automobile, on ADA paratransit, using other demand-responsive services, and by foot or using a wheelchair; (if possible, travel by people with disabilities who choose not to apply for ADA paratransit eligibility, or who are determined not to be eligible, should also be addressed;) and (3)provide an improved understanding of how future paratransit demand may be influenced by changes in key factors such as the availability of accessible, fixed-route transit service; improvements in the economic condition of people with disabilities; increases in the numbers of people in the oldest age groups living in suburban areas; and increases in the number of older people with limited experience of public transit and a long history of driving. KW - Americans with Disabilities Act KW - Disabled passengers KW - Paratransit services KW - Persons with disabilities KW - Public transit KW - Regional planning KW - Regional transportation KW - Research projects KW - Travel demand UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2357 UR - https://trid.trb.org/view/1230421 ER - TY - RPRT AN - 01112755 AU - Guo, Jianhua AU - Xia, Jingxin AU - Smith, Brian Lee AU - University of Virginia, Charlottesville AU - Research and Innovative Technology Administration AU - Mid-Atlantic Universities Transportation Center TI - Investigation of Speed Estimation Using Single Loop Detectors PY - 2008/05/15/Final Report SP - 21p AB - The ability to collect or estimate accurate speed information is of great importance to a large number of Intelligent Transportation Systems (ITS) applications. Estimating speeds from the widely used single inductive loop sensor has been a difficult, yet important challenge for transportation engineers. Based on empirical evidence observed from the sensor data from two metropolitan regions in Northern Virginia and California, this research effort developed a Kalman filter model to perform speed estimation for congested traffic. Taking advantage of the coexistence of dual loop and single loop stations in typical freeway management systems, a calibration procedure was proposed for seeding and initiating the algorithm. Empirical evaluation showed that the proposed algorithm can produce accurate speed estimates (on the order of 1-3 miles/hour error) under congested traffic conditions. KW - Accuracy KW - Algorithms KW - California KW - Estimating KW - Kalman filtering KW - Loop detectors KW - Northern Virginia KW - Single loop detectors KW - Traffic congestion KW - Traffic speed UR - http://www.mautc.psu.edu/docs/UVA-2007-01.pdf UR - https://trid.trb.org/view/872531 ER - TY - RPRT AN - 01127128 AU - Zinke, Scott AU - Mahoney, James AU - Shaffer, Gregg AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Summary of the 2006 Use of a Notched Wedge Joint in Connecticut Pilot Projects PY - 2008/05/14/Final Report SP - 37p AB - Performance of hot mix asphalt longitudinal joints has been an item of increasing scrutiny in Connecticut. The traditional butt joint has typically been the method used in Connecticut. These joints have been reportedly opening up creating a longitudinal crack at the joint and thus contributing significantly to the premature failure of the wearing surface. It has been widely speculated that alternative longitudinal joint construction methods could be employed to reduce the rate at which joints fail. In this research, the notched wedge joint is investigated. Two resurfacing projects were constructed in Connecticut during the 2006 paving season that utilized the notched wedge joint construction method. These projects were investigated as to their nuclear density and volumetric density from cut cores along the longitudinal joints. KW - Asphalt pavements KW - Butt joints KW - Compaction KW - Connecticut KW - Construction management KW - Density KW - Longitudinal joints KW - Notched wedge joints UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2249-1-07-3.pdf UR - http://ntl.bts.gov/lib/30000/30700/30784/CT-2249-1-07-3.pdf UR - https://trid.trb.org/view/887816 ER - TY - RPRT AN - 01125354 AU - Sallman, Doug AU - Sanchez, Robert R AU - Science Applications International Corporation AU - Research and Innovative Technology Administration AU - Department of Transportation TI - National Evaluation of the FY 2003 Earmarked ITS Integration Project: Minnesota Traveler Information Guidance and Emergency Routing (TIGER) Project Final Phase II Evaluation Report PY - 2008/05/14/Phase II Report SP - 44p AB - This report presents the Phase II (Baseline) results for the national evaluation of the FY 2003 Earmarked ITS Integration Project: Minnesota Traveler Information Guidance and Emergency Routing (TIGER) project. This Phase II Report builds upon the Minnesota TIGER Final Evaluation Plan and Detailed Test Plan by providing a preliminary assessment of the Minnesota TIGER project. The report is intended to provide the U.S. Department of Transportation (USDOT) ITS Joint Program Office (JPO) with: an update on the current deployment status of the project; a summary of available data and baseline (pre-deployment) performance measures; an identification of preliminary lessons learned from the deployment; and an assessment of the opportunity for continued evaluation of the project. The TIGER project is intended to provide traffic management and traveler information strategies and tools that can be used on a daily basis and to support emergency routing during evacuation conditions. The project is being deployed on the Interstate 94 and the parallel Highway 10 corridor, and is characterized by both urban and rural elements. Mn/DOT is seeking to improve the mobility and safety of travel along the corridor via improved monitoring of real-time conditions by operations personnel at the traffic management centers (TMC); the dissemination of enhanced traveler information to travelers; and the integrated operation of the two primary roadways to proactively manage diversion during incident conditions. These capabilities are intended to be provided through the implementation and integration of a number of freeway management, traffic surveillance, arterial signal control, and traveler information (dynamic message signs [DMS]) strategies. The Mn/DOT TIGER project evaluation consists of a study of system impacts and the development of lessons learned. Through the cooperative efforts and support of the Mn/DOT TIGER Project Program Manager, the Phase II evaluation resulted in the collection and analysis of selected baseline performance measures, preliminary lessons learned from the deployment, and an assessment of the evaluation opportunities and risks. The incident data from November 2006 through November 2007 yielded hundreds of incidents. However, only four met the criteria for severity, direction of travel, time of day, and most importantly, proximity to operational traffic detectors. Fortunately, now that the all TIGER traffic detections are operational, continuous data can be collected from a much more robust coverage of the corridor to capture the behavior of traffic during incident conditions. Historical crash data from July 2005 to July 2007 were analyzed to examine crash frequency by severity in the before deployment period and will form the basis for the comparison with data collected during the “after” period. It is recommended that the evaluation continue into Phase III but modify the approach for assessing system impacts to eliminate dependency on model-generated performance measures and focus on the identification of diversion behaviors in response to incident conditions. This analysis would be supplemented with the additional data provided by the new detector coverage added in late 2007. Also, proposed is an approach to develop outreach products to target audiences of the final results and findings. KW - Crash data KW - Emergency management KW - Emergency routes KW - Evacuation KW - Highway safety KW - Highway traffic control KW - Incident management KW - Intelligent transportation systems KW - Minnesota KW - Mobility KW - Traveler information and communication systems KW - Variable message signs UR - http://ntl.bts.gov/lib/30000/30600/30645/14454.pdf UR - https://trid.trb.org/view/886046 ER - TY - RPRT AN - 01112763 AU - Zinke, Scott AU - Mahoney, James AU - Shaffer, Gregg AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Comparison of the Use of a Notched Wedge Joint vs. Traditional Butt Joints in Connecticut – Phase 1 Report PY - 2008/05/14/Phase 1 Report SP - 93p AB - Performance of Hot Mix Asphalt (HMA) longitudinal joints has been an item of increasing scrutiny in Connecticut. The traditional butt joint has typically been the method used in Connecticut. These joints have been reportedly opening up creating a longitudinal crack at the joint thus contributing significantly to the premature failure of the wearing surface. It has been widely speculated that alternative longitudinal joint construction methods could be employed to reduce the rate at which joints fail. Here, the Notched Wedge Joint is investigated along with the traditionally used butt joint for comparison purposes. Two resurfacing projects were constructed in Connecticut during the 2006 paving season that utilized the notched wedge joint construction method. These projects were investigated as to their nuclear density and volumetric density from cut cores along the longitudinal joints. Also investigated during the 2006 construction season were several resurfacing projects which utilized the traditional butt joint. KW - Asphalt pavements KW - Butt joints KW - Connecticut KW - Cores (Specimens) KW - Density KW - Hot mix asphalt KW - Longitudinal joints KW - Notched wedge joints UR - http://ntl.bts.gov/lib/30000/30700/30783/CT-2249-2-07-6.pdf UR - https://trid.trb.org/view/872675 ER - TY - ABST AN - 01464520 TI - Research for the AASHTO Standing Committee on the Environment AB -
The American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on the Environment (SCOE) is called on periodically to provide information to establish policies and positions of the state transportation departments on environmental issues associated with the nation's transportation system. The committee needs information, on a prompt schedule, about new environmental analyses, streamlining, environmental stewardship, and planning methods and procedures. This information supports member departments efforts to effectively respond to program delivery and project development challenges, opportunities, and issues. Among other applications, SCOE needs to be responsive to the AASHTO Board of Directors and others involved in legislative matters. When new or revised federal transportation environmental and planning regulations are proposed or finalized, research is often required to develop new methods, processes, and procedures to ensure their effective and timely implementation by the states and metropolitan planning organizations. NCHRP Project 25-25 was created to respond to these needs. NCHRP Project 25-25A is a request for qualifications to select at least two task-order contractors to carry out the quick-response environmental research activities described above. Proposers should realize that research assistance and contracts may be secured, albeit infrequently, through various other mechanisms such as sole source contracts to obtain specialized project support or through standard requests for proposals for larger, more complex projects. For studies selected by NCHRP Project Panel 25-25 and approved by the AASHTO SCOE, the selected task-order contractors will be asked to prepare a short proposal with a research plan and budget. NCHRP Project Panel 25-25 will use the proposals to award individual task orders. Some tasks may require organizing, conducting, and facilitating workshops or interviews with practitioners to develop state-of-the-practice syntheses, guidebooks, compendiums, and communication tools. KW - Environment KW - Environmental impacts KW - Environmental policy KW - Policy KW - Policy, legislation and regulation KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2429 UR - https://trid.trb.org/view/1232751 ER - TY - RPRT AN - 01111949 AU - Rephlo, Jennifer A AU - Haas, Robert AU - Feast, L AU - Newton, D AU - Science Applications International Corporation AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Federal Transit Administration TI - Evaluation of Transit Applications of Advanced Parking Management Systems - Final Evaluation Report PY - 2008/05/09/Final Evaluation Report SP - 82p AB - Throughout the United States, transportation agencies have begun implementing advanced parking information systems to increase customer satisfaction and to improve traffic operations. Through the use of variable message signs, these systems provide motorists with real-time information about parking availability at appropriate decision points on their route so that they can make an informed decision about where to park. These systems are being deployed in a variety of environments including central business districts, airports, and transit park-and-ride lots. The goals in deploying such a system can vary depending on the operating environment. When deployed in a transit environment, goals can include improved user satisfaction, increased parking utilization at a lot that is currently under-utilized, and increased transit ridership. This report presents the results of an independent national evaluation of two transit applications of parking management systems: one that was deployed in conjunction with two Metra Stations in suburbs southwest of Chicago, Illinois and the other which was deployed in conjunction with two Metro Stations in Montgomery County, Maryland. The study documents quantified system impacts in terms of parking utilization, transit ridership and mode choice, traffic circulation within and between transit park and ride lots, and customer satisfaction. It also includes an institutional issues review that includes organizational and institutional challenges encountered by the project stakeholders throughout the course of deployment and operation of these systems. The evaluation involved conducting passenger intercept surveys of transit riders, gathering data on transit ridership, gathering archived system data that documents in and out counts at the lots, as well as conducting a series of interviews with the staff. The results of the study indicate that it is unclear whether the parking management systems increased parking utilization or transit ridership, or whether they reduced circulation within and between park-and-ride lots. The results do indicate that commuters are in general satisfied with the sign locations and accuracy (and that they would like to see similar signs at other locations). In terms of mode share, although not many, a few respondents did indicate that the signs have affected how often they take transit and that the parking availability information has caused them to take transit rather than driving. Finally, the results show that, depending on the circumstances, parking management systems can increase driver awareness of parking alternatives or reduce circulation within and between lots. KW - Advanced parking information systems KW - Advanced parking management systems KW - Case studies KW - Chicago (Illinois) KW - Customer satisfaction KW - Institutional issues KW - Montgomery County (Maryland) KW - Park and ride KW - Parking availability KW - Parking management KW - Public transit KW - Real time information KW - Ridership KW - Variable message signs UR - http://www.fta.dot.gov/documents/ParkingManagementEvaluationReport.pdf UR - http://ntl.bts.gov/lib/30000/30500/30588/14432.pdf UR - https://trid.trb.org/view/871511 ER - TY - RPRT AN - 01100770 AU - Federal Highway Administration TI - Pavement Management Systems Peer Exchange Program Report (Sharing the Experiences of the California, Minnesota, New York, and Utah Departments of Transportation) PY - 2008/05/08 SP - 42p AB - In 2008, the Federal Highway Administration’s (FHWA’s) Office of Asset Management initiated a Peer Exchange Program to promote the effective use of Pavement Management Systems (PMS) in general and more informed decision making in particular. The first two Peer Exchange meetings allowed representatives from the New York State Department of Transportation (NYSDOT) and the California Department of Transportation (Caltrans) to meet with pavement management practitioners in Minnesota and Utah to learn more about the use of their pavement management program to support investment decisions and to influence project and treatment selection. Through the Peer Exchange meetings, which were held early in February, representatives from the Minnesota Department of Transportation (Mn/DOT) and Utah Department of Transportation (UDOT) presented information explaining how pavement management tools are being used to: provide the information used for long-term planning to address future pavement needs; establish strategic performance targets based on realistic estimates of future funding levels; set investment levels for pavement preservation programs that extend the life of pavements in relatively good condition before more costly rehabilitation is needed; support the project and treatment decision process in the Districts and Regions by providing them with useful information that can substantially influence their work program; and conduct engineering and economic analyses that evaluate the cost-effectiveness of treatment options in support of the agency’s asset management practices. This report summarizes the use of pavement management tools to support agency decisions in UDOT and Mn/DOT, provides tips for procuring new pavement management software, and identifies institutional issues that must be addressed to make the most of a pavement management program. It closes with a summary of the key factors influencing the successful 2 pavement management practices in UDOT and Mn/DOT, which include the following considerations: Consistency in the pavement management personnel operating the system; The use of quality data so the pavement management program provides reliable recommendations; A strong relationship with the software providers so any issues that arise can be addressed immediately; A commitment to pavement management concepts throughout the organization; The involvement of pavement management stakeholders in decisions regarding changes to the analysis models; The use of software tools that are flexible enough to adapt to the changing environment in which they must operate. The strong pavement management programs in each of the host agencies have resulted in improvements in the quality of information used to make investment decisions. Both Mn/DOT and UDOT have been able to use their pavement management information to effectively revise investment priorities during periods in which competition for available funding has increased. As a result, both agencies have established strategic plans that increase the emphasis on system preservation and align their project and treatment selection process in accordance with those plans. As the Peer Exchange meetings demonstrated, strong pavement management programs can benefit transportation agencies tremendously. The information provided during the meetings, which is documented in this report, provides valuable insight into the practices of the participating transportation agencies and the factors that have contributed most to their success. The information is provided so that other agencies can benefit from the experience and develop strategies that enhance their own pavement management practices. KW - Asset management KW - California Department of Transportation KW - Cost effectiveness KW - Data quality KW - Decision making KW - Institutional issues KW - Investments KW - Long range planning KW - Minnesota Department of Transportation KW - New York State Department of Transportation KW - Pavement management systems KW - Pavement preservation KW - Peer exchange KW - Software KW - Strategic planning KW - Utah Department of Transportation UR - http://www.fhwa.dot.gov/asset/pmspeer/pmspeer.pdf UR - https://trid.trb.org/view/860543 ER - TY - RPRT AN - 01103418 AU - Wang, Kelvin C P AU - Gong, Weiguo AU - Hou, Zhiqiong AU - Mack-Blackwell Transportation Center AU - Research and Special Programs Administration TI - Networked Sensor System for Automated Data Collection and Analysis PY - 2008/05/07/Technical Report SP - 20p AB - This research describes the development of a real-time multi-functional system for roadway data acquisition and analysis with multiple sensors. This system, Digital Highway Data Vehicle (DHDV), combined the technologies of laser illumination based digital imaging, inertial profiling and GPS mapping into an integrated system to accomplish the multiple tasks of survey and management for roadway data. It can capture the pavement surface images, the right-of-way (ROW) color images, the roughness and rutting data at a driving speed over 100km/h (60 mph). The resolution of the pavement images is 1-mm in both longitudinal and transverse directions with the use of high resolution gray-scale line cameras. The image covers 4-meter full lane width. ROW color images are acquired with multiple high resolution color frame cameras. The pavement distress analysis and road sign inventory can be conducted in real time. The system provides a comprehensive database engine which streams various imaging and location data into the on-board computer system as the data sets become available. This research presents the designs of this comprehensive data acquisition and analysis platform with respect to multi-function, integration and automation. The reliability and efficiency of DHDV have been demonstrated in different agencies with thousands of running miles. KW - Automatic data collection systems KW - Condition surveys KW - Digital Highway Data Vehicle KW - Pavement conditions KW - Pavement performance KW - Real time information KW - Sensors UR - http://www.uark.edu/rd_engr/MBTC/Final_Report_MBTC_2077_Networked_Sensor_System_for_Automated_Data_Collection_and_Analysis.pdf UR - https://trid.trb.org/view/863020 ER - TY - RPRT AN - 01103378 AU - Wang, Kelvin C P AU - Gong, Weiguo AU - Hou, Zhiqiong AU - Mack-Blackwell Transportation Center AU - Research and Special Programs Administration TI - Automated Inventory and Analysis of Highway Assets, Phase-II PY - 2008/05/07/Technical Report SP - 21p AB - Road signs play an important role in highway system management by providing drivers and road users guidance, warning and other driving related information. Proper sign maintenance and inventory is therefore necessary. Sign inventory system is an essential tool for infrastructure management and maintenance. Currently, sign inventory is mostly conducted by human observation of the digital images of roadway scenes. Automated system would substantially improve the processing speed and accuracy of two key processing tasks, sign detection and sign classification, since the human observation of the large amount of images is tedious, error-prone and time-consuming. The research in this final report emphasizes on the study of the classification. Classification is to categorize signs into proper classes, which is important and also more difficult for automation in the automated sign inventory system. The most frequently used technique in previous research for classification is neural network. However, neural network has the local minimum problem. In addition, neural network lacks explainable inner theoretical rule which brings difficulty to fine tune the performance of the model. This research presents a method for sign classification which combines feature extraction, Support Vector Machine (SVM), and multi-class classification. SVM is a statistical learning method based on Vapnik-Chervonenkis (VC) dimension and structural minimum principle. It is supposed to overcome the aforementioned two drawbacks of neural network method. The feature extraction is accomplished by Principal Component Analysis (PCA) which reduces the dimension of the image as well as keeping the most important features. Preliminary experimental result presented in the report demonstrates that the SVM method has potential to solve the road sign classification problem. KW - Asset management KW - Classification KW - Feature extraction KW - Highways KW - Inventory KW - Maintenance KW - Statistical analysis KW - Traffic signs UR - http://ntl.bts.gov/lib/27000/27000/27002/MBTC_202097_20Final_20Report.pdf UR - https://trid.trb.org/view/863022 ER - TY - ABST AN - 01462031 TI - Technical Support for Two-Lift Paving Construction in Kansas AB - This research project is intended to demonstrate the effective use of a lower quality of aggregate in the lower layer of the 2-lift paving and the effect of using higher quality material and texturing techniques in the upper layer. The cost effectiveness of using a variety of aggregates on the project will be documented. KW - Kansas KW - Pavement layers KW - Paving KW - Paving materials KW - Research projects KW - Road construction KW - Technical support KW - Texture UR - http://www.intrans.iastate.edu/research/detail.cfm?projectID=-696405275 UR - https://trid.trb.org/view/1230251 ER - TY - RPRT AN - 01115361 AU - Hughes, Ronald G AU - Scott, Jeremy AU - Ferrara, Greg AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Estimating the Off-Network Presence of STAA Dimensioned Vehicles on North Carolina Roadways Using CMV Crash Data, 2001-2005 PY - 2008/05/06/Final Report SP - 94p AB - The present study used commercial motor vehicle crash data from North Carolina Department of Transportation's (NCDOT’s) Traffic Engineering Accident Analysis System (TEAAS) to infer the presence and relative extent of Surface Transportation Assistance Act (STAA) dimensioned vehicles operating beyond the three-mile buffer of the present STAA Truck Network in North Carolina. STAA dimensioned vehicles include trailers 53 feet or greater in length and double trailers. STAA routes in North Carolina constitute only about eight percent of all state-maintained roadway miles. The data showed that approximately 87 percent of all large truck crashes took place on STAA network roads during the period 2001-2005. While only 13 percent of large truck involved crashes took place on roads ‘off’ the network, the likelihood of any given off-network crash involving a fatality was twice that of a crash taking place on the network. Off network crashes involving large trucks are problematic for reasons other than safety, especially in metropolitan areas where operations, irrespective of crash involvement, are associated with traffic delays (due to the maneuvering/turning requirements of larger vehicles) and infrastructure damage. The report provides GIS ‘maps’ of each of the eight North Carolina State Highway Patrol (NCSHP) troop areas, the network and its three-mile buffer and the location and severity of all large truck-involved crashes reported as taking place ‘off’ the network. The report also provides a detailed description of the attributes of off-network crashes for 2001-2005 for each NCSHP troop. Several criteria were explored as a means for ranking troop areas in terms of need for STAA improvements. The report also identifies specific off-network routes at the county and troop levels having the highest numbers of crashes per mile. Recommendations are provided for ‘next steps’ as well as a plan for technology transfer and implementation. KW - Commercial vehicles KW - Crash severity KW - Crashes KW - Networks KW - North Carolina Department of Transportation KW - Size KW - Surface Transportation Assistance Act KW - Trucks UR - http://itre.ncsu.edu/VAMS/CVS/documents/STAA-Final-Report.pdf UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2007-14BFinalReport.pdf UR - https://trid.trb.org/view/873896 ER - TY - ABST AN - 01464555 TI - Research for the AASHTO Standing Committee on the Environment. Task 45. Transportation Program Responses to Greenhouse Gas (GHG) Reduction Initiatives and Energy Reduction Programs AB - The prospect of global warming caused by an increase in greenhouse gas (GHG) emissions is a major policy issue. According to the U.S. Department of Transportation (USDOT), the transportation sector is currently responsible for approximately one-quarter of GHG emissions in the United States and a majority of fuel consumption. Within the Federal-aid highway program states and metropolitan planning organizations (MPOs) have the major decision-making authority for highway construction projects and system operations. Research is needed to understand the relative GHG reduction and energy efficiency capability of transportation related strategies that States and MPOs can deliver. Research is also needed to develop a critical path for state transportation departments and MPOs to follow when participating in state or regional efforts to reduce greenhouse gas emissions and energy efficiency improvements.
KW - Air quality management KW - Energy conservation KW - Energy consumption KW - Environmental impacts KW - Greenhouse gases KW - Metropolitan planning organizations KW - Pollutants KW - Research projects KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1663 UR - https://trid.trb.org/view/1232786 ER - TY - ABST AN - 01459761 TI - Corrosion Evaluation of Post-Tensioned Tendons Embedded in Concrete Bridges AB - The Coatings and Corrosion Laboratory at Turner-Fairbank Highway Research Center of Federal Highway Administration launched an in-house corrosion study addressing a very critical durability issue related to post-tensioned concrete bridges. Currently, there are no effective non-destructive corrosion detection techniques to diagnose corrosion activities hidden inside post-tensioned tendons despite growing number of this type of bridge structures. Accelerated corrosion testing is being conducted with five 4-in. diameter and 7-10 ft. long field tendons and two mock-up laboratory specimens. Condition of the deteriorated tendon specimens will be assessed, in terms of section loss and extent of corrosion, by several experimental techniques such as Magnetic Flux Leakage (MFL) and other non destructive evaluation (NDE) methods. Reliable NDE technique(s) with accuracy and reproducibility will be identified in the end of the study. KW - Concrete bridges KW - Corrosion KW - Corrosion rate KW - Durability KW - Posttensioning KW - Research projects KW - Tendons UR - https://trid.trb.org/view/1227976 ER - TY - ABST AN - 01464581 TI - Development of Fatigue Loading and Design Methodology for High-Mast Lighting Poles AB - Recent failures of high-mast lighting poles in several states have raised questions as to the robustness and safety of the existing inventory of these structures. Fatigue failures have occurred at the base plate-to-column weld, handhole detail, and anchor rods. Several of the failed poles had been in service for less than 5 years. Based on field observations and forensic analysis of high-mast lighting poles, it is believed that wind-induced vibrations have a significant influence on the fatigue life. Neither the magnitude of the loads or the frequency of the application is understood. The current American Association of State Highway & Transportation Officials (AASHTO) specification does not adequately address these topics. Research is needed to define the fatigue loading for the safe design of high-mast lighting poles. A design methodology and specification with the associated commentary also is needed. The objectives of this research are to develop (1) loading and analysis criteria for use in the fatigue design of high-mast lighting poles and (2) a design method and specifications for high-mast lighting poles. KW - Columns KW - High mast lighting KW - Lighting columns KW - Specifications KW - Traffic safety KW - Wind UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1626 UR - https://trid.trb.org/view/1232812 ER - TY - ABST AN - 01464622 TI - Guide for Pavement-Type Selection AB - The Mechanistic Empirical Pavement Design Guide, recently developed under NCHRP Project 1-37A (http://www.trb.org/mepdg/guide.htm), presents the broad issues involved in pavement type and strategy selection.  These issues include engineering considerations (e.g., roadway/lane geometrics, roadway foundation, and roadway peripheral features); traffic considerations; environmental considerations; construction considerations (e.g., availability of local materials or contractor capabilities, recycling, and conservation of materials and energy); other considerations (e.g., performance of similar pavements in the area, adjacent existing pavements, traffic safety, incorporation of experimental features, stimulation of competition, and recognition of local industry and local government preferences); and economic considerations (e.g., life-cycle cost). However, this Guide does not identify specific procedures for comparing alternatives and making selections.  Also, recent developments in construction practices, contracting approaches, material utilization, and other factors are expected to influence the selection process and should be considered. The pavement-type selection process traditionally uses life-cycle cost analysis (LCCA) concepts to model the cost of pavement alternatives during a performance period.  However, some state departments of transportation (DOTs) have begun developing processes that provide for selection of pavement type or other highway materials through the bid process.  The selection process is then accomplished through the alternate design/alternate bidding (ADAB) procedure that allows the bidding contractors to select the pavement type that will be constructed.  There are several forms of pavement selection processes but they have not been well documented.  Also, concerns have arisen in recent years regarding the effectiveness and equity of pavement-type selection processes.  Research is needed to identify current practices, review relevant information, and develop rational processes that consider all relevant factors and thus provide a realistic means for pavement-type selection.  Also, there is a need to prepare a Guide for Pavement-Type Selection to facilitate use of these processes.  Such a Guide will help highway engineers and administrators with the task of pavement-type selection. The objective of this research is to develop a Guide for Pavement-Type Selection.  The Guide shall include processes for consideration in making decisions regarding pavement-type selection  as well as agency-based (decision is internal to the highway agency) and contractor-based (selection is made by the contractor using criteria stipulated by the agency) processes.

 

KW - Design bid build KW - Life cycle analysis KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - State departments of transportation KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1627 UR - https://trid.trb.org/view/1232854 ER - TY - ABST AN - 01462741 TI - Synthesis of Information Related to Airport Problems. Topic S04-03. Identification of the Requirements and Training to Obtain Driving Privileges on Airfields AB - During the last fifteen years the Federal Aviation Administration in conjunction with the aviation industry has placed a major emphasis on the reduction of the risk of runway incursions.  Vehicle/pedestrian deviations (VPDs) account for approximately 15 to 20 percent of the annual number of incursions.  Airport operators have the overall responsibility for determining who receives driving privileges on the airport operational areas (AOA), i.e., inside the fence, and therefore are directly connected to efforts to reduce VPDs.  The requirements that must be met to obtain driving privileges vary widely from one airport to the next.  At some airports, it may be a simple statement from the person's employer, e.g., an airline or FBO, that the person needs driving privileges.   At other airports, the person studies the airport's driving manual and then takes a written test (this is similar to the approach that many DMV's use.)  Other airports require the person to attend a classroom training session or take a computer tutorial followed by a test.  Still others may require a hands-on driving test or probationary period with an authorized driver before the employee is authorized to operate a vehicle on the AOA.  Sometimes training may be conducted using a driving simulator. Airports sometime create a tier system, i.e., drivers in the top tier are allowed to drive anywhere while drivers in lower tiers are restricted to certain areas. There are many variations to these scenarios.   This synthesis would identify the airfield driving privilege requirements across a broad spectrum of airports and obtain information on who administers the training, the training curriculum, length of training, and the cost associated with such training for both initial and recurrent training.  Background information such as number of authorized drivers on the airfield, availability of perimeter roads etc. would also be collected. The audience for this synthesis would include airport managers and those responsible for airfield safety and preventing VPDs.

 

 

KW - Airport operations KW - Airports KW - Driving KW - Driving simulators KW - Lane deviation KW - Research projects KW - Risk assessment KW - Runway incursions KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2415 UR - https://trid.trb.org/view/1230963 ER - TY - ABST AN - 01459980 TI - Dependence of HAP Emissions from Idling Aircraft on Ambient Conditions AB -

Frequently, commercial airport operators are asked to estimate the magnitude of toxic emissions from airport-related sources. These requests may come from government officials, courts or concerned community groups.  One of the key categories of potentially toxic emissions is Hazardous Air Pollutant (HAP) emissions and the most important source of airport related HAPs compounds at most commercial airports is idling jet engines.  This is because the HAPs emissions of modern jet engines are very small at power settings greater than idle.  It is therefore critical to understand the rate of HAPs emissions at low power settings.  These emissions will vary as a function of thrust setting, environmental variables (especially temperature) and engine type.  In order to properly estimate airport HAP emissions it is necessary to better understand the aircraft engine emission factors as a function of these variables.

KW - Air pollution KW - Air pollution sources KW - Air quality management KW - Aircraft KW - Aircraft exhaust gases KW - Aircraft operations KW - Airport facilities KW - Airport operations KW - Airport runways KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2424 UR - https://trid.trb.org/view/1228195 ER - TY - RPRT AN - 01152609 AU - Jeon, JongKoo AU - Rahman, M S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Fuzzy Neural Network Models for Geotechnical Problems PY - 2008/05/01/Final Report SP - 411p AB - Uncertainty, imprecision, complexity, and non-linearity are inherently associated with many problems in geotechnical engineering. The conventional modeling of the underlying systems, tend to become quite intractable and predictions from them are very difficult and unreliable. The general nature of geotechnical problems makes them ideally amenable to modeling through emerging methods of fuzzy and neural network modeling. Piles have been used as a foundation for both inland and offshore structures. The evaluation of the load carrying capacity of a pile, setup, and its drivability are important problems of pile design. In this study, Back Propagation Neural Network (BPNN) models and Adaptive Neuro Fuzzy Inference System (ANFIS) models are developed for: i) Ultimate pile capacity, ii) Pile setup, and iii) Pile drivability. A database for ultimate pile capacity and pile setup has been developed from a comprehensive literature review. Predictions for the above are made using BPNNs as well as commonly used empirical methods, and they are also compared with actual measurements. For the pile drivability analysis, a database of a number (3,283) of HP piles is developed from the data on HP piles from 57 projects in North Carolina (with both GRLWEAP data and soil profile information and without PDA and CAPWAP analyses). All of the programs are developed within MATLAB (and its toolboxes) with its Graphical User Interface (GUI). It is found that ANFIS and BPNN models for the analyses of pile response characteristics provide similar predictions, and that both are better than those from empirical methods, and can serve as a reliable and simple tool for the prediction of ultimate pile capacity and pile setup. Also, the BPNN model developed for pile drivability analysis provides good predictions. BPNN may be considered to be more efficient than ANFIS, as the BPNN model trains much faster, while both provide equally good predictions. However ANFIS models with some additional work will be more desirable for those cases in which one or more input variables may be available only in ‘fuzzy’ terms, and when the model is developed with a limited data range, because in ANFIS extrapolation beyond the data range is made through the membership functions. KW - Bearing capacity KW - Fuzzy logic KW - Geotechnical engineering KW - Neural networks KW - Pile driving KW - Pile foundations KW - Piles (Supports) UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-17FinalReport.pdf UR - https://trid.trb.org/view/913556 ER - TY - RPRT AN - 01565451 AU - Cyrus, Holly M AU - Nadel, Jess AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Light Emitting Diode Taxiway Lighting Effects on Constant Current Regulator Stability PY - 2008/05//Technical Note SP - 20p AB - This study was conducted to determine how light emitting diode (LED) taxiway edge lights affect the operation of Constant Current Regulators (CCR). Some CCRs turn off due to overvoltage or overcurrent because of LED taxiway edge lights. A test bed was developed to measure and record the voltage and current supplied to an LED taxiway edge fixture as power was applied. The test bed setup consisted of an LED taxiway edge fixture, circuit current control subsystem for constant current to the taxiway edge fixture, and a data acquisition subsystem, which collected the data for analysis. Five types of LED taxiway edge fixtures were used for the testing. The baseline incandescent taxiway edge fixture had a smooth power curve. Two of the five LED taxiway edge light fixtures showed significant peak power volt ampere (VA) loading after power-up compared to the loading during normal operation. The highest peak power VA was 163% of the nominal VA required. Based on the results of this study, the following are recommendations for future operation of LED taxiway edge lighting fixtures. (1) The peak power VA required by an LED taxiway edge lighting fixture should not exceed the nominal operating power VA by more than 10% for the fixture. When the peak load is limited to 10%, the CCR will have enough reserve capacity to support the load and should easily adjust so that it will not trip off due to an overvoltage condition. (2) The LED taxiway edge light fixture should not drop the power VA required at a given step by more than 10%. When the power VA load suddenly drops, the CCR can trip off due to overcurrent. By limiting the power VA drop to 10%, the overcurrent protection function of the CCR should easily adjust so that it will not trip off due to an overcurrent condition. KW - Airport runways KW - Light emitting diodes KW - Lighting KW - Recommendations KW - Taxiways KW - Voltage KW - Voltage regulators UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=1aed3846-2fbb-4cab-a1dd-2933abd05587&f=TN08-29.pdf UR - https://trid.trb.org/view/1355035 ER - TY - RPRT AN - 01565450 AU - Cyrus, Holly AU - Previti, Anthony J AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of Thermoplastic Marking Materials PY - 2008/05//Technical Note SP - 91p AB - Due to the harsh conditions of airport environments, frequent repainting of existing waterborne pavement markings is required. This painting is expensive and affects life-cycle costs. A thermoplastic marking material has been identified as an alternative to the existing waterborne material. The purpose of this research effort was to determine if this thermoplastic marking material is as effective as the current waterborne material in terms of its retro-reflectivity, chromaticity, friction properties, and its adherence to the airport pavement surface. Two types of thermoplastic materials were applied on asphalt and concrete surfaces at the Federal Aviation Administration William J. Hughes Technical Center and were evaluated for 1 year starting in June 2006. These materials were also applied on concrete pavement surfaces at the Newark Liberty International Airport and evaluated for 1 year starting in August 2006. One thermoplastic material was 60-mil thick with Type I and III beads and was applied on a heated surface; the other material was 90-mil thick with Type I and IV beads and was applied on cold surface. Retro-reflectivity was measured using a retroreflectometer; a spectrophotometer was used to measure chromaticity, a Dyna-Meter Pull-Off tester was used to measure adherence strength, and a Saab Surface Friction Tester was used to measure friction properties. Most measurements were taken on a monthly basis. The results showed that the retro-reflectivity characteristics of thermoplastic marking materials were acceptable. The chromaticity of the thermoplastic was within tolerance for white, red, yellow, and black. The average friction readings recorded on thermoplastic were significantly lower than those taken on bare pavement and about 50% less than waterborne paint. The adherence showed that preparation is necessary for a good bond. The tensile strength of the bond between the thermoplastic marking material and hot-mix asphalt was acceptable. The tensile strength of the bond between the thermoplastic marking material and Portland cement concrete was acceptable when an additional adhesive was applied. Based on the result of this evaluation, thermoplastic marking material is recommended for taxiways. KW - Adhesion KW - Airport runways KW - Evaluation KW - Friction KW - Newark Liberty International Airport KW - Retroreflectivity KW - Road markings KW - Taxiways KW - Tensile strength KW - Thermoplastic materials UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=b6f7c429-ef03-44f8-b0fb-6d951c12919a&f=TN08-22.pdf UR - https://trid.trb.org/view/1354998 ER - TY - RPRT AN - 01523707 AU - Koros, Anton AU - McAnulty, D M AU - Beck, Bryan AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Recommended Layouts for the En-Route Area Supervisor Work Space PY - 2008/05//Technical Note SP - 66p AB - Over the past decade, the Supervisor Work Space (SWS) at Air Route Traffic Control Centers (ARTCCs) has evolved to include as many as eight computer-based systems and other legacy equipment, paper reference materials, and supplies. Researchers from the Federal Aviation Administration Human Factors (HF) Team surveyed supervisors regarding equipment usage, location, and placement issues. Supervisors from 20 ARTCCs responded. The supervisors reported using computer systems approximately 50% of the time during a typical shift. They noted that their work spaces were cluttered, that placement of some systems made it difficult to see monitors or to access input devices, and that it was difficult to maintain the equipment. The HF researchers identified two common SWS layouts: (a) one layout in which the supervisor was seated in the main aisle looking into the operations area and (b) an alternate layout in which the supervisor was seated inside the operations area. The researchers developed baseline virtual reality models of the SWS based on HF guidelines and satisfactory aspects of existing work spaces. A working group of operational supervisors reviewed the baseline models and developed recommended layouts for the exterior, interior, and centralized command models of the en route area SWS. KW - Air route traffic control centers KW - Air traffic control KW - Air traffic controllers KW - Human factors KW - Recommendations KW - Supervisors KW - Surveys KW - Workplace layout UR - http://hf.tc.faa.gov/publications/2008-recommended-layouts/full_text.pdf UR - https://trid.trb.org/view/1307211 ER - TY - RPRT AN - 01483307 AU - Nebraska Department of Roads AU - Federal Highway Administration TI - 2007 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways PY - 2008/05 SP - 294p AB - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2007. Of these 61 locations, 38 are on rural state and federal highways, 8 on low volume rural roads, 2 on city streets in Grand Island, 3 on city streets in Lincoln, 7 on city streets in Omaha, 1 on the Interstate in South Sioux City, 1 on a city street in Scottsbluff, and 1 on a city street in Holdrege. Most of the machines have been converted to collect data on vehicle type, not just volume. As a result, continuous classification data is available at the majority of the stations. Short-term manual vehicle classification data was collected during 2007 at many of the remaining permanent continuous traffic counters. A traffic counter detects each passing vehicle and records hourly totals electronically. This information is retrieved periodically over the telephone lines by the Planning and Project Development Division of the Nebraska Department of Roads. Here the information is processed into Average Daily Traffic (ADT) figures. Some of the uses of these ADT values are determination of design standards, classification of highways, development of improvement programs and safety programs. Another important use of the information provided by these permanent traffic counters is to adjust many statewide 24- and 48-hour machine counts and 8-hour manual counts to annual average daily traffic volumes. KW - Average daily traffic KW - Nebraska KW - Traffic counts KW - Traffic data KW - Traffic volume KW - Vehicle classification UR - http://nlc1.nlc.state.ne.us/epubs/R6000/S009-2007.pdf UR - https://trid.trb.org/view/1251973 ER - TY - RPRT AN - 01457041 AU - Phares, Brent M AU - Ceylan, Halil AU - Souleyrette, Reginald AU - Smadi, Omar AU - Gopalakrishnan, Kasthurirangan AU - Iowa State University, Ames AU - Federal Highway Administration AU - Iowa Department of Transportation TI - Development of a High Speed Rigid Pavement Analyzer – Phase I Feasibility and Need Study PY - 2008/05//Final Report SP - 58p AB - The long-term goal of this effort is to develop a device that will measure, at highway speeds, pavement structural condition which is known to impact the performance of portland cement concrete (PCC) and composite pavements. Such a system needs to be able to process the collected measurements into an immediately usable form in near real-time. It is believed that the recent improvements in computers, laser measuring devices, and similar technologies will make the development of such a system possible. The goal of the work specifically described herein is to, in fact, determine if the required technologies exist and to what extent a market exists for such a device. The proposed research project will investigate the feasibility and practicality of developing a device for measuring the structural condition of PCC and composite pavements. KW - Composite pavements KW - Condition surveys KW - Measuring instruments KW - Portland cement concrete KW - Rigid pavements KW - Technological innovations UR - http://www.pooledfund.org/Document/Download/1338 UR - http://www.pooledfund.org/Document/Download/3854 UR - https://trid.trb.org/view/1224272 ER - TY - RPRT AN - 01454503 AU - Tarko, Andrew P AU - Kwasniak, Andrew AU - Ramos, Jorge AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Knowledge-Based System to Support Site Investigation for Safety Improvement PY - 2008/05//Final Report SP - 306p AB - Specialists in transportation and other areas of engineering are trying to improve road safety. The most difficult part is determining the road features, driver behaviors, and vehicular failures that unduly increase the risk of crash. To help INDOT safety investigation teams, a previous research project developed a prototype Road Safety Investigation Tool (RSIT) for two-way stop-controlled intersections. The research summarized here has evaluated the prototype RSIT and has developed a new version RSIT2 that has incorporated the findings of the evaluation. The evaluation of the RSIT prototype confirmed usefulness of the proposed methodology. The tool has been applied to two two-way stop-controlled intersections by a team of non-experts. The two sites have been previously investigated by experts using the standard approach. The safety investigation outcomes obtained by both the teams indicate strong similarities. The proposed RSIT method helped non-experts identify additional road hazards confirmed later by the experts’ team. RSIT has been found decreasing the required investigation team size and time as well as being useful as a training tool. RSIT presents the logical connections between driver behaviors, road elements and environment conditions. RSIT2 is the next version of the RSIT method. The knowledge base developed for RSIT 2 includes all the major types of roads in Indiana: a) all-way stop-controlled intersection, b) road segment, c) railroad crossing, and d) signalized intersection, and e) improved two-way stop-controlled intersections. The RSIT 2 method uses the rule-based structure converted to a dynamic checklist that adjusts in real-time to the investigation progress. A friendly graphic-user interface has been developed together with a knowledge base editor to allow updating the knowledge base by the user. Finally, a novel technique of ranking safety countermeasures was developed and applied. KW - Crash causes KW - Crash risk forecasting KW - Expert systems KW - High risk locations KW - Highway safety KW - Intersections KW - Prototypes KW - Safety audits KW - Safety engineering UR - http://dx.doi.org/10.5703/1288284314304 UR - https://trid.trb.org/view/1218775 ER - TY - RPRT AN - 01343655 AU - Parker, Robert AU - Johnson, Bethany AU - University of Oregon, Eugene AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Linking Experiential Education to Community Transportation Planning PY - 2008/05//Final Report SP - 21p AB - This Oregon Transportation Research and Education Consortium (OTREC) education project links experiential education with local transportation planning through a collaborative partnership between the University of Oregon and the City of Eugene. The Community Planning Workshop (CPW) is an experiential/service learning program affiliated with the Department of Planning, Public Policy and Management at the University of Oregon. Through this service learning program, graduate students learn professional planning skills while assisting communities in actual planning and policy projects. The project results include: (1) a completed City of Eugene Bicycle and Pedestrian Strategic Plan; (2) the development of a rich, cross-disciplinary, experiential learning opportunity that could be replicated in other universities; and (3) a case study describing the methods used to integrate experiential learning into transportation planning processes as well as lessons learned. Recognizing the need to create a vehicle to share the results of this project, CPW created a website targeted to communities and universities. Community members, city staff, and/or university faculty can go to this site and download the strategic plan to use as an example for their own community, or download CPW’s service learning curriculum and/or a case study about lessons learned from this project. This website will host all deliverables from University of Oregon OTREC projects related to service learning. KW - Bicycle travel KW - Case studies KW - City planning KW - Education KW - Eugene (Oregon) KW - Lessons learned KW - Partnerships KW - Pedestrians KW - Strategic planning KW - Transportation planning KW - University of Oregon KW - Websites (Information retrieval) UR - http://otrec.us/project/51 UR - https://trid.trb.org/view/1106025 ER - TY - RPRT AN - 01334240 AU - Wang, Yinhai AU - Cheevarunothai, Patikhom AU - Hallenbeck, Mark AU - University of Washington, Seattle AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Quantifying Incident-Induced Travel Delays on Freeways Using Traffic Sensor Data PY - 2008/05//Final Research Report SP - 76p AB - Traffic congestion is a major operational problem for freeways in Washington State. Recent studies have estimated that more than 50 percent of freeway congestion is caused by traffic incidents. To help the Washington State Department of Transportation (WSDOT) identify effective countermeasures against such congestion-inducing incidents, a thorough understanding of travel delays caused by incidents is essential. By using traffic data extracted from archived loop detector measurements and incident log data recorded by the WSDOT Incident Response (IR) team, this research project developed a new algorithm for quantifying travel delays produced by different incident categories. The algorithm applies a modified deterministic queuing theory to estimate incident-induced delay by using 1-minute aggregated loop detector data. Incident-induced delay refers to the difference between the total delay and the recurrent travel delay at the time and location influenced by the incident. The uniqueness of the delay calculation in this study is the use of a dynamic traffic-volume-based background profile, which is considered a more accurate representation of prevailing traffic conditions. According to the test results, the proposed algorithm can provide good estimates for incident-induced delay and capture the evolution of freeway traffic flow during incident duration. Because actual traffic data measured by loop detectors were used in this study to compute vehicle arrival and departure rates for delay calculations, the estimated incident-induced delay should be very close to the reality. Additionally, the proposed algorithm was implemented in the Advanced Roadway Incident Analyzer (ARIA) system. ARIA is a database-driven computer system that automates all the computational processes. More accurate incident delay information will help WSDOT improve its understanding of congestion-inducing incidents and select more effective countermeasures against incident-related traffic congestion on freeways. KW - Advanced Roadway Incident Analyzer KW - Algorithms KW - Freeways KW - Loop detectors KW - Queuing theory KW - Traffic congestion KW - Traffic data KW - Traffic delays KW - Traffic flow KW - Traffic incidents KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/700.1.pdf UR - https://trid.trb.org/view/1097561 ER - TY - RPRT AN - 01160030 AU - Gucunski, Nenad AU - Rascoe, Carl D AU - Maher, Ali AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Rutgers/NJDOT Pavement Resource Program (NJDOT Statewide GPR Project Network GPR Data Collection and Analysis Update of HPMA GPR Database) PY - 2008/05//Final Report SP - 28p AB - The Center for Advanced Transportation Infrastructure (CAIT) of Rutgers University is mandated to conduct Ground Penetrating Radar (GPR) surveys to update the New Jersey Department of Transportation's (NJDOT’s) pavement management system (PMS) with GPR measured pavement layer thicknesses. Based on the reviewof the GPR data currently in the pavement management system, it has been identified that 2328 miles of pavement have “No GPR Data” and 1550 miles of pavement have data with“Gaps”. Gaps generally refer to missing portions of data of about 50 to 100 ft in length. The number and distribution of Gaps vary. In some cases, the sections with Gaps contain adequate GPR information to interpolate thicknesses between the Gaps. For the purpose of this work plan, the section with “No GPR Data” are considered to be of the highest priority. As a part of the PMS project, GPR surveys were conducted at locations throughout New Jersey. Interpretations of the survey information were conducted for network-level pavement management purposes. The objective of the work was to provide NJDOT with information obtained by the GPR survey regarding pavement structure and layer properties (thickness, dielectric, etc.) to aid at decision-making, improvement of falling weight deflectometer (FWD) backcalculation or characterization of pavement thickness variability over potential project sections. KW - Data gaps KW - Ground penetrating radar KW - Missing data KW - New Jersey KW - Nondestructive tests KW - Pavement layers KW - Pavement management systems KW - Pavements KW - Thickness UR - http://cait.rutgers.edu/files/166-RU9309_0.pdf UR - https://trid.trb.org/view/920571 ER - TY - RPRT AN - 01159703 AU - Letchford, Christopher J AU - Cruzado, Hector AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Full-Scale Controlled Tests of Wind Loads on Traffic Signal Structures PY - 2008/05//Technical Report SP - 56p AB - The wind-induced vibrations of the mast arm of cantilever traffic signal structures can lead to the fatigue failure of these structures. For this project, both full-scale and wind tunnel tests were conducted to study the behavior of the structures. Results of these experiments indicated that when the signals have backplates, vortex shedding can cause large-amplitude vibrations that may lead to fatigue failure. These results contradict what has been generally accepted by other researchers: that galloping is the main cause for the fatigue inducing vibrations and that vortex shedding is of no relevance in this type of structure. As a result of this research, a methodology to estimate the fatigue life of these structures was developed. Using the climatology of the region, the methodology was applied as a risk assessment model to traffic signal structures of the city of Lubbock. Guidance is given on how life-cycle cost analysis can be applied to the structures. KW - Backplates (Traffic signals) KW - Cantilevers KW - Failure KW - Fatigue (Mechanics) KW - Fatigue life KW - Life cycle costing KW - Lubbock (Texas) KW - Mast arms (Traffic signals) KW - Risk assessment KW - Structural supports KW - Traffic signal supports KW - Traffic signals KW - Vibration KW - Vortex shedding KW - Wind UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-4586-3_final.pdf UR - https://trid.trb.org/view/920234 ER - TY - RPRT AN - 01158177 AU - Federal Aviation Administration AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Instrument Landing System (ILS) at the Mount Washington Regional Airport - Whitefield, NH PY - 2008/05//Feasibility Study Report SP - 45p AB - The Federal Aviation Administration (FAA) entered into a Reimbursable Agreement with the New Hampshire Department of Transportation, Division of Aeronautics to investigate the feasibility of establishing a full Instrument Landing System (ILS) on Runway 10 at the Mount Washington Regional Airport in Whitefield, New Hampshire. The purpose of the study was to evaluate whether a full ILS system could be successfully sited at the Airport given the terrain and airfield layout limitations, and to provide a cost estimate for the project. The FAA determined that an End Fire Glide Slope (EFGS) can be properly sited and would provide the best results for a precision approach when combined with new Localizer and DME antenna systems. The FAA recommends proceeding to field test and flight check the full EFGS antenna system to verify the math modeling engineering analysis. Cost estimates are provided in section 9 of this report. KW - Antennas KW - Cost estimating KW - End fire glide slope KW - Instrument landing systems KW - Layout KW - Mount Washington Regional Airport KW - Terrain KW - Whitefield (New Hampshire) UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/14282p.htm UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282P.pdf UR - https://trid.trb.org/view/918741 ER - TY - RPRT AN - 01150497 AU - Federal Aviation Administration TI - Air Traffic Organization: Safety Management System Manual PY - 2008/05 SP - 173p AB - In support of the effort to provide a safer National Airspace System (NAS) using the Safety Management System (SMS), this manual describes the Air Traffic Safety Oversight Service (AOV) safety requirements and responds to International Civil Aviation Organization (ICAO) safety process requirements for the Air Traffic Organization (ATO). The manual also provides guidance, processes, and tools to ATO personnel for managing the safety of the NAS, building on existing ATO safety management capabilities. This manual was created to provide specific operational process information to support the daily activities of ATO employees. It describes the functions, components, and principles of the SMS and provides the guidance to apply them effectively. ATO Order JO 1000.37, Air Traffic Organization Safety Management System, requires the use of the current version of the ATO SMS Manual and the safety standards defined in it. KW - Air traffic KW - Air traffic control KW - Air Traffic Organization KW - Air transportation KW - Aviation safety KW - National Airspace System KW - Policy KW - Quality assurance KW - Risk assessment UR - http://www.faa.gov/air_traffic/publications/media/ATOSMSManualVersion2-1_05-27-08_Final.pdf UR - https://trid.trb.org/view/912579 ER - TY - RPRT AN - 01144478 AU - Federal Highway Administration TI - Swiss Heavy Goods Vehicle Control Sites Peer Exchange Meeting PY - 2008/05//Final Report SP - 17p AB - On February 19, 2008, a peer exchange meeting was held in Glendale, Arizona with the intent of exchanging information on technology-based approaches supporting commercial motor vehicle enforcement. Meeting attendees included transportation and law enforcement officials from Switzerland and U.S. counterparts in the states of Arizona and Washington and at the federal level. During the meeting, U.S. representatives described vehicle size and weight management procedures and practices at the federal and state levels. Similarly, Swiss representatives provided an overview of vehicle size and weight management policies and procedures in Switzerland, concluding with a description of their Heavy Goods Vehicle (HGV) Control Sites. Dr. Jodi Carson, Texas Transportation Institute, presented the results of the 2006 European Commercial Motor Vehicle Size and Weight Enforcement Scan Tour, providing a comparative perspective between U.S. and Swiss (and broader European) vehicle size and weight management policies and procedures. This document summarizes the information that was presented and exchanged among meeting attendees. KW - Arizona KW - Commercial vehicles KW - Freight transportation KW - Peer exchange KW - Size and weight regulations KW - Switzerland KW - Trucks KW - Vehicle size KW - Vehicle weight UR - http://ntl.bts.gov/lib/30000/30800/30825/swisspeerexchgmtg.pdf UR - https://trid.trb.org/view/904398 ER - TY - RPRT AN - 01135396 AU - Maritime Administration TI - U.S. Water Transportation Statistical Snapshot PY - 2008/05 SP - 32p AB - It is the mission of the Maritime Administration to strengthen the U.S. water transportation system, including infrastructure, industry, and labor, to meet the economic and security needs of the Nation. The U.S. water transportation industry serves the needs of both foreign and domestic commerce. It comprises companies that carry freight or passengers on the open seas or inland waterways, offer towing services, charter vessels, and operate canals and terminals. The U.S. water transportation industry is in a period of renewal and expansion with major changes in trades, fleets, gross output and employment. The following snapshot highlights the major changes that have occurred over the last five years. KW - Data collection KW - Economic indicators KW - Employment KW - Infrastructure KW - Inland water transportation KW - International trade KW - Liquefied natural gas KW - Maritime industry KW - Ships KW - Statistical analysis KW - Trade KW - Water transportation UR - https://trid.trb.org/view/892111 ER - TY - RPRT AN - 01135311 AU - Research and Innovative Technology Administration TI - Key Transportation Indicators, May 2008 PY - 2008/05 SP - 21p AB - This report is intended to provide timely, easily accessible information for the transportation community. It was developed by the Bureau of Transportation Statistics (BTS) of the U.S. Department of Transportation (DOT), and is updated each quarter on the BTS website. The indicators fall under two broad categories: those that provide context about the economy and society in which transportation functions, and those that convey information about an aspect of transportation. To the extent possible, these latter indicators are transportation-wide in scope; however, some apply to only part of the transportation system. Reference tables at the beginning of the document provide key statistics about U.S. social and KW - Air travel KW - Amtrak KW - Canada KW - Economic indicators KW - Fatalities KW - Fuel prices KW - Indicators (Instruments) KW - Mexico KW - On time performance KW - Public transit KW - Railroad travel KW - Ridership KW - Safety KW - Transportation UR - http://www.bts.gov/publications/key_transportation_indicators/may_2008/index.html UR - http://www.bts.gov/publications/key_transportation_indicators/may_2008/pdf/entire.pdf UR - https://trid.trb.org/view/894270 ER - TY - RPRT AN - 01135289 AU - Zinke, Scott AU - Mahoney, J AU - Schaffer, G AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Use of a Notched Wedge Joint in Connecticut Pilot Projects, Phase 1 Interim Report, Summary 2006 PY - 2008/05 SP - 36p AB - Performance of Hot Mix Asphalt (HMA) longitudinal joints have been an item of increasing scrutiny in Connecticut. The traditional butt joint has typically been the method used in Connecticut. These joints have been reportedly opening up creating a longitudinal crack at the joint thus contributing significantly to the premature failure of the wearing surface. It has been widely speculated that alternative longitudinal joint construction methods could be employed to reduce the rate at which joints fail. Here, the Notched Wedge Joint is investigated. Two resurfacing projects were constructed in Connecticut during the 2006 paving season that utilized the notched wedge joint construction method. These projects were investigated as to their nuclear density and volumetric density from cut cores along the longitudinal joints. KW - Connecticut KW - Cores (Specimens) KW - Hot mix asphalt KW - Longitudinal joints KW - Notched wedge joints KW - Nuclear density gages KW - Pavement design KW - Pavement performance KW - Resurfacing UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2249-1-07-3.pdf UR - https://trid.trb.org/view/894316 ER - TY - RPRT AN - 01135264 AU - Federal Highway Administration TI - Monthly Motor Fuel Report by States, December 2007 PY - 2008/05 SP - 17P AB - Based on reports of 40 Entities, gasoline consumption for January - December 2007 changed by 0.2 percent compared to the same period in 2006. The gasoline volume shown in this report is a cumulative tabulation of gross volume reported by wholesale distributors to State motor fuel tax agencies. It includes highway use, nonhighway use and losses. There is a lag of up to 6 weeks between the wholesale transactions reported and retail sales to consumers. Travel trends are reported monthly in Traffic Volume Trends based on actual traffic counts at permanent traffic recorders operated by the State highway agencies and reflect highway use of fuel. The vehicle-miles reported include all vehicles, regardless of fuel type. While data in both reports reflect changes in trends, large monthly changes can be caused by exceptional weather conditions, variations in timing of holidays, or processing delays. KW - Energy conservation KW - Energy consumption KW - Fuel taxes KW - Gasoline KW - Motor fuels KW - Traffic delays KW - Traffic distribution KW - Traffic volume KW - Weather conditions KW - Wholesale trade UR - https://trid.trb.org/view/894303 ER - TY - RPRT AN - 01135235 AU - Feuerberg, Gary AU - Research and Innovative Technology Administration TI - Uncovering Trends in Seasonal Transportation Data: New Tool Analyzes Airline Revenue Passenger-Mile Trend Data PY - 2008/05 SP - 6p AB - Transportation activity often varies appreciably from month to month and season to season, making it difficult to discern from the data whether the overall trend for the activity is increasing, unchanging, or decreasing. Traditionally, analysts adjust data to compensate for these fluctuations; however, conventional methods of controlling seasonal factors can be limiting particularly when viewing trends over many years or months. But by eliminating the seasonal influence, rather than simply controlling for it, decades of data can be grasped at a glance. In October 2004, the Bureau of Transportation Statistics (BTS) began to remove the seasonal fluctuation in the data used in its monthly Transportation Services Index (TSI). And, although the approach for removing seasonal factors from airline revenue passenger-miles (RPMs) is examined here, this same approach can be used for most data series that show strong seasonal variation. KW - Air transportation KW - Fluctuations KW - Passenger transportation KW - Revenue miles KW - Revenues KW - Seasonal activity patterns KW - Seasonal variations KW - Seasons KW - Statistical analysis UR - http://www.bts.gov/publications/bts_technical_report/2008_003/html/entire.html UR - http://ntl.bts.gov/lib/35000/35400/35445/Trends.pdf UR - https://trid.trb.org/view/892112 ER - TY - RPRT AN - 01131612 AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems (IVBSS) Phase I Interim Report PY - 2008/05//Progress Report SP - 126p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two-phase cooperative research program being conducted by an industry team led by the University of Michigan Transportation Research Institute. The goal of the IVBSS program is to assess the safety benefits and driver acceptance associated with a prototype integrated crash warning system designed to address rear-end, road departure, and lane change/merge crashes on light vehicles and heavy commercial trucks. This report describes accomplishments and progress made during Phase I of the program (November 2005 to April 2008). Activities during Phase I focused on system specification, and design, development, and construction of prototype vehicles. KW - Commercial vehicles KW - Crash avoidance systems KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Lane changing KW - Light vehicles KW - Merging traffic KW - Prototypes KW - Ran off road crashes KW - Rear end crashes KW - Specifications KW - Vehicle safety UR - http://ntl.bts.gov/lib/30000/30800/30868/14434.pdf UR - https://trid.trb.org/view/891784 ER - TY - RPRT AN - 01128960 AU - Nassif, Hani AU - Aktas, Kagan AU - Najm, Husam AU - Suksawang, Nakin AU - El-Khoury, Raymond AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Self Consolidating Concrete (Phase I & II) PY - 2008/05//Final Report SP - 60p AB - This report summarizes the two-phase research on Self-Consolidating Concrete (SCC) in New Jersey. Phase I involves collecting actual field SCC mixes that were used for casting non-structural concrete components such as tee walls and noise walls. In addition, laboratory mixes were also made to evaluate the mechanical properties and the durability of SCC with various pozzolanic materials. In Phase II, the feasibility of using SCC in drilled shaft construction was evaluated on the new viaduct construction at the intersection of the GSP/I280 near Newark, NJ. SCC was used in the drilled shaft foundations of this project as part of the NJDOT’s SCC implementation plan with support from the Innovative Bridge Research and Construction Federal program. Fresh mix tests as well as visual inspection were performed; and specimens were collected to perform laboratory tests. All three shafts were instrumented with temperature sensors and cross-hole sonic logging (CSL) along the shaft length. Results from Phase I and II showed that SCC can be successfully made using viscosity modified admixture (VMA) or solely using superplasticizer (namely the polycarboxilate type) by properly adjusting the paste volume and coarse to fine aggregate ratios. SCC can also be made to equivalently match the mechanical properties and durability of high-performance concrete (HPC) by substituting portland cement with pozzolans and other cementitious materials. Furthermore, based on the observations of the field mixes, more fundamental knowledge on SCC needs to be disseminated to the contractor. It is recommended that the spread test be used in the field for classifying the fresh concrete properties of SCC as a screening test. For more quantitative results, it is recommended that the spread test be used in conjunction with other segregation tests, such as the J-ring test in order to determine the consistency of the mix. KW - Admixtures KW - Drilled shafts KW - Durability KW - Laboratory tests KW - Mechanical properties KW - Pozzolan KW - Self compacting concrete KW - Superplasticizers UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2007-021.pdf UR - https://trid.trb.org/view/889131 ER - TY - RPRT AN - 01128371 AU - Hamilton, David AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Traffic Forecasting Report - 2007 PY - 2008/05//Final Report SP - 64p AB - This is the sixth edition of the Traffic Forecasting Report (TFR). This edition of the TFR contains the latest (predominantly 2007) forecasting/modeling data as follows: Functional class average traffic volume growth rates and trends; Vehicle miles traveled statewide total by functional class; Automatic Traffic Recorder (ATR) locations, K-factors, and ADTs; Functional class average K-factors and D-factors; Functional class average truck volumes, truck percentages, ESAL calculation factors, and vehicle types; Kentucky Statewide Model Summary; List of MPO (urbanized) and county-level models; Socioeconomic data sources for models and summary of MUG (model users group) meetings; ADT and DHV count factors; Hourly volume percentage by functional class; Kentucky population projections by county; and Traffic volume growth rates by county and functional class. KW - Automatic traffic recorders KW - Average daily traffic KW - Design hourly volume KW - Equivalent single axle loads KW - Kentucky KW - Population forecasting KW - Traffic data KW - Traffic forecasting KW - Traffic volume KW - Trend (Statistics) KW - Truck traffic KW - Vehicle miles of travel UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_06_PL_14_07_1F.pdf UR - https://trid.trb.org/view/888871 ER - TY - RPRT AN - 01127117 AU - Raeburn, Christopher L AU - Monkul, M Murat AU - Pyles, Marvin R AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluation of Corrosion of Metallic Reinforcements and Connections in MSE Retaining Walls PY - 2008/05//Final Report SP - 41p AB - Mechanically Stabilized Earth (MSE) retaining walls have become the dominant retaining wall system on Oregon Department of Transportation (ODOT) projects. The permanent MSE walls constructed on ODOT projects, in recent years, use metallic reinforcements and facing connections buried directly in the backfill soil. Accelerated deterioration of these structural elements would have serious financial and safety impacts for the Department. Classical MSE wall design incorporates an estimate of deterioration of reinforcement by corrosion. Monitoring of actual corrosion performance, however, is an important element of managing the current inventory of MSE walls. Monitoring could answer key questions that can provide for the best management of the existing walls, and provide feedback to the design process for future installations. This report details a literature review of methods for estimating and measuring deterioration of structural reinforcing elements in both concrete and MSE walls. It also presents a selected history of metallic reinforcement design specification and utilization. A listing of the MSE walls that can be identified in the ODOT Bridge Data System is included. KW - Corrosion KW - Design KW - Deterioration KW - Literature reviews KW - Mechanically stabilized earth KW - Monitoring KW - Reinforcement (Engineering) KW - Retaining walls KW - Specifications KW - Structural connection UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/MSE_Retaining_Walls.pdf UR - https://trid.trb.org/view/887769 ER - TY - RPRT AN - 01123429 AU - Huijser, Marcel P AU - Kociolek, Angela V AU - Oechsli, Lauren AU - Galarus, Doug E AU - Western Transportation Institute AU - Board of Blaine County Commissioners AU - Federal Highway Administration TI - Wildlife Data Collection and Potential Highway Mitigation Along State Highway 75, Blaine County, Idaho PY - 2008/05//Research Report SP - 141p AB - This report investigates historic and recent road mortality data (mostly for mule deer and elk) along a 26 mi. long road section of S.H. 75 in Blaine County, Idaho (between Timmerman Jct (Jct with Hwy 20) and the Trail Creek Bridge in Ketchum, Idaho). The project aimed to review potential mitigation measures (presented in a separate report), and to collect and analyze historic and current wildlife-vehicle collision (WVC) data and provide advice on potential mitigation measures, including animal detection systems (this report). Road mortality data were collected by the Idaho Department of Transportation (carcass data), the Idaho Highway Patrol (wildlife accident data), the Western Transportation Institute and the public. The public was asked to enter road mortality data as well as live animals observed in a web based database. The minimum number of road killed deer and elk along the 26 mi. long road section was estimated at 134 in 2007, a sharp increase over previous years (25-40), most likely because of increased search and reporting effort. The road mortality data were used to identify road sections that had the highest number of road-killed mule deer and elk: between mile post 118.4 and 119.1, just north of Hailey. This section was reviewed with regard to the suitability for the installation of an animal detection system. Based on the projected costs and benefits of animal detection systems, the benefits of an animal detection system at the location described above may be much greater than the costs for such a system. Furthermore, different systems and their characteristics are discussed with regard to their potential implementation at the road section identified above. Finally, six options are presented with regard to the implementation of mitigation measures for the road section concerned. These include, but are not limited to, animal detection systems. KW - Animal detection systems KW - Animal vehicle collisions KW - Benefit cost analysis KW - Countermeasures KW - Crash data KW - Data collection KW - Deer KW - Detection and identification systems KW - Elk KW - Fatalities KW - Habitat (Ecology) KW - Highway safety KW - Idaho KW - Road kill KW - Traffic crashes KW - Wildlife KW - Wildlife crossings UR - http://www.wti.montana.edu/ForceDownloadHandler.ashx?name=4W1403_Final_Mitigation_Report.pdf UR - https://trid.trb.org/view/884620 ER - TY - RPRT AN - 01122968 AU - Tao, Mingjiang AU - Abu-Farsakh, Murad Yusuf AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Effect of Drainage in Unbound Aggregate Bases on Flexible Pavement Performance PY - 2008/05//Final Report SP - 65p AB - It has been well demonstrated that a positive subsurface drainage is beneficial in enhancing pavement performance and thus extending pavement service life. Typical permeable base materials include asphalt/cement-treated, open-graded aggregates and unbound aggregates. Although asphalt/cement-treated, open-graded permeable bases perform well based on the past engineering practice, they are expensive solutions and less desirable for some roadways when compared to unbound aggregates, especially for low- to medium-volume roadways. In these situations, it is possible to use a properly graded unbound aggregate that is adequately drainable and structurally stable during the construction and service lifetime after the roadway is open to traffic. This study is to determine a proper/optimum gradation by conducting laboratory testing for unbound aggregates of Mexican limestone that are commonly used in Louisiana highways. However, there is trade-off between structural stability and permeability of unbound aggregates. The increase of permeability is often at the cost of structural stability or vice verse. Therefore, the criteria for selecting an optimum gradation are: (1) an adequate permeability to drain the infiltrated-water from the pavement as quickly as possible; and (2) a sufficient structural stability to support the traffic loading. The permeability of unbound aggregate is quantified by its saturated hydraulic conductivity while its structural stability is characterized by various laboratory tests on the strength, stiffness, and permanent deformation of the material. A series of laboratory tests, including constant-head permeability, California Bearing Ratio (CBR), Dynamic Cone Penetrometer (DCP), tube suction (TS), monotonic load traiaxial tests, and repeated load triaxial (RLT) tests, were conducted on Mexican limestone with different gradations. The gradations under investigation include coarse and fine branches of Louisiana class II gradation, New Jersey gradation medium, and an optimum gradation (fine and coarse branches). The optimum gradation is the result of a series of laboratory trial-error tests. The results from laboratory tests indicate that: (1) the coarse branch of Louisiana class II gradation outperform the fine counterpart in terms of permanent deformation and hydraulic conductivity; (2) CBR and DCP values may not be good properties to differentiate performance of unbound aggregate with different gradations; and (3) an optimum gradation is identified, which outperforms current Louisiana class II base gradation in terms of both structural stability and permeability. KW - Aggregate gradation KW - Base course (Pavements) KW - California bearing ratio KW - Cone penetrometers KW - Drainage KW - Flexible pavements KW - Laboratory tests KW - Limestone aggregates KW - Open graded aggregates KW - Permeability KW - Permeability coefficient KW - Stability (Mechanics) KW - Structural stability KW - Unbound aggregate base courses KW - Unbound aggregates UR - http://www.ltrc.lsu.edu/pdf/2009/fr_429.pdf UR - http://ntl.bts.gov/lib/55000/55900/55975/LA-FR_429.PDF UR - https://trid.trb.org/view/884596 ER - TY - RPRT AN - 01122966 AU - Rasmussen, Ben AU - Boston Metropolitan Planning Organization, CTPS AU - Federal Highway Administration TI - Carbon Dioxide, Climate Change, and the Boston Region MPO: A Discussion Paper PY - 2008/05 SP - v.p. AB - Climate change will likely have significant impacts on the Boston region. If climate trends continue as projected, the climate and weather patterns in Boston at the end of this century will look more like those now found in Richmond, Virginia, or Atlanta, Georgia. More severe weather events, a rise in sea level coupled with storm-induced flooding, and warmer temperatures would impact the region's infrastructure, economy, human health, and natural resources. Greenhouse gases (GHG) contribute to climate change, and 84% of the United States' GHG emissions are composed of carbon dioxide (CO2), a common emission from motor vehicles and the burning of fossil fuels. In Massachusetts, transportation sources emit more CO2 than any other sources. Transportation planning policies and decision-making can affect a reduction in the transportation sector's CO2 emissions. To have a significant effect, however, some important considerations and trade-offs must be faced. Improving mobility for alternative mode users, particularly transit, may result in reduced mobility for motorists. For example, shifts in investments to increase transit mode split may reduce funding for highway projects. The purpose of this document is threefold. Part I provides the Boston Region Metropolitan Planning Organization (MPO) with an overview of climate change and its local impacts. Part II provides a summary of the MPO's plans and programs that are already resulting in the reduction of GHG emissions. Part III provides specific potential "next step" actions to deliberately continue existing programs or start additional GHG-reducing initiatives. KW - Boston (Massachusetts) KW - Boston Region Metropolitan Planning Organization KW - Carbon dioxide KW - Climate change KW - Decision making KW - Greenhouse gases KW - Transportation planning KW - Transportation policy UR - http://www.fhwa.dot.gov/planning/metro/bostmpo.htm UR - https://trid.trb.org/view/884570 ER - TY - RPRT AN - 01120273 AU - Research and Innovative Technology Administration TI - White House Economic Statistics Briefing Room Transportation, May 2008 PY - 2008/05 SP - 21p AB - This report presents information on more than 20 trends. Compiled monthly from multiple sources, the indicators fall under two broad categories, those that provide context about the economy and society in which transportation functions, and those that convey information about an aspect of transportation. To the extent possible, these latter indicators are transportation-wide in scope; however, some apply to only part of the transportation system. Reference tables at the beginning of the document provide key statistics about U.S. social and economic characteristics, and about the extent of the transportation system. KW - Domestic transportation KW - Economic and social factors KW - Economic indicators KW - Finance KW - Financial analysis KW - Information systems KW - Information technology KW - Statistical analysis KW - Transportation KW - Transportation planning KW - Vehicle miles of travel UR - http://www.bts.gov/publications/white_house_economic_statistics_briefing_room/may_2008/pdf/entire.pdf UR - https://trid.trb.org/view/880405 ER - TY - RPRT AN - 01118731 AU - Cooley, L Allen AU - James, Robert S AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Hot Mix Asphalt Mix Selection Guide for Mississippi PY - 2008/05//Final Report SP - 56p AB - Mississippi’s roadway system is vital to the state’s economy. As time passes, new and/or improved roadways will be needed in order to attract and hold industry. Hot mix asphalt constitutes the material used to construct and maintain the vast majority of roadways in Mississippi. However, not all hot mix asphalt mixtures perform the same. The objective of this project was to develop guidance for hot mix asphalt mix selection in Mississippi. Three primary mix types were considered and included: dense-graded hot mix asphalt, stone matrix asphalt and open graded friction courses. Recommended guidance was developed and presented for when certain mix types should be used on Mississippi roadways. Recommendations were provided based upon the pavement layer and traffic category being considered. KW - Hot mix asphalt KW - Mississippi KW - Mix design KW - Open graded aggregates KW - Pavement design KW - Pavement layers KW - Stone matrix asphalt KW - Thickness UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20204%20-%20Hot%20Mix%20Asphalt%20Mix%20Selection%20Guide%20for%20Mississippi.pdf UR - https://trid.trb.org/view/878512 ER - TY - RPRT AN - 01118457 AU - Fowler, David W AU - Zollinger, Dan G AU - Whitney, David P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementing Best Concrete Pavement Spall Repairs PY - 2008/05//Technical Report SP - 83p AB - The implementation project, 5-5110, Implementation of Best Spall Repair Practices for Concrete Pavement, was initiated to assist the Texas Department of Transportation (TxDOT) in using more durable repair practices and materials for concrete spalls, especially in continuously reinforced concrete pavement (CRCP). In the related previous research project 0-5110, Best Practices for Concrete Pavement Spall Repairs, researchers discovered that TxDOT already had several technical tools in place to make it easier for district personnel to find and specify the most promising materials for their concrete spall repair projects. KW - Best practices KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Implementation KW - Pavement maintenance KW - Repairing KW - Spalls (Pavements) UR - http://www.utexas.edu/research/ctr/pdf_reports/5_5110_01_1.pdf UR - https://trid.trb.org/view/878475 ER - TY - RPRT AN - 01115444 AU - Crum, Nicole AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - PavePrep Crack Reduction Interlayer, Lowell, Highgate, and Hartford, Vermont PY - 2008/05//Final Report SP - 19p AB - The appearance of cracking in pavement roadways leads to increased maintenance needs and a shorter pavement life. As a result, many products have been developed to help prevent distresses in new asphalt pavement overlays by minimizing the appearance of cracking, in particular reflective cracking. One way to combat the appearance of reflective cracking is through the use of geotextiles that are designed to reinforce the pavement overlay and distribute the stresses in the underlying layers. These geotextile materials are placed on the underlying pavement layer prior to placement of the overlay and help to prevent or delay cracks from propagating through into the new asphalt overlay. In the summer of 1994, the Vermont Agency of Transportation (VTrans) engaged in an assessment of a type of geotextile designed to prevent reflective cracking, known as the PavePrep Crack Reduction Interlayer. The installation was relatively simple, with few problems. The projects were evaluated annually to observe the location and type of cracking and when it began in both the experimental test sites and adjacent areas. The success of the material varied between test sites. Overall, the PavePrep appeared to work best in areas with lower traffic levels. In high traffic areas reflective cracking appeared after 2-3 years while in low traffic areas cracking didn’t occur until over 8 years after installation. In general, the reflective cracking that occurred in the PavePrep test sections was observed to be less severe than other adjacent cracks. KW - Asphalt pavements KW - Geotextiles KW - Overlays (Pavements) KW - Pavement cracking KW - Pavement performance KW - Reflection cracking KW - Reinforcement (Engineering) KW - Vermont UR - https://trid.trb.org/view/875161 ER - TY - RPRT AN - 01115408 AU - Tremblay, Jason AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Terminal Blend Asphalt Rubber Hot Mix Lowell-Westfield, VT Route 100 PY - 2008/05//Final Report SP - 62p AB - This report summarizes the implementation and evaluation of a terminal blend asphalt rubber hot mix (ARHM) overlay which was constructed on VT Route 100 in the towns of Lowell and Westfield. The investigation compares the performance of this material to that of a standard overlay in terms of thermal, fatigue, and reflective cracking, as well as rutting, and the international roughness index (IRI). All sites were examined and measured for these factors and ride roughness prior to the commencement of construction and on a yearly basis. Throughout the duration of the study the two overlay types performed as near equals, with the ARHM doing slightly better in some respects. Of particular note is the fact that the ARHM was comprised of only around 10% crumb rubber by weight rather than the normally required 15%. It may be logical to assume that if the ARHM had the correct amount of crumb rubber it would have performed somewhat better, especially with regards to elastic properties. KW - Asphalt rubber KW - Bituminous overlays KW - Blends KW - Crumb rubber KW - Hot mix asphalt KW - Pavement performance KW - Vermont UR - https://trid.trb.org/view/875164 ER - TY - RPRT AN - 01113234 AU - House, Barry AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Access Management Implementation in Kentucky: Technical Support Document and Status Report PY - 2008/05//Research Report SP - 108p AB - This report describes the efforts of the Kentucky Transportation Cabinet's Access Management Implementation Task Force. The task force was established in May 2004 and was charged with the responsibility of reviewing and refining the recommendations in the "Access Management for Kentucky" research study for the purpose of implementing a comprehensive access management program for the state of Kentucky. The Kentucky Transportation Center provided technical and administrative support to the task force. This report provides documentation of the information considered by the task force, the deliberations over that information, and the decisions and recommendations made by the task force. Although a decision was made to suspend task force initiatives prior to full-scale implementation of a formal program, the information contained in this report should prove to be a valuable resource for a resumption of implementation efforts when conditions are deemed to be appropriate. KW - Access control (Transportation) KW - Decision making KW - Implementation KW - Kentucky KW - Recommendations KW - Task forces UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_05_SPR_290_05_2F.pdf UR - https://trid.trb.org/view/872729 ER - TY - RPRT AN - 01113192 AU - Peck, Steven M AU - Carroll, Anya A AU - Kloeppel, Miriam AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Private Highway-Rail Grade Crossing Safety Research and Inquiry PY - 2008/05//Final Report SP - 122p AB - This report provides a summary of the private highway-rail grade crossing safety inquiry conducted by the United States Department of Transportation Federal Railroad Administration and the Volpe Center. The safety inquiry consisted of a series of public meetings to solicit oral commentary on the safety of the nation’s private highway-rail grade crossings, a docket for electronic comment submission, a panel discussion at the Transportation Research Board’s annual meeting, and other activities as described in the table of contents. KW - Highway safety KW - Private enterprise KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/eLib/Details/L01317 UR - https://trid.trb.org/view/871542 ER - TY - RPRT AN - 01112782 AU - Witczak, Matthew AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Development of Performance Related Specifications for Asphalt Pavements in the State of Arizona PY - 2008/05//Final Report - Executive Summary SP - 74p AB - This report presents an Executive Summary of a comprehensive study conducted by Arizona State University regarding a series of 11 separate projects relating to the implementation of the Mechanistic-Empirical Pavement Design Guide (MEPDG) for the state of Arizona. The individual study project reports deal with the characterization of a variety of AC binder types used by the Arizona Department of Transportation (ADOT) (Project 2); characterization results of E* Master Curve results for typical AC mixtures used in Arizona (Project 3); the characterization of these typical AC mixtures for Thermal Fracture (Project 4), Permanent Deformation (Project 5), and Load associated Fatigue (Project 6). In addition, recommendations are made in Project 7 regarding the implementation of the Simple Performance Test for AC Mixtures. Projects 8 and 9 focus on unbound bases/subbases and subgrades. Project 8 describes the results of nonlinear modulus of resilience response for a variety of typical unbound bases and subgrades. Project 9 deals with the development of an unbound material permanent deformation database and development of a more universal permanent strain model. In the Project 10 study report, the state of Arizona has been subdivided on the basis of relatively unique climatic regions based upon regional geomorphology. Finally, Project 11 is a very comprehensive report study of the existing ADOT traffic files for eventual inclusion with the MEPDG. A computerized (spreadsheet) traffic database of the entire ADOT highway network was conducted. This database incorporates every mile of the Arizona highway network (6 Interstates, 13 U.S. Highways and 86 state highways). Four significant traffic factors are included in the database: Average Annual Daily Traffic (AADT), Annual Growth Rate, Percent Trucks, and Vehicle Classification Percentage (VCP). Relatively homogeneous traffic units were selected based on existing ADOT HPMS and VCP stations. KW - Annual average daily traffic KW - Arizona KW - Asphalt concrete KW - Asphalt pavements KW - Base course (Pavements) KW - Binders KW - Climatic regions KW - Dynamic modulus of elasticity KW - Fatigue (Mechanics) KW - Fracture mechanics KW - Geomorphology KW - Mechanistic-Empirical Pavement Design Guide KW - Modulus of resilience KW - Pavement design KW - Performance based specifications KW - Research projects KW - Rutting KW - Subbase (Pavements) KW - Subgrade (Pavements) KW - Traffic data KW - Traffic growth rates KW - Vehicle classification KW - Vehicle mix UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ402(2).pdf UR - https://trid.trb.org/view/872730 ER - TY - RPRT AN - 01112571 AU - Cole, David AU - Furst, Tony AU - Daboin, Sharon AU - Hoemann, Warren AU - Meyer, Michael D AU - Nordahl, Richard AU - Parker, Marygrace AU - Penne, Leo AU - Stoner, Norman AU - Tang, Tianjia AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Freight Mobility and Intermodal Connectivity in China PY - 2008/05 SP - 64p AB - Trade growth between the United States and China has increased U.S. interest in how the Chinese transportation system handles exports. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study to identify how China provides intermodal access to its ports and uses investment strategies to foster freight mobility and intermodal connectivity. The scan team learned that China’s national, provincial, and metropolitan transportation policy is closely coordinated with the country’s economic policy and social harmony goals. The transportation system is expanding rapidly to meet global intermodal freight demands and promote expansion into underdeveloped regions of the country. Team recommendations for U.S. implementation include reviving a national transportation infrastructure focus to maintain U.S. competitiveness in the global market, conducting a study on how China uses performance measures to manage transportation policy, and synthesizing the results of this and earlier scans on intermodal freight and connectivity around the world. KW - China KW - Connectivity KW - Exports KW - Freight mobility KW - Freight transportation KW - Global markets KW - Highways KW - Intermodal terminals KW - International competition KW - International trade KW - Investments KW - Ports KW - Railroads KW - Strategic planning KW - Study tours KW - Transportation infrastructure KW - Transportation policy KW - Trucking UR - http://international.fhwa.dot.gov/pubs/pl08020/pl08020.pdf UR - https://trid.trb.org/view/872323 ER - TY - SER AN - 01111555 JO - PATH Research Report PB - University of California, Berkeley AU - Li, Yue AU - Koonce, Peter AU - Li, Meng AU - Zhou, Kun AU - Li, Yuwei AU - Beaird, Scott AU - Zhang, Wei-Bin AU - Hegen, Larry AU - Hu, Kang AU - Skabardonis, Alex AU - Sun, Z Sonja AU - California Department of Transportation AU - University of California, Berkeley AU - Kittelson and Associates, Incorporated AU - Department of Transportation TI - Transit Signal Priority Research Tools PY - 2008/05//Final Report SP - 178p AB - This report presents the results of a research project that addresses Transit Signal Priority (TSP) deployment issues. The report reviews National Transportation Communications for ITS Protocol (NTCIP) 1211 Signal Control and Prioritization (SCP) standards, defines five SCP scenarios, and describes how the SCP scenarios can be applied differently based on TSP priority and operating policies. The report provides an overview of a number of TSP systems, including centralized TSP, two discrete TSP systems based on loop detection and Global Positioning System (GPS) technologies, and an Adaptive Transit Signal Priority (ATSP) system. A comparison of the different TSP deployments, and guidance on the necessary infrastructure required to implement these TSP systems, are provided. The report also discusses TSP evaluation methodologies, including recommended measures of effectiveness (MOE’s) and data required for performing a quantitative assessment. Evaluations of a number of TSP deployment sites are documented to demonstrate KW - Adaptive control KW - Bus priority KW - Global Positioning System KW - Highway operations KW - Loop detectors KW - Measures of effectiveness KW - Research KW - Simulation KW - Traffic signal preemption UR - http://www.dot.ca.gov/newtech/researchreports/reports/2008/tsp_research_tools_final_report.pdf UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm59025g8/2/producer%2FPRR-2008-04.pdf UR - https://trid.trb.org/view/870669 ER - TY - RPRT AN - 01111373 AU - Jarossi, Linda AU - Matteson, Anne AU - Woodrooffe, John AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Buses Involved in Fatal Accidents Factbook 2005 PY - 2008/05//Special Report SP - 71p AB - This document presents aggregate statistics on buses involved in traffic accidents in 2005. The statistics are derived from the Buses Involved in Fatal Accidents (BIFA) file, compiled by the University of Michigan Transportation Research Institute. The BIFA database is a census of all buses involved in a fatal accident in the United States, and provides coverage of buses recorded in the Fatality Analysis Reporting System (FARS) file. BIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the bus from the BIFA survey. KW - Bus crashes KW - Buses KW - Buses Involved in Fatal Accidents KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - Statistics KW - Traffic crashes KW - Transportation safety UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58710/1/96746%20A07.pdf UR - https://trid.trb.org/view/871085 ER - TY - RPRT AN - 01110882 AU - Cai, Steve C S AU - Avent, R Richard AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Assessing the Needs for Intermediate Diaphragms in Prestressed Concrete Bridges PY - 2008/05 SP - 40p AB - Reinforced concrete Intermediate Diaphragms (IDs) are currently being used in prestressed concrete (PC) girder bridges in Louisiana. Some of the advantages of providing IDs are disputed in the bridge community because the use of IDs increases the cost and time of construction. There is no consistency in the practice of providing IDs among various states and codes of practice, and the overall effectiveness of IDs, as well as the need for them in prestressed concrete bridges, is unclear. The objectives of this research were (1) to assess the need of reinforced concrete (RC) IDs in PC girder bridges and to determine their effectiveness, and (2) to search for a possible alternative steel diaphragm configuration that could replace concrete diaphragms if necessary. The research team has examined and reviewed state-of-the-art technology and current practices from many sources of information on IDs. Through a survey questionnaire and review of the Louisiana Department of Transportation and Development (LADOTD) Bridge Design Manual, the research team obtained relevant information regarding the ID practices in Louisiana. Through the LADOTD data base for all state bridges, and from direct interaction with district engineers, several of the bridges that are of interest for this study were selected for field inspection. From these field trips to various bridge locations, much information has been acquired from the bridges themselves, as well as from the district engineers. Systematic parametric studies for various bridge configurations, which are representative of an entire range of bridge geometries with different parameters, were analyzed through simplified and solid finite element models. This study was performed on right and skewed bridges, which are simply supported and continuous. A reduction factor that could be multiplied by the AASHTO load distribution factor to account for the influence of the diaphragm in load distribution was developed. A finite element analysis was carried out using 3-D solid models to assess the effectiveness of various diaphragms in protecting the girders against the lateral impact and to determine the design forces in the steel bracing members during construction of deck. The results from the parametric studies indicated that several parameters such as skew, span length, spacing, stiffness of diaphragm and girder have different levels of influence on the effectiveness of diaphragms in live load distribution for bridges. Correction factors that could quantify the ID influence on load distribution were developed. Results from various studies indicated that a steel diaphragm section can possibly replace the RC diaphragms. A prestressed concrete bridge was tested in the field. This bridge was selected by an inspection team comprised of personnel from FHWA, LADOTD, and the LSU research team and is located over Cypress Bayou on LA 408 East, in District 61. A comprehensive instrumentation and loading scheme is presented and illustrated in this report. The instrumentation consists of LVDTs – Linear Variable Differential Transformers (to measure the midspan deflection of each girder), accelerometers, strain gauges, and acoustic emission sensors. The measured results are presented, and comparisons are made between the finite element model and the field tests. KW - Acoustic emission KW - Concrete bridges KW - Diaphragms (Engineering) KW - Finite element method KW - Girders KW - Instrumentation KW - Load transfer KW - Prestressed concrete bridges UR - http://www.ltrc.lsu.edu/pdf/2008/FR_420.pdf UR - https://trid.trb.org/view/870690 ER - TY - RPRT AN - 01110667 AU - Harris, J Patrick AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Stabilization of Sulfate Soils in Texas PY - 2008/05//Technical Report SP - 60p AB - This implementation project was developed to provide technical support to the Texas Department of Transportation (TxDOT) in developing subgrade soil mixture designs in high sulfate soils and to monitor the performance of projects constructed following the guidelines established in Project 4240. Secondly, the researchers were to assess equipment needs of the TxDOT districts, train laboratory personnel in mix design procedures in high sulfate soils, and provide educational materials for TxDOT to train additional personnel. Mix designs of high sulfate soils for two projects, in the Austin and Laredo Districts, are reported as technical support to districts. The construction and subsequent reevaluation of the project in Eagle Pass is reported to give TxDOT a record of the construction process used in the high sulfate soil on the Second Street project and shows how the project has performed since construction. Evaluation of the 3-D swell procedure shows the test to be repeatable if the density and water source are tightly controlled. A review of the equipment needed for adequate testing of the high sulfate subgrade soils showed that all required equipment can be obtained at minimal cost to TxDOT. KW - Austin (Texas) KW - Calcium oxide KW - Granulated slag KW - Laredo (Texas) KW - Mix design KW - Soil stabilization KW - Subgrade (Pavements) KW - Sulfates KW - Swelling soils UR - http://tti.tamu.edu/documents/5-4240-01-1.pdf UR - https://trid.trb.org/view/870550 ER - TY - RPRT AN - 01110636 AU - Federal Highway Administration AU - Iowa Department of Transportation AU - Warren County, Iowa TI - Environmental Assessment: Iowa 92 from Interstate 35 to Indianola in Warren County, Iowa PY - 2008/05 SP - v.p. AB - The proposed project would consist of improvements to Iowa Highway 92 located in rural Warren County, Iowa. The proposed project would begin at Interstate 35 (I-35) and extend east for approximately 10 miles to the city of Indianola. The project corridor passes through land that is used primarily for agricultural purposes; however, rural residential homes are found throughout the length of the corridor. The new road would consist of an improved 2-lane cross-section from I-35 to just west of County Road R63. The roadway would transition to a 4-lane with turn lanes cross-section near County Road R63 and continue into Indianola. The proposed project would provide for intersection improvements, such as the addition of turning lanes, and improve the safety of the roadway by reconstructing the roadway to current design standards which would include full-width shoulders, improved sight distance and reducing the number of access points. KW - Design standards KW - Environmental impact analysis KW - Geometric design KW - Highway design KW - Highway planning KW - Highway safety KW - Improvements KW - Intersections KW - Warren County (Iowa) UR - https://trid.trb.org/view/870255 ER - TY - RPRT AN - 01110117 AU - Mitman, Meghan Fehlig AU - Ridgway, Matthew AU - Chira-Chavala, Ted AU - University of California, Berkeley AU - California Office of Traffic Safety AU - National Highway Traffic Safety Administration TI - A Technical Guide for Conducting Pedestrian Safety Assessments for California Cities PY - 2008/05 SP - 58p AB - This report presents a technical guide for use in conducting Pedestrian Safety Assessments (PSAs) for California cities. It has a threefold objective to enable communities in California to: 1) improve pedestrian safety at specific locations and citywide; 2) create safe, comfortable, accessible, and welcoming environments for pedestrians; and, 3) enhance walkability, livability, and economic vitality. Technical components of the California PSA are presented, including identifying locations for evaluation, performing field audits, identifying best practices for pedestrian, and benchmarking a city's policies, programs, and practices. KW - California KW - Evaluation and assessment KW - Handbooks KW - Manuals KW - Pedestrian areas KW - Pedestrian safety KW - Pedestrians UR - http://www.techtransfer.berkeley.edu/tse/psa_handbook.pdf UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5p307rc/1/producer%2FTT200805.pdf UR - https://trid.trb.org/view/865217 ER - TY - RPRT AN - 01109937 AU - Montney, Rodney A AU - Heinen, Robert F AU - Wojakowski, John B AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Durability of Classed Limestone Coarse Aggregate Study, US-169, Johnson County, Kansas PY - 2008/05//Final Report SP - 10p AB - The Kansas Department of Transportation (KDOT) began evaluating individual beds in limestone quarries for suitability for use in concrete pavement in 1980. Aggregates that were suitable for use in Portland Cement Concrete Pavement (PCCP) were designated as Durability Class I Aggregate. By 1986 several quarries had been evaluated and it was decided to construct a project with various Durability Classed Aggregates to prove the system that was used to classify the limestones. Class I Limestone has a 95% probability of providing 20 years of service life before the pavement is rehabilitated due to D-cracking. Although the aggregates that were requested for this project were not provided, this project does demonstrate the effectiveness of the KDOT's specification and the rapid deterioration of pavement once D-cracking becomes evident. KW - Coarse aggregates KW - Concrete pavements KW - D cracking KW - Durability KW - Kansas Department of Transportation KW - Limestone aggregates KW - Service life KW - Specifications UR - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003772912 UR - https://trid.trb.org/view/869628 ER - TY - RPRT AN - 01109926 AU - Chaffe, Robert H B AU - Solomon, Mark G AU - Leaf, William A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - 2006 Seat Belt Use Estimate for Native American Tribal Reservations PY - 2008/05//Final Report SP - 31p AB - The National Highway Traffic Safety Administration (NHTSA) and the Bureau of Indian Affairs (BIA), Indian Highway Safety Program, sponsored a project in fall 2004 to (a) establish the first baseline tribal reservation seat belt use rate, and (b) develop a methodology to use in the future to track trends and specific program effects. The planned sample included 18 reservations with 150 sites on these reservations. Ultimately, data were collected from 120 sites on 16 tribal reservations. A subsequent and comparable survey was requested by NHTSA for fall 2006. Seat belt use was observed between September and December 2006 on 15 reservations and in March 2007 on one reservation. For the tribal reservations subject to tribal law and tribal traffic law enforcement, excluding the Navajo Nation, the overall seat belt use rate was 61.8%. When results from the 2004 study are compared to the present study, there was a statistically significant increase in seat belt use. There was a very high variation in belt use across reservations, ranging from a low of 27.7% to a high of 87.8%. Nine tribal reservations had primary seat belt laws; in them, 73.1% of vehicle occupants were belted. By comparison, three tribal reservations had secondary belt laws; they averaged 59.3% belt use. For the four tribal reservations with no belt use law of any kind, only 37.2% of the vehicle occupants were belted. Tribal policy and procedures are likely responsible for current levels of seat belt use and can be most effective in establishing and improving seat belt usage levels. KW - Data collection KW - Indian reservations KW - Law enforcement KW - Native Americans KW - Primary enforcement KW - Seat belt use KW - Seat belt use laws KW - Seat belts KW - Secondary enforcement KW - Surveys KW - Trend (Statistics) KW - Tribal government UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810967.pdf UR - https://trid.trb.org/view/869568 ER - TY - RPRT AN - 01109884 AU - Kuhn, Michelle AU - Lam, Jed AU - Aeffect, Incorporated AU - National Highway Traffic Safety Administration TI - Increasing Seat Belt Use Among 8- to 15-Year-Olds: Volume II: Appendices PY - 2008/05//Summary Research Report Appendices SP - 128p AB - The broad aim of this research project was to determine the nature and causes of non-use of seat belts among 8- to 15-year-olds, and to recommend interventions and strategic approaches to increase usage among this age group. This report summarizes findings from three phases of research: a literature review; 28 in-home family immersion interviews conducted in Illinois, Georgia, and Arizona; and detailed findings from qualitative testing of intervention concepts through 96 triads among “tweens” and teens 8 to 15 years old, six focus groups with parents in Pennsylvania, Iowa, Wisconsin, and California, and two focus groups with adult/teen influencers in Iowa and California. Interventions tested included those based on new products, community and school influence, communications, and key influencers (parents, older teens). Findings from the first and second phases of research suggested there are three segments or targets within the 8-to-15 age range with different attitudes and behaviors toward safety restraints. More specifically, 8- to 10-year-olds (younger tweens), 11- and 12-year-olds (older tweens), and 13- to 15-year-olds (young teens) seem to be motivated by different influencers and peer groups. There also appears to be a gap in messages on seat belt safety directed to parents of 8- to 15-year-olds. That is, after hearing about the importance of child safety restraints for infants, parents report almost no information on the continued importance of safety restraints and/or how to transition children to appropriate restraint systems from infant to toddler to pre-teen. Finally, in terms of messages and interventions, 8- to 15-year-olds say hearing about the consequences of not wearing seat belts from other children their age, or from slightly older youth, would make the consequences of not wearing a belt seem more real and alarming. KW - Adolescents KW - Attitudes KW - Behavior KW - Children KW - Focus groups KW - Intervention KW - Interviewing KW - Literature reviews KW - Parents KW - Safety education KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810966.pdf UR - https://trid.trb.org/view/869534 ER - TY - RPRT AN - 01109875 AU - Kuhn, Michelle AU - Lam, Jed AU - Aeffect, Incorporated AU - National Highway Traffic Safety Administration TI - Increasing Seat Belt Use Among 8- to 15-Year-Olds: Volume I: Findings PY - 2008/05//Summary Research Report SP - 44p AB - The broad aim of this research project was to determine the nature and causes of non-use of seat belts among 8- to 15-year-olds, and to recommend interventions and strategic approaches to increase usage among this age group. This report summarizes findings from three phases of research: a literature review; 28 in-home family immersion interviews conducted in Illinois, Georgia, and Arizona; and detailed findings from qualitative testing of intervention concepts through 96 triads among “tweens” and teens 8 to 15 years old, six focus groups with parents in Pennsylvania, Iowa, Wisconsin, and California, and two focus groups with adult/teen influencers in Iowa and California. Interventions tested included those based on new products, community and school influence, communications, and key influencers (parents, older teens). Findings from the first and second phases of research suggested there are three segments or targets within the 8-to-15 age range with different attitudes and behaviors toward safety restraints. More specifically, 8- to 10-year-olds (younger tweens), 11- and 12-year-olds (older tweens), and 13- to 15-year-olds (young teens) seem to be motivated by different influencers and peer groups. There also appears to be a gap in messages on seat belt safety directed to parents of 8- to 15-year-olds. That is, after hearing about the importance of child safety restraints for infants, parents report almost no information on the continued importance of safety restraints and/or how to transition children to appropriate restraint systems from infant to toddler to pre-teen. Finally, in terms of messages and interventions, 8- to 15-year-olds say hearing about the consequences of not wearing seat belts from other children their age, or from slightly older youth, would make the consequences of not wearing a belt seem more real and alarming. KW - Adolescents KW - Attitudes KW - Behavior KW - Children KW - Focus groups KW - Intervention KW - Interviewing KW - Literature reviews KW - Parents KW - Safety education KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.dot.gov/staticfiles//DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810965.pdf UR - https://trid.trb.org/view/869531 ER - TY - RPRT AN - 01108627 AU - Agent, Kenneth R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Low-Cost Safety Measures at Signalized Intersections PY - 2008/05//Research Report SP - 73p AB - The objectives of this study were to: a) identify intersections with a high number of crashes involving a driver disregarding the traffic signal, b) identify types of low-cost safety measures which may be used as a countermeasure for redlight running, and c) evaluate the effectiveness of the installation of some of these countermeasures at a sample of high crash intersections. Low-cost countermeasures such as double-red signal heads and retro-reflective backplates were installed at locations either identified as a high-crash location or by district traffic engineers. Crashes decreased at these locations with a positive public response. The investigation warrants additional use of the types of low-cost countermeasures evaluated. The type of crash analysis described in the report should be used to identify intersections with intersection characteristics and the specific crash history used to select the specific countermeasure to implement. KW - Countermeasures KW - High risk locations KW - Interchanges and intersections KW - Intersections KW - Safety KW - Signalized intersections KW - Traffic safety KW - Traffic signals UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_11_SPR_316_06_1F.pdf UR - https://trid.trb.org/view/865803 ER - TY - RPRT AN - 01108416 AU - Gilbert, Hope AU - Chaudhary, Neil K AU - Solomon, Mark G AU - Preusser, David F AU - Cosgrove, Linda A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the Reinstatement of the Universal Motorcycle Helmet Law in Louisiana PY - 2008/05//Final Report SP - 52p AB - Louisiana has enacted and repealed motorcycle helmet laws many times. Louisiana first adopted an all-rider motorcycle helmet law in 1968, amended it in 1976 to require helmet use only by riders under the age of 18, and reenacted a universal helmet law in 1982. In 1999, the State amended that law to require helmet use only by motorcyclists under 18 and riders over 18 who did not have a minimum of $10,000 in medical insurance coverage. In 2004, Louisiana reinstated its universal helmet law that required all motorcyclists, riders and passengers, to wear helmets all the time. This study examined rates of motorcycle helmet usage, fatalities, and injuries. Observed helmet use rose to 100 percent after reinstatement of the universal helmet law. Helmet use in motorcycle crashes during the period (1999 – 2003) without the helmet law was 42.3% (pre-reinstatement) and increased to 87% in 2004 – 2005 (post-reinstatement). Motorcycle crashes increased from 1999 to 2005 in Louisiana. Fatal crashes decreased in 2004 for the first time since the 1999 repeal, increasing slightly in 2005, but with fewer than before the law was reinstated in Louisiana. The national trend showed a steady increase in fatal motorcycle crashes during this time period. Kentucky, a comparison State, also showed steadily increasing fatal crashes. The drop in fatal motorcycle crashes in Louisiana was not replicated in a nearby State, and is therefore likely attributable to the law change. Motorcycle fatalities had been accounting for a larger proportion of all motor vehicle fatalities in Louisiana doubling between 1999 and 2003 (4% to 9%), slightly decreasing for the first time in 2005 (8%). The proportion of fatal and serious injury motorcycle crashes to all motorcycle crashes (fatal crashes, serious injury, moderate injuries, complaint of injury, and property damage only) declined after the helmet law was reinstated in Louisiana. KW - Crash injuries KW - Fatalities KW - Helmet laws KW - Helmet use KW - Louisiana KW - Motorcycle helmets KW - Reinstatement KW - State laws KW - Universal motorcycle helmet law UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810956.pdf UR - http://ntl.bts.gov/lib/30000/30200/30207/810956.pdf UR - https://trid.trb.org/view/868181 ER - TY - RPRT AN - 01106148 AU - Balaguru, P N AU - Nazier, Mohamed AU - Arafa, Mohamed AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Field Implementation of Geopolymer Coatings PY - 2008/05//Final Report, Revised Edition SP - 51p AB - The results presented in this report deal with an evaluation of geopolymer coatings for durability and field demonstration applications. The primary objectives were to establish a temperature range in which the coating could be applied, to establish the surface conditions and requirements, and to demonstrate field applications which were done at Rutgers University campuses and on actual transportation structures. A brief description of fiber composites is presented in the introduction chapter. The study on the establishment of a temperature range is presented in Chapter 2. The durability test results under wetting and drying conditions and scaling are presented in Chapters 3 and 4, respectively, and the field applications are described in Chapter 5. Conclusions and recommendations are presented in Chapter 6. The recommended application procedure for the geopolymer coatings is presented in Appendix A. KW - Coatings KW - Concrete structures KW - Durability KW - Fiber composites KW - Field tests KW - Geopolymers KW - Protective coating KW - Scaling KW - Strengthening (Maintenance) KW - Surface condition KW - Temperature KW - Wetting and drying tests UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2002-011.pdf UR - https://trid.trb.org/view/865816 ER - TY - RPRT AN - 01106133 AU - Folliard, Kevin J AU - Juenger, Maria C G AU - Schindler, Anton Karel AU - Riding, Kyle A AU - Poole, Jonathan L AU - Kallivokas, Loukas F AU - Slatnick, Samuel AU - Whigham, Jared AU - Meadows, J L AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Prediction Model for Concrete Behavior—Final Report PY - 2008/05//Technical Report SP - 77p AB - This report summarizes work performed under Texas Department of Transportation (TxDOT) Project 4563, Prediction Model for Concrete Behavior. The main product developed under this project is a software program, named ConcreteWorks, which gives laboratory technicians, engineers, and contractors a tool that combines concrete design, analysis, and performance prediction to improve and optimize the performance of concrete structures. A unique feature of the testing performed is the use of rigid cracking frames. This test was developed in Germany, and measures the cracking sensitivity of a restrained dog-bone-shaped concrete specimen from the time of concrete placement. Temperature-controlled formwork is used to cure the specimen to match field conditions of mass concrete members. These frames are designed to allow fresh concrete to be cast into their formwork, which enables the study of very early-age behavior of concrete mixtures. More than 70 tests have been completed to date and these results were used to characterize the very early-age creep behavior and risk of cracking of various concretes. Mixture-specific heat of hydration values are used to accurately model the effect of various cementitious materials on the in-place concrete temperature distribution. The model has been calibrated with over 33,000 hours of temperature data collected from field sites. The software provides detailed results to check compliance with specification to control thermal cracking, alkali silica reaction, delayed ettringite formation, and service-life expectancy. This report concludes with a section aimed at implementing ConcreteWorks, with emphasis on how best to use, specify, and check compliance with mass concrete design guidelines. KW - Alkali silica reactions KW - Calibration KW - Concrete KW - Concrete performance KW - Concrete structures KW - Cracking KW - Early age concrete KW - Ettringite KW - Heat of hydration KW - Laboratory tests KW - Mathematical models KW - Service life KW - Software KW - Thermal degradation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4563_1.pdf UR - https://trid.trb.org/view/865248 ER - TY - RPRT AN - 01105636 AU - Juenger, Maria C G AU - Won, Moon C AU - Fowler, David W AU - Suh, Chul AU - Edson, Andre AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Effects of Supplementary Cementing Materials on the Setting Time and Early Strength of Concrete PY - 2008/05//Technical Report SP - 82p AB - The substitution of a portion of cement in concrete with supplementary cementing materials (SCM), which include ground granulated blast furnace slag (GGBFS), fly ash, and silica fume, frequently results in delayed setting and low early strength. When SCM-containing concrete is placed during cold weather and/or contains certain chemical admixtures, these problems can intensify and can seriously impact the performance of a pavement. This project investigated the setting time, early strength gain, maturity, bleeding, and plastic shrinkage cracking of several concrete pavement mixtures containing SCM under different temperature conditions (mimicking summer, spring, and winter weather). The data were used to develop guidelines for identifying slow-setting mixtures and preventing their use in pavements. KW - Admixtures KW - Cold weather construction KW - Concrete KW - Concrete maturity KW - Early strength (Concrete) KW - Fly ash KW - Granulated slag KW - Setting (Concrete) KW - Setting time KW - Shrinkage KW - Silica fume KW - Slag KW - Supplementary cementing materials KW - Weather conditions UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5550_1.pdf UR - https://trid.trb.org/view/865201 ER - TY - RPRT AN - 01105108 AU - Botch, Sabra R AU - Chaturvedi, Arvind K AU - Canfield, Dennis V AU - Forster, Estrella M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Vitreous Fluid and/or Urine Glucose Concentrations in 1,335 Civil Aviation Accident Pilot Fatalities PY - 2008/05//Final Report SP - 11p AB - For aviation accident investigations at the Civil Aerospace Medical Institute (CAMI), vitreous fluid and urine samples from pilot fatalities are analyzed for glucose, and in those cases wherein glucose levels are elevated, blood hemoglobin A1c (HbA1c) is measured. These analyses are conducted to monitor diabetic pilots to ensure that their disease was in control at the time of accidents and to discover other pilots with undiagnosed and unreported diabetes. In this study, the prevalence of elevated glucose concentrations in fatally injured civilian pilots is evaluated. Glucose and HbA1c are measured by hexokinase and latex immunoagglutination inhibition methodologies, respectively. The former was adopted at the beginning of 1998, while the latter in the middle of 2001. The analytical results are electronically stored in the CAMI Toxicology Database. This database was searched for pilots from whom samples were received during 1998–2005 and whose vitreous fluid and/or urine glucose concentrations were measured. HbA1c levels and information on diabetic pilots were also retrieved. The probable cause and contributing factors of the associated accidents were obtained from the National Transportation Safety Board's (NTSB's) Aviation Accident Database. Out of 1,335 pilots involving 363 vitreous fluid, 365 urine, and 607 vitreous fluid and urine analyses, 43 pilots had elevated glucose in vitreous fluid (> 125 mg/dL) and/or in urine (> 100 mg/dL). Of the 20 pilots whose blood samples were analyzed, 9 had > 6% HbA1c—4 were known diabetics (HbA1c: 7.1; 8.3; 10.8; and 12.4%), and 5 were not known diabetics (HbA1c: 6.2; 8.2; 8.3; 8.6; and 13.0%). Urinary glucose levels were elevated in all 13 known hyperglycemic pilots. One pilot had a history of renal glycosuria (low renal threshold). The disease of the 13 diabetic pilots was not in control at the time of accidents. Additionally, there were a considerable number of pilots with elevated glucose (30 of 43) and HbA1c (5 of 20), suggesting undiagnosed and unreported diabetic conditions. However, health, medical condition(s), and use of medications (authorized or unauthorized) by pilots were determined by the NTSB to be the cause or a factor in 5 accidents: elevated glucose level of the pilot was a factor in 1 and incapacitation/impairment of the pilot was a cause and/or factor in 4. Greater attention is necessary in controlling diabetes by aviators in coordination with Aviation Medical Examiners. KW - Air transportation crashes KW - Airline pilots KW - Aviation safety KW - Civil aviation KW - Crash investigation KW - Fatalities KW - Forensic medicine KW - Glucose KW - Toxicology KW - Urine KW - Vitreous fluid UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-11.pdf UR - https://trid.trb.org/view/864532 ER - TY - RPRT AN - 01105077 AU - Detwiler, Cristy AU - Holcomb, Kali AU - Hackworth, Carla AU - Shappell, Scott AU - Federal Aviation Administration AU - Clemson University AU - Federal Aviation Administration TI - Understanding the Human Factors Associated With Visual Flight Rules Flight Into Instrument Meteorological Conditions PY - 2008/05//Final Report SP - 16p AB - Visual Flight Rules (VFR) into Instrument Meteorological Conditions (IMC) accidents are a major concern in the aviation industry. More than 70% of the fatal weather-related accidents involved General Aviation (GA) pilots operating under visual flight rules (VFR) that continued into IMC. The purpose of this study was to pair GA accident causal factors that had been classified with the Human Factors Analysis and Classification System (HFACS) categories and traditional demographic data in an effort to present a more complete picture of VFR flight into IMC accidents. To accomplish this, GA accidents associated with VFR flight into IMC were examined to determine if there were any causal factors that set these accidents apart from the rest of GA (RoGA) accidents. GA accident data (14 CFR Part 91) from 1990-2004 were analyzed. The dataset was divided into accidents that had VFR into IMC (VFR-IMC; N = 609) cited as a cause or factor versus the rest of the GA accidents (RoGA; N = 18,528). Analyses were performed examining the human error associated with these accidents. The results indicated that skill-based errors were more prevalent in RoGA than in VFR-IMC (odds ratio = 4.167, χ2 = 332.531, p <.001). VFR-IMC pilots were more likely to commit a decision error (odds ratio = 2.062, χ2 = 77.961, p <.001); experience a perceptual error (odds ratio = 3.179, χ2 = 118.350, p <.001); and commit a violation (odds ratio = 29.960, χ2 = 2454.198, p <.001) than RoGA. The injury severity for VFR-IMC accidents was much greater than for RoGA (80.3% vs. 18.8%). RoGA pilots held a higher number of multiple certificates and earned more flight hours across the board than the VFR-IMC pilots. These data provide a more detailed view of the VFR into IMC accidents and will facilitate the development of future data-driven intervention strategies. Current interventions include weather cameras and other pilot aids for decision making with regard to weather. KW - Air transportation crashes KW - Aviation safety KW - Crash causes KW - General aviation pilots KW - Human factors KW - Human Factors Analysis and Classification System KW - Instrument flying KW - Visual flight KW - Weather KW - Weather-related accidents UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-12.pdf UR - https://trid.trb.org/view/864530 ER - TY - RPRT AN - 01104914 AU - Jung, Chulmin AU - Bobet, Antonio AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Post-Construction Evaluation of Lime-Treated Soils PY - 2008/05//Final Report SP - 252p AB - Lime is used to treat weak subgrade soils during construction of highways. A small amount of lime (4 to 7%) is used to rapidly dehydrate and modify fine grained soils. The modification process improves workability and compactability of the soils. Although the lime modification process is primarily aimed at construction expediency, additional effects such as long-term improvement of stiffness and/or strength by pozzolanic and carbonation cementation reactions are expected. Lime treatment has been employed in Indiana over several decades, but the long-term performance of lime-treated soils has not been well quantified and no field tests have been done on roads in service. A comprehensive field investigation was carried out to determine the properties of subgrade soils treated with lime in pavements that had been in service for at least five years. Six sites were selected for the field tests. At each site, SPT, DCPT, and FWD tests were performed to evaluate the in-situ stiffness and/or strength properties of the lime-treated subgrade. Laboratory tests from soil samples taken from the SPT spoon were done to obtain index properties of the lime-treated subgrade and the lime content that remains in the soil. The long-term performance of the lime-treated subgrade at each site has been evaluated by comparing the soil indices and stiffness and/or strength properties of the lime-treated subgrade soil with those of the natural soil. In addition, the lime content of the subgrade and the natural soil were measured to establish the remaining lime in the treated subgrade and detect any leaching in the underlying soil. The research has shown the following: (1) the lime remains in the soil even after 11 years of service of the road after construction; (2) the addition of lime decreases the plasticity of the soil and increases its CBR; and (3) the construction quality observed from the field tests is highly variable. KW - Cone penetrometers KW - Falling weight deflectometers KW - Foundations KW - Indiana KW - Limestone soils KW - Soil stabilization KW - Stiffness KW - Subgrade (Pavements) KW - Subgrade materials UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1791&context=jtrp UR - https://trid.trb.org/view/864643 ER - TY - RPRT AN - 01104909 AU - Basu, Dipanjan AU - Salgado, Rodrigo AU - Prezzi, Monica AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Analysis of Laterally Loaded Piles in Multilayered Soil Deposits PY - 2008/05//Final Report SP - 152p AB - This report focuses on the development of a new method of analysis of laterally loaded piles embedded in a multi-layered soil deposit treated as a three-dimensional continuum. Assuming that soil behaves as a linear elastic material, the governing differential equations for the deflection of laterally loaded piles were obtained using energy principles and calculus of variations. The differential equations were solved using both the method of initial parameters and numerical techniques. Soil resistance, pile deflection, slope of the deflected pile, bending moment and shear force can be easily obtained at any depth along the entire pile length. The results of the analysis were in very good agreement with three-dimensional finite element analysis results. The analysis was further extended to account for soil nonlinearity. A few simple constitutive relationships that allow for modulus degradation with increasing strain were incorporated into the analysis. The interaction of piles in groups was also studied. KW - Bending moments KW - Bridge foundations KW - Finite element method KW - Lateral loads KW - Pile foundations KW - Pile groups KW - Piles (Supports) KW - Soil mechanics KW - Strain (Mechanics) UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1802&context=jtrp UR - https://trid.trb.org/view/864547 ER - TY - RPRT AN - 01104568 AU - Richardson, David N AU - Missouri University of Science and Technology, Rolla AU - Research and Special Programs Administration TI - Acquisition of a High-Quality Temperature Chamber PY - 2008/05//Final Report SP - 83p AB - With the Missouri Department of Transportation (MoDOT) beginning to implement the new Mechanistic-Empirical (M-E) Design Guide for New and Rehabilitated Pavements, the need exists for various types of testing of hot-mix asphalt (HMA) mixes used by MoDOT in its flexible pavements. In particular, the American Association of State Highway and Transportation Officials (AASHTO) test protocol T 322 is utilized to determine HMA properties needed as inputs to pavement distress prediction models within the M-E Pavement Design Guide (MEPDG) Software. The primary properties derived from T 322 are creep compliance and tensile strength. These properties are determined using indirect tension methods and are temperature dependent. Creep compliance is a parameter used in the thermal cracking distress model within the MEPDG Software and is determined at 0, -10, and -20°C while tensile strength is an input to the fatigue cracking distress model and is determined at temperatures ranging from -20 to +20°C. KW - Asphalt mixtures KW - Cracking KW - Creep properties KW - Flexible pavements KW - Hot mix asphalt KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement distress KW - Temperature KW - Tensile strength KW - Test chambers KW - Test procedures UR - http://ntl.bts.gov/lib/27000/27000/27007/RE169_CR.pdf UR - https://trid.trb.org/view/863376 ER - TY - RPRT AN - 01104565 AU - Goldberg, Bruce AU - Chesser, David AU - Research and Innovative Technology Administration TI - Sitting on the Runway: Current Aircraft Taxi Times Now Exceed Pre-9/11 Experience PY - 2008/05//Special Report SP - 8p AB - Several high profile incidents have focused attention on “tarmac delays” that resulted in air travelers spending long periods of time aboard aircraft waiting to either take off or move to a gate after landing. Taxi-time data collected by the Bureau of Transportation Statistics (BTS) for the year 2007 shows: (1) Both outbound and inbound taxi times increased noticeably in 2007 and surpassed the previous peak reached in 2000. (2) 93 percent of flights left the ground within 30 minutes of gate departure, compared to 96 percent in 1995. (3) Extended taxi times in excess of 2 hours, which occur infrequently, increased in recent years but have not reached the levels experienced in the 1999 to 2000 period. (4) The longest taxi-out times occurred during the summer. (5) Although flight volumes impact taxiing times, other factors also come into play. KW - Aircraft KW - Passengers KW - Taxiing KW - Time duration KW - Waiting time UR - http://www.bts.gov/publications/bts_special_report/2008_008/pdf/entire.pdf UR - https://trid.trb.org/view/863303 ER - TY - RPRT AN - 01104054 AU - Federal Railroad Administration TI - National Rail Safety Action Plan: Final Report 2005-2008 PY - 2008/05//Final Report SP - 29p AB - This report details the Federal Railroad Administration’s (FRA's) achievements in successfully completing all of the original elements of the National Rail Safety Action Plan (Action Plan). While the specific provisions of the Action Plan are complete, FRA’s work is not. This agency will continue with ongoing implementation of many of the individual safety efforts and will extend and enhance many other projects started under the Action Plan. In addition, the FRA is pursuing a wide range of other initiatives to improve freight and passenger rail safety, and continues to perform safety compliance and enforcement oversight. KW - Compliance KW - Law enforcement KW - National Rail Safety Action Plan KW - Oversight KW - Plan implementation KW - Railroad safety KW - U.S. Federal Railroad Administration UR - http://www.hsdl.org/?view&did=15692 UR - https://trid.trb.org/view/864190 ER - TY - RPRT AN - 01104044 AU - Pu, Lili AU - Joshi, Rahul AU - Siemens Energy and Automation, Incorporated AU - Federal Highway Administration TI - Surrogate Safety Assessment Model (SSAM): Software User Manual PY - 2008/05//Software User Manual SP - 100p AB - This document presents guidelines for the installation and use of the Surrogate Safety Assessment Model (SSAM) software. For more information regarding the SSAM application, including discussion of theoretical background and the results of a series of evaluation tests, see the corresponding FHWA research report entitled "Surrogate Safety Assessment Model and Validation: Final Report," FHWA-HRT-08-051. KW - Computer program documentation KW - Highway design KW - Highway facilities KW - Highway safety KW - Surrogate Safety Assessment Model KW - Traffic simulation UR - http://www.fhwa.dot.gov/publications/research/safety/08050/index.cfm UR - https://trid.trb.org/view/864037 ER - TY - RPRT AN - 01104038 AU - Russell, Mark A AU - Pierce, Linda M AU - Uhlmeyer, Jeffrey S AU - Anderson, Keith W AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - NovaChip® PY - 2008/05//Final Report SP - 34p AB - An experminetal application of NovaChip® was evaluated on a section of SR-17 through the city of Soap Lake, Washington. NovaChip® was investigated as a possible substitute for Hot Mix Asphalt (HMA) Class G that is normally specified through cities on routes that only warrant a bituminous surface treatment. The NovaChip® was placed in the summer of 2001. Pavement condition survey results and visual observations revealed that the NovaChip® was effective in reducing both the frequency and severity of cracking. Ride quality has remained constant throughout the six year evaluation period and wear/rutting has been minimal. Life cycle cost analysis showed that NovaChip® is comparable to HMA Class G when analyzed on a total project cost basis, but not competitive when only the cost of the overlay is considered. KW - Chip seals KW - Condition surveys KW - Life cycle costing KW - NovaChip KW - Pavement cracking KW - Pavement design KW - Pavement performance KW - Ride quality KW - Rutting KW - Small cities KW - State highways KW - Washington (State) KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/697.1.pdf UR - https://trid.trb.org/view/864030 ER - TY - RPRT AN - 01104034 AU - Rephlo, Jennifer A AU - Carter, Mark AU - Rigdon, Heather AU - Robinson, Mark D AU - Katz, Bryan AU - Bedsole, Lisa AU - Philmus, Ken AU - Science Applications International Corporation AU - Federal Highway Administration TI - Strategies for Improving Safety at Toll Collection Facilities PY - 2008/05//Draft Final SP - 64p AB - A wide range of solutions have been developed to address the unique safety challenges of toll collection facilities. However, many of these solutions have been created by individual agencies that are geographically and institutionally isolated from one another. Consequently, while many of the techniques or strategies are quite innovative and may be applicable at other toll collection facilities, their use may not yet extend beyond a single agency. This report is the result of an effort to gather information on specific safety strategies directly from those who operate and who work in and around toll facilities. Altogether, individuals from over 35 tolling authorities were consulted, and from discussions with these individuals, 94 strategies were identified that are currently in use across the country, and that may have the potential to improve safety at toll collection facilities. This report presents these 94 strategies. KW - Highway safety KW - Occupational safety KW - Strategic planning KW - Toll booths KW - Toll collection KW - Toll facilities KW - Toll plazas UR - http://www.fhwa.dot.gov/tolling/if08005/if08005.pdf UR - https://trid.trb.org/view/864071 ER - TY - RPRT AN - 01104028 AU - Goswami, Arkopal K AU - Miller, John S AU - Hoel, Lester A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Airport Offsite Passenger Service Facilities: An Option for Improving Landside Access: Volume I: Definition, Background, and Opportunities PY - 2008/05//Final Report SP - 29p AB - Because transportation modes are diverse, intermodal connections take several forms. They may be comprised of a major hub, such as the Virginia Inland Port, which transfers freight between the truck and rail modes, or an improvement to an existing mode, such as storage space for bicycles on buses. Between these extremes are park and ride lots, which accommodate motorists changing to a transit mode. These intermodal connection points share the common purpose of providing a “seamless” link from one mode to another. An example of an intermodal connection is the airport offsite passenger service facility, or simply an offsite facility. These facilities deliver passengers from a common location to an airport and may provide additional services such as baggage and passenger check-in. These facilities can exist at train stations, cruise line ports, resorts, or hotels or as separate facilities near major highways. Some provide passenger transportation to the airport but not baggage check-in; some provide baggage check-in but not passenger transportation to the airport; and some provide baggage and passenger check-in as well as transportation to the airport. Successful airport offsite facilities offer a benefit to both the passenger and the airport operator. Passenger benefits include the seamless transfer of people or baggage; operator benefits include the option to increase airport terminal capacity without the need to acquire additional land for parking or other terminal operations. In the past, when offsite facilities failed to provide such benefits, they ceased operations. Thus, an investment in an offsite facility is not without risk. Where successful, these facilities may offer the following public benefits: (1) an alternative airport access mode for air passengers and (2) a way to expand airport landside capacity without taking additional land. To the extent that automobile trips are replaced by public transportation, these facilities can serve (1) to improve air quality and (2) to reduce highway congestion. These opportunities suggest that offsite facilities merit consideration as one tool for improving intermodal connections. This report documents the history, categories, potential risks and benefits, and Virginia-specific opportunities associated with airport offsite passenger service facilities. A major barrier to implementation is the lack of a methodology for forecasting travel demand. A companion report entitled "Airport Offsite Passenger Service Facilities: An Option for Improving Landside Access: Volume II: A Methodology to Determine Demand for Airport Offsite Passenger Service Facilities" will present the results of a study that can assist in evaluating the potential for implementing such a facility in Virginia. KW - Airport access KW - Airport operations KW - Baggage handling KW - Landside operations (Airports) KW - Passenger service KW - Satellite terminals (Airports) UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r15.pdf UR - http://ntl.bts.gov/lib/37000/37600/37655/08-r15.pdf UR - https://trid.trb.org/view/863980 ER - TY - RPRT AN - 01104022 AU - Decina, Lawrence E AU - Lococo, Kathy H AU - Ashburn, Warren AU - Hall, William B AU - Rose, Janelle AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Identifying Strategies to Improve the Effectiveness of Booster Seat Laws PY - 2008/05//Final Report SP - 127p AB - The objective of this project was to identify strategies to improve the effectiveness of booster seat laws. The project explored the possible factors that relate to the use and nonuse of booster seats, and examined the attitudes of law enforcement officers and parents/caregivers concerning booster seat laws. As of June 2007, 38 States and the District of Columbia have included booster seat provisions in their child restraint laws. A recent NHTSA-sponsored observational survey found 41% of children age 4 to 8 restrained in boosters. A literature review uncovered the following reasons that parents/caregivers do not restrain their children in boosters: misunderstanding of the law; underestimation of risk; lack of knowledge about the benefits of booster seats; and permissive parenting style. An observational study conducted in this project found a 9.1-percentage-point increase in the use of child safety seats and booster seats for children age 4 to 8 following enactment of an enhanced child restraint law (booster seat law). Barriers to the use and enforcement of booster seat laws were addressed in focus groups with parents/caregivers and law enforcement officers. Barriers included parent/caregiver ignorance of child restraint laws and low risk perception; lack of knowledge about the safety benefits of booster seats among the public, as well as among law enforcement officers and members of the courts; low threat of being ticketed for booster seat violations; and lack of commitment to child passenger safety (CPS) by law enforcement top management. Educational, enforcement, and legislative strategies were developed to improve the effectiveness of booster seat laws. The educational strategies are teaching parents/caregivers about best practices for restraint use and the risks of inappropriate restraint use; and identification of booster seat resources for low-income groups. The enforcement strategies include enlisting support for CPS activities from chiefs of police; training law enforcement officers and judges about CPS best practices and their State laws; high-visibility enforcement of child restraint laws; recording appropriate child restraint law violation data on citations; including law enforcement officers in publicity promoting booster seat laws and best practices; and use of fear appeals in CPS messages to increase parent/caregiver risk perception. Legislative strategies are enactment of booster seat laws in all States; strengthening of booster seat laws to meet best practices; and enactment of primary booster seat laws as well as primary seat belt laws. KW - Attitudes KW - Best practices KW - Booster seats KW - Caregivers KW - Education KW - Focus groups KW - Judges KW - Law enforcement KW - Law enforcement personnel KW - Literature reviews KW - Parents KW - Risk perception KW - State laws KW - Strategic planning KW - Surveys UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Studies%20&%20Reports/Associated%20Files/810969.pdf UR - http://ntl.bts.gov/lib/30000/30100/30188/810969.pdf UR - https://trid.trb.org/view/863913 ER - TY - RPRT AN - 01104013 AU - Fell, James C AU - Langston, Elizabeth A AU - Lacey, John H AU - Tippetts, A Scott AU - Cotton, Ray AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Evaluation of Seven Publicized Enforcement Demonstration Programs to Reduce Impaired Driving: Georgia, Louisiana, Pennsylvania, Tennessee, Texas, Indiana, and Michigan PY - 2008/05 SP - 152p AB - Between 2000 and 2003, the National Highway Traffic Safety Administration funded seven alcohol demonstration projects designed to reduce impaired driving through well-publicized and highly visible enforcement. The projects were conducted in seven States: Georgia, Louisiana, Pennsylvania, Tennessee, Texas, Indiana, and Michigan. This report describes the program evaluations conducted in all seven States. In each of the seven States, funding supported increased enforcement and publicity. In Georgia, Indiana, and Michigan funding was provided for paid advertising. Each State acted as a case study because the type and amount of publicity and enforcement differed substantially. Significant reductions in crashes in the intervention States relative to surrounding States were obtained in Georgia and Tennessee, when an interrupted time-series analysis of FARS data comparing the ratio of drinking to non-drinking drivers in fatal crashes was used; however, a corresponding statistically significant reduction in alcohol-related fatalities per 100 million vehicle miles traveled was not obtained. Compared to neighboring States, Indiana and Michigan experienced significant decreases in both the ratio of drinking to non-drinking driver fatal crashes and alcohol-related fatalities per 100 million vehicle miles traveled. As compared to surrounding States, fatal crash reductions in Georgia, Tennessee, Indiana, and Michigan ranged from 11 to 20 percent. In these four States, the programs were estimated to have saved lives ranging from 25 in Indiana to 43 in Tennessee to 57 in Michigan to 60 in Georgia. The other three States showed only marginal, non-significant changes relative to their comparison jurisdictions or States. In summary, it appears that a variety of media and enforcement procedures that supplement ongoing statewide efforts can yield meaningful crash reduction effects among alcohol impaired drivers. In general, States employing sobriety checkpoints, using paid advertising and programs implemented statewide were associated with crash reductions relative to surrounding States. However, the use of saturation patrols alone did not preclude crash reduction. As each of these demonstration programs was unique and superimposed on existing State program activities targeting drinking drivers, simple relationships were not obtained between crash reductions and (a) amount, type, and target of publicity campaigns; (b) amount and type of enforcement activities; and (c) driver awareness, perceptions and self-reported behavior. Based upon previous research and some of the implications from this study, a State impaired driving enforcement program is more likely to be successful if it incorporates (a) numerous checkpoints or highly visible saturation patrols conducted routinely throughout the year along with mobilized crackdowns (at least three per year) and; (b) intensive publicity coverage of the enforcement activities, including paid advertising. KW - Advertising KW - Case studies KW - Demonstration projects KW - Drunk driving KW - Fatalities KW - Georgia KW - Indiana KW - Law enforcement KW - Louisiana KW - Michigan KW - Pennsylvania KW - Publicity KW - Saturation patrols KW - Sobriety checkpoints KW - Tennessee KW - Texas UR - http://ntl.bts.gov/lib/30000/30200/30205/810941.pdf UR - https://trid.trb.org/view/863921 ER - TY - RPRT AN - 01103994 AU - LeRoy, Aida A AU - Morse, M Lee AU - Iatrogen, LLC AU - National Highway Traffic Safety Administration TI - Multiple Medications and Vehicle Crashes: Analysis of Databases PY - 2008/05//Final Report SP - v.p. AB - Using population databases, this study analyzed the association of the impairing effects of multiple medication use, drug interactions, and drug disease interactions on motor vehicle crashes (MVCs) in individuals age 50 years and greater. The main objectives of this study were to determine the relative frequency of various combinations of medications used by those who have experienced a MVC and those who have not by analyzing proprietary and non-proprietary databases; and to conduct a case-control study of possible associations between the use of medications (and combinations thereof) and MVCs among older drivers. The results of this analysis suggest that both the kinds and number of medication exposures, and the characteristics of diseases/disorders present among study subjects may predict an increase in risk for MVCs among older adults. By demonstrating a potential link between multiple drug therapies and MVCs, this study serves to highlight the need for a more thorough examination of the relationships between drugs, diseases and the older driver. The study suggests the need for further research to elucidate the complex interplay of factors affecting aging adults and driving ability. The results of this research support the intentions of the National Highway Traffic Safety Administration to promote the development of educational programs to increase awareness among health care providers and older drivers regarding the potential driver impairing effects of pharmaceutical use. KW - Aged drivers KW - Crashes KW - Databases KW - Diseases and medical conditions KW - Drug interactions KW - Drugs KW - Education KW - Medication KW - Polypharmacy UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810858.pdf UR - http://ntl.bts.gov/lib/30000/30200/30202/810858.pdf UR - https://trid.trb.org/view/863878 ER - TY - RPRT AN - 01103990 AU - Hawkins, H Gene AU - Williams, Cameron L AU - Sunkari, Srinivasa R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Traffic Control Devices: Fourth-Year Activities PY - 2008/05//Technical Report SP - 108p AB - This project was established to provide a means of conducting limited scope evaluations of numerous traffic control device issues. During the fourth year of the project, researchers completed assessments of five issues: developing an automated process for identifying the start and end of no-passing zones, developing guidelines for the use of pedestrian countdown signals, evaluating the performance of lead-free yellow thermoplastic pavement markings, developing improved guidelines for accessibility issues associated with traffic signalization, and continuing development of the "Work Zone Impacts Handbook." The automated no-passing zone activity developed a prototype method of using Global Positioning System (GPS) coordinates to identify the start and end of no-passing zones based on vertical alignment. The activity on pedestrian countdown signals synthesized available information to develop some initial guidelines. The signal accessibility and work zone impacts’ activities are producing separate documents that address those issues. KW - Accessibility KW - Countdown pedestrian indicators KW - Global Positioning System KW - Guidelines KW - Handbooks KW - No passing zones KW - Road markings KW - Signalization KW - Thermoplastic materials KW - Traffic control devices KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-4701-4.pdf UR - https://trid.trb.org/view/863669 ER - TY - RPRT AN - 01103983 AU - Reinschmidt, Kenneth F AU - Trejo, David AU - Folliard, Kevin J AU - Kim, Hyung-jin AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Feasibility Study for Development of Marine Exposure Test Site: Technical Report PY - 2008/05//Technical Report SP - 256p AB - Durability is a serious issue for managers of the U.S. transportation infrastructure. Work remains to be done to improve the service life, life-cycle durability, and both direct and indirect life-cycle costs of reinforced concrete, steel, and other structural materials in all environments throughout the state of Texas. For this project, researchers performed a feasibility study for the development of a marine exposure test site on the Texas gulf coast. The goals of the site are to increase the service life, reduce the capital and maintenance costs, and improve the quality, performance, and safety of transportation infrastructure in Texas through real-exposure research, experimentation, and testing of construction materials and processes. A literature survey reviews economic studies of durability problems and associated costs, including the costs nationwide and in Texas of deterioration, degradation, and corrosion, and the tangible benefits of improved durability. The project researchers visited and evaluated existing exposure test sites in the U.S. to identify site requirements and the critical success factors for a Texas marine exposure test site. A quantitative cost-benefit analysis was performed considering costs and future benefits in the short-term and long-term. The results demonstrate that the development of a Texas marine test site would be economically feasible and cost-beneficial to Texas. KW - Benefit cost analysis KW - Costs KW - Durability KW - Economic impacts KW - Feasibility analysis KW - Literature reviews KW - Marine environment KW - Marine exposure test sites KW - Reinforced concrete bridges KW - Salt water areas KW - Steel bridges KW - Test facilities KW - Texas Gulf Coast KW - Transportation infrastructure UR - http://tti.tamu.edu/documents/0-5266-1.pdf UR - https://trid.trb.org/view/863670 ER - TY - RPRT AN - 01102442 AU - Federal Aviation Administration TI - Proposed replacement general aviation airport, city of Mesquite, Clark County : environmental impact statement PY - 2008/05//Volumes held: Draft(3v) KW - Environmental impact statements KW - Nevada UR - https://trid.trb.org/view/862403 ER - TY - RPRT AN - 01101655 AU - Schmitt, Robert L AU - Owusu-Ababio, Samuel AU - Denn, Kevin D AU - University of Wisconsin, Platteville AU - Research and Innovative Technology Administration AU - Midwest Regional University Transportation Center TI - Database Development for an HMA Pavement Performance Analysis System PY - 2008/05//Final Report SP - 55p AB - The primary purpose of this report was to develop a database template, using the existing Wisconsin Department of Transportation (DOT) pavement management system, from which to perform pavement performance analysis using design, construction, and performance data for hot-mix asphalt (HMA) pavements. A second purpose was to investigate appropriate numerical or statistical methods that have the potential of quantifying and establishing relationships between design, construction, and performance data. A series of tasks was conducted including a review of literature, review of Wisconsin DOT databases, database integration with emphasis on performance modeling, and recommended approaches for performance modeling. The literature review found that data types collected for performance evaluation and modeling vary among agencies depending on needs, but the most common types include inventory, condition, traffic volume, and maintenance and rehabilitation. Common referencing systems between various data collection systems can facilitate data integration for pavement performance modeling; however, a major barrier for achieving full data integration is lack of common referencing systems compounded by the use of different data formats. To that end, Geographic Information System (GIS) was identified as an effective tool for data integration among various divisions within an organization. Several Wisconsin DOT databases applicable to performance modeling for HMA pavements were reviewed for primary data categories including construction, design, traffic, and performance. Semantic discrepancies among databases that impede integration were summarized, then recommendations were identified to enable simple or complex queries to relate data residing in the different databases. A GIS-based database integration was recommended using similar Wisconsin DOT GIS practices. A loose coupling approach, involving the transfer of data files between the GIS and other programs, was demonstrated using screen snapshots. Then, the integrated data were prepared for export into a statistical analysis package and the results imported back to the GIS for data visualization or display. Several statistical analysis methods to develop performance models were provided, along with reference examples for ANOVA (analysis of variance), comparison of means, and regression models. Currently there is an on-going research study with estimated completion in 2008, NCHRP Project 9-22, Beta Testing and Validation of HMA PRS, that will develop software capable of developing pavement performance models. KW - Analysis of variance KW - Asphalt pavements KW - Data integration KW - Databases KW - Geographic information systems KW - Literature reviews KW - Mathematical models KW - Pavement management systems KW - Pavement performance KW - Statistical analysis KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/54134/07-11_FR.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/06-13hmadatabase-f.pdf UR - https://trid.trb.org/view/860746 ER - TY - RPRT AN - 01101654 AU - Hoppe, Edward J AU - Whitehouse, Derek H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Implementation of gINT Software at the Virginia Department of Transportation PY - 2008/05//Final Report SP - 15p AB - A set of software tools was developed to enable staff of the Virginia Department of Transportation (VDOT) and consultants to streamline processing of subsurface exploration data. Built around the gINT program (geotechnical database and graphics package), these tools allow generation of various geotechnical outputs with a high degree of uniformity. Capabilities include data export to GEOPAK and MicroStation, including automated post-processing, resulting in final drawings conforming to VDOT office practice. In this project, various macros and configuration files were assembled into a single installation file, allowing users to configure their workstation quickly for VDOT projects. The system has already been implemented at VDOT. The install program can be downloaded from the website of VDOT’s Materials Division at http://www.virginiadot.org/business/materials-downloaddocs. asp. A detailed instruction manual is also posted, providing step-by-step directions. The use of this software significantly reduces borehole log preparation time and ensures consistency of output, the latter resulting in a higher quality end product. It is estimated that a VDOT geologist saves approximately 2 full days of work per typical bridge project when using this software, which translates into an approximate cost savings of $600 per bridge. Truly significant savings can be realized over a longer period of time. In the past, some VDOT borehole logs generated manually on paper were not readily accessible after project completion. As a consequence, when new projects were proposed in the vicinity of existing roads and structures, the subsurface information was lacking, necessitating additional exploration, often at great expense. For example, it is estimated that many over water drilling projects can cost approximately $10,000 per day. The software developed through this project will also allow an improved archiving process, thus providing better information regarding local subsurface conditions. It will also help determine if additional boreholes are necessary. Finally, it will allow sharing of subsurface data with consultants and contractors. KW - Boreholes KW - Computer program documentation KW - Cost effectiveness KW - Data banks KW - Data logging KW - Data sharing KW - Geotechnical engineering KW - Implementation KW - Information processing KW - Software KW - Subsurface exploration KW - Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r19.pdf UR - http://ntl.bts.gov/lib/37000/37600/37656/08-r19.pdf UR - https://trid.trb.org/view/860753 ER - TY - RPRT AN - 01100794 AU - Murdock, Steve H AU - Cline, Michael AU - Prozzi, Jolanda P AU - Ramirez, Rick AU - Meers, Alan AU - McCray, John P AU - Harrison, Robert AU - University of Texas, San Antonio AU - Texas Department of Transportation AU - Federal Highway Administration TI - Impacts of Current and Future Demographic Change on Transportation Planning in Texas: Second Year Interim Report PY - 2008/05//Second Year Interim Technical Report SP - 165p AB - As Texas population continues to grow and as the complexities of that growth change the fundamental demographic structure of the state, transportation planners will need a better understanding of demographic data and its implications. This report provides an overview of demographic change shaping the State of Texas and analyses of how these impacts may shape transportation. KW - Demographics KW - Impacts KW - Population growth KW - Texas KW - Transportation planning UR - https://trid.trb.org/view/860559 ER - TY - RPRT AN - 01100793 AU - Lantz, Kenneth E AU - Miller, John S AU - Beaton, Jason S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A Review of the Virginia Department of Transportation's Scoping Process and Options for Potential Improvements PY - 2008/05//Final Report SP - 53p AB - Transportation project scoping is a process where the project’s purpose and need, budget, schedule, and scope are developed. Interviews conducted with 27 staff representing the Virginia Department of Transportation (VDOT), the Federal Highway Administration (FHWA), and regional planners, coupled with a review of related literature and federal legislation, suggested 10 options for improving Virginia’s scoping process. Although implementation of the first 8 options may involve, to varying degrees, both central office and district staff, the decision regarding whether or not to implement them as a matter of policy rests with VDOT’s Chief Engineer. Six options regard "changes in process" that have already been implemented in some VDOT districts or are under consideration: 1. Select a monthly project day statewide; 2. Delineate scoping-day decisions from other activities in the scoping process; 3. Consider initiatives that have already been deployed successfully in one or more VDOT districts such as the use of a risk assessment page; 4. Allow electronic submission of the scoping report; 5. Provide resources to perform scoping prior to programming (and use this information to influence which projects are placed in the transportation program); and 6. Support efforts to link planning and programming. Two options regard specific products: (1) develop a single primer that explains to an outside audience how the scoping process influences project development and is designed to improve the quality of the discussion among VDOT, localities, and other agencies regarding project scoping, and (2) consider database enhancements suggested by interviewees. The final two options regard suggestions for further research. The report gives the rationale for each option, detailing interviewees’ descriptions of how scoping is done, challenges that arise when scoping specific projects, and enhancements to scoping that have been considered in individual districts. KW - Decision making KW - Interviewing KW - Literature reviews KW - Project management KW - Project scoping KW - Risk assessment KW - Transportation projects KW - Virginia KW - Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r13.pdf UR - http://ntl.bts.gov/lib/37000/37600/37653/08-r13.pdf UR - https://trid.trb.org/view/860524 ER - TY - RPRT AN - 01100773 AU - Fitch, G Michael AU - Craver, Vinka O AU - Smith, James A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Recycling of Salt-Contaminated Stormwater Runoff for Brine Production at Virginia Department of Transportation Road-Salt Storage Facilities PY - 2008/05//Final Report SP - 24p AB - A large part of the Virginia Department of Transportation’s (VDOT’s) maintenance effort comprises the implementation of its snow removal and ice control program. Earlier research confirmed that VDOT captures significant volumes of salt-laden stormwater runoff at its 300+ salt storage facilities throughout the state and that the disposal options for this water are limited and costly. Although VDOT is implementing recommended management options to reduce the quantity of salt water captured, this research was undertaken to determine the possibility of recycling salt-contaminated stormwater runoff for the purpose of producing brine that can be used for pre-wetting of granular NaCl and direct application. Laboratory and field tests were conducted using bench-scale brine generation equipment. In the laboratory phase, brine was produced using tap water while hydraulic retention times and water temperatures were varied to determine how these changes would affect the quantity and quality of brine production. Stormwater runoff from a storage pond without any previous treatment was used in the field phase to allow a better estimate of the potential effects of stormwater on the quality of the brine generated. Results showed that the optimum conditions for brine production were low hydraulic retention time (high flow rates) and high temperatures. The total suspended solids present in the stormwater runoff did not diminish the quality of the brine in the field tests. Based on historic precipitation and chemical application data, VDOT appears to capture sufficient volumes of water to meet the majority of its potential brine production needs. Further, significant economic benefits can be obtained by applying this recycling strategy, with the greatest benefits resulting from generating brine for both direct application and pre-wetting. Assuming average stormwater volume collection and average total NaCl application, VDOT can save approximately $3 million each year by generating brine for pre-wetting only versus approximately $6.5 million each year by generating brine for the combination of pre-wetting and direct application. KW - Economic benefits KW - Field tests KW - Laboratory tests KW - Prewetting KW - Recycling KW - Runoff KW - Salt brine KW - Salt water disposal KW - Sodium chloride KW - Storage facilities KW - Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r17.pdf UR - http://ntl.bts.gov/lib/37000/37600/37654/08-r17.pdf UR - https://trid.trb.org/view/860529 ER - TY - RPRT AN - 01100765 AU - Herling, Daphne AU - University of Montana, Missoula AU - Montana Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Montana Department of Transportation's Research Project Solicitation, Prioritization, and Selection Process PY - 2008/05//Final Report SP - 108p AB - The Montana Department of Transportation (MDT) contracted the Bureau of Business and Economic Research at the University of Montana – Missoula to conduct research to determine how other states solicit, prioritize, and select research problem statements for the purpose of providing ideas for inclusion in their research programs. MDT is interested in maintaining and improving the quality of its own research process. The purpose of this report is to inform MDT of methods used by the research units in other states’ Departments of Transportation to accomplish this stage of their work, to report on the thoughts and ideas of key MDT staff, and to specifically provide recommendations on how MDT can align its problem statement solicitation, prioritization, and selection process with the strategic directions set by the department as a whole. KW - Montana Department of Transportation KW - Research problem statements KW - Research projects KW - Selection process KW - Solicitations KW - State departments of transportation KW - Strategic planning UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/research_eval/final_report.pdf UR - http://ntl.bts.gov/lib/30000/30100/30109/FHWA_MT_final_report.pdf UR - https://trid.trb.org/view/860498 ER - TY - RPRT AN - 01100752 AU - Dang, Jennifer N AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Statistical Analysis of Alcohol-Related Driving Trends, 1982-2005 PY - 2008/05//NHTSA Technical Report SP - 72p AB - Overall, the percent of drivers involved in fatal crashes who had consumed alcohol and had blood alcohol concentration (BAC) of .08 or above prior to the crash steadily decreased from 1982 to 1997 and then leveled off (more or less). In an attempt to explain the 1982-1997 reduction and the 1997-2005 level trend, this report presents a statistical analysis of factors that influenced the historical alcohol-related driving trends from 1982 to 2005. The study is based on disaggregate logistic regression of imputed Fatality Analysis Reporting System (FARS) cases from all 50 States and the District of Columbia – to predict the probability of an alcohol-related involvement given a set of independent variables. The independent variables include alcohol-related legislation (i.e., .10 BAC, .08 BAC, Administrative License Revocation, minimum-legal-drinking-age laws), demographic factors (i.e., driver’s age and gender), per capita alcohol consumption, and external factors (i.e., day of the week, time of day, roadway function class, and posted speed limit). The independent variables explain both the decrease in alcohol-related fatal crashes (where drivers involved in fatal crashes had BAC of .08 or above) from 1982 to 1997 and its leveling off after 1997. Large portions of the reduction are explained by the effect of alcohol-laws and by the demographic trends – the aging of the population and the increased proportion of female drivers. The leveling off after 1997 does not imply that the laws are becoming less effective. On the contrary, they effectively maintain the proportion of drivers in fatal crashes who had BAC of .08 or above at the time of the crash – at the lowest level since 1982. KW - Alcohol use KW - Blood alcohol levels KW - Demographics KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Regression analysis KW - State laws KW - Statistical analysis KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/30000/30200/30206/810942.pdf UR - https://trid.trb.org/view/860402 ER - TY - RPRT AN - 01100212 AU - Bingham, C Raymond AU - Hockanson, Heather M AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor AU - Research and Innovative Technology Administration TI - M-CASTL 2008 Synthesis Report: Volume 2, Teen Driver Safety PY - 2008/05 SP - 41p AB - Teen drivers have the highest crash rates of any age-group of drivers, with the possible exception of the very oldest drivers. Motor vehicle crashes are the leading cause of morbidity and mortality among teens. Not only are teen drivers more likely to be involved in crashes, they are also more likely than any age-group of drivers to carry passengers more often and in larger numbers. As a result, crash-related injury and death among teens occurs most often to teenage passengers of teen drivers. Many factors contribute to the high crash risk of teen drivers. The purpose of this report is to review these factors and provide a synopsis of current knowledge and understanding of teen driver safety. The objective of this synopsis is to identify high priority areas and directions for research to move the field of teen driver safety forward. To accomplish this objective, topics from the literature spanning the past decade relating to teen driver safety are reviewed with the intent, not of providing a comprehensive review of all literature in this field, but of presenting a representative review of current knowledge and limitations to that knowledge, and to identify high priority areas for research in teen driver safety. Following a review of the current state of knowledge in teen driver safety, areas for future research are discussed, including: continued efforts to enhance programs that are currently having a positive effect on teen driver safety, as well as to identify additional effective programs; increased understanding of parents’ attitudes and needs viz a viz the safety of their teenage children who drive; multi-disciplinary research to develop a driver education program that is effective in increasing teen driver safety; continued program development and evaluation research in the areas of teen drink/driving, safety belt use, and risks due to teenage passengers; and research to ensure that technology that is unsafe for teen drivers is identified and eliminated from the driving situation. All of these areas must be addressed with the backdrop of what is known about adolescent development, so that programs are designed to be developmentally appropriate. KW - Crash injuries KW - Crash rates KW - Driver education KW - Drunk driving KW - Fatalities KW - Literature reviews KW - Parents KW - Passengers KW - Research KW - Seat belt use KW - Syntheses KW - Teenage drivers KW - Traffic safety UR - http://m-castl.org/files/2008SynthesisReport-Vol2.pdf UR - https://trid.trb.org/view/860063 ER - TY - RPRT AN - 01099872 AU - Donaldson, Bridget M AU - Baker, Andrew J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Understanding the Environmental Implications of Cured-in-Place Pipe Rehabilitation Technology PY - 2008/05//Final Report SP - 25p AB - Cured-in-place pipe (CIPP) rehabilitation is a commonly used technology for pipe repair, and transportation agencies are using CIPP technology to repair damaged pipe culverts. In typical CIPP applications, a lining tube saturated with a thermosetting resin is installed into the damaged pipe and cured with a heat source to form a pipe-within-a-pipe. This study focused on CIPP installations that use forced steam through the lining tube both to press the liner to the inside dimensions of the host pipe and to harden the resin-impregnated liner material. Of the thermosetting resins used in CIPP applications, styrene-based resins are the most common. This research focused on styrene-based CIPP products. To evaluate the potential for impacts on water quality from the steam-cured CIPP process, seven CIPP installations in surface water and stormwater conveyances were identified and observed over the course of a 1-year study in Virginia. Water samples were collected from each project site and analyzed for styrene. The results were then evaluated for compliance with established regulatory standards and published aquatic toxicity criteria. Water samples collected from pipe outlets at five of the seven CIPP installations showed detectable levels of styrene. Styrene concentrations were generally highest in water samples collected during and shortly following installation. The maximum duration that styrene was detected at any site was 88 days following the CIPP installation. Although the sites in this study were not directly linked to sources of drinking water, styrene levels at five sites were higher than the U.S. Environmental Protection Agency’s maximum contaminant level for drinking water of 0.1 mg/L. Styrene was detected at five sites for a minimum of 5 days to at least 71 days after installation and was detected at these sites up to 40 m downstream. Certain measurements were also found to exceed the values for EC50 (the concentration required to have a defined effect on 50 percent of a study population) or LC50 (the concentration required to kill 50 percent of a study population) for several freshwater aquatic indicator species. The findings suggest that the elevated styrene levels could have resulted from one or a combination of the following: (1) installation practices that did not capture condensate containing styrene, (2) uncured resin that escaped from the liner during installation, (3) insufficient curing of the resin, and (4) some degree of permeability in the lining material. A summary of the actions taken by the Virginia Department of Transportation (VDOT) in response to the preliminary findings of this study is also provided in this report. VDOT suspended the use of styrene-CIPP for pipes that convey surface or stormwater while further evaluating CIPP repair and subsequently developing new requirements for these installations. The new measures include substantial modifications to VDOT’s CIPP specifications; an inspector training program; increased project oversight; and water and soil testing prior to and after CIPP installation. Reinstatement of statewide VDOT CIPP installations using the new procedures and specifications is planned for May 2008. KW - Aquatic life KW - Cured in place pipe KW - Inspection KW - Linings KW - Pipe culverts KW - Rehabilitation (Maintenance) KW - Repairing KW - Specifications KW - Steam KW - Styrenes KW - Thermosetting resins KW - Toxicity KW - Water quality UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r16.pdf UR - http://ntl.bts.gov/lib/37000/37600/37652/08-r16.pdf UR - https://trid.trb.org/view/859585 ER - TY - RPRT AN - 01099870 AU - Abolmaali, Ali AU - Fernandez, Raul AU - Kamangar, Farhad AU - Ramirez, Guillermo AU - Le, Tri AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - Vibration Reduction and Control for Traffic Cameras: Technical Report PY - 2008/05//Technical Report SP - 288p AB - This project developed two low-cost, high-efficiency image stabilization devices and algorithms to correct images transmitted from closed circuit television (CCTV) cameras to traffic management centers. The stabilization devices eliminate the requirements of high stiffness and strength for the camera poles so that lighter poles can be used. This report provides information regarding the project outcomes. KW - Algorithms KW - Cameras KW - Closed circuit television KW - Damping (Physics) KW - Image processing KW - Poles (Supports) KW - Stabilization devices KW - Television cameras KW - Traffic control centers KW - Vibration control KW - Vibration isolation UR - https://trid.trb.org/view/859586 ER - TY - RPRT AN - 01099044 AU - Richardson, David N AU - Missouri University of Science and Technology, Rolla AU - Research and Special Programs Administration TI - Acquistion of a High-Quality Temperature Chamber PY - 2008/05//Final Report SP - 83p AB - With the Missouri Department of Transportation (MoDOT) beginning to implement the new Mechanistic-Empirical (M-E) Design Guide for New and Rehabilitated Pavements, the need exists for various types of testing of hot-mix asphalt (HMA) mixes used by MoDOT in its flexible pavements. In particular, the American Association of State Highway and Transportation Officials (AASHTO) test protocol T 322 is utilized to determine HMA properties needed as inputs to pavement distress prediction models within the M-E Pavement Design Guide (MEPDG) Software. The primary properties derived from T 322 are creep compliance and tensile strength. These properties are determined using indirect tension methods and are temperature dependent. Creep compliance is a parameter used in the thermal cracking distress model within the MEPDG Software and is determined at 0, -10, and -20 deg C while tensile strength is an input to the fatigue cracking distress model and is determined at temperatures ranging from -20 to +20 deg C. KW - AASHTO T 322 KW - Creep KW - Hot mix asphalt KW - Laboratory tests KW - Mechanistic-Empirical Pavement Design Guide KW - Missouri KW - Tensile strength KW - Testing equipment UR - http://utc.mst.edu/documents/RE169_CR.pdf UR - http://ntl.bts.gov/lib/27000/27000/27007/RE169_CR.pdf UR - https://trid.trb.org/view/859450 ER - TY - RPRT AN - 01099043 AU - National Center for Statistics and Analysis TI - Trends in Non-Fatal Traffic Injuries: 1996 – 2005 PY - 2008/05//NHTSA Technical Report SP - 48p AB - An analysis of three major databases of the National Highway Traffic Safety Administration (NHTSA) shows that from 1996 through 2005, the annual number of “incapacitating” injuries due to motor vehicle crashes decreased by 25 to 28%. Incapacitating is a category of injury severity that represents the most severe non-fatal injuries. An incapacitating injury is a nonfatal injury that prevents the injured person from walking, driving, or normally continuing the activities the person was capable of performing before the injury occurred. This report utilizes three databases from NHTSA’s National Center for Statistics and Analysis (NCSA). The databases are used separately to analyze trends in non-fatal motor vehicle injuries. Data were individually examined from the Fatality Analysis Reporting System (FARS) from 1996 through 2005, the National Automotive Sampling System General Estimates System (GES) from 1996 through 2005, and 25 States in the State Data System (SDS) from 1996 through 2004. A significant reduction was seen in the overall non-fatal injury counts in each of the FARS, GES, and SDS databases. The GES and SDS annual injury counts dropped by 23% and 9% respectively, while an 11% drop in non-fatal injuries was seen in the FARS database of fatal crashes. The largest percentage decline in the FARS database (25%), GES database (28%), and SDS database (25%) occurred among the most severe injuries, referred to as incapacitating injuries. The rate of non-fatal injuries per crash also declined in each of the three databases. These reductions in non-fatal injuries seen in FARS, GES, and SDS have taken place despite a 20% increase in vehicle miles traveled. Concurrent with these declines in non-fatal injuries, the number of FARS fatalities rose by 3%. The decline in injuries noted in this report is correlated to the many improvements in vehicle safety and driver and passenger behavior that have taken place in the last decade. These improvements include, but are not limited to: an increased use of seat belts and child safety seats, reductions in drunk driving, as well as an expansion throughout the vehicle fleet of air bags and electronic stability control. KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injury rates KW - Injury severity KW - National Automotive Sampling System KW - States KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/810944.PDF UR - https://trid.trb.org/view/859423 ER - TY - ABST AN - 01461770 TI - Transportation Planning Capacity Building Program AB - The objective of this research is to realize the research, development, and technical assistance objectives of the transportation planning capacity building (TPCB) initiative (and specifically the TPCB Programs). The FHWA requires the support of and access to multi-disciplined teams to meet the challenges of transportation planning for the twenty-first century. Services provided by the Volpe Center will be targeted at specific needs and areas of interest that will support the Federal Highway Administration (FHWA) work in transportation planning capacity building as well as innovation in transportation planning processes and decision-making, transportation and land use, and transportation and community impacts. The Volpe Center will provide integrated support for transportation planning capacity building initiatives and activities via the following four program areas: (1) Assist Stakeholders in Accessing Training and education. (2) Enable Connections, Interactions, and Learning among Peers. (3) Collect/Synthesize Effective Practices and the State of the Art. (4) Assist in Solving Technical Problems. KW - Decision making KW - Education KW - Integrated systems KW - Research projects KW - State of the art KW - Technical assistance KW - Technological innovations KW - Training KW - Transportation planning UR - https://trid.trb.org/view/1229990 ER - TY - RPRT AN - 01152605 AU - York, Alan AU - Seagroves, Rick AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Herbicide Options for Weed Management in the North Carolina Highway Wildflower Program PY - 2008/04/30/Final Report SP - 66p AB - The North Carolina Department of Transportation Roadside Environmental Unit plants wildflowers on approximately 3500 roadside acres in North Carolina. Methyl Bromide, a broad-spectrum soil fumigant, has been used to prepare roadside areas for wildflower plantings. Out of concern for the atmospheric ozone layer, a complete ban of methyl bromide production by 2005 was agreed to by 160 nations. The loss of methyl bromide facilitated the need for research to find alternative weed control herbicides. Field trials were conducted at North Carolina Department of Agriculture research stations in the piedmont and coastal plain regions of the state. Research was conducted with multiple preemergence and postemergence herbicides having differing modes of action on twenty-one wildflower species. Periodic visual evaluations were made to determine wildflower tolerance and weed control. This final year’s research concentrated on herbicides that were tolerant to the most number of wildflower species and herbicides that were labeled for use on roadsides and/or wildflower plantings. Additionally, Callisto and Staple were evaluated due to outstanding tolerance with several wildflower species. For the most part, wildflower species were more tolerant to herbicides applied preemergence. However, there was great variability with regards to tolerance among the 21 wildflower species evaluated. For example, many species were tolerant to Prowl H2O 3.8CS with the exception of red corn poppy, which was severely injured. In contrast, red corn poppy was tolerant to Callisto 4SC applied PRE and POST; however, most all other species were severely injured. No herbicide evaluated proved to be as versatile as methyl bromide with regards to tolerance. When planting wildflower species, NC DOT personnel should consider grouping species with similar herbicide tolerances in order to have an effective herbicide program. KW - Herbicides KW - Landscape maintenance KW - North Carolina KW - Weed control KW - Wildflowers UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-09FinalReport.pdf UR - https://trid.trb.org/view/913598 ER - TY - RPRT AN - 01111576 AU - Research and Innovative Technology Administration AU - Federal Transit Administration AU - Federal Highway Administration AU - DART TI - Concept of Operations for the US-75 Integrated Corridor in Dallas, Texas PY - 2008/04/30 SP - 148p AB - This Concept of Operations (Con Ops) for the US-75 Integrated Corridor Management (ICM) Program has been developed as part of the Federal Highway Administration, the Federal Transit Administration, and RITA (FHWA/FTA/RITA) Integrated Corridor Management Initiative. This document is intended as a high-level Con Ops for the US-75 Corridor in Dallas consisting of freeway, arterial, bus and rail networks, and serving a central business district. The purpose of this Con Ops is to answer the questions of who, what, when, where, why and how for the application of an Integrated Corridor Management System (ICM) within this corridor. This Con Ops also defines the roles and responsibilities of the participating agencies and other involved entities. The US-75 Corridor is a major north-south radial Corridor connecting downtown Dallas with many of the suburbs and cities north of Dallas. The primary Corridor consists of a freeway, continuous frontage roads, light-rail line, transit bus service, park-and-ride lots, major regional arterial streets, toll roads, bike trails, and intelligent transportation systems. A concurrent-flow, high-occupancy vehicle lane in the Corridor, opened in December 2007, added significant expansion of the intelligent transportation systems for the freeway and arterials street systems. KW - Arterial highways KW - Bikeways KW - Bus transit KW - Central business districts KW - Concept of operations KW - Dallas (Texas) KW - Freeways KW - High occupancy vehicle lanes KW - Integrated corridor management KW - Intelligent transportation systems KW - Light rail transit KW - Park and ride KW - Toll roads KW - Transportation corridors UR - http://ntl.bts.gov/lib/30000/30400/30409/14390.pdf UR - https://trid.trb.org/view/870872 ER - TY - RPRT AN - 01111556 AU - DART AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - Federal Transit Administration TI - High-Level Requirements for the US-75 Integrated Corridor in Dallas, Texas PY - 2008/04/30 SP - 140p AB - This document is intended as a listing and discussion of the high-level Requirements for the US-75 Integrated Corridor Management System (ICMS) in Dallas. This document describes what the system is to do (the functional requirements), how well it is to perform (the performance requirements), and under what conditions (non-functional and performance requirements). This document does not define how the system is to be built; that is the providence of the design document. This document pulls together requirements from a number of sources including but not limited to the Concept of Operations and constraints identified by the agencies. This document sets the technical scope of the system to be built. It is the basis for verifying the system and sub-systems when delivered via the Verification Plan. The purpose of the US-75 ICMS is to implement a multi-modal operations decision support tool enabled by real-time data and live video pertaining to the operation of freeways, arterials, tollways, and public transit. The US-75 ICMS will be a multi-agency, de-centralized operation which will utilize a set of regional systems to integrate the operations of the corridor. KW - Arterial highways KW - Dallas (Texas) KW - Freeways KW - Functional requirements KW - Integrated corridor management KW - Multimodal transportation KW - Performance requirements KW - Public transit KW - Technical requirements KW - Toll roads KW - Transportation corridors KW - Transportation operations UR - http://ntl.bts.gov/lib/30000/30400/30408/14426.htm UR - http://ntl.bts.gov/lib/30000/30400/30408/14426_files/14426.pdf UR - https://trid.trb.org/view/870508 ER - TY - RPRT AN - 01105642 AU - Thompson, David B AU - Cleveland, Theodore G AU - Copula, D B AU - Fang, Xing AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Loss-Rate Functions for Selected Texas Watersheds PY - 2008/04/30/Technical Report SP - 108p AB - The purpose of this report is to present a set of results from research into loss-rate functions applicable to selected Texas watersheds. The results reported herein comprise the culmination of a set of research components for application of the unit hydrograph method for development of drainage design discharges for Texas transportation projects. A number of loss-rate methods were explored by the research teams represented by members from U.S. Geological Survey, Texas Tech University, Lamar University, and University of Houston. A variety of approaches are documented in the report, although it is left to the analyst to determine the most appropriate approach for a particular design problem. KW - Drainage KW - Hydraulics KW - Hydrology KW - Loss-rate functions (Watersheds) KW - Runoff KW - Texas KW - Transportation projects KW - Unit hydrographs KW - Watersheds UR - http://www.techmrt.ttu.edu/Reports/Complete%20Reports/0-4193-6.pdf UR - https://trid.trb.org/view/865210 ER - TY - RPRT AN - 01115453 AU - Cluett, Chris AU - Osborne, Leon AU - Handman, Art AU - Battelle Seattle Research Center AU - Federal Highway Administration TI - Road Weather Management Performance Metrics PY - 2008/04/29/Evaluation Report SP - 41p AB - This report presents the results of a study to identify appropriate measures of performance that can be attributed to the Federal Highway Administration’s (FHWA) Road Weather Management Program (RWMP) products and activities. Specifically, the study sought to identify performance measures that can be used to assess program success in meeting the goals of SAFETEA-LU Section 5308 pertaining to Road Weather Research and Development Program. Measuring RWMP performance is important because weather impacts transportation safety, mobility, and productivity. The focus of this effort is on identifying meaningful and implementable output and outcome metrics that address the SAFETEA-LU goals through RWMP activities. Both quantitative and qualitative performance metrics associated with program results were identified with the help of numerous stakeholders working in a variety of government and private agencies across the country. A workshop was held initially to define and discuss a potential list of metrics that were then distributed to over 250 practitioners and stakeholders through a request for information. Feedback was solicited regarding which metrics should be kept, further refined, or dropped from further consideration. Some respondents also suggested new measures. The results were analyzed and the metrics were prioritized and narrowed down into a more manageable set of measures for implementation. KW - Highway operations KW - Mobility KW - Performance measurement KW - Road Weather Management Program KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Strategic planning KW - Transportation planning KW - Transportation safety KW - Weather conditions UR - http://ntl.bts.gov/lib/30000/30400/30472/14420.pdf UR - https://trid.trb.org/view/874806 ER - TY - RPRT AN - 01108734 AU - Tawfiq, Kamal AU - Robinson, Brenda AU - Florida A&M University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - Post-Tensioned Bridge Girder Anchorage Zone Enhancement with Fiber Reinforced Concrete (FRC) PY - 2008/04/29/Final Report SP - 251p AB - The main objective of this research was to investigate the use of steel fiber reinforced concrete (SFRC) in post-tensioning (PT) anchorage zones of bridge girders. The purpose of using SFRC is to enhance the overall performance and to reduce the amount of steel rebar required in the anchorage zone. Reducing steel congestion in post-tensioning anchorage zones can improve the constructability of post-tensioned bridge elements. It was the intent of this investigation of the post-tensioning anchorage zone to consider both the behavior of the local zone and the general zone when steel fiber reinforced concrete is used. To achieve the objective of this study, both experimental and analytical investigations were conducted aimed at reducing the amount of mild steel reinforcement required by the American Association of State Highway Transportation Officials (AASHTO) code in anchorage zone. The experimental part of the study involved laboratory testing of twenty-seven (27) specimens representing typical anchorage zone dimensions in post-tensioned girders. The analytical study was conducted using non-linear finite element analysis in order to have a comprehensive stress analysis of the anchorage zone with and without fiber reinforcement and mild steel. KW - Anchorages KW - Bridge members KW - Girder bridges KW - Girders KW - Posttensioning KW - Reinforced concrete KW - Reinforced concrete bridges KW - Reinforcing bars KW - Steel fibers UR - https://trid.trb.org/view/865830 ER - TY - ABST AN - 01464576 TI - Development of Guidance for the Selection, Use, and Maintenance of Cable Barrier Systems AB - Due to their proven ability to reduce fatalities and injuries as well as their initial low cost, cable barrier systems are rapidly being deployed along the roadside and in the medians of our highways. As the use of these systems has increased, experience has indicated various factors that influence system performance as well as gaps in knowledge. As the number of installations escalates around the country, there is a need to formulate guidelines and standardized practices for cable barrier systems. A variety of cable barrier systems (proprietary and generic) have been deployed across the country. In general, issues have emerged concerning performance characteristics. In addition, design differences among various available systems contribute to different performance characteristics, implementation, and maintenance requirements. A better understanding of the link between placement and performance of these systems is needed to ensure that they will meet expectations. As a result research is necessary to identify both commonalities and differences, to address knowledge gaps, and to provide guidance that will optimize performance of these systems for different field conditions. The objective of this research is to develop guidelines for the selection, use, and maintenance of cable barrier systems. The scope of the project includes all cable barrier systems for median and roadside applications.
KW - Cable barriers KW - Fatalities KW - Guidelines KW - Highway maintenance KW - Medians KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1640 UR - https://trid.trb.org/view/1232807 ER - TY - RPRT AN - 01148563 AU - Timcho, Thomas AU - Raman, Mala AU - O'Toole, Kevin AU - Battelle Memorial Institute AU - Department of Transportation TI - Final Test Report for NTCIP 1203 v2.25 - Dynamic Message Signs (DMS) as deployed by the Virginia Department of Transportation (VDOT) PY - 2008/04/25/Final Test Report SP - 113p AB - This report presents the results of the ITS Standards Testing Program for the field testing, assessment, and evaluation of the NTCIP standards that apply in the domain of Dynamic Message Signs (DMS). Specifically, the National Transportation Communications for ITS Protocol (NTCIP) 1203 – Object Definitions for Dynamic Messages Signs v2.25 standard, as deployed by the Virginia Department of Transportation (VDOT) in cooperation with the Virginia Tech Transportation Institute (VTTI). This report includes both a summary of the findings produced by VDOT/ VTTI, their systems integrator and the vendors; as well as the detailed findings produced by the ITS Standards Test Team (ISTT). This report fulfills the work product specified in Task 8 of Work Order BA34012. KW - Field tests KW - Intelligent transportation systems KW - Standards KW - Variable message signs KW - Virginia Department of Transportation UR - http://ntl.bts.gov/lib/31000/31400/31418/14475.htm UR - http://ntl.bts.gov/lib/31000/31400/31418/14475_files/14475.pdf UR - https://trid.trb.org/view/908317 ER - TY - RPRT AN - 01126256 AU - Richardson, David N AU - Lusher, Steven Michael AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Determination of Creep Compliance and Tensile Strength of Hot-Mix Asphalt for Wearing Courses in Missouri PY - 2008/04/25/Final Report SP - 78p AB - Creep compliance and indirect tensile (IDT) strength of hot-mix asphalt (HMA) are the two primary inputs to the low-temperature or thermal cracking module in the new Mechanistic-Empirical Pavement Design Guide (M-E PDG) software. Creep compliance is defined as time-dependent strain per unit stress, while IDT strength is best defined as HMA strength when subjected to tension. AASHTO T 322 test protocol was used as reference for this work. However, in preparation for the laboratory work performed at the Missouri University of Science and Technology many experts were consulted as to how IDT creep/strength testing and calculations are actually being performed. Using Missouri Department of Transportation (MoDOT) supplied test specimens, six different plant-produced wearing (surface) course mixes were tested. Four mixes were tested at three levels of percent air voids: 4, 6.5, and 9% and two mixes were tested only at 6.5% air voids. Per requirements of the M-E PDG, creep testing was performed at 0, -10, and -20 degrees Centigrade (°C) and IDT strength testing was performed at -10°C. Additional IDT strength testing was performed at 4.4 and 21°C (40 and 70 °F) per MoDOT’s requirements. Poisson’s ratio was determined from the creep testing while tensile failure strain was determined from the IDT strength testing. Trends such as increasing creep compliance and decreasing tensile strength with increasing % air voids and/or temperature were confirmed. The presence of recycled asphalt pavement (RAP) in a mix tended to decrease the creep compliance (increase the stiffness) and increase the tensile strength compared to similar mixes without RAP. KW - AASHTO T 322 KW - Air voids KW - Creep compliance KW - Creep tests KW - Hot mix asphalt KW - Indirect tensile test KW - Laboratory tests KW - Mechanistic-Empirical Pavement Design Guide KW - Missouri KW - Poisson ratio KW - Recycled asphalt pavements KW - Temperature KW - Tensile strength KW - Wearing course (Pavements) UR - http://library.modot.mo.gov/RDT/reports/Ri05052/or08018.pdf UR - http://ntl.bts.gov/lib/30000/30600/30688/or08018.pdf UR - https://trid.trb.org/view/887413 ER - TY - ABST AN - 01464748 TI - Left-Turn Accommodations at Unsignalized Intersections AB - Maximizing the potential capacity of existing roadways is a priority in light of growing traffic demands and the diminishing resources to develop more capacity. Left turns at unsignalized intersections, including driveways, cause delay and may reduce safety. The decision to install a left-turn accommodation is a complex one as state and local transportation agencies weigh the left-turn demand, the cost of the accommodation, and the anticipated operational and safety benefits. Clear and consistent application of left-turn accommodations is important for mitigating the impacts of left turns, both for reconstruction projects and for the permitting of new access points. The objectives of this research are to develop an objective and clear process for the selection of left-turn accommodations at unsignalized intersections and to provide guidance on the design of these accommodations.  
 
KW - Demand KW - Highway capacity KW - Left turns KW - Traffic flow KW - Traffic safety KW - Unsignalized intersections UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1611 UR - https://trid.trb.org/view/1232980 ER - TY - ABST AN - 01464683 TI - Research for AASHTO Standing Committee on Highways. Task 254. Vehicle Size and Weight Management (VSW) Technology Transfer/Best Practices AB - This topic will provide technology transfer/best practices associated with vehicle size and weight management practices. The panel indicated that this topic need not address "super singles".  KW - Best practices KW - Management KW - Technology transfer KW - Vehicle size KW - Weight measurement UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2335 UR - https://trid.trb.org/view/1232915 ER - TY - ABST AN - 01464609 TI - Design Guidance for Channelized Right-Turn Lanes AB - Many transportation agencies use channelized right-turn lanes to improve operations at intersections, although their impact on safety for motorists, pedestrians, and bicyclists is not clear. The Americans with Disabilities Act (ADA) requires that all pedestrian facilities, including sidewalks and crosswalks, be accessible to pedestrians with disabilities. The U.S. Access Board has published draft rights-of-way guidelines requiring pedestrian signals at channelized turn lanes. Research in NCHRP Project 3-78A, "Crossing Solutions at Roundabouts and Channelized Turn Lanes for Pedestrians with Vision Disabilities," is addressing this issue. Regardless of the outcome of that research, some agencies may remove existing channelized right-turn lanes and avoid constructing new ones. Guidance is needed to help make these decisions based on reliable data on their safety impacts. For the purposes of this project, a channelized right-turn lane is characterized by separation from the through and left-turn lanes on the approach by an island and separate traffic control from the primary intersection. The channelized right-turn lane may or may not have a deceleration lane entering it and it may have a merge or an auxiliary lane at the exiting end. The objective of this research is to develop design guidance for channelized right-turn lanes, based on balancing the needs of passenger cars, trucks, buses, pedestrians (including pedestrians with disabilities), and bicycles.

KW - Channelized intersections KW - Crosswalks KW - Cyclists KW - Guidelines KW - Highway design KW - Pedestrian movement KW - Right turn lanes KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1609 UR - https://trid.trb.org/view/1232840 ER - TY - ABST AN - 01464605 TI - Evaluation of Fatigue on the Serviceability of Highway Bridges AB -
The AASHTO Guide Specifications for Fatigue Evaluation of Existing Steel Bridges (Guide) and the Guide Manual for Condition Evaluation and Load and Resistance Factor Rating (LRFR) of Highway Bridges (Manual) provide guidance on fatigue evaluation of steel bridges. The Guide is more than 17 years old and the material in the Manual is derived from the Guide. Section 7, "Fatigue Evaluation of Steel Bridges" of the Manual for Bridge Evaluation, which is scheduled for publication in 2008, incorporates the material in the Manual. In recent years, more information on steel bridges has been developed that provides a foundation upon which to update the procedures for fatigue evaluation of steel bridges. Some of this information includes: variable-amplitude fatigue behavior; high-cycles and long-life behavior; weigh-in-motion; super-load effects; actual traffic loading; inspection, risk and reliability assessment of bridge details, material properties and structural conditions; and fracture mechanics-based approaches. This information together with extensive experience accumulated in the United States make the development of the new guidance possible.
There is an urgent need to update and revise Section 7 of the Manual for Bridge Evaluation to incorporate the findings of research performed in the last 17 years. Areas in need of improvement (unprioritized) include, but are not limited to: (A) Methods of estimating total and remaining fatigue life. The current methods can result in unrealistic and inaccurate predictions. In addition, the load history needed to estimate fatigue life is generally unknown. A reliability based approach is needed to aid bridge owners in making appropriate operational decisions;(B) Guidance on the evaluation of retrofit and repair details used to address fatigue cracks; and (C) guidance for the evaluation of distortion induced fatigue cracks. The objective of this project is to revise and update Section 7, "Fatigue Evaluation of Steel Bridges" of the Manual for Bridge Evaluation for consideration by AASHTO. Detailed examples of the application of the provisions shall also be provided.
KW - Bridges KW - Failure KW - Fatigue (Mechanics) KW - Highway bridges KW - Service life KW - Serviceability KW - Steel KW - Traffic loads UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1632 UR - https://trid.trb.org/view/1232836 ER - TY - ABST AN - 01459990 TI - International Transit Studies Program AB -
The International Transit Studies Program was established by the Transit Cooperative Research Program (TCRP) of the Transportation Research Board (TRB) in 1994 to promote the professional development of U.S. transit managers by providing them unique opportunities to learn first-hand about transit systems abroad. The International Transit Studies Program assists in the professional development of transit managers, planners, and others charged with public transportation responsibilities and offers transportation professionals practical insight into global public transportation operations. The program affords these transit professionals the opportunity to meet with other transit professionals around the world where they learn first-hand how various modes of transit are planned, funded, and operated within communities of different sizes and types. Mission participants are expected to share their international experience with their organizations and the U.S. transit industry as a whole. Each participant is required to prepare a trip report on an element of the mission. These trip reports are then consolidated into a mission report for TCRP publication and dissemination to the transit industry. Each study mission focuses on a theme prevalent in public transportation in the United States. Cities visited are selected on the basis of their ability to demonstrate new ideas or unique approaches to handling public transportation challenges reflected in the study mission's theme. Study missions are conducted in the spring and fall of each year. Study teams typically consist of 15 individuals--a transit general manager designated as team leader, 12 participants, an Federal Transit Administration (FTA) representative, and a representative of the ITSP contractor team responsible for the efficient operation of the mission. The team leader and participants for each mission are selected via an open nomination process. The FTA representative is appointed to the team by the Federal Transit Administration. The TCRP Project J-03 oversight panel is responsible for selection of the mission participants. Membership consideration is given to professional qualifications, discipline, geography, gender, and ethnicity. All travel expenses associated with the study mission are covered by the program. To date, 27 study missions have been held, and more than 350 transit professionals have benefited from the ITSP. Past missions have visited Europe, Asia, Canada, South America, Australia, and New Zealand.

KW - Information dissemination KW - Information technology KW - International KW - International Transit Studies Program KW - Public transit KW - Research projects KW - Transit operating agencies KW - Transportation professionals UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2417 UR - https://trid.trb.org/view/1228205 ER - TY - ABST AN - 01462655 TI - Synthesis of Information Related to Transit Problems. Topic SA-01. Bus-Route Evaluation Standards AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 10: Bus Route Evaluation Standards provides updated information to the 1984 United States Department of Transportation (U.S. DOT) report entitled Bus Service Evaluation Methods: A Review, however, the results are not directly comparable as the respondents, questions asked, and analytical procedures differ in the 1994 synthesis. It does report what agencies do in the area of bus route, not system, evaluation standards, and how they undertake these efforts. KW - Bus routes KW - Bus transportation KW - Public transit KW - Research projects KW - Surveying methods and processes KW - Surveys KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1684 UR - https://trid.trb.org/view/1230877 ER - TY - ABST AN - 01460011 TI - Synthesis of Information Related to Transit Problems. Topic SC-09. Use of Biodiesel in a Transit Fleet AB - No summary provided. KW - Alternate fuels KW - Biodiesel fuels KW - Public transit KW - Research projects KW - Transit operating agencies KW - Vehicle fleets UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1551 UR - https://trid.trb.org/view/1228226 ER - TY - ABST AN - 01464702 TI - Determining Highway Maintenance Costs AB - Because of growing demands and resource limitations for highway maintenance, state departments of transportation (DOT) and other highway agencies often consider non-traditional means for financing and contracting these services. For example, some state DOTs have considered the options of outsourcing and public-private partnership of some maintenance services. However, identifying the most desirable option for a specific maintenance activity requires knowledge of the transportation agency's costs associated with such activity. Often, some of the elements making up the total cost of an activity are not appropriately considered or, in some instances, not included. There is no widely accepted process for determining the costs associated with performing highway maintenance if done by the transportation agency itself. Research is needed to identify current practices, review relevant information, and develop a rational process that considers all cost elements and thus provides a realistic estimate of the costs of maintenance activities. Such a process will help highway agencies in evaluating alternatives for performing maintenance activities and making decisions that would result in better use of resources. The objective of this research is to develop a process for determining an agency's costs associated with performing highway maintenance. The process shall be flexible enough that it can be applied to any specific maintenance activity. KW - Cost estimating KW - Finance KW - Highway maintenance KW - Resource allocation KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1633 UR - https://trid.trb.org/view/1232934 ER - TY - ABST AN - 01464607 TI - Citizen's Guide and Discipline-Specific Professionals' Guide for Context-Sensitive Solutions in Transportation AB - The objective of this research is to develop two context sensitive solutions (CSS) guides, one for citizens and one for discipline-specific professionals. (The term "discipline-specific professionals" refers to individuals who participate in collaborative transportation decision-making by providing specialized information and analyses in their fields of expertise.) The guides will explain roles, responsibilities, and opportunities in transportation decision-making from long-range transportation planning through operations and maintenance.   The research will be guided by CSS principles developed at the 1998 "Thinking Beyond the Pavement" conference held in Maryland and now referenced in the U.S. Code, as well as refinements, currently in draft form, developed as a result of a joint AASHTO/FHWA strategic planning process conducted in 2006 and 2007.
 
KW - Context sensitive design KW - Context sensitive solutions KW - Guidelines KW - Transportation planning KW - Transportation professionals UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1618 UR - https://trid.trb.org/view/1232838 ER - TY - ABST AN - 01464592 TI - Research for AASHTO Standing Committee on Highways. Task 237. Incorporation of Lane Management and Toll Plaza Design Issues in the AASHTO Green Book AB - This study will identify best practices for the use of lane management strategies and toll plaza design to include in the next update of the AASHTO Green Book.   The panel has been formed and a sole-source proposal requested.  KW - AASHTO Green Book KW - Design KW - Lane management KW - Toll collection KW - Toll facilities KW - Toll plazas KW - Traffic lanes UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1562 UR - https://trid.trb.org/view/1232823 ER - TY - ABST AN - 01462659 TI - Synthesis of Information Related to Transit Problems. Topic SB-15. Cost Containment for Paratransit Rider Services AB - TRB's Transit Cooperative Research Program (TCRP) Synthesis 74: Policies and Practices for Effectively and Efficiently Meeting ADA Paratransit Demand highlights policies and practices that transit agencies may be able to apply to their own paratransit services, often without the need to devote significant funds, personnel, or other resources. The report also examines certain practices and technologies that are still under development or have not undergone extensive testing. KW - Americans with Disabilities Act KW - Paratransit services KW - Persons with disabilities KW - Public transit KW - Research projects KW - Transit operating agencies KW - Travel demand UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1550 UR - https://trid.trb.org/view/1230881 ER - TY - RPRT AN - 01115456 AU - Department of Transportation TI - OIG Investigation - Alleged Cover-up of Operational Errors at DFW TRACON PY - 2008/04/18 SP - 23p AB - This presents the U.S. Department of Transportation Office of Inspector General's investigative findings and recommendations stemming from whistleblower allegations that management officials at the Federal Aviation Administration's (FAA) Dallas-Fort Worth (DFW) Terminal Radar Approach Control (TRACON) facility "covered-up" air traffic controller operational errors and deviations by: (a) misclassifying them as pilot deviations or "non-events," and (b) failing to investigate and/or report suspected operational errors and deviations. The whistleblowers also expressed concern that DFW TRACON management's misclassification of operational errors/deviations may reflect an FAA-wide effort to keep the number of operational errors/deviations artificially low. KW - Air traffic control KW - Air traffic controllers KW - Aviation safety KW - Dallas-Fort Worth International Airport KW - Human error KW - Operational errors KW - Reporting KW - Terminal radar approach control (TRACON) KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/OIG_Report-April_2008.pdf UR - https://trid.trb.org/view/874878 ER - TY - RPRT AN - 01111224 AU - Rosenbaugh, Scott K AU - Faller, Ronald K AU - Hascall, Jason A AU - Allison, Erin M AU - Bielenberg, Robert E AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Development of a Stand-Alone Concrete Bridge Pier Protection System PY - 2008/04/18/Draft Report SP - 130p AB - In order to prevent vehicles from impacting bridge piers located in the medians of arterial roadways, roadside barriers are warranted. For instances where roadside space is limited, rigid concrete barriers are often used to shield the bridge piers. These concrete barriers need to be anchored so that they do not translate nor rotate during vehicle impacts. If the roadway slabs do not extend far enough into the median in order to provide adequate anchorage, a footing may be required. Therefore, a concrete barrier with a stand-alone concrete footing was designed, constructed, and crash tested. The objective of the study was to evaluate the safety performance of an 813-mm (32-in.) tall, vertical concrete parapet shielding a bridge pier according to the Test Level 3 (TL-3) criteria established by NCHRP Report No. 350. The barrier width and reinforcement were optimized to provide adequate strength at minimal construction costs. A distance of 425 mm (16.75 in.) between the barrier face and bridge pier was determined necessary to prevent critical vehicle snag. The footing was designed to carry the barrier overturning moment during severe impacts, and thus maintaining the offset distance to the front face of the bridge pier. One full-scale crash test was performed with a ¾-ton pickup truck. Following the successful redirection of the pickup, the safety performance of the stand-alone, vertical concrete barrier was determined to be acceptable according to the TL-3 evaluation criteria specified in NCHRP Report No. 350. KW - Bridge design KW - Bridge piers KW - Compliance KW - Concrete barriers KW - Impact tests KW - NCHRP Report 350 KW - Roadside safety KW - Vertical barrier walls UR - http://nlc1.nlc.state.ne.us/epubs/R6000/B016.0127-2008.pdf UR - https://trid.trb.org/view/870632 ER - TY - ABST AN - 01464584 TI - Guidebook for Successful Communication, Cooperation, and Coordination Strategies Between Transportation Agencies and Tribal Communities AB - Throughout the United States, thousands of miles of roads operated by transportation agencies traverse lands of interest to or under the jurisdiction of Native American tribes. As the need arises for transportation improvements, so does the need to conduct extensive and meaningful outreach to the members and governing bodies of these tribes. Historically, the relationship between government agencies and tribes has often been complex. Despite widespread agreement by parties on all sides that coordination on transportation projects has not always achieved mutually beneficial results, research that identifies the underlying causes and develops practical solutions for achieving such results is scarce. Transportation projects increasingly impact and are impacted by tribes. With 562 federally recognized tribes as well as many state-recognized and non-recognized tribes located in all regions across the country, there is a significant need for results-oriented strategies for public involvement and for consultation between government agencies and tribes. These strategies will be appropriate for immediate implementation by all parties working to develop transportation projects of interest to and affecting tribes. The objective of this project is to develop a Guidebook that provides practical strategies for communication, cooperation, and coordination between transportation agencies and tribal communities in order to facilitate successful transportation projects. KW - Communication KW - Coordination KW - Handbooks KW - Highways KW - Indian reservations KW - Strategic planning KW - Tribal government UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1615 UR - https://trid.trb.org/view/1232815 ER - TY - RPRT AN - 01109896 AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Older Road Users: The International Technology Scanning Program Summary Report PY - 2008/04/17 SP - 23p AB - In March 2008, a team of nine transportation safety, traffic engineering, and human factors experts from the United States (U.S.) visited Australia and Japan to assess and evaluate infrastructure improvements designed to aid older road users. The scan tour members sought policy options and initiatives regarding transportation system planning, operations, and design as they relate to older road users. The group met with state and federal government transportation officials, University research centers, and staff from motorists' clubs and other non-governmental organizations interested in the mobility of older people. While the focus of the scan was on infrastructure improvements, the team also learned about new policies for older road user training, assessment, and licensing. In addition, general road safety programs were discussed with all agencies visited. The majority of these programs provided a benefit to older road users although they may not have been designed specifically with this user-group in mind. The converse of this is true as well; programs and policies developed for older road user safety and mobility will improve transportation for all users. The information obtained during the trip identified several planning, design, and operational changes which could be implemented in the U.S. to improve the mobility and safety of older road users. KW - Aged KW - Aged drivers KW - Australia KW - Highway safety KW - International Technology Scanning Program KW - Japan KW - Mobility KW - Safety programs KW - Study tours KW - Traffic engineering KW - Transportation infrastructure KW - Transportation planning KW - Transportation policy UR - http://international.fhwa.dot.gov/pubs/oru/oru.pdf UR - https://trid.trb.org/view/869459 ER - TY - ABST AN - 01464703 TI - Improved Mix Design, Evaluation, and Materials Management Practices for Hot Mix Asphalt with High Reclaimed Asphalt Pavement Content AB - The objectives of this research are to (1) develop a mix design and analysis procedure for hot mix asphalt (HMA) containing high-reclaimed asphalt pavement (RAP) contents that provide satisfactory long-term performance and (2) propose changes to existing specifications to account for HMA containing high-RAP contents. High-RAP content is defined as greater than 25% and may exceed 50%. The mix design procedure is expected to be an adaptation of AASHTO R 35, Superpave Volumetric Design for Hot-Mix Asphalt. The mix analysis procedure is expected to (1) include performance-related tests and key criteria to address permanent deformation, fatigue cracking, low-temperature cracking, and moisture susceptibility and (2) identify any promising method or procedure developed to assess the durability of HMA. A mix design and analysis procedure will then be prepared in the form of an AASHTO Standard Practice for use by practicing engineers and technicians. The specification will be an adaptation of AASHTO M 323, Superpave Volumetric Mix Design. Practical guidelines for proper material management and processing of RAP (such as contained in NAPA QIS 124, Designing HMA Mixtures with High RAP Content: A Practical Guide) will also be developed KW - Asphalt mixtures KW - Binder content KW - Cracking KW - Hot mix asphalt KW - Low temperature KW - Mix design KW - Moisture content KW - Superpave UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1624 UR - https://trid.trb.org/view/1232935 ER - TY - ABST AN - 01464687 TI - Research for AASHTO Standing Committee on Highways. Task 245. Updating AASHTO Design and Construction Specifications for Temporary Works used in Bridge Construction AB - Bridge owners across the United States are faced with critical, and often conflicting, problems: constructing bridges more quickly than ever before, and erecting these same bridges safely over or adjacent to traffic. Furthermore, highway agencies are also asked to make use of innovative project delivery methods, consider value engineering ideas during design and construction, and be open to a contractor's means and methods. The replacement and widening of these structures is a safety concern if an erection plan is not developed and then followed through in the field. Guidance on bridge construction practices for temporary works is available in a number of AASHTO publications, such as Construction Handbook for Bridge Temporary Works (1995); the Guide Design Specifications for Bridge Temporary Works (1995), and the AASHTO LRFD Bridge Construction Specifications, 2nd edition, 2007 Chapter 3 - Temporary Works. The research that led to the AASHTO Construction Handbook and Guide Design Specification was conducted under FHWA Contract No. DTFH61-91-C-00088 by Wiss, Janney, Elstner Associates, Inc., Northbrook, Illinois. These were published by FHWA as FHWA-RD-93-034 and FHWA-RD-93-031. AASHTO re-published the documents as CHBTW-1 and GSBTW-1 in 1995. There is a need for these documents to be updated to reflect present practices including the LRFD design methodology. Because of the extent of the revisions it is envisioned this work will be done in multiple phases.  The objectives of this phase of the study are 1) to update the Guide Design Specifications for Bridge Temporary Works, and 2) to develop a research plan for updating the Construction Handbook for Bridge Temporary Works, and provisions for updating the 'temporary works' section of the AASHTO LRFD Bridge Construction Specifications. KW - Bridge construction KW - Bridge design KW - Construction management KW - Erection (Building) KW - State of the practice KW - Temporary structures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2201 UR - https://trid.trb.org/view/1232919 ER - TY - RPRT AN - 01100792 AU - Utter, Dennis AU - National Highway Traffic Safety Administration TI - Using Data Collection to Strengthen Research Projects PY - 2008/04/14 SP - 49p AB - This document consists of the powerpoint presentation that accompanied a presentation by the Director of the Office of Traffic Records and Analysis, National Center for Statistics and Analysis (NCSA) at the Lifesavers 2008 conference in Portland, Oregon, on April 14, 2008. The presentation included an overview of the activities of the NCSA, a discussion of NCSA's new web site and its features, and comments on how to obtain traffic safety information. KW - Crash data KW - Data collection KW - Guides to information KW - Information retrieval KW - National Center for Statistics and Analysis KW - Traffic safety KW - Websites (Information retrieval) UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/PPT/2008/810955.pdf UR - https://trid.trb.org/view/860513 ER - TY - RPRT AN - 01100384 AU - Department of Transportation TI - Air Traffic Control Modernization: FAA Faces Challenges in Managing Ongoing Projects, Sustaining Existing Facilities, and Introducing New Capabilities PY - 2008/04/14/Final Report SP - 74p AB - This report provides the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the Federal Aviation Administration’s (FAA) major acquisitions. At the request of the Chairman and Ranking Member of the House Committee on Transportation and Infrastructure, OIG updated its May 2005 status report on FAA’s major acquisitions and examined how projects are impacted by plans for the Next Generation Air Transportation System (NextGen). OIG's objectives were to examine (1) overall trends affecting FAA’s Facilities and Equipment (F&E) or capital account, (2) recent changes in cost and schedule baselines of FAA’s major acquisition programs, and (3) the effect of NextGen plans on existing projects. OIG's review examined 18 projects valued at $17.5 billion in capital costs. These projects include developing new automated controller tools, acquiring new technologies to prevent accidents on runways and taxiways, and modernizing FAA facilities that manage large segments of airspace over the Atlantic and Pacific oceans. FAA’s modernization effort and plans for NextGen are central issues in the debate about how best to finance FAA as the current tax structure expires. While there is controversy about various financing mechanisms, there is almost universal agreement by stakeholders that significant change is needed to meet the anticipated demand for air travel. KW - Acquisitions KW - Air traffic control KW - Air traffic control facilities KW - Capital costs KW - Costs KW - Equipment KW - Modernization KW - Next Generation Air Transportation System KW - Program management KW - Programming (Planning) KW - Project management KW - Scheduling KW - Trend (Statistics) KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/WEB_ATC_Mod_4-14-08_Final.pdf UR - https://trid.trb.org/view/859502 ER - TY - ABST AN - 01464582 TI - Integrating Individual Transportation System-Level Performance Programs to Determine Network Performance AB - Transportation systems typically span multiple jurisdictions, serve common markets, and often provide overlapping services within regions and corridors. The majority of research for developing transportation system performance management highlights the tools, frameworks, and guidelines necessary for performance program creation and implementation. Absent from this research is the examination of integrating system-level programs to measure the performance of multimodal and multi-jurisdictional transportation networks. There is a need for network performance measurement to efficiently plan for and manage a multimodal and/or multijurisdictional transportation network. Whether individual systems are owned, operated, and maintained by state, regional, or local governments; specially designated authorities; or the private sector, users expect to navigate among the systems without regard to the controlling entity--having the appearance of a "seamless" transportation network. Performance evaluation of individual systems alone is not sufficient. What is needed is in-depth analysis of the potential for integration or development of performance measures to gauge the performance of multimodal and multijurisdictional transportation networks. Once an understanding of network performance is gained, results can be used to inform and improve planning, project selection, implementation, and management. The objective of this project is to develop a handbook that can be used as a reference by transportation agencies when implementing network performance measures across modes and/or jurisdictions.   The handbook will include methods for integrating performance measures from individual modes and jurisdictions and developing new measures, if needed, for transportation network performance. These network performance measures (those data and indicators that can be used to measure performance across multiple modes and multiple jurisdictions) will be used to improve system management, planning, and investment decisions and applied to a variety of scenarios. 
 
KW - Integrated systems KW - Management KW - Networks KW - Project management KW - Public transit KW - Research projects KW - System performance KW - Transit operating agencies KW - Transportation networks UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1617 UR - https://trid.trb.org/view/1232813 ER - TY - ABST AN - 01464406 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 21. Cost/Benefit Analysis of Converting a Lane for Bus Rapid Transit AB - Existing freeway systems are at capacity with very little room to expand. Additional freeway lanes are either cost prohibitive or physically not feasible. Without additional freeway capacity, congestion will increase. In some urban areas, e.g., San Francisco, we are in critical dispute with local entities about how to manage our state system. Locals want bus rapid transit (BRT) on state system, even if it means taking a lane. The State, relying on existing design and operations standards, oppose taking a lane, causing strife with partners. To get to increasing people throughput, new criteria is needed for when it is appropriate to take a lane, even if it causes some congestion of vehicles in mixed flow, which is anathema to Caltrans policy. The goal of this of this research is develop a tool to help practitioners analyze the effectiveness and public feasibility of converting an existing lane to a High Occupancy Vehicle Lane or other means of providing increased people throughput. The objectives of this research are to: (1) locate and assemble documented information on best practices; (2) learn what practice has been used for solving or alleviating the problems; and (3) learn what problems remain largely unsolved. KW - Benefit cost analysis KW - Best practices KW - Bus lanes KW - Bus rapid transit KW - High occupancy vehicle lanes KW - Highway capacity KW - Public transit KW - Traffic congestion UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2470 UR - https://trid.trb.org/view/1232636 ER - TY - ABST AN - 01464680 TI - Research for AASHTO Standing Committee on Highways. Task 252. Guidelines for Implementing Quality Control and Quality Assurance for Bridge Inspection AB - There is a need for developing improved practices for Quality Control (QC) and Quality Assurance (QA) within the context of the requirements of the National Bridge Inspection Standards (NBIS) to improve the safety of highway bridges, improve the quality and reliability of bridge inspection practices, and to enable progressive approaches for administering an inspection program.  There is limited experience within state DOTs regarding effective practices for implementing the wide variety of possible methods for QC/QA.  A guideline document that can be used by a State Department of Transportation for implementing QC/QA practices within their bridge inspection programs is needed.  Because of the variety of methods for implementing the NBIS requirement, the guideline must be designed to enable states to select methodologies most appropriate for their particular practice. The QC/QA procedures should include methods for implementing higher level administrative quality assurance activities such as structured review of inspection results and consistency.  Experimental methods for quantifying reliability and consistency through the use of a reference bridge and other concepts and methods that may be appropriate based on research results should be included.  Existing approaches to QC/QA by state DOTs within the FHWA's current recommended framework for QC/QA should be synthesized to identify best existing practices.  A literature review and analysis of practices in other industries, such as the application of ISO 9001 Quality standards, should be conducted.  The implementation of QC/QA procedures for contractor selection and monitoring should also be examined. The objective of this research is to improve highway bridge safety by developing guidelines for implementing advanced QC/QA procedures within existing bridge inspection programs. KW - Best practices KW - Bridge inspection KW - Highway bridges KW - Quality assurance KW - Quality control KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2338 UR - https://trid.trb.org/view/1232912 ER - TY - ABST AN - 01462032 TI - Concrete Overlay Field Application Program AB - This research effort explores possible strategies for mitigating work zone fatalities and accidents through innovative construction project administration and management. The objective of such mitigation strategies is to address work zone safety risks before construction starts. Possible strategies for investigation include project delivery methods, innovative contracting, alternative approaches to construction scheduling, and using technology to enhance work zone setup (e.g. 3D modeling, visualization, animation). The objective of this research is to explore strategies for mitigating work zone fatalities and accidents before construction starts through construction project administration and management. Potential strategies will be identified through a literature review and interviews with transportation industry experts. The final deliverable of this study will be a listing of possible strategies, including a description of each strategy and description of how each strategy may impact a work zone. KW - Concrete overlays KW - Construction projects KW - Fatalities KW - Field studies KW - Overlays (Pavements) KW - Research projects KW - Risk assessment KW - Traffic crashes KW - Work zone safety UR - http://www.intrans.iastate.edu/research/detail.cfm?projectID=-921092412 UR - https://trid.trb.org/view/1230252 ER - TY - ABST AN - 01465172 TI - The Effect of Innovative Technology on Seat Belt Usage - Phase 2 AB - Increasing seatbelt usage rates is one of National Highway Traffic Safety Administration's (NHTSA's) primary goals. This project is designed to use technology to encourage drivers to buckle up. While extended reminders have been shown to increase seat belt use, but many people find these system very annoying. Seat-belt ignition interlocks that were deployed in the 1970s required drivers to buckle up before starting their vehicles, but the technology met with considerable driver resistance and was subsequently eliminated. The approach in the current project will provide subtle feedback to the driver when they are not buckled. When a driver exceeds a pre-determined speed, they will experience accelerator resistance. The force can easily be over-ridden so the driver can choose to go faster, but the pedal returns to the preset level when the driver's attention is focused elsewhere. Applying this technology to seat belt usage may be effective with occasional seat belt users who forget to buckle. In Phase 1, two vehicles were instrumented with the system, and seatbelt use rate of the 6 drivers who drove the vehicles was 100% with the system activated. In Phase 2, two approaches will be used to further evaluate the technology. In the first approach, a small group of drivers will drive vehicles instrumented with the system for several weeks in an effort to assess the system over a period of time. In an attempt to increase the generality of the findings a larger group of drivers will operate the vehicle for shorter periods. KW - Drivers KW - Highway safety KW - Occupant protection devices KW - Seat belt reminder systems KW - Seat belt usage KW - Technological innovations UR - https://trid.trb.org/view/1233405 ER - TY - ABST AN - 01464583 TI - Trip-Generation Rates for Transportation Impact Analyses of Infill Developments AB - New development and redevelopment projects located near, or surrounded by, existing land uses are often termed urban or suburban "infill." Appropriate development and redevelopment in such areas are important strategies for revitalizing the nation's aging city and suburban cores, increasing efficient and cost-effective use of existing infrastructure (such as streets, transit, and utilities), and expanding opportunities for housing, recreation, and economic growth in such areas. During local land use review and development permitting processes, public agencies commonly require estimates of vehicle travel impacts associated with proposed land use projects, assessments of their potential contribution to traffic congestion, and identification of appropriate mitigation strategies. These strategies often include mitigation fees, proffered private developer contributions, special tax assessment districts, and specific facility improvements. In developing traffic and transportation impact analyses, professionals often rely on the Institute of Transportation Engineers' (ITE) published trip-generation rates for various types of land uses; however, it may not be accurate to use currently available trip-generation rates to analyze traffic impacts associated with proposed infill land use projects. Such data typically does not take into account variations in type and location of proposed land uses, the availability and proximity of transit service, and the existence of pedestrian and bicycle facilities. Applying available trip-generation rates to proposed urban or suburban infill development projects that have transit or good pedestrian access can over-predict vehicular traffic impacts. The consequences of over-estimating vehicle trips can lead to recommendations for excessive traffic mitigation fees and infrastructure improvements, leading to possible neighborhood opposition (and sometimes costly and time-consuming lawsuits). This process can also result in demand for more parking spaces than may actually be needed to support the proposed development. Over-estimating mitigation can, in turn, result in higher development costs as well as delay and even cancellation of otherwise beneficial infill projects--impacts that can stall economic development and the provision of needed housing and job growth within existing urban and suburban redevelopment areas. As a result, research is needed to help better understand trip-generation characteristics of infill development. The objective of this research is to develop an easily applied methodology to prepare and review site-specific transportation impact analyses of infill development projects located within existing higher-density urban and suburban areas. For the purposes of this study, "methodology" refers to trip-generation, modal split, and parking generation. The methodology will address both daily and peak-hour demand for all travel modes KW - City planning KW - Infill (Development) KW - Redevelopment KW - Traffic congestion KW - Trip generation KW - Urban development KW - Urban sprawl KW - Urban transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1616 UR - https://trid.trb.org/view/1232814 ER - TY - ABST AN - 01464585 TI - Improved Test Methods for Specific Gravity and Absorption of Coarse and Fine Aggregate AB - Knowledge of the specific gravity and absorption of coarse and fine aggregates is essential to the development of satisfactory mix designs for both portland cement concrete (PCC) and hot mix asphalt (HMA). Most importantly, production of PCC and HMA relies on accurate measurement of aggregate specific gravity. Further, aggregate specific gravities are needed to calculate the voids in mineral aggregate (VMA), voids in total mix (VTM), and binder content of HMA mixes--which are key volumetric determinants of HMA performance. For PCC, the aggregate absorption is used for achieving the target water/cement or water/cementitious material ratio; it also affects the workability of PCC and may have a significant impact on PCC's resistance to freezing and thawing. The present American Association of State Highway & Transportation Officials (AASHTO) standard test methods for aggregate specific gravity and absorption, namely, T 84, Specific Gravity and Absorption of Fine Aggregate, and T 85, Specific Gravity and Absorption of Coarse Aggregate, share several shortcomings in terms of subjectivity of the measurements, time requirements for conditioning and testing, and repeatability. Research is needed to identify promising new methods for measuring aggregate specific gravity and absorption or revisions to the present AASHTO methods that offer improved accuracy, precision, and practicality of the measurements. The objective of this project is to develop improved test methods for determining the specific gravity and absorption of coarse and fine aggregates for consideration by the AASHTO Highway Subcommittee on Materials. Development of the test methods will aim for balanced improvements in their (1) accuracy, precision, and ruggedness; (2) ease of use; (3) time of conditioning and testing; (4) cost; and (5) ability to deal with natural, crushed, recycled, and manufactured materials, compared with present standard methods. The ramifications of changes to the test methods on HMA mix design and PCC proportioning, other aggregate characteristics, and technician training and qualification shall also be addressed. KW - Air voids KW - Asphalt mixtures KW - Coarse aggregates KW - Fine aggregates KW - Fines (Materials) KW - Hot mix asphalt KW - Portland cement concrete KW - Specific gravity UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1614 UR - https://trid.trb.org/view/1232816 ER - TY - ABST AN - 01464682 TI - Research for AASHTO Standing Committee on Highways. Task 253. Subcommittee on Systems Operations and Management Strategic Plan Update AB - This topic will reassess and update the SSOM strategic plan and task force action plans based on new priorities for departments' operations and management.  KW - Management KW - Operations KW - Strategic planning KW - Systems analysis UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2336 UR - https://trid.trb.org/view/1232914 ER - TY - ABST AN - 01464606 TI - Guidelines for Analytical Methods and Erection Engineering of Curved and Skewed Steel Deck-Girder Bridges AB - Curved and skewed steel deck-girder bridges can experience significant three-dimensional deflections and rotations. These deformations should be considered in design and in the detailing of cross-frames and the fit-up of cross-frames during erection. The consequences of ignoring these deformations include locked-in stresses in girder flanges, cross-frames, or diaphragms. Depending on the severity of the bridge geometric conditions, a simple analysis solution may be adequate, or a more refined analysis may be required. In addition, curved and skewed steel deck-girder bridges may be unstable during erection. The behavior of these structures at various stages of construction can be quite complex. Depending on the specific configuration of the structure, different levels of analysis techniques may be required to adequately assess the stability of the structure and the possible need for temporary shoring, bracing, or other means to ensure stability during erection. Longer spans, more severe curvature, and more severe skew exacerbate the magnitude of the above effects and may lead to construction problems, claims, and accidents. Therefore, greater attention to erection engineering analysis, preparation of erection plans, and review of erection plans is needed. The objectives of this project are to provide (1) guidance on selecting analytical methods for design and (2) recommendations on the level of erection analysis, erection plan detail, and submittals for skewed and/or horizontally curved steel deck-girder bridges. KW - Bridge decks KW - Curvature KW - Deflection KW - Girder bridges KW - Long span bridges KW - Skewed structures KW - Steel girders UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1630 UR - https://trid.trb.org/view/1232837 ER - TY - ABST AN - 01464340 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 17. Compliance Monitoring Tools AB - Existing freeway systems are at capacity with very little room to expand.  Additional freeway lanes are either cost prohibitive or physically not feasible. Without additional freeway capacity, congestion will increase.  In some urban areas, e.g., San Francisco, we are in critical dispute with local entities about how to manage our state system.  Locals want bus rapid transit (BRT) on state system, even if it means taking a lane.  The State, relying on existing design and operations standards, oppose taking a lane, causing strife with partners.  To get to increasing people throughput, new criteria is needed for when it is appropriate to take a lane, even if it causes some congestion of vehicles in mixed flow, which is anathema to Caltrans policy. The goal of this of this research is to develop a tool to help practitioners analyze the effectiveness and public feasibility of converting an existing lane to a High Occupancy Vehicle Lane or other means of providing increased people throughput.

KW - Bus rapid transit KW - High occupancy vehicle lanes KW - Highway capacity KW - Highway operations KW - San Francisco (California) KW - Traffic congestion KW - Traffic surveillance KW - Vehicle mix UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2455 UR - https://trid.trb.org/view/1232569 ER - TY - ABST AN - 01464339 TI - State DOT Best Practices for Developing a Title VI Civil Rights Program Document AB - Effective May 13, 2007, the Federal Transit Administration updated their Title VI Civil Rights program guidance for the first time in nine (9) years. This new guidance increased the Civil Rights requirements for State DOTs administering Federal Transit Administration (FTA) funded transit programs, including the requirement to develop and submit a compliant Title VI Civil Rights Program document. The states need information on the best practices for State DOT's to assist with developing Title VI Civil Rights Program plan consistent with the Title VI update. The objectives of this research are to (1) identify and document best practices for the following components of a Title VI Civil Rights program document. KW - Best practices KW - Civil rights KW - Civil Rights Act Title VI KW - Compliance KW - State departments of transportation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2467 UR - https://trid.trb.org/view/1232568 ER - TY - ABST AN - 01464337 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 20. Analysis of Rural Intercity Bus Strategy AB - Rural states face challenges when prioritizing investment in rural intercity travel connections. There is lack of analysis and information on benefits for the state and communities regarding the various ways to make intercity connections. It is not clear what to aim for to gain the maximum benefit of investment in rural intercity bus service. There is a lack of information about who today needs intercity bus service, which traveler is most effectively served and what model of service works best. It is unclear how to determine whether more robust regional and inter-community connections within state and bordering economies should be emphasized or is it more effective to support a longer distance connection even though less convenient for regional needs. Information is needed to inform states on where to invest to build the highest valued intercity connections, rural connections and a robust rural intercity bus network. Also, data on traveler demographics, types of origin/destinations, frequency, related to rural travel is needed. The objectives of this research are: (1) To conduct a sample of states intercity bus providers and onboard survey. The survey should provide information on the current intercity rural service network, describing miles, demographics of ridership and origin/destination of riders. (2) Develop an organized matrix of the information revealed from the surveys. The matrix should inform states on how to best make an investment given their scenario/rural conditions and service network. (3) Develop a methodology to estimate the value of filling the broken connections of service using the information on current service to inform on those areas where service is currently not available. Would adding services to fill gaps create meaningful access for rural travel or does the service benefit travelers going through state. Provide on information on how far rural passengers wish to travel when they use intercity bus? KW - Bus transit KW - Bus transportation KW - Origin and destination KW - Public transit KW - Ridership KW - Rural areas KW - Rural transportation KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2469 UR - https://trid.trb.org/view/1232566 ER - TY - ABST AN - 01460048 TI - Outreach to Minorities for Executive Searches in Public Transit AB -
In annual reviews of the makeup of executives within the nation's public transit systems, people of color do not emerge as the most senior leaders within the organizations. Because it is clear that the ridership of the nation's public transit systems is predominantly people of color, it seems regressive that the entities' leadership has not grown similarly diverse.  For example, in urban areas, African Americans and Latinos comprise 62% of bus riders, 35% of subway riders, and 29% of commuters. Yet, in the top 20 public transit agencies, only three are lead by CEOs of color, and all African American. In addition, the U.S. Census estimates that neither the white population nor any other race will make up a majority of the country's population. In six out of eight of the largest metropolitan areas, minorities are the collective majority. When these realities are coupled with the results of reviews about increased diversity in the workplace creating greater productivity, efficiency, and positive impact on the business environment, the business case for more diverse leadership is obvious. With the nation's overall population trending to majority minority populations across multiple regions of the country, it is time that executive recruitment and positions within the nation's public transit industry count success as reversing the existing trend and comporting with the population's reflection of the communities they serve. The goal of this research would be to create a set of guidelines for public transit search committees to use in conducting their work for executive openings at their entities. It would also serve to seek the input of search committee members and professional recruiters in the draft of these criteria. Once adopted, these criteria would also be disseminated to all human resource professionals working in the public transit recruitment arena.
KW - Executives KW - Leadership KW - Minorities KW - Outreach KW - Professional employment KW - Professional personnel KW - Public transit KW - Research projects KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2362 UR - https://trid.trb.org/view/1228264 ER - TY - ABST AN - 01577835 TI - Development of a Lab-Scale Method to Produce Ethanol from Lignocellulosic Biomass AB - No summary provided. KW - Biomass KW - Cellulose KW - Ethanol KW - Laboratory tests KW - Lignin KW - Production UR - https://trid.trb.org/view/1370903 ER - TY - ABST AN - 01573249 TI - Federal Highway Administration Long-Term Bridge Performance Program AB - In the United States, the stewardship and management of more than 590,000 bridges present many ongoing planning, operational, maintenance, and economic challenges for Federal, State, and local transportation agencies. To help overcome these challenges and foster the next generation of bridge and bridge management systems, in April 2008, the Federal Highway Administration's Office of Infrastructure Research and Development launched the Long-Term Bridge Performance (LTBP) program, a major new strategic initiative designated as a flagship research program. The authorization of the LTBP program was included in legislation for surface transportation programs enacted by the United States Congress in 2005: The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users. The Long-Term Bridge Performance program is intended to be a 20-year undertaking with both short- and long-term goals. It includes detailed inspection, periodic evaluation and testing, monitoring, and forensic investigation of representative samples of bridges nationwide by taking advantage of proven sensor technology. KW - Bridge management systems KW - Ground transportation KW - Long-Term Bridge Performance Program KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Sensors UR - https://trid.trb.org/view/1366319 ER - TY - ABST AN - 01464679 TI - Research for AASHTO Standing Committee on Highways. Task 257. Crash Tested Precast Concrete Barrier Designs and Anchoring Methods AB - This topic will compile data on all known testing of precast concrete barriers and produce a report that summarizes the design information and crash test performance data.  KW - Barriers (Roads) KW - Concrete KW - Impact tests KW - Precast concrete UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2339 UR - https://trid.trb.org/view/1232911 ER - TY - ABST AN - 01464624 TI - Research for AASHTO Standing Committee on Highways. Task 239. Identification and Delineation of Incident Management and Multi-Agency Emergency Response Functions AB -
This study will identify and delineate incident-management and emergency-response functions that should be the focus of future training efforts and job responsibilities. 
KW - Disaster preparedness KW - Emergency management KW - Incident detection KW - Incident management KW - Multi-agency KW - Traffic incidents UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1566 UR - https://trid.trb.org/view/1232856 ER - TY - ABST AN - 01464623 TI - Research for AASHTO Standing Committee on Highways. Task 242. Cost Analysis of Rehabilitation/Reconstruction of the Nation's Highway Infrastructure AB -
This study will evaluate methods used to estimate the funding requirements for major reconstruction/rehabilitation needs of the current highway infrastructure, and will develop a plan for a detailed analysis to assess the errors in rehabilitation and reconstruction cost estimating. The work is being conducted as a part of NCHRP Project 20-24(52) Future Options for the National System of Interstate and Defense Highways
KW - Benefit cost analysis KW - Cost estimating KW - Infrastructure KW - Reconstruction KW - Rehabilitation (Maintenance) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1567 UR - https://trid.trb.org/view/1232855 ER - TY - ABST AN - 01462745 TI - Synthesis of Information Related to Airport Problems. Topic S02-03. A Compilation of Airport Noise Programs in Areas Outside DNL 65 AB - Over the past three decades, the collective efforts of governments at all levels, airport officials, aircraft and engine manufacturers, airlines and other aircraft operators, pilots, communities and other stakeholders has reduced the size of the 65 day-night average sound level (DNL) contours around the nation's airports. Today only a half million people now reside within the DNL 65 dB contour in dwellings that were either not built with or subsequently retrofitted with sufficient sound insulation. This success is reflected by the fact that most aviation noise complaints now come from persons residing outside DNL 65 contours. The Joint Planning and Development Office (JPDO) have determined that noise must be aggressively addressed in order to meet the tripled capacity requirements of the Next Generation Air Transportation System (NextGen).  Federal law and policy concerning noise abatement and mitigation outside DNL 65 is considered on a case-by-case basis, which has resulted in a wide range of airport responses to these complaints from ignoring them on one hand to spending millions of dollars to address them on the other, particularly where they were ordered to do so by courts. Many airports are currently struggling to respond appropriately to noise concerns, particularly those experiencing rapid growth in operations. While some airports have explored the options for reducing the impacts of aviation noise outside DNL 65, most have concentrated efforts within the DNL 65. The goal of this synthesis project is to compile in one location current applicable Federal law and policy; and to provide the state of the practice on airport responses to noise complaints outside the DNL 65 contour.  The synthesis of practice will compile the existing and proposed applicable laws, policies, and regulations, plus relevant court decisions (published and as-available). The other major component of this synthesis will be to identify the airports that have or are planning programs to address noise beyond DNL 65 and to summarize those programs including the underlying reasons for undertaking those programs. 

KW - Aircraft KW - Airport noise KW - Airport operations KW - Airport planning KW - Airports KW - Research projects KW - Sound KW - Sound level UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2385 UR - https://trid.trb.org/view/1230967 ER - TY - ABST AN - 01462744 TI - Synthesis of Information Related to Airport Problems. Topic S02-04. Approaches to Integrating Airport Development and Federal Environmental Review Processes AB - The Federal Aviation Administration (FAA) and airports want to enhance the efficiency of the environmental review component of the airport project development process, which spans from concept to completion and ribbon-cutting. Previous efforts have focused on streamlining the NEPA process. Much of the inefficiency and delay attributed to the environmental review is due in part to inadequate project definition and coordination, or consideration of Federal environmental requirements (e.g., NEPA and special purpose laws) during the airport sponsor's project development process. In some cases, even minor changes in the project definition may have substantial impact on the schedule, complexity and cost of the environmental review process. As new projects are considered, airport executives and planners must fully integrate environmental considerations. Although the FAA and individual airport sponsors have taken various approaches to enhance coordination between project development and environmental processes, there is no comprehensive record of these practices. This synthesis would identify effective practices used by airports and the FAA to integrate environmental review and airport project development processes. The scope of this project would be to assemble information on the techniques used to effectively integrate development planning and environmental activities throughout the airport project development process; and to identify time- and cost-effective practices, approaches and techniques. The consultant will collect a representative sample of contemporary (FAA action completed post-2000, 60-80 examples) project-specific information focusing on process (behavior and structures) and outcomes in the integration of planning and environmental processes. KW - Airport operations KW - Airport planning KW - Environmental impacts KW - Environmental policy KW - Integrated systems KW - National Environmental Policy Act of 1969 KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2386 UR - https://trid.trb.org/view/1230966 ER - TY - ABST AN - 01462743 TI - Synthesis of Information Related to Airport Problems. Topic S03-04. Airport System Planning Practices AB - In November 2004, the Federal Aviation Administration (FAA )published Advisory Circular 150-5070-7, The Airport System Planning Process. The advisory circular defines the primary purpose of airport system planning to be studying the performance and interaction of an entire aviation system to understand the interrelationship of the member airports. The system evaluated in the plan can be the airports of a metropolitan area, state, or several contiguous states. Although the process involves many varied elements, the objectives of the effort are to identify, preserve, and enhance the aviation system to meet current and future demand. The ultimate result of the system planning process should be the establishment of a viable, balanced, and integrated system of airports. The airport system planning process has proven instrumental in identifying geographical areas underserved by aviation facilities, and fostering the inclusion of additional facilities/new site areas in National Plan of Integrated Airport Systems (NPIAS). The process has also proven successful in identifying areas where similar aviation facilities unduly compete to serve the same limited market area, and in establishing recommendations to prevent the further duplication of facilities. The purpose of this synthesis would be to report on the state of airport system planning practice through a review of literature and survey of state aviation agencies and regional planning organizations.  The audience for this synthesis report includes airport operators, regional transportation planning agency staff, state aviation agency staff and FAA staff responsible for the NPIAS.

 

KW - Air transportation facilities KW - Airport operations KW - Airport planning KW - Airport terminals KW - Airports KW - Aviation KW - Best practices KW - Research projects KW - Systems analysis UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2387 UR - https://trid.trb.org/view/1230965 ER - TY - ABST AN - 01462742 TI - Synthesis of Information Related to Airport Problems. Topic S03-05. Effective Practices for Preparting Airport Improvement Program (AIP) Benefit-Cost Analysis AB - Airport Improvement Program authorizing legislation requires that airports applying for funding of capacity-enhancing projects needing more than $5 million in discretionary funds conduct a benefit-cost analysis (BCA).  Airports filing BCAs must identify aviation benefits accruing as a result of these projects.  For larger airports requesting traditional capacity increasing and delay reducing projects, modeling techniques are available and widely used for determining airfield delay, roadway congestion and terminal processing.  These models are routinely used to establish the benefits of the proposed project. For smaller airports, such as non-hub and general aviation airports, delays and congestion on the airfield, roadways, or in terminals are rarely a factor and the benefits of capacity enhancements are much more difficult to quantify.  Runways, taxiways to accommodate new air services and aircraft types have been left to the experience and ingenuity of the analysts. The Federal Aviation Administration (FAA) guidance on quantifying benefits for FAA-funded projects is nearly ten years old and is not well-developed in documenting acceptable processes to estimate difficult to quantify benefits for projects.  The litmus test for potential FAA funding (BCA ratio of one or greater) creates a difficult hurdle for many capacity enhancing projects whose benefits are difficult to quantify. The objective of this synthesis is to describe successful assessment techniques used by airports in performing BCA to justify funding for hard-to-quantify airport projects.  The audience for this synthesis is airport staff tasked with performing project BCA.

 

KW - Airport capacity KW - Airport Improvement Program KW - Airport operations KW - Airport runways KW - Airports KW - Benefit cost analysis KW - Improvements KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2388 UR - https://trid.trb.org/view/1230964 ER - TY - ABST AN - 01462451 TI - Evaluation of Wildlife Mitigation Measures along US Hwy 93 AB - Study the effectiveness of eleven wildlife underpasses, 29 jump-outs and two wildlife guards (equivalent to cattle guards) in terms of wildlife movements and wildlife/vehicle collisions on U.S. Highway 93 near Ravalli, Montana. In addition, the effectiveness of other, more isolated, wildlife crossing structures and shorter fencing on other locations along U.S. 93 between Polson and Evaro Hill, Mont., will be investigated in terms of a potential reduction in animal/vehicle collisions. KW - Animal vehicle collisions KW - Montana KW - Research projects KW - Underpasses KW - Wildlife KW - Wildlife fencing UR - http://www.westerntransportationinstitute.org/research/4w2076.aspx UR - https://trid.trb.org/view/1230672 ER - TY - RPRT AN - 01475837 AU - LeBorgne, Matthew R AU - Gutkowski, Richard M AU - Upper Great Plains Transportation Institute AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Load Testing of Wood-Concrete Beams Incorporating Recycled Utility Poles PY - 2008/04 SP - 75p AB - A wood-concrete composite bridge constructed of recycled utility poles is a potentially cost effective solution to repair a portion of the 108,647 rural bridges that have been deemed functionally obsolete or structurally deficient and have a span under thirty feet in length. Wood-concrete bridges have been in use since 1929 with an excellent record of accomplishment for performance and durability with some bridges still in use after 69 years of service. This research project focuses on developing a design method for predicting the capacity of a composite longitudinal bridge deck section consisting of two utility poles topped with an interconnected concrete layer. The wood-concrete section is analyzed as a layered beam by using load and resistance factor design assuming the beam is fully composite. Adjustment factors are calculated to consider the additional mid-span stresses due to partially composite action. Full scale testing of the cast-in-place beams with a 29.52 ft span was performed with service and ultimate loads as high as 12.22 kips and 37.98 kips, respectively. The highest composite efficiency of the wood-concrete beams was determined to be 96.4%. An empirical relationship for modeling the time-dependent deflection during the critical 28-day curing period of the wood-concrete beams was developed. KW - Bridge decks KW - Bridge design KW - Cast in place concrete KW - Deflection KW - Load and resistance factor design KW - Rural areas KW - Utility poles UR - http://www.mountain-plains.org/pubs/pdf/MPC08-197.pdf UR - https://trid.trb.org/view/1244466 ER - TY - ABST AN - 01461975 TI - MagneMotion's Urban Maglev 3M System AB - MagneMotion, Incorporated will continue to research and test the prototype M3 Low-Speed Urban Maglev System. As a team member, Old Dominion University will assist MagneMotion in furthering its research in specific areas of Maglev technology development via a two-phased Low-Speed Urban Maglev Project. In Phase I, MagneMotion will install and demonstrate the M3 Low Speed Urban Maglev System design on Old Dominion University's guideway in Norfolk, Virginia. Phase I work activities aim to complete the design and construction of two guideway beams and two maglev bogies, develop a test plan, and successfully test and record low speed test results. Phase II will address the testing of M3 Maglev system at MagneMotion's laboratory/facility. Maglev is a revolutionary approach for transportation. Trains are lifted and propelled by magnetic forces without wheels contacting the rail surface. KW - Guideways KW - Low speed KW - MagneMotion Maglev system KW - Magnetic levitation vehicles KW - Old Dominion University KW - Railroad transportation KW - Research projects KW - Technological innovations KW - Urban transportation UR - https://trid.trb.org/view/1230195 ER - TY - ABST AN - 01459988 TI - Southern California Regional Transit Training Consortium AB - This amendment provides ongoing support to the Southern California Regional Transit Training Consortium (Consortium) resource network, comprised of public and private organizations focused on development and employment of the transit industry's workforce. The Consortium's goal is to develop a new learning model to increase the professional and technical competency of the Southern California public transit workforce. The learning model will include elements of Intelligent Transportation Systems and expand to both the regional and national levels. The Consortium operates as a partnership between the regional transit agencies, interested educational institutions, government agencies, private sector partners, and employees of affiliated transit agencies. The overriding philosophy of the consortium is to provide an education and training process that will enhance the ability of transit employees and transit agencies to provide more efficient and safer public transit service utilizing "state of the art" technologies and systems. KW - Development KW - Intelligent transportation systems KW - Public transit KW - Regional transportation KW - Research projects KW - Southern California KW - State of the art KW - Transit operating agencies UR - https://trid.trb.org/view/1228203 ER - TY - RPRT AN - 01454621 AU - Kim, Dongwook AU - Salgado, Rodrigo AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Limit States and Load and Resistance Design of slopes and Retaining Structures PY - 2008/04//Final Report SP - 264p AB - Load and Resistance Factor Design (LRFD) methods for slopes and Mechanically Stabilized Earth (MSE) walls were developed based on probability theory. The complexity in developing LRFD for slopes and MSE walls results from the fact that (1) the representation of spatial variability of soil parameters of slopes using Gaussian random field is computationally demanding and (2) LRFD of MSE walls requires examination of multiple ultimate limit states for both external and internal stability checks. For each design case, a rational framework is developed accounting for different levels of target probability of failure (or target reliability index) based on the importance of the structure. The conventional equations for loads and resistance in the current MSE wall design guides are modified so that the equations more closely reproduce the ultimate limit states (ULSs) in the field with as little uncertainty as possible. The uncertainties of the parameters, the transformation and the models related to each ULS equation are assessed using data from an extensive literature review. The framework used to develop LRFD methods for slopes and MSE walls was found to be effective. For LRFD of slopes, several slopes were considered. Each was defined by the mean value of the strength parameters and unit weight of each soil layer and of the live load. (1) Gaussian random field theory was used to generate random realizations of the slope (each realization had values of strength and unit weight that differed from the mean by a random amount), (2) a slope stability analysis was performed for each slope to find the most critical slip surface and the corresponding driving and resisting moments, (3) the probability of failure was calculated by counting the number of slope realizations for which the factor of safety did not exceed 1 and dividing that number by the total number of realizations, (4) the mean and variance of the soil parameters was adjusted and this process repeated until the calculated probability of failure was equal to the target probability of failure, and (5) optimum load and resistance factors were obtained using the ultimate limit state values and nominal values of driving and resisting moments. For LRFD of MSE walls, (1) the First-Order Reliability Method was successfully implemented for both external and internal limit states and (2) a reasonable RF value for each limit state was calculated for different levels of target reliability index. KW - Earth walls KW - Geotechnical engineering KW - Limit state design KW - Load and resistance factor design KW - Reliability KW - Retaining walls KW - Slope stability KW - Slopes KW - Stability analysis UR - http://dx.doi.org/10.5703/1288284314326 UR - https://trid.trb.org/view/1218797 ER - TY - ABST AN - 01385978 AU - Ramney, T A AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Driver distraction: a review of the current state-of-the-knowledge PY - 2008/04 SP - 25p AB - The objective of this report is to consolidate current knowledge on driver distraction to help American state and local governments formulate effective policies, regulations and laws. In addition, this report identifies areas in which scientific evidence is weak or lacking, thus providing information necessary to focus the Federal research effort in the most productive directions. The document begins by discussing the definition of distraction and the approaches and challenges involved in measuring distraction. Next, we consider the specific behaviors that comprise distraction and summarize what is known about their incidence and influence on crash involvement. This is followed by a discussion of the effects of cell phones on driving behavior and crash risk. We then consider in-vehicle technological advancements, such as navigation systems, and their potential for distraction. Next, we discuss the effectiveness of countermeasures that have been developed, including laws restricting cell phone use. Finally, we identify research needed to better understand and address the problem of driver distraction. KW - Attention KW - Attention KW - Behavior KW - Cellular telephones KW - Driver behaviour KW - Driver performance KW - Driver performance KW - Driver vehicle interfaces KW - Drivers KW - Highway safety KW - Human machine interface KW - Human machine systems KW - Mobile phone KW - Research KW - Research needs KW - Road safety KW - Road safety (human factors) KW - Usa UR - https://trid.trb.org/view/1153738 ER - TY - RPRT AN - 01334241 AU - van Schalkwyk, Ida AU - Washington, Simon P AU - Arizona State University, Tempe AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Cost Effective Safety Improvements on Two-Lane Rural State Roads in Washington State PY - 2008/04//Final Research Report SP - 247p AB - Two-lane rural highways in Washington State represent approximately 4,900 miles. From 1999 to 2005, 42.8% of the fatal collisions reported on state highways occurred on two-lane rural highways. The Washington State Department of Transportation (WSDOT) determined that the traditional high collision frequency location approach does not necessarily reflect the safety needs of two-lane rural highways. The research team first conducted a systematic review of the network and then developed a proposed decision-matrix for the selection of countermeasures on two-lane rural highways. A rate-based approach was used to show various trends across different user groups, geometric features, and contexts. It is generally accepted that the context of the two-lane rural highway would influence countermeasure choice. The project tested two contextual surrogates for the identification of particular two-lane rural highways that may exhibit safety characteristics that are different from the rest of the network. First proximity to K12 schools (in half mile increments up to 2 miles) was tested to determine whether it could assist in identifying more developed areas, such as rural town centers. It showed promise and identified areas with lower collision severity but higher collision frequency along with a higher incidence of pedestrian related collisions. Second proximity to urban boundaries (increments up to 2 miles) as means to identify transition areas showed less promise. The decision-matrix summarizes countermeasure effectiveness by collision group and also makes reference to the findings from the systematic assessment. The project also included a limited before-after study of centerline rumble strip installations (CLRS). Although results indicate some benefits and possible collision increases, caution is noted in terms of application of these findings because of small sample sizes in the analysis and the fact that roadside characteristics could not be incorporated in the evaluation process. The report recommends the development of safety performance functions that would incorporate these features. These multivariate approaches could further assist the department in the development of system-wide and corridor level approaches for two-lane rural highways. KW - Center lines KW - Cost effectiveness KW - Countermeasures KW - Crashes KW - Decision making KW - Fatalities KW - Highway safety KW - Improvements KW - Rumble strips KW - Rural highways KW - Two lane highways KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/695.1.pdf UR - https://trid.trb.org/view/1097565 ER - TY - RPRT AN - 01158168 AU - McClure, Scott AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - RoadLIFE GPS – Software Application for Processing GPS Data from US550 in Northwestern New Mexico PY - 2008/04//Final Report SP - 17p AB - Public-private partnerships as an alternative means of delivering goods and services are receiving increased attention as state departments of transportation consider ways to maximize limited resources. In 1998 the New Mexico Department of Transportation (formerly New Mexico State Highway and Transportation Department) entered into an innovative partnership with a private consultant to design and manage the reconstruction of a major highway, and the numerous innovations of the agreement included a first-of-its-kind long term performance warranty. The innovations used on this project, primarily regarding features of the public-private partnership between the parties, make this project one of national interest and significance. RoadLIFE is the name given to a broad research effort to examine various aspects of the benefits expected from innovations used on the US550 Project as required by agreements between the New Mexico Department of Transportation and the federal government. This paper provides an examination into one aspect of the US550 Project as part of the RoadLIFE effort: the occurrence of unexpected pavement distresses and erosion along the corridor, and efforts to identify trends in these distresses through logging and mapping their location. While determining the cause of unexpected performance along the corridor is central to evaluation of the effectiveness of the features of the public-private partnership used on this project, the scope of this paper is confined to describing the development of a software application to correlate milepoints along the corridor with field GPS coordinates, and preliminary efforts to identify trends in the data. KW - Data logging KW - Erosion KW - Global Positioning System KW - Mapping KW - New Mexico Department of Transportation KW - Pavement distress KW - Public private partnerships KW - Reconstruction KW - Software KW - United States Highway 550 KW - Warranty UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM08SP02RoadLIFEGPSt042808_3Final.pdf UR - https://trid.trb.org/view/918691 ER - TY - RPRT AN - 01139591 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Routine Maintenance of Concrete Pavements PY - 2008/04 SP - 86p AB - These guidelines were prepared from research conducted for the Texas Department of Transportation (TxDOT) on two projects. The current project, which determined the distresses and categories, was project 0- 5821 “Develop Guidelines for Routine Maintenance of Concrete Pavements” (Jung, Freeman, and Zollinger 2008) and the CD ROM prepared by Scullion, Coppock, and C. Von Holdt, “Development of a Concrete Pavement Rehabilitation Training CD ROM,” Texas Department of Transportation, August 2006. The pictures of distresses come from the TxDOT distress manual (2007), the CD ROM, the Strategic Highway Research Program Distress Manual (1993), and pictures taken during this research. The format of these guidelines is to present the name and descriptions of the distresses, along with a variety of pictures, then provide guidance on the repair techniques and other considerations. The distresses are listed alphabetically in the following repair groups of: Preservative; Functional Repair; Structural Repair; and Remove and Replace. KW - Concrete pavements KW - Guidelines KW - Pavement distress KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Repairing UR - http://tti.tamu.edu/documents/0-5821-P1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31125/0-5821-P1.pdf UR - https://trid.trb.org/view/900343 ER - TY - RPRT AN - 01139450 AU - Owens, Nicholas AU - Zappone, Aaron AU - Mitchell, Carol AU - Science Applications International Corporation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - FY 2000 ITS Integration Earmarks: National Evaluation Program CapWIN: The Capital Wireless Integrated Network Phase III Final Report PY - 2008/04//Final Report SP - 91p AB - The Capital Area Wireless Integrated Net (CapWIN) is comprised of first responder agencies in the Washington, DC metropolitan area. Through the use of the CapWIN application, responders are able to: 1. Exchange messages with other users at roadside locations or at fixed facilities such as dispatch centers directly without having to transmit messages through a third party; 2. Directly access and exchange information with databases such as Maryland Interagency Law Enforcement System (MILES), Washington Area Law Enforcement System (WALES), and Virginia Criminal Information Network (VCIN), instead of relying on a third party to conduct the exchange; 3. Access the CapWIN V2 online directory, which allows users to search the profiles of other users and locate their contact information, and, in addition, can also be used to search the capabilities or skill-sets (i.e., Spanish speaking, crash investigator) of other users; and 4. Establish real-time incident message reports/dialogues that can be accessed by all end users, and that enable users to post incident description/location, request on-scene help, upload incident photos, etc. The system is also designed to handle multiple users on a concurrent basis and to accommodate multiple platforms or operating systems. Additional system features include: seamless integration between multiple databases; chat and instant messaging capabilities; secured access and password-protected sign on; flexible input devices including keyboard, touch screen, WIN/PEN, and PDA, etc.; dynamic screens; built-in data integrity checks; and wireless electronic data transfer. KW - Capital Wireless Integrated Network KW - Electronic data interchange KW - First responders KW - Incident management KW - Information exchange KW - Intelligent transportation systems KW - Interoperability KW - On the scene crash investigation KW - Real time information KW - Safety KW - Text messaging KW - Washington Metropolitan Area KW - Wireless communication systems UR - http://ntl.bts.gov/lib/30000/30800/30869/14430.pdf UR - https://trid.trb.org/view/899717 ER - TY - RPRT AN - 01138325 AU - National Center for Education Statistics AU - National Highway Traffic Safety Administration TI - FARS Analytic Reference Guide 1975 to 2007 PY - 2008/04 SP - 460p AB - The Fatality Analysis Reporting System (FARS) formerly referred to as the Fatal Accident Reporting System, is a collection of files documenting all qualifying fatal crashes since 1975 that occurred within the 50 States, the District of Columbia, and Puerto Rico. To be included in this census of crashes, a crash had to involve a motor vehicle traveling on a trafficway customarily open to the public, and must result in the death of a person (occupant of a vehicle or a nonmotorist) within 30 days of the crash KW - Coding systems KW - Crash data KW - Crash investigation KW - Fatalities KW - Fatality Analysis Reporting System KW - Forms (Documents) KW - Manuals KW - Referencing KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/810937.PDF UR - https://trid.trb.org/view/898309 ER - TY - RPRT AN - 01138303 AU - Volpe, J A AU - Volpe National Transportation Systems Center TI - SAFER (Safety and Fitness Electronic Records) CVIEW (Commercial Vehicle Information Exchange Window) Interface Re-Certification. Description of Re-Certification Process for CVISN Stakeholders. Version 1.0 PY - 2008/04 SP - 8p AB - The purpose of this document is to describe the re-certification process that Commercial Vehicle Information Systems and Networks (CVISN) and PRISM/CVISN states are going to follow. In order to improve data quality in the SAFER system, two major software changes have been made in the recent SAFER releases. SAFER version 4.9, released in October 2005, has implemented data rules (SAFER CR 131) to support the requirements for mandatory and optional data elements in the Vehicle Registration input transaction (T0022). Data fields in the T0022 transaction are classified into three types: mandatory, optional, and conditional-mandatory. Whether a particular data field should be mandatory or not has been determined by the CVISN/PRISM stakeholders based on the data requirements that support the PRISM and CVISN business processes. KW - Commercial vehicles KW - Data collection KW - Fuels KW - Information dissemination KW - Motor carriers KW - Registration KW - Statistical analysis KW - Taxes KW - Traffic safety KW - U.S. Federal Motor Carrier Safety Administration UR - http://www.fmcsa.dot.gov/images/cvisn/deployment/SAFER-CVIEW-Interface-Re-Certification-v7-2.pdf UR - https://trid.trb.org/view/898603 ER - TY - RPRT AN - 01134806 AU - Federal Highway Administration TI - NYS Route 17 at exit 122 town of Wallkill, Orange County : environmental impact statement PY - 2008/04//Volumes held: Draft, DappA-C, DappD(fol), DappE, DappF, DappG, DappH-J, DappK, DappL-P, DappQ-T, F, FappA-C, FappD(fol), FappE, FappF, FappG, FappH-J, FappK, FappL-P, FappQ-T KW - Environmental impact statements UR - https://trid.trb.org/view/895566 ER - TY - RPRT AN - 01122646 AU - Meegoda, Jay N AU - Tang, Chi AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Laboratory Information Management System (LIMS) PY - 2008/04//Final Report SP - 29p AB - Currently, most state department of transportation (DOT) material test results are reported on a micro scale and paper-filed. Each material lot is assessed separately for compliance, penalties, etc. All the test result reports are manually generated, distributed, and filed away individually. The filing processes of approving projects, preparing reports of material test results, and searching relevant closeout paper-documents are quite labor intensive and time-consuming. An intranet-based electronic filing system was developed (Laboratory Information Management System abbreviated as LIMS) to replace the current paper-based filing system. In order for proper implementation a mission statement was first developed, based on which the Laboratory Information Management System was formulated. This system consists of three major components; namely the database (MS SQL based), administrative management interface, and database-driven web application. The input to the database is through either the administrative management interface or the database-driven web application. The administrative management interface provides access to the following program functions: general project information, personnel information, material information, and other administrative tasks such as edit/review lab reports. The pilot scale database-driven web application of LIMS currently contains all the necessary forms for three major construction materials; namely, concrete, soils, and asphalt plus the closeout forms required by the Federal Highway Administration. LIMS will be evaluated by the New Jersey DOT as a pilot version for possible future implementation. KW - Administration KW - Asphalt KW - Concrete KW - Database management systems KW - Databases KW - Electronic files KW - Information management KW - Intranet KW - Laboratory tests KW - Materials tests KW - New Jersey Department of Transportation KW - Soils UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2004-010.pdf UR - https://trid.trb.org/view/884306 ER - TY - RPRT AN - 01122582 AU - Ehlig-Economides, Christine AU - Longbottom, Jim AU - Texas A&M University, College Station AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dual Mode Vehicle and Infrastructure Alternative Analysis PY - 2008/04//Technical Report SP - 136p AB - The United States has a transportation challenge that requires addressing four issues simultaneously: traffic congestion, environmental pollution, safety, and energy security. A potential solution to these transportation challenges is the concept of an electrified guideway infrastructure providing energy in real time to automated vehicles. This project surveyed existing electrified advanced transportation concepts and selected five systems for evaluation of their technology readiness. None of the systems evaluated were judged ready for commercialization, but potential benefits of the technology warrant further development. Stakeholder interviews and a survey of collaboration mechanisms identified organizational and research paths that would enable accelerated development of a system capable of handling personal vehicles, public transit, and driverless freight movement on a common 21st century infrastructure. KW - Air pollution KW - Alternatives analysis KW - Dual mode vehicles KW - Electric vehicles KW - Energy KW - Guideways KW - Highways KW - Infrastructure KW - Intelligent vehicles KW - Personal rapid transit KW - Security KW - Traffic congestion KW - Transportation safety UR - http://tti.tamu.edu/documents/0-5827-1.pdf UR - https://trid.trb.org/view/884187 ER - TY - RPRT AN - 01121759 AU - Thomas, Michael D A AU - Fournier, Benoit AU - Folliard, Kevin J AU - Transtec Group, Incorporated AU - Federal Highway Administration TI - Report on Determining the Reactivity of Concrete Aggregates and Selecting Appropriate Measures for Preventing Deleterious Expansion in New Concrete Construction PY - 2008/04//Final Report SP - 28p AB - Alkali-aggregate reactions (AAR) occur between the alkali hydroxides in the pore solution of concrete and certain minerals found in some aggregates. Two types of AAR reaction are currently recognized depending on the nature of the reactive mineral; alkali-silica reaction (ASR) involves various types of reactive silica (SiO2) minerals and alkali-carbonate reaction (ACR) involves certain types of dolomitic rocks (CaMg(CO3)2). Both types of reaction can result in expansion and cracking of concrete elements, leading to a reduction in the service life of concrete structures. This report describes approaches for identifying deleteriously reactive aggregates and selecting appropriate preventive measures to minimize the risk of expansion when such aggregates are used in concrete. Preventive measures include avoiding the reactive aggregate, limiting the alkali content of the concrete, using supplementary cementing materials, using lithium-based admixtures, or a combination of these strategies. KW - Alkali aggregate reactions KW - Alkali carbonate reactions KW - Alkali silica reactions KW - Chemical reactivity KW - Concrete aggregates KW - Concrete construction KW - Expansion KW - Prevention UR - http://www.fhwa.dot.gov/pavement/concrete/asr/hif09001/hif09001.pdf UR - https://trid.trb.org/view/882523 ER - TY - SER AN - 01120547 JO - NHTS Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - National Household Travel Survey: Energy Use and Fuel Efficiency PY - 2008/04 SP - 2p AB - Transportation uses a majority of the petroleum consumed in the U.S. According to the Energy Information Agency (EIA), currently transportation accounts for 60 percent of U.S. oil demand. A number of factors affect fuel consumption in the U.S., such as total driving population and annual vehicle miles of travel per driver. According the National Household Travel Survey (NHTS) data series, both of these have nearly doubled since 1969. Other factors, such as the fleet mix (varying proportion of cars, vans, and SUVs), the fuel efficiency of vehicles, and the level of use of these vehicles, affect total fuel consumption. Overall fuel economy for both cars and light trucks in the U.S. market reached its highest level in 1987, when manufacturers averaged 26.2 mpg. The fleet mix is changing, though. Hybrid, hybrid electric, sweet diesel vehicles, and other alternative fuel vehicles are becoming a growing part of the fleet mix. How fast these changes influence fuel consumption in the U.S. is dependent upon the timeliness of adoption by the American public. KW - Alternate fuels KW - Average fuel economy KW - Energy consumption KW - Fuel consumption KW - Fuel efficient cars KW - Travel surveys KW - Vehicle fleets KW - Vehicle miles of travel UR - http://nhts.ornl.gov/briefs/Energy%20Use%20and%20Fuel%20Efficiency.pdf UR - https://trid.trb.org/view/879131 ER - TY - RPRT AN - 01115377 AU - Wang, Kejin AU - Grove, Jim AU - Ruiz, J Mauricio AU - Rasmussen, Robert Otto AU - Ge, Zhi AU - Hu, Jiong AU - Iowa State University, Ames AU - Federal Highway Administration TI - Developing a Simple and Rapid Test for Monitoring the Heat Evolution of Concrete Mixtures for Both Laboratory and Field Applications-Phase III PY - 2008/04//Final Report SP - 188p AB - The objective of this research project is to identify, develop, and evaluate a simple, economical, and reliable calorimetry device and test method for monitoring heat evolution of pavement concrete. The project contains three phases: phase I - identifying user needs for calorimeter tests, phase II - identifying potential calorimeter devices and developing test procedures, and phase III - verifying the test procedures and the potential applications of calorimetry in field. In this report, the work done in phases I and II is briefly summarized and the study of phase III is presented. The phase III study includes three parts: (1) field calorimetry tests, (2) lab tests for the field materials, and (3) implementation of calorimetry into pavement performance prediction. The field tests were conducted at three selected sites: US 71 (Atlantic, Iowa), Highway 95 (Alma Center, Wisconsin), and US 63 bypass (Ottumwa, Iowa). A simple isothermal calorimetry and two semi-adiabatic calorimetry (AdiaCal and IQ drum) tests were conducted at these sites. The general concrete, such as slump, air content, unit weight, placement temperature, ASTM C403 set time, and pavement properties, such as subbase temperature and sawing time were also measured. In the lab tests of the field materials, nine robust mixes for each field sites, with different variations in water reducer and/or fly ash dosages were developed. AdiaCal and isothermal calorimeter tests were performed for each of the robust mixes. IQ drum and ASTM C403 set time tests were conducted for selected mixes. To implement the calorimetry test results into concrete performance prediction, the HIgh PERformance PAVing (HIPERPAV) computer program was modified, the calculated hydration curve parameters from selected calorimetry tests were used as inputs for the modified HIPERPAV program, and the temperature developments of in-situ pavements were then predicted. The phase II test results confirmed the major findings drown in the phase II study. The results indicate that both the AdiaCal and semi-adiabatic calorimetry tests can provide valuable information on concrete performance. AdiaCal calorimetry is particularly good for field concrete set time prediction, and it is sensitive to the sample temperature. Isothermal calorimetry can provide users more detailed information on cement hydration and provide more consistent test results. The thermal set times obtained from both the AdiaCal and isothermal calorimetry tests are closely related to those measured for the ASTM C403 tests. Using the calorimetry test curve as inputs for the HIPERPAV computer program, in-situ concrete pavement temperatures can be predicted adequately. KW - Admixtures KW - Calorimeters KW - Calorimetry KW - Field tests KW - Heat KW - HIPERPAV (Computer program) KW - Laboratory tests KW - Mathematical prediction KW - Pavement performance KW - Testing UR - https://trid.trb.org/view/874891 ER - TY - RPRT AN - 01112657 AU - daSilva, Marco P AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Analysis of Event Data Recorder Data for Vehicle Safety Improvement PY - 2008/04//Final Report SP - 147p AB - The Volpe Center performed a comprehensive engineering analysis of Event Data Recorder (EDR) data supplied by the National Highway Traffic Safety Administration (NHTSA) to assess its accuracy and usefulness in crash reconstruction and improvement of vehicle safety systems. The Volpe Center gathered and analyzed over 2,541 EDR files downloaded from the National Automotive Sampling System (NASS), Special Crash Investigations (SCI), and Crash Injury Research & Engineering Network (CIREN) databases supplied by NHTSA. The analyses focused on EDR file format and potential improvements, assessment of crash types where EDR data exist, review of EDR data for accuracy and completeness, EDR data comparisons with existing crash data, review of pre-crash, crash, and post-crash data for usefulness in better understanding the crash reconstruction, identification of error sources, and determination of methods by which researchers could use the EDR data to improve their crash case information. The results of the engineering analysis show that EDR data can objectively report real-world crash data and therefore be a powerful investigative and research tool, by providing very useful information to crash reconstructionists and vehicle safety researchers. Due to significant limitations however, EDR data should always be used in conjunction with other data sources. KW - Crash Injury Research and Engineering Network KW - Crash reconstruction KW - Crash types KW - Data accuracy KW - Data analysis KW - Event data recorders KW - Improvements KW - National Automotive Sampling System KW - Special Crash Investigations program KW - Vehicle safety UR - http://www.harristechnical.com/downloads/810935.pdf UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/EDR/Research/810935.pdf UR - https://trid.trb.org/view/872443 ER - TY - RPRT AN - 01111952 AU - Luttrell, Tim AU - Robinson, Mark AU - Rephlo, Jennifer A AU - Haas, Robert AU - Srour, Jordan AU - Benekohal, Rahim F AU - Oh, Jun-Seok AU - Scriba, Tracy AU - Science Applications International Corporation AU - Federal Highway Administration TI - Benefits of Using Intelligent Transportation Systems in Work Zones - A Summary Report PY - 2008/04//Summary Report SP - 36p AB - This document provides quantitative benefits of using Intelligent Transportation Systems (ITS) in highway construction and maintenance work zones. The summary report covers case study sites in the District of Columbia, Texas, Michigan, Arkansas, and North Carolina. The document provides insights into the mobility and safety benefits of ITS for work zone traffic management. KW - Arkansas KW - Benefits KW - Case studies KW - Intelligent transportation systems KW - Michigan KW - North Carolina KW - Texas KW - Washington (District of Columbia) KW - Work zone safety KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/wz/its/wz_its_benefits_summ/wz_its_benefits_summ.pdf UR - http://ntl.bts.gov/lib/31000/31000/31075/14494.htm UR - http://ntl.bts.gov/lib/31000/31000/31075/14494.pdf UR - https://trid.trb.org/view/871517 ER - TY - RPRT AN - 01110664 AU - Federal Highway Administration TI - Highway Taxes and Fees 2008: How They Are Collected and Distributed PY - 2008/04 SP - v.p. AB - This publication presents tabular information on State and Federal laws that provide for the taxation of motor fuels, motor vehicles, motor carriers, and licensed drivers, and the distribution of revenues from these highway taxes and fees. Also included are tables that show the use of other State taxes for highways and the involvement of Federal agencies and Federal funds in highway activities. The information presented is based on data obtained from State authorities and the laws of the various States. KW - Collection and distribution (Funds) KW - Drivers KW - Federal laws KW - Fees KW - Fuel taxes KW - Highway user taxation KW - Motor carriers KW - Motor vehicles KW - Revenues KW - State laws KW - State taxation KW - Tables (Data) KW - Taxes UR - http://www.fhwa.dot.gov/policyinformation/motorfuel/hwytaxes/2008/ UR - https://trid.trb.org/view/870527 ER - TY - RPRT AN - 01108736 AU - Chou, Eddie Yein Juin AU - Datta, Debargha AU - Pulugurta, Haricharan AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Thin Hot Mix Asphalt Overlay on Pavement Ride and Condition Performance PY - 2008/04//Final Report SP - 149p AB - The objectives of this study were to: (1) determine the cost effectiveness of thin hot mix asphalt (HMA) overlays as a maintenance technique; (2) determine under what conditions a thin overlay would be suitable; (3) determine the timing of constructing a thin overlay to maximize its benefits; and (4) develop a prototype aggregate source information system to correlate aggregate source quality to pavement performance. Performance data for thin overlays constructed by the Ohio Department of Transportation (ODOT) since 1990 were collected to study the cost-effectiveness of thin overlay. KW - Aggregates KW - Cost effectiveness KW - Hot mix asphalt KW - Ohio KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement performance KW - Pavements KW - Rehabilitation (Maintenance) KW - Ride quality KW - Thinness UR - http://worldcat.org/oclc/232610053/viewonline UR - https://trid.trb.org/view/865838 ER - TY - SER AN - 01108631 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Lin, Jie AU - Pu, Wenjing AU - Zyznieuski, Walt AU - University of Illinois, Urbana-Champaign AU - Federal Highway Administration TI - Proceedings of the Particulate Matter Hot Spot Analysis Peer Exchange Meeting PY - 2008/04 IS - 08-015 SP - 106p AB - On October 23-24, subject matter experts on particulate matter (PM) gathered at Allerton Park in Monticello to exchange ideas and experiences in project level hotspot analysis of PM, including monitoring and compliance. The attendees included staff from five Midwestern state Departments of Transportation (DOTs), metropolitan planning organizations, the U.S. EPA, the Illinois EPA, University faculty, and the FHWA. Particulate matter is a generic term for a broad class of chemically and physically diverse substances that exist as discrete particles (liquid droplets or solids) over a wide range of sizes. It is emitted into the air through combustion exhausts or mechanical wear-and-tear from cars and trucks, power plants and factories, and construction sites. A hot-spot analysis is an estimation of likely future localized pollutant concentrations and a comparison of those concentrations to the National Ambient Air Quality Standards (NAAQS) set by the U.S. EPA.. In general, the peer exchange participants are concerned with making sure their new transportation projects in compliance with the recently released U.S. EPA regulations for performing PM hot-spot analyses in non-attainment and maintenance areas for transportation conformity and NEPA reporting purposes. The meeting offered the attendees opportunities to identify hot-spot requirements, discuss PM modeling uncertainties and monitoring of PM, and learn about how other states are documenting the analyses in reports. Outcomes of the meeting included documented challenges in practice, research needs, and practical guidelines which will be useful to all state DOTs. This report includes the proceedings of this meeting. KW - Air quality management KW - Environmental impacts KW - Hot spot identification KW - Meetings KW - National Ambient Air Quality Standards KW - Particulates KW - Peer groups KW - Pollution control KW - Regulations UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-08-015.pdf UR - http://ntl.bts.gov/lib/32000/32100/32136/FHWA-ICT-08-015.pdf UR - https://trid.trb.org/view/866004 ER - TY - RPRT AN - 01108422 AU - Ranney, Thomas A AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Driver Distraction: A Review of the Current State-of-Knowledge PY - 2008/04//Final Report SP - 32p AB - Distinct from other forms of driver inattention, distraction occurs when a driver’s attention is diverted away from driving by a secondary task that requires focusing on an object, event, or person not related to the driving task. Although existing data are inadequate and not representative of the driving population, it is estimated that drivers engage in potentially distracting secondary tasks approximately 30% of the time their vehicles are in motion. Conversation with passengers is the most frequent secondary task followed by eating, smoking, manipulating controls, reaching inside the vehicle, and cell phone use. Driver attention status is unknown for a large percentage of crash-involved drivers in the Crashworthiness Data System (CDS). However, for the period between 1995 and 2003 it is estimated that 10.5% of crash-involved drivers were distracted at the time of their crash involvement. Approximately 70% of distracted drivers’ crashes were either non-collision (single-vehicle) or rear end collisions. A significant proportion of the existing literature is devoted to assessing the impact of cell phone use on driving performance and safety. Although cell phone use represents a relatively small part of the overall distraction problem, use among drivers is steadily growing with approximately 10% of drivers using some type of cell phone at any point in time. Although not representative of the U.S. experience, the available evidence suggests that cell phone use increases drivers’ crash risk by a factor of 4. Experimental studies consistently reveal driving performance degradation (primarily slowed response time) associated with cell phone use; however, phone tasks used in these studies are generally unrealistic and often more complex than everyday phone conversations. Insufficient data exist to assess the distraction effects of in-vehicle information systems (IVIS), however, experimental results suggest that voice-based interfaces are less distracting than those requiring manual entry (e.g., via keyboard). Standard behavioral countermeasures, including laws, enforcement, and sanctions, are considered unlikely to be effective because distraction is a broad societal problem associated with lifestyle patterns and choices. Options for environmental (roadway) strategies are limited. Considerable activity has been devoted to the development of guidelines for IVIS interface design, resulting in some improvements. Promising future developments include large-scale naturalistic data collections to provide objective and representative data on distraction incidence and crash risk, and advanced driver assistance technologies that monitor drivers’ visual behavior and manage the flow of information to the driver. Recommendations for future research are presented. KW - Advanced driver information systems KW - Attention lapses KW - Cellular telephones KW - Countermeasures KW - Crash risk forecasting KW - Distraction KW - Drivers KW - Future research KW - Secondary tasks UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/DOT-HS-810-704.pdf UR - https://trid.trb.org/view/868221 ER - TY - RPRT AN - 01107781 AU - Levi, Sharon AU - De Leonardis, D AU - Westat AU - National Highway Traffic Safety Administration TI - Occupant Protection Issues Among Older Drivers and Passengers: Volume I Final Report PY - 2008/04//Final Report SP - 76p AB - With the older adult population of the United States growing at a rapid pace, the National Highway Traffic Safety Administration (NHTSA) is concerned with highway safety issues affecting this age group. NHTSA initiated a three-stage research study in order to gain a better understanding of the factors that contribute to seat belt use or nonuse among people 65 and older. The first stage included a literature review; discussions with experts in the fields of aging, vehicle design, law enforcement, physical mobility and human factors; and analyses of several national databases. This background research was followed by a series of 15 focus groups with older adults in four States. Participants discussed experiences and difficulties associated with seat belt use. Relevant topics included issues with comfort and convenience, effects of physiological conditions, trip and vehicle characteristics, presence of other passengers, types of media and communication tools to increase belt use among their peers, and a discussion of various seat-belt-related aftermarket devices. These focus groups pointed to a series of common seat-belt-related concerns and complaints among this select population. The final stage of the project was a human factors field study that provided detailed observation and measurement of seat belt use and acceptability among older occupants targeting comfort, convenience, and usability issues. Fifty-four older adults were exposed to six different seat belt systems and provided ratings regarding comfort, convenience, and likelihood of use. Participants also gave detailed descriptions of their experiences with the different systems, pointing out specific problems with usability and comfort. Conclusions include information to support the development of strategies to increase seat belt use among older adults and ideas for future related research on this topic. KW - Acceptability KW - Aged KW - Aged drivers KW - Comfort KW - Convenience KW - Data collection KW - Field studies KW - Focus groups KW - Human factors KW - Literature reviews KW - Occupant protection devices KW - Passengers KW - Seat belt use KW - Seat belts UR - http://ntl.bts.gov/lib/30000/30100/30179/810938.pdf UR - https://trid.trb.org/view/867547 ER - TY - RPRT AN - 01107780 AU - Levi, Sharon AU - De Leonardis, D AU - Zador, Paul AU - Westat AU - National Highway Traffic Safety Administration TI - Occupant Protection Issues Among Older Drivers and Passengers: Volume II Appendices PY - 2008/04//Interim Report SP - 152p AB - The National Highway Traffic Safety Administration is concerned about highway safety issues for older adults and is interested in understanding what contributes to seat belt use or nonuse among people 65 and older. This background report details the information gathered from a variety of sources addressing the older adult population and those factors that might affect seat belt use. The research included a review of literature, including experimental and quasi-experimental studies as well as qualitative documents on the cognitive, attitudinal, and physical factors that might influence the use of seat belts among older adults. Design features and the interaction between user capabilities and technology were also explored. Additionally, experts in the fields of aging, vehicle design, law enforcement, physical mobility and human factors were contacted. These individuals provided contextual information to help explain nonuse of seat belts among older adults. Analyses of several national databases, including survey, observational, and crash data addressing key issues regarding aging and seat belt use were conducted. The analyses included runs of frequencies, cross tabs of selected variables, and logistic regressions to explore the relationship between key factors and seat belt use among older adults. The information gathered in this process was synthesized in order to identify the gaps in knowledge, and to inform and support the development of strategies to increase seat belt use among older adults. KW - Aged KW - Aged drivers KW - Data collection KW - Design features KW - Human factors KW - Literature reviews KW - Occupant protection devices KW - Passengers KW - Seat belt use KW - Seat belts UR - http://ntl.bts.gov/lib/30000/30100/30180/810939.pdf UR - https://trid.trb.org/view/867551 ER - TY - RPRT AN - 01106134 AU - Holick, Andrew James AU - Carlson, Paul J AU - Texas Transportation Institute AU - Federal Highway Administration TI - Minimum Retroreflectivity Levels for Blue and Brown Traffic Signs PY - 2008/04//Final Report SP - 50p AB - In 2003, the Federal Highway Administration published research recommendations for minimum maintained retroreflectivity (MR) levels for traffic signs. The recommendations included most sign types but not white-on-blue signs or white-on-brown signs. In addition, the 2003 recommended maintained retroreflectivity levels were based on conditions representing dark rural environments. This report describes the research activities and consequent findings related to the development of recommendations for MR levels for white-on-blue signs and white-on-brown signs. This report also includes an investigation related to MR levels needed for complex visual conditions that include glare from oncoming headlamps and fixed roadway lighting. The research used a summary of the pertinent literature to develop an experimental plan to produce luminance thresholds that could be used with a previously developed analytical model to develop a set of recommendations for MR levels for white-on-blue signs and white-on-brown signs. The results for the white-on-blue signs and the white-on-brown signs were integrated into one table that includes the current set of MR levels. Both legend and symbol signs were consolidated into the same recommendations because of similar requirements for luminance thresholds. KW - Blue KW - Brown KW - Glare KW - Minimum retroreflectivity levels KW - Recommendations KW - Retroreflectivity KW - Street lighting KW - Traffic signs KW - Visibility UR - http://www.fhwa.dot.gov/publications/research/safety/08029/index.cfm UR - http://www.fhwa.dot.gov/publications/research/safety/08029/index.cfm UR - https://trid.trb.org/view/865241 ER - TY - RPRT AN - 01105479 AU - Ferrell, Christopher E AU - Mathur, Shishir AU - Mendoza, Emilia AU - San Jose State University AU - California Department of Transportation AU - University Transportation Centers Program AU - Research and Innovative Technology Administration TI - Neighborhood Crime and Travel Behavior: An Investigation of the Influence of Neighborhood Crime Rates on Mode Choice PY - 2008/04 SP - 102p AB - The primary objective of this study was to determine if there is a relationship between neighborhood crime rates and the propensity to choose non-automotive modes of travel for home-based trips. The researchers hypothesized that people living in high-crime neighborhoods would be less likely to choose walking, bicycling, or transit. The researchers also studied the relationships between urban form and crime rates. Crime statistics from seven cities in the San Francisco Bay Area were merged with travel survey data and analyzed using logistic regression techniques to identify the effects of neighborhood crime rates on mode choice. Researchers were able to substantiate the proposition that neighborhood crime rates have an influence on the propensity to choose non-automotive modes of transportation for home-based trips. KW - Crimes KW - Neighborhoods KW - Property crimes KW - San Francisco Bay Area KW - Travel behavior KW - Travel by mode KW - Violent crimes UR - http://transweb.sjsu.edu/mtiportal/research/publications/documents/Ferrell%20(Complete).pdf UR - http://www.dot.ca.gov/newtech/researchreports/reports/2008/neighborhood_crime_and_travel_behavior.pdf UR - https://trid.trb.org/view/863552 ER - TY - RPRT AN - 01105034 AU - Apostolides, Anthony D AU - Research and Innovative Technology Administration TI - A Primer on Multifactor Productivity: Description, Benefits, and Uses PY - 2008/04 SP - 13p AB - This primer presents a description of multifactor productivity (MFP) and its calculation. Productivity is an important measure of the state of the economy at various levels: firm, industry, sectoral, and the macroeconomic. The method described is the one used by government agencies, such as the Bureau of Labor Statistics (BLS) and the Bureau of Transportation Statistics (BTS), as well as the Economic Research Service (U.S. Department of Agriculture). The method is also used outside of government, including academia and other private researchers. The estimation of multifactor productivity includes the measurement of output (of an industry, etc.) and the inputs used to create the output. It also includes a weighting of the inputs; the weights indicate the relative importance of the inputs in industry output. Besides the description and measurement of multifactor productivity, the primer includes a discussion of the benefits of increasing MFP. These relate to increases in real income per capita in the country, which affects increases in the standard of living of the population. A rising standard of living has been a key goal of U.S. government policy as well as of other governments. Lastly, the primer discusses the uses that can be made of MFP estimates. They are indications of production efficiency and can be used as proxies to indicate rates of return to capital and other resources used in production, in an industry—such as the various transportation industries. Rail truck and air transportation are included in the discussion of the transportation sector. KW - Air transportation KW - Economic analysis KW - Economic benefits KW - Economic factors KW - Income KW - Industries KW - Multifactor productivity KW - Productivity KW - Railroads KW - Trucking KW - Utilization UR - http://www.bts.gov/programs/economics_and_finance/a_primer_on_multifactor_productivity/ UR - http://www.bts.gov/programs/economics_and_finance/a_primer_on_multifactor_productivity/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35300/35378/a_primer.pdf UR - https://trid.trb.org/view/863690 ER - TY - RPRT AN - 01104018 AU - Choi, Eun-Ha AU - Zhang, Fan AU - Noh, Eun Young AU - Singh, Santokh AU - Chen, Chou-Lin AU - National Center for Statistics and Analysis TI - Sampling Design Used in the National Motor Vehicle Crash Causation Survey PY - 2008/04//NHTSA Technical Report SP - 23p AB - The purpose of the National Motor Vehicle Crash Causation Survey (NMVCCS) was to collect information on the vehicles, the roadways, and the environmental conditions as well as the human behavioral factors that are likely to contribute to crash occurrence. The data were collected on crashes involving light vehicles, during the period January 2005 to December 2007. The primary focus of the survey is on the events immediately prior to a crash as well as on the associated factors as described by the occupants and witnesses, reported by the police, and assessed by the NMVCCS researchers. One of the special features of NMVCCS was to collect information at the crash scene itself, thus enabling the researcher to obtain first-hand information while it was still relatively undisturbed. Due to the nature of the targeted information and the method of operation, this survey required a complex sample design to get national representation at a reasonable cost. Both time and location of a crash were considered in the selection of crashes to attain high efficiency of the on-scene survey. A two-dimensional sampling frame reflecting on both space and time of crash occurrence was used in sampling crashes from among those occurring between 6 a.m. and midnight. A probability-based sampling procedure was performed in multiple stages. In order to make the NMVCCS sample nationally representative, the inclusion probability in each sampling stage was taken into account in developing the weights. While doing so, appropriate adjustments were made for the crashes from which information could not be collected due to the operational difficulties and other challenges. This report provides details of the sampling procedure and the related operational challenges. The analytical details of the estimation methodology are also discussed. Some national estimates and their standard errors, based on the data collected during the first year of its operation, are presented. KW - Crash causes KW - Data collection KW - National Motor Vehicle Crash Causation Survey KW - On the scene crash investigation KW - Statistical sampling UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2008/810930.pdf UR - https://trid.trb.org/view/863910 ER - TY - RPRT AN - 01103996 AU - Ramirez, Rebecca AU - Nguyen, Denise AU - Cannon, Carol AU - Carmona, Maria AU - Freisthler, Bridget AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - A Campaign to Reduce Impaired Driving Through Retail-Oriented Enforcement in Washington State PY - 2008/04//Demonstration Project Report SP - 17p AB - The Washington State Liquor Control Board (WSLCB) launched its Driving Under the Influence (DUI) Reduction Program in 2002 with the immediate goal of reducing sales to intoxicated people through enforcement directed at bars and restaurants. The program targets those establishments that produce high levels of DUI arrests. The ultimate and long-term program goal is to reduce DUI arrests and alcohol-related traffic crashes. The DUI Reduction Program showed great promise, with anecdotal reports suggesting that it reduced sales to intoxicated people at the targeted retail establishments. To assess the impact of the program, WSLCB joined with the Pacific Institute for Research and Evaluation to conduct the Washington Enforcement and DUI Reduction demonstration project with funding from the National Highway Traffic Safety Administration. The demonstration project was designed to assess the feasibility of implementing the DUI reduction program in a more standardized manner and of assessing the effects of the program on three outcome measures: Retailer willingness to sell alcohol to apparently intoxicated people, blood alcohol concentraiton (BAC) levels of drivers arrested for DUI, and DUI arrestees naming establishments exposed to the program as their place of last drink. The results of this demonstration project are mixed. The evaluation detected no change in retail practices; however, it did produce two promising findings: reductions in the average number of monthly DUI arrests in intervention sites and reductions in average BAC levels among DUI arrestees. Several factors limit the potency of findings: small sample size, variation in the protocol for the delivery of education material, retailers' level of exposure to responsible beverage server training, possible erosion of effects, and the level of enforcement activity in comparison sites. The evaluation suggests that a stronger intervention involving enforcement of sales to intoxicated persons laws and related educational outreach may produce all desired results but that further evaluations will be needed. This report concludes with suggestions for how future tests of similar interventions could be improved. KW - Arrests KW - Blood alcohol levels KW - Demonstration projects KW - Drinking establishments KW - Drunk driving KW - Law enforcement KW - Restaurants KW - Safety campaigns KW - Server intervention programs KW - Washington (State) UR - http://ntl.bts.gov/lib/30000/30100/30172/810913.pdf UR - https://trid.trb.org/view/863884 ER - TY - RPRT AN - 01103406 AU - Botch, Sabra R AU - Johnson, Robert D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Drug Usage in Pilots Involved in Aviation Accidents Compared With Drug Usage in the General Population: From 1990 to 2005 PY - 2008/04//Final Report SP - 11p AB - Civil aviation pilots represent a small subsection of the general population. Therefore, one might expect to see the same types of drugs used by pilots that are found in the general population. The purpose of this study was to compare usage of both illegal drugs and abused prescription medications in pilots involved in civil aviation accidents from 1990 to 2005 with that of the general population in the United States. Comparisons included abused drugs routinely screened for by the Federal Aviation Administration (FAA) such as marijuana, cocaine, methamphetamine, and ecstasy, as well as prescription medications—barbiturates, benzodiazepines, opiates, and ketamine. The Civil Aerospace Medical Institute’s (CAMI’s) Forensic Toxicology Research Laboratory analyzes postmortem specimens collected from pilots involved in civil aviation accidents. Toxicological information for cases in which pilots were found positive for prescription or illicit compounds was obtained from CAMI’s ToxFlo™ (DiscoverSoft Development, LLC) toxicology database. Statistics on drug usage, trends, and demographics of users in the United States were obtained from National Institute on Drug Abuse, Substance Abuse and Mental Health Services Administration, Office of National Drug Control Policy, Drug Enforcement Administration, and the Drug Abuse Warning Network (DAWN). Trends in illicit and prescription drug use in pilots of civil aviation accidents are comparable to those seen in emergency departments (ED) and community data from major metropolitan areas collected by DAWN and Community Epidemiology Work Group (CEWG). Of the 5,321 pilots involved in aviation accidents during the examined time period, there were 467 occurrences of either illicit drugs or commonly abused prescription drugs accounting for 11% of all pilots that were involved in aviation accidents. The average age of the pilots that were found positive for the compounds discussed in this study was typically older than that seen in emergency departments or in CEWG communities. Marijuana or its metabolite tetrahydrocannabinol carboxylic acid (THCA) were the most commonly seen compounds detected in pilots involved in civil aviation accidents. These compounds were seen approximately twice as often as all other drugs in the study. KW - Air pilots KW - Air transportation crashes KW - Aviation safety KW - Barbiturates KW - Benzodiazepines KW - Civil aviation KW - Cocaine KW - Crash investigation KW - Drug abuse KW - Drug use KW - Drugs KW - Ecstasy (Drug) KW - Ketamine KW - Marijuana KW - Methamphetamine KW - Opiates KW - Toxicology UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-10.pdf UR - https://trid.trb.org/view/863018 ER - TY - RPRT AN - 01103375 AU - Carretta, Thomas R AU - King, Raymond E AU - Air Force Research Laboratory AU - Federal Aviation Administration AU - Federal Aviation Administration TI - USAF Enlisted Air Traffic Controller Selection: Examination of the Predictive Validity of the FAA Air Traffic Selection and Training Battery Versus Training Performance PY - 2008/04//Final Report SP - 21p AB - Over the past decade, the U.S. military has conducted several studies to evaluate determinants of enlisted air traffic controller (ATC) performance. Research has focused on validation of the Armed Services Vocational Aptitude Battery (ASVAB) and has shown it to be a good predictor of training performance. Despite these efforts, enlisted ATC training and post-training attrition is higher than desirable, prompting interest in alternate selection methods to augment current procedures. The current study examined the utility of the FAA Air Traffic Selection and Training (AT-SAT) battery for incrementing the predictiveness of the ASVAB versus several enlisted ATC training criteria. Method: Subjects were 448 USAF enlisted ATC students who were administered the ASVAB and FAA AT-SAT subtests and subsequently graduated or were eliminated from apprentice-level training. Training criteria were a dichotomous graduation/elimination training score, average ATC fundamentals course score, and FAA certified tower operator test score. Results: Results confirmed the predictive validity of the ASVAB and showed that one of the AT-SAT subtests resembling a low-fidelity ATC work sample significantly improved prediction of training performance beyond the ASVAB alone. Discussion: Results suggest training attrition could be reduced by raising the current ASVAB minimum qualifying score. However, this approach may make it difficult to identify sufficient numbers of trainees and lead to adverse impact. Although the AT-SAT ATC work sample subtest showed incremental validity to the ASVAB, its length (95 min) may be problematic in operational testing. Recommendations are made for additional studies to address issues affecting operational implementation. KW - Air traffic controllers KW - Aptitude tests KW - Performance KW - Selection and appointment KW - Training KW - Validity UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-09.pdf UR - https://trid.trb.org/view/863019 ER - TY - RPRT AN - 01103347 AU - Rodriguez-Marek, Adrian AU - Cofer, William F AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Dynamic Response of Bridges to Near-Fault Forward Directivity Ground Motions PY - 2008/04//Research Report SP - 84p AB - Research over the last decade has shown that pulse-type earthquake ground motions that result from forward-directivity (FD) effects can result in significant damage to structures. Three typical post-1990 Washington State Department of Transportation (WSDOT) monolithic concrete bridges were chosen to investigate their nonlinear response to FD ground motions (FDGMs) and non-FDGMs. Results showed that significant seismic damage may occur if the structural response is in tune with the period of the velocity pulse of the FDGM. This velocity pulse is a result of fault propagation effects in the near-fault, and occurs when the direction of slip and rupture propagation coincide. The period of the velocity pulse is proportional to the magnitude of the earthquake. The severity of the demand is controlled by the ratio of the pulse period to bridge fundamental periods. As a consequence of this, damage in a bridge with moderate periods (T=0.1s to 1.0s) may be more significant in smaller magnitude earthquakes where the pulse period is closer to the fundamental period of the structure. This was the case for both the MDOF and SDOF analyses of all three bridges in this research. The results showed also that the occurrence of high PGA and/or PGV is only one of several conditions that can cause high demand on the bridges. Of the three bridges considered, all typical concrete overpasses ranging from 50 m to 91 m in length, all generally survived the earthquake motions with only minor damage to their columns. However, column flexural failure was predicted for one model when subjected to two of the forward directivity ground motions. SDOF bridge models for preliminary analyses were found to yield slightly unconservative base shears and displacements compared to that of the full bridge models under non-FDGM. For FDGM, the results of a simple SDOF bridge model ranged from very conservative to slightly unconservative. Therefore, nonlinear SDOF analyses are specifically not recommended in the case of FDGM since the results were not consistent. A more detailed MDOF model should be used to assess bridge seismic performance so that SSI and the interaction of the longitudinal and transverse responses of the bridges can be included, particularly if a performance based design or assessment of the bridge is required. KW - Concrete bridges KW - Directivity pattern KW - Dynamic response KW - Earthquake resistant structures KW - Earthquakes KW - Near fault ground motion KW - Seismicity UR - http://www.wsdot.wa.gov/research/reports/fullreports/689.1.pdf UR - https://trid.trb.org/view/860519 ER - TY - RPRT AN - 01103345 AU - Kupfer, Doris M AU - Jenkins, Marita AU - Burian, Dennis AU - Canfield, Dennis V AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Use of Alternative Primers for Gender Discrimination in Human Forensic Genotyping PY - 2008/04//Final Report SP - 10p AB - An assay using the Federal Bureau of Investigation’s human Combined DNA Identity System (CODIS) primers has been developed for polymerase chain reaction (PCR)-based human identity testing. Recent forensic literature has identified several human populations that carry a deletion mutation in the Y-chromosome copy of the amelogenin locus. This is the standard locus used for gender determination in CODIS. Additionally, the amelogenin male PCR products are very close in size requiring manual annotation of PCR electrophoresis results for this locus. This study was designed to test several gender-specific primers which are to loci outside the amelogenin region, have well-separated PCR products, and could serve as additions or replacements to amelogenin in our human identity testing assay. KW - Bioassay KW - Electrophoresis KW - Forensic medicine KW - Gender KW - Genotyping KW - Human beings KW - Polymerase chain reaction KW - Testing UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-08.pdf UR - https://trid.trb.org/view/863017 ER - TY - RPRT AN - 01102440 AU - Federal Highway Administration TI - US-131 improvement study, from the Indiana Toll Road (I-80/90) to a point one mile north of Cowling Road, St. Joseph County, Michigan and Elkhart County, Indiana : environmental impact statement PY - 2008/04//Volumes held: Final KW - Environmental impact statements UR - https://trid.trb.org/view/862401 ER - TY - RPRT AN - 01102423 AU - Federal Highway Administration TI - Trunk Highway 23 and U.S. Highway 71, 3.5 Mile combined Trunk and U.S. Highway segments in Dovre Township, northeast of Willmar, Kandiyohi County : environmental impact statement PY - 2008/04//Volumes held: Draft KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/862384 ER - TY - RPRT AN - 01100756 AU - Voigt, Anthony P AU - Kuchangi, Shamanth P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Chevron Markings on Freeway-to-Freeway Connector Ramps in Texas PY - 2008/04//Technical Report SP - 112p AB - This report presents an evaluation of the use of converging chevron pavement markings in an attempt to reduce speeds on freeway-to-freeway connector ramps. In this project, a converging chevron marking was designed and implemented on a freeway-to-freeway connector ramp in El Paso, Texas. Speed measurements were conducted at the project site in three study periods: before the implementation of chevron markings, early-after the implementation, and late after the implementation of chevron markings. Speed measurements were taken upstream of the curve, at the start of the curve, and in the middle of the curve of the connector ramp. A detailed before-after analysis of the speed data was conducted by vehicle classification, light conditions, and location along the curve. From the analysis results, it was found that chevron markings appeared to reduce speeds where the markings were in place, though the reduction in the average speeds varied based on vehicle class and curve location. Maximum reduction was observed at the upstream location of the curve with about a 4 mile per hour (mph) reduction observed for heavy trucks. KW - Before and after studies KW - Chevron markings KW - El Paso (Texas) KW - Ramps (Interchanges) KW - Road markings KW - Speed control KW - Speed measurement UR - https://trid.trb.org/view/860393 ER - TY - RPRT AN - 01100749 AU - Vipulanandan, C AU - Usluogullari, Omer F AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development and Verification of a Down-Hole Penetrometer PY - 2008/04//Final Report SP - 56p AB - Drilled shafts are increasingly used as foundations to support bridges and transportation structures in geomaterials such as soft-rocks and hard clay. Locating the bottom of the borehole during construction with the required strength is critical. Hence, developing a simple device that could be easily adapted/used with the drilling tool was an interest of this study. Determining the shear strength of the geomaterial in the borehole and at the bottom of the borehole can lead to better designs by identifying the various layers based on strength. In this study, a Down-Hole Penetrometer (DHP) was designed, built and tested to determine its effectiveness in measuring the strength of soil/soft rock at the bottom of the borehole. DHP was calibrated in the laboratory by using springs with various stiffnesses and then field tested in clay shale, clay and silty clay in a total of six locations in the Houston and Dallas districts. The test results were used in developing the correlation between undrained shear strength of soil/soft rock and DHP deflection. KW - Boreholes KW - Clay KW - Correlation analysis KW - Dallas (Texas) KW - Deflection KW - Field tests KW - Houston (Texas) KW - Penetrometers KW - Shear strength KW - Silty clays KW - Soft rock UR - http://tti.tamu.edu/documents/5-4372-01-1.pdf UR - https://trid.trb.org/view/860399 ER - TY - RPRT AN - 01100747 AU - Chaudhary, Nadeem A AU - Charara, Hassan A AU - Sunkari, Srinivasa R AU - Longmire, Ryan R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Enhancements to PIA System for Real-Time Control at Isolated Traffic Signals PY - 2008/04//Technical Report SP - 56p AB - The objective of this research project was to enhance and test the platoon identification and accommodation (PIA) system developed by Texas Transportation Institute (TTI) researchers in an earlier research project. The PIA system consists of off-the-shelf hardware and custom software for providing intelligent control at isolated traffic signals. To achieve project objectives, TTI researchers added a software classifier to replace the hardware classifier needed by the original system, added a new module for communication with TS-2 cabinets via serial ports on enhanced bus interface units, extended the system to provide platoon identification and accommodation on both arterial directions, and added real-time performance measurement and adaptive features. Implementation of these enhancements required TTI researchers to re-engineer the original system software. The enhanced system was tested in the lab using cabinet-in-the-loop simulations and then field-tested at two locations in Texas. This report documents the work conducted by TTI researchers in this project. KW - Arterial highways KW - Field tests KW - Hardware in the loop simulation KW - Highway traffic control KW - Isolated intersections KW - Isolated traffic control devices KW - Platoon identification and accommodation KW - Real time control UR - http://tti.tamu.edu/documents/0-5507-1.pdf UR - http://ntl.bts.gov/lib/55000/55800/55876/FHWA-TX-08-0-5507-1.PDF UR - https://trid.trb.org/view/860374 ER - TY - RPRT AN - 01100743 AU - Ehlig-Economides, Christine AU - Longbottom, Jim AU - Texas A&M University, College Station AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dual Mode Vehicle and Infrastructure Alternatives Analysis PY - 2008/04//Technical Report SP - 136p AB - The United States has a transportation challenge that requires addressing four issues simultaneously: traffic congestion, environmental pollution, safety, and energy security. A potential solution to these transportation challenges is the concept of an electrified guideway infrastructure providing energy in real time to automated vehicles. This project surveyed existing electrified advanced transportation concepts and selected five systems for evaluation of their technology readiness. None of the systems evaluated were judged ready for commercialization, but potential benefits of the technology warrant further development. Stakeholder interviews and a survey of collaboration mechanisms identified organizational and research paths that would enable accelerated development of a system capable of handling personal vehicles, public transit, and driverless freight movement on a common 21st century infrastructure. KW - Alternatives analysis KW - Driverless freight movement KW - Dual mode transportation systems KW - Dual mode vehicles KW - Energy KW - Environmental impacts KW - Guideways KW - Infrastructure KW - Personal rapid transit KW - Personal vehicles KW - Pollution control KW - Public transit KW - Technology assessment KW - Traffic congestion KW - Traffic safety UR - http://tti.tamu.edu/documents/0-5827-1.pdf UR - http://ntl.bts.gov/lib/30000/30100/30100/CEETIreport.pdf UR - https://trid.trb.org/view/860396 ER - TY - RPRT AN - 01100742 AU - Fisher, Donald L AU - University of Massachusetts, Amherst AU - National Highway Traffic Safety Administration TI - Evaluation of PC-Based Novice Driver Risk Awareness PY - 2008/04//Final Report SP - 89p AB - Newly licensed drivers are at an especially high risk of crashing. The first six months of solo driving are the most dangerous for teens; however, it appears that novice drivers improve their driving in a relatively short period of time as crash rates begin to drop dramatically during this time period of increasing experience. It has been known for some time that failures of hazard anticipation, attention maintenance, and speed management are the primary causes of these crashes. Still, there has not been a dramatic reduction in the inflated risk during the first several months with the current driver education programs and licensing restrictions, which indicates that newly licensed drivers are not being taught all they need to know. With this in mind, the authors engaged in a series of five experiments designed to identify major differences in the hazard anticipation and attention maintenance skills of newly licensed drivers. On a driving simulator, they found that newly licensed drivers were up to six times less likely to anticipate hazards than much more experienced drivers. And these drivers were up to three times more likely than experienced drivers to glance away from the forward roadway for more than two seconds. The authors then developed a hazard anticipation training program. They showed that this training program could increase the likelihood that newly licensed drivers would anticipate hazards, both on the driving simulator and the open road. KW - Attention lapses KW - Behavior modification KW - Crash risk forecasting KW - Driver education KW - Driver training KW - Driving simulators KW - Hazard anticipation KW - Hazard perception KW - Human factors in crashes KW - Recently qualified drivers KW - Risk perception KW - Speed KW - Teenage drivers UR - https://trid.trb.org/view/860372 ER - TY - RPRT AN - 01100383 AU - U.S. Fire Administration AU - Federal Highway Administration AU - Federal Emergency Management Agency TI - Traffic Incident Management Systems PY - 2008/04 SP - 106p AB - Injuries and deaths that occur at roadway emergency scenes have increased steadily in recent years. The purpose of this report is to focus on the causes of firefighter injuries and deaths when working on roadway incidents. This report will focus on the causes of these incidents and provide strategies for mitigating them in the future. The occurrence and severity of these incidents can be reduced through proper roadway incident scene tactics and incident management. KW - Countermeasures KW - Emergency management KW - Fatalities KW - Fire fighting KW - Fire vehicles KW - Firefighters KW - Incident management KW - Injuries KW - Traffic incidents UR - https://www.usfa.dhs.gov/downloads/pdf/publications/tims_0408.pdf UR - https://trid.trb.org/view/860051 ER - TY - RPRT AN - 01100227 AU - Salem, Ossama M AU - Genaidy, Ashraf AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Improved Models for User Costs Analysis PY - 2008/04 SP - 148p AB - User costs include the costs borne by highway users such as additional travel time costs, crash costs, costs of operating vehicles in work zone conditions, and environmental costs. The pavement type selection process currently used by the Ohio Department of Transportation (ODOT) doesn't include user costs quantitatively. This report provides a comprehensive review of literature and tools used to calculate user costs. The results of a questionnaire survey on the role played by user costs in pavement type selection processes of various state and regional agencies in the U.S. and Canada are provided. Based on the findings from literature review and questionnaire survey, this report provides recommendations for including user delay costs quantitatively in ODOT's pavement type selection process. Three case studies presented in this research report illustrate the methods recommended in this study. KW - Case studies KW - Costs KW - Decision making KW - Literature reviews KW - Pavement type selection KW - Pavements KW - Questionnaires KW - Surveys KW - Travelers KW - User costs KW - User delay costs UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2008/Pavement/134261.pdf UR - http://ntl.bts.gov/lib/55000/55800/55842/FHWA-OH-2008-3.PDF UR - http://ntl.bts.gov/lib/55000/55800/55843/FHWA-OH-2008-3_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/860079 ER - TY - RPRT AN - 01100219 AU - Gibbons, Ronald B AU - Edwards, Christopher J AU - Williams, Brian AU - Andersen, Carl K AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Highway Administration TI - Informational Report on Lighting Design for Midblock Crosswalks PY - 2008/04//Summary Report SP - 32p AB - This report provides information on lighting parameters and design criteria that should be considered when installing fixed roadway lighting for midblock crosswalks. The information is based on static and dynamic experiments of driver performance with regard to the detection of pedestrians and surrogates in midblock crosswalks. Experimental condition variables included lamp type (high-pressure sodium and metal halide), vertical illuminance level, color of pedestrian clothing, position of the pedestrians and surrogates in the crosswalk, and the presence of glare. Two additional lighting systems, a Probeam luminaire and ground-installed LEDs, were also evaluated. The research found that a vertical illuminance of 20 lx in the crosswalk, measured at a height of 1.5 m (5 ft) from the road surface, provided adequate detection distances in most circumstances. Although the research was constrained to midblock placements of crosswalks, the report includes a brief discussion of considerations in lighting crosswalks colocated with intersections. KW - Experiments KW - Glare KW - High pressure sodium lighting KW - Light emitting diodes KW - Lighting KW - Metal halide lamps KW - Midblock crossings KW - Pedestrian safety KW - Street lighting KW - Vertical illuminance UR - http://www.fhwa.dot.gov/publications/research/safety/08053/index.cfm UR - https://trid.trb.org/view/860048 ER - TY - RPRT AN - 01100218 AU - Eby, David W AU - Molnar, Lisa J AU - St Louis, Renee M AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor AU - Research and Innovative Technology Administration TI - M-CASTL 2008 Synthesis Report: Volume 1, Older Adult Mobility PY - 2008/04 SP - 29p AB - The theme of the Michigan Center for Advancing Safe Transportation throughout the Lifespan (M-CASTL) is Safety and Mobility throughout the Lifespan. The purpose of the annual synthesis report is to identify short and long-term research needs that support the M-CASTL theme and reflect the US DOT’s national transportation research agenda. The intent of the reports is to help focus the Center’s research program and to maintain continuity over each year of the grant. The synthesis report also serves as the background for the annual M-CASTL Transportation Research and Education (TR&E) meeting. This report addresses the research needs for older adult mobility. The areas reviewed are: populations trends; driving trends; traffic safety; mobility needs; medical conditions and medications; screening and assessment; education and rehabilitation; vehicles and advanced technology; roadway design; transitioning to non-driving; and alternative transportation options. This synthesis reviews some of what is known about maintaining older adult mobility and defines several areas where further research is needed. There are several themes that thread through this synthesis report. First, mobility is needed by all people. If mobility needs are not met by driving, then they must be met by other means. Second, older adults are not a homogeneous group. Older adults vary greatly in: the functional declines they may be experiencing; their ability to compensate for declines; their financial and social resources; and their personalities. All of these characteristics interact with the factors influencing safe mobility. Third, older adults, as well as all drivers, need lifelong education to maintain safe mobility. For the older adult, learning about roadway design changes, how to use advanced technology, and the transportation options available when driving is no longer possible is an important component in safe mobility. Fourth, research to help older adults stay mobile will also help younger drivers. Finally, meeting the mobility needs of an aging population is complex and will require the expertise and collaboration of several academic and applied disciplines. The M-CASTL will continue to provide these collaborative opportunities. KW - Aged KW - Aged drivers KW - Diseases and medical conditions KW - Education KW - Highway design KW - Medication KW - Mobility KW - Research KW - Syntheses KW - Technological innovations KW - Traffic safety KW - Transportation KW - Vehicle design UR - http://m-castl.org/files/2008SynthesisReport-Vol1.pdf UR - https://trid.trb.org/view/860057 ER - TY - RPRT AN - 01099511 AU - Ahanotu, Dike N AU - Mani, Akshay AU - Cambridge Systematics, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Freight Data Synthesis PY - 2008/04 SP - 119p AB - The research in this report was designed to collect information on the freight data needed to support transportation planning in Colorado. There were three steps involved in the research for this study. First, the freight-related transportation planning efforts in the State were reviewed. The second step was to research freight planning efforts in other states to document the types of freight data that were used and needed for these studies. This step represents the core of the research effort. The third step was to develop recommendations for freight data collection for studies planned in Colorado based on the types of data that were successfully used in other states on similar studies. The primary finding of this research is that there are freight data needs in the State that would significantly improve freight transportation planning. The primary freight data need is improved origin-destination data collected through roadside truck origin-destination surveys on interstates and key freight-intensive state highways in Colorado. This type of data would be beneficial for several types of studies, including corridor studies, truck-rail diversion studies, safety studies, and economic development studies. The research in this study also indicated that there were several freight-related studies that would be beneficial for the State including a freight-focused vehicle classification count program, a truck safety analysis, and a freight-focused economic analysis. This research also identified a freight data collection program for Colorado that includes the development of rough cost estimates for each freight data collection effort that is recommended along with examples of how the freight data can be utilized. KW - Colorado KW - Data collection KW - Data needs KW - Economic analysis KW - Economic impacts KW - Freight traffic KW - Freight traffic measurement KW - Freight transportation KW - Origin and destination KW - Transportation planning KW - Trucking KW - Trucking safety KW - Vehicle classification UR - http://www.dot.state.co.us/Publications/PDFFiles/freightsyn.pdf UR - https://trid.trb.org/view/859156 ER - TY - RPRT AN - 01099053 AU - Lambert, James H AU - Linthicum, Alexander S AU - Kim, Elmer K AU - Kincaid, Luke R AU - Rash, Stephanie M AU - Schmidt, Gavin W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Risk-Based Framework Using Geographic Information Systems to Identify Transportation Corridors Vulnerable to Development PY - 2008/04//Final Contract Report SP - 83p AB - The Virginia Department of Transportation (VDOT) is increasingly involved with the land development process in evolving transportation corridors. This process includes consideration of real estate interests, rezoning and permitting approvals, site plans, public utilities, right of way, access management, and the transportation facilities themselves. Localities may compete with one another for economic development and withhold plans for developing corridors or may simply be unaware of development intentions. It is therefore important that VDOT transportation planners anticipate and proactively address future development along corridors to avoid surprise, regret, and belated action. With many thousands of miles of undeveloped corridors across the Commonwealth, VDOT must prioritize the corridors and corridor sections most in need of immediate attention. This study developed a comprehensive approach using geographic information systems (GIS) to identify and prioritize the needs for protection strategies in countywide corridors. Over eighty GIS data layers sourced from VDOT, Fauquier County, and others were evaluated to determine appropriate factors for the analysis. Layers not available to other counties were ruled out. Layers were selected by adopting principles of risk management, asking experts about the flaws and consequences in corridor protection. Four indicator factors including lateral distance from corridors, proximity to intersection of corridors, proximity to population centers, and proximity to employment centers were used in the analysis to identify parcels with a high likelihood of development. Two constraint factors including protected parcels and economically developed parcels were used to identify very low likelihoods of development and eliminate parcels from the analysis. Several corridor sections were identified as candidates for further study of protection strategies including early right-of-way acquisition and access management. The density of curb cuts and the average parcel values and development likelihoods were plotted against the centerline mile to suggest the opportunities and costs of risk management. The methodology aims to generate maximum insight by using a manageable number of GIS layers and is repeatable in other cities, counties, and regions of Virginia by using currently available data. The suggested training material for the GIS analysts is (1) the PowerPoint presentation initially developed for the steering committee, and (2) the sample GIS layers and associated files that were used for the Fauquier County case study. Both are available for download at www.virginia.edu/crmes/corridorprotection. The results (relative prioritization of corridor sections) are not dependent on assumptions or steps that may differ from analyst to analyst. In the future, a web- or spreadsheet-based implementation of the layer combination process could be developed for use in presentations and public meetings. The results will help VDOT make the business case for corridor protection, for example, considering cost-effectiveness, return on investment, multiple objectives and stakeholders, and/or cost-benefit ratio. The results (maps of priorities) should highlight the features that confirm and reject the intuition of the planner and analyst. Numerous examples of such insights gained in discussion of the results with Fauquier County planning staff and the steering committee are included in this report. KW - Access control (Transportation) KW - Corridor development KW - Corridor protection KW - Economic development KW - Fauquier County (Virginia) KW - Geographic information systems KW - Real estate development KW - Right of way (Land) KW - Risk management KW - Strategic planning KW - Transportation corridors KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-cr8.pdf UR - http://ntl.bts.gov/lib/37000/37600/37651/08-cr8.pdf UR - https://trid.trb.org/view/859434 ER - TY - RPRT AN - 01099036 AU - Utter, Dennis E AU - National Highway Traffic Safety Administration TI - The National Survey of the Use of Booster Seats (NSUBS) PY - 2008/04 SP - 31p AB - This report contains the presentation for the 2008 Lifesavers Conference by Dennis E. Utter, Director, Office of Traffic Records and Analysis, National Highway Traffic Safety Administration, on the National Survey of the Use of Booster Seats (NSUBS). The presentation consists of three parts: Background; Survey design and methodology; and 2006-2007 NSUBS results. Statistics are presented on the national estimate of booster seat use, restraint use by age and race/ethnicity, and premature graduation of children to restraint types that are inappropriate for their height or weight. KW - Age groups KW - Booster seats KW - Child restraint systems KW - Children KW - National Survey of the Use of Booster Seats KW - Persons by race and ethnicity KW - Race UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/PPT/2008/810951.pdf UR - https://trid.trb.org/view/859370 ER - TY - RPRT AN - 01098931 AU - National Highway Traffic Safety Administration TI - A Summary Report of Six Demonstration Projects to Reduce Alcohol-Impaired Driving Among 21- to 34-Year-Old Drivers PY - 2008/04 SP - 40p AB - This report summarizes six projects designed to address impaired driving among 21- to 34-year-olds. The report is organized into five chapters. The first chapter discusses the background and initiation of the projects. The second chapter provides a summary of each project’s purpose, underlying theory or model, setting, intervention, and evaluation techniques. The strategies were implemented in a variety of settings, using a number of innovative techniques for addressing and evaluating impaired driving interventions. The third chapter describes the characteristics of the interventions and promising practices. The fourth chapter discusses the process evaluation techniques that were applied and describes steps taken to develop, implement, and modify the impaired driving interventions. The fifth chapter is a summary of the document and provides explanation of the projects implications and utility for program planners. KW - Countermeasures KW - Demonstration projects KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - Innovation KW - Intervention KW - Strategic planning UR - http://ntl.bts.gov/lib/30000/30100/30164/810912.pdf UR - https://trid.trb.org/view/859208 ER - TY - RPRT AN - 01098926 AU - Anderson, Neil L AU - University of Missouri, Rolla AU - Research and Special Programs Administration TI - Geophysical Characterization of Soil and Bedrock, Monroe City Bridge PY - 2008/04//Final Report SP - 8p AB - Echo sounding data and sub-bottom profiling data were acquired on the water surface in proximity to bridge bents 4-8 of the Mark Twain Bridge A-3798 on Missouri Department of Transportation Route 107, south of Monroe City, Missouri. The echo sounding data imaged the lake bottom and were used to generate contoured maps showing variable depth to the lake bottom. The sub-bottom profiling data imaged the lake bottom but did not image the underlying soil or rock. This is because the talus or alluvium deposits are absent in places and/or heterogeneous and relatively dense. Two-dimensional (plan view) and three-dimensional images of the lake bottom are presented in this report as the project deliverables. KW - Bedrock KW - Bridge foundations KW - Contour maps KW - Foundation soils KW - Geophysical imaging KW - Geophysical prospecting KW - Lake bottom profiles KW - Lakes KW - Pulse echo method UR - http://utc.mst.edu/documents/R187_CR.pdf UR - https://trid.trb.org/view/859202 ER - TY - RPRT AN - 01098903 AU - Syner, Joey AU - Jackson, Belinda AU - Dankers, Lori AU - Naff, Bill AU - Hancock, Stephanie AU - Siegler, John AU - National Highway Traffic Safety Administration TI - Strategic Evaluation States Initiative – Case Studies of Alaska, Georgia, and West Virginia PY - 2008/04//Final Report SP - 45p AB - In 2002, the National Highway Traffic Safety Administration (NHTSA) undertook a new approach that focused strategically on reducing alcohol-related crashes, injuries, and deaths in States with especially high numbers or rates of alcohol-related fatalities. The agency identified 13 States to participate in the Strategic Evaluation States (SES) initiative: Alaska, Arizona, California, Florida, Georgia, Louisiana, Mississippi, Montana, New Mexico, Ohio, Pennsylvania, Texas, and West Virginia. In 2005, NHTSA invited Missouri and South Carolina to join the program bringing the total number of States participating to 15. These 15 States accounted for more than half of the alcohol-related fatalities in the United States. Four common threads surfaced in the SES with successful sustained impaired driving enforcement programs: 1. High-visibility, multi-agency enforcement operations on a monthly basis and year round with a focus on areas that accounted for 65% of the alcohol fatality problem; 2. Charismatic leadership that secured commitments from law enforcement agencies and provided clear guidance on the direction of the Driving While Intoxicated (DWI) enforcement program; 3. Law enforcement training; and 4. Targeted messaging through earned and paid media along with outreach efforts. This document provides a summary of the impaired driving enforcement and communication activities of three States (Alaska, Georgia, and West Virginia) that participated in the SES program between 2002 and 2005. The case studies illustrate how each State adopted the sustained DWI enforcement strategy and tailored its approach to respond to the needs, resources, and political environment of its law enforcement agencies. These case studies do not represent a formal, scientific evaluation of the overall SES initiative nor should the approaches be viewed as “one size fits all.” NHTSA hopes the case studies will be useful as an implementation guide for planning and conducting effective, highly visible impaired driving DWI enforcement efforts using a variety of approaches. KW - Alaska KW - Case studies KW - Drunk driving KW - Fatalities KW - Georgia KW - Law enforcement KW - Mass media KW - West Virginia UR - http://ntl.bts.gov/lib/30000/30100/30168/810923.pdf UR - https://trid.trb.org/view/857491 ER - TY - RPRT AN - 01095709 AU - Heidemann, John AU - Silva, Fabio AU - Wang, Xi AU - Giuliano, Genevieve AU - Hu, Mengzhao AU - METRANS Transportation Center AU - California Department of Transportation AU - University Transportation Centers Program AU - University of Southern California, Los Angeles AU - University of Southern California, Los Angeles TI - SURE-SE: Sensors for Unplanned Roadway Events--Simulation and Evaluation PY - 2008/04//Final Report SP - 34p AB - The objective of this study was to demonstrate the feasibility of using sensor networks in traffic monitoring applications. Focus was on a rapidly deployable network of traffic sensors (NOTS) for short-term monitoring and data collection. The application problem involved heavy duty truck data: vehicle classification and re-identification, particularly under slow or varying speed conditions. Researchers used an experimental portable inductive loop sensor, the IST Blade sensor, for providing high resolution data. A field experiment was conducted in order to collect data for developing classification algorithms. Once the classification algorithms have been developed, future research can involve using multiple sensors for improving classification results. Additionally, vehicle signatures can be used for allowing re-identification of vehicles across multiple sensors. KW - Algorithms KW - Automatic vehicle monitoring KW - Detection and identification system applications KW - Networks KW - Sensors KW - Traffic surveillance KW - Vehicle classification KW - Vehicle detectors KW - Wireless sensor networks UR - http://www.isi.edu/~johnh/PAPERS/Heidemann05d.pdf UR - https://trid.trb.org/view/851504 ER - TY - RPRT AN - 01094990 AU - Maerz, Norbert AU - Missouri University of Science and Technology, Rolla AU - Research and Special Programs Administration TI - Acquisition of a Leica ScanStation II LIDAR Unit PY - 2008/04//Final Report SP - 6p AB - The funding will be used to purchase a LiDAR (Light Detection and Ranging) unit to generate external funding in many diverse areas. The investigators will initially seek funding from NSF, transportation agencies, and emergency management agencies for studies on rock cut raveling, movement of highway embankments, and architectural reconstruction respectively. It will be used in measuring bridge deflection during load tests. The Natural Hazards Mitigation Center will use it for forensic investigations of transportation infrastructure damaged by natural hazards. Further applications will be funded from homeland defense initiatives on blast resistance of bridges and tunnels. The use of LIDAR will be revolutionary in the field of geology, geological, civil, and architectural engineering. The equipment will be housed in the principal investigator's office at 1006 Kings Highway (It will be used primarily on highway field sites). The equipment will be used by Drs. Maerz, Anderson, and Rogers of Geological Engineering, and Dr. Abdul Salaam of Geology for transportation related research on highway slopes, embankments, and rock cuts. It will also be used by Drs. Maerz and Baur of Civil, Environmental and Architectural Engineering, for research on transportation Infrastructure, including bridge deflection load testing. KW - Bridges KW - Civil engineering KW - Embankments KW - Laser radar KW - Load tests KW - Nondestructive tests KW - Remote sensing KW - Rock excavation KW - Stripping (Pavements) KW - Tunnels UR - http://utc.mst.edu/documents/RE206_CR.pdf UR - http://ntl.bts.gov/lib/26000/26900/26915/RE206_Final_Report_Complete.pdf UR - https://trid.trb.org/view/852550 ER - TY - RPRT AN - 01091434 AU - Grasman, Scott E AU - Missouri University of Science and Technology, Rolla AU - Research and Special Programs Administration AU - TranSystems Corporation TI - Freight Optimization and Development in Missouri: Ports and Waterways Module PY - 2008/04//Final Report SP - 14p AB - Missouri’s ports and waterways have proven to be important to the region’s economic growth and significant to the state’s role in transporting waterborne freight. The ultimate objectives of this analysis are to provide an inventory of Missouri’s public and private port operations and public port needs; discuss baseline commodity flow data for Missouri’s waterways; explore regional, national and global trends that Missouri may capture to increase the state’s role in freight movements; develop strategies that the state could adopt to accelerate or facilitate freight and logistics development in the state; and create a Waterways Prioritization Process that will assist the Missouri Department of Transportation (MoDOT) in making justifiable investment decisions that meet the needs of not only Missouri’s ports, but the state itself. Missouri’s centralized location and access to multimodal connections places the state in a prime position to strengthen its role as a national freight center. With opportunities such as the expanding container-on-barge and biofuel industries, in addition to other trends discussed in the analysis, Missouri’s ports have the ability to promote trade and growth on its waterways. KW - Economic development KW - Economic growth KW - Inland water transportation KW - Missouri KW - Port operations KW - Ports KW - Shipping KW - Water transportation KW - Waterway facility operations KW - Waterways UR - http://utc.mst.edu/documents/R210_CR.pdf UR - http://ntl.bts.gov/lib/26000/26900/26934/R210_Final_Report_Complete.pdf UR - https://trid.trb.org/view/851833 ER - TY - RPRT AN - 01529391 AU - Schneider, Gary AU - Redd, Larry AU - Ksaibati, Khaled AU - R&S Consulting, LLC AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Evaluation of WYDOT’s Research Center and Research Program PY - 2008/03/31/Final Report SP - 136p AB - This study examined multiple aspects of the Wyoming Department of Transportation’s (WYDOT's) Research Program. It provides numerous observations of the overall program and the research investment portfolio as well as guidance for developing a strategic research agenda. The study provides insight into various categories of research projects by analyzing data across all projects and detailed case studies for a select group of projects. This provided valuable lessons learned and recommendations for managing the Research program in the future. The study provides a process for developing an agenda and working with programs to solicit research opportunities to execute the research agenda. The study defines performance measures for improving program effectiveness. Ten performance measures were selected by WYDOT, which in aggregate, comprise the proposed balanced scorecard for the Research program. These measures link research to the strategic plan through a research agenda and focus on outcomes (effectiveness) while also addressing process (efficiency). The measures provide WYDOT with a framework for continuous improvement. KW - Performance measurement KW - Research and educational facilities KW - Research management KW - Research projects KW - Strategic planning KW - Wyoming Department of Transportation UR - http://ntl.bts.gov/lib/51000/51900/51955/EVAULATION_OF_WYDOTS_RESEARCH.PDF UR - https://trid.trb.org/view/1312796 ER - TY - ABST AN - 01464751 TI - Research for AASHTO Standing Committee on Highways. Task 250. Update AASHTO "Guide for Snow and Ice Control" AB - This task will update the ASSHTO Guide for Snow and Ice Control (published in 1999).  The work will focus on updating the chapters dealing with equipment, snow and ice control materials, and weather information systems.  An advisory panel has been formed and a potential consultant has been identified.  The panel will review a proposal from this candidate in early March 2008.  If acceptable, work could star in April 2008. ( KW - Deicing chemicals KW - Guidelines KW - Road weather information systems KW - Snow and ice control KW - Weather information systems KW - Winter maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2331 UR - https://trid.trb.org/view/1232983 ER - TY - ABST AN - 01464681 TI - Research for AASHTO Standing Committee on Highways. Task 258. Identification of Cross-Cutting Issues Related to the Development, Management, and Delivery of Transportation Projects and Programs AB - This topic will identify and prioritize cross-cutting issues related to development, management, and delivery of projects and programs for an AASHTO committee to address, and develop an organizational plan for integrating this committee within the AASHTO structure. The panel indicated that this topic should be expedited.  KW - Construction projects KW - Development KW - Management KW - Programming (Planning) KW - Project delivery KW - Project management KW - Transportation projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2337 UR - https://trid.trb.org/view/1232913 ER - TY - ABST AN - 01464636 TI - Research for the AASHTO Standing Committee on the Environment. Task 26. Integration of Charrette Processes into Project Planning AB -

There is growing interest in some quarters in the idea of using focused "charrette" processes to accelerate project planning, give public participants a more direct role in conducting project analysis. This interest is particularly great in urban, urbanized, or urbanizing areas where development densities make it particularly costly and disruptive to plan large-scale transportation projects (whether highway or transit). This task will: (1) identify potential flexibilities in federal planning process that allow for incorporation of publicly supported charrette outcomes into traditional project planning process; (2) define what a charrette-oriented process might look like generically if it were incorporated into a traditional transportation planning process; (3) identify categories of project planning that could benefit from a charrette-oriented approach; and (4) identify situations where approaches similar to the approach have been applied, whether highway or transit project-related.

KW - Charrettes KW - Construction projects KW - Programming (Planning) KW - Project management KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1298 UR - https://trid.trb.org/view/1232868 ER - TY - ABST AN - 01464633 TI - Research for the AASHTO Standing Committee on the Environment. Task 30. Section 404 Permitting and Roadside Ditches as Jurisdictional Waters AB -

The many districts of the U.S. Army Corps of Engineers (USACE) have differing positions on whether or not roadside ditches are jurisdictional waters of the U.S. This task will determine how USACE districts are asserting jurisdiction over roadside ditches, how the state Departments of Transportation (DOTs) are responding within the Section 404 permitting process, and whether any USACE districts and DOTs have agreed upon procedures for assessing whether or not a specific roadside ditch segment is jurisdictional. If the research shows a pattern of making viable roadside ditches jurisdictional determinations, the researcher will propose guidelines for nationwide application.

KW - Ditches KW - Ditching KW - Jurisdictions KW - Roadside KW - Water quality UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1302 UR - https://trid.trb.org/view/1232865 ER - TY - ABST AN - 01464533 TI - Engineering Properties, Emissions, and Field Performance of Warm Mix Asphalt Technologies AB -
Hot mix asphalt (HMA) is produced at temperatures between 280° and 320°F. These temperatures ensure that the aggregate is dry, the asphalt binder coats the aggregate, and the HMA mix has a suitable workability. HMA needs to be workable so it can be transferred into storage silos, transported, placed, and compacted. Even higher temperatures are used for HMA mixtures containing polymer-modified asphalt binders and crumb rubber asphalt binders. Technology is now available to decrease HMA production temperature by 30° to over 100°F. These relatively new processes and products use various physicochemical means to reduce the shear resistance of the HMA at construction temperatures while reportedly maintaining or improving pavement performance. While the current state of the practice for producing HMA has been shown to comply with existing environmental, health and safety standards, reducing HMA production and placement temperatures will provide several benefits, including reduced emissions, fumes, and odors, and a cooler work environment. An energy savings from lower production temperatures is evident with the use of warm mix asphalt (WMA) technology. The quality of the HMA construction and performance may also be improved when production temperatures are lower. Workability improvements may result in higher in-place density. This decrease in in-place air voids decreases the permeability of the HMA and the long-term or in-service hardening of the asphalt binder as well as reducing water damage that can occur in the HMA. Workability improvements also have the potential to extend the construction season and the time available for placement of the asphalt mixture during a given day. Due to enhanced workability of the HMA, it may be placed under cooler weather conditions. A significant amount of asphalt binder aging occurs during the mixing and placing of HMA. Lower production temperatures for asphalt paving mixtures will decrease the aging of the asphalt binder during production. This decrease in aging can improve thermal and fatigue cracking resistance. The use of WMA technology has some potential engineering challenges. Since the asphalt binders may not harden as much at the lower production temperatures, a softer binder will likely be in the HMA mixtures when the pavement is opened to traffic and the mixture may have a greater potential for rutting. In addition, traffic may not be allowed on the pavement at the conclusion of the compaction process until the mixture cools beyond what is normally required for conventional HMA. Because binders may be softer and some WMA technologies use water as a workability aid, WMA may be more susceptible to moisture damage. The relationship among engineering properties of such mixes and field performance needs to be investigated to facilitate the implementation of this technology. The objectives of this project are to (1) establish relationships among engineering properties of WMA binders and mixes and the field performance of pavements constructed with WMA technologies, (2) determine relative measures of performance between WMA and conventional HMA pavements, (3) compare production and laydown practices and costs between WMA and HMA pavements, and (4) provide relative emissions measurement of WMA technologies as compared to conventional HMA technologies. Project deliverables shall include (1) recommended modifications to the preliminary WMA mix design and analysis procedure under development in NCHRP Project 9-43, (2) a protocol for laboratory evaluation of WMA performance, (3) guidelines for WMA production and construction, and (4) an updated emissions measurement protocol. For the purposes of this project, WMA technologies, which use different grades of both neat and modified binders, are classified into four broad systems: (1) organic additives, including waxes; (2) water-bearing zeolites; (3) water-based foaming processes; and (4) emulsion-based processes. The project shall include these WMA technology classifications evaluated on a minimum of two full-scale field trials each (complemented where possible by accelerated pavement testing (APT) trials), with pre-construction, construction, and post-construction information and materials collected at each trial. For this project, the term "full-scale" denotes a project using ideally a minimum of 5,000 tons, but not less than 1,500 tons, of a WMA technology, produced and constructed with typical equipment on an in-service pavement. Ideally, the projects should be selected to represent varying climates and traffic levels.
KW - Aggregates KW - Asphalt mixtures KW - Binders KW - Field performance KW - Hot mix asphalt KW - Mix design KW - Properties of materials KW - Warm mix paving mixtures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1625 UR - https://trid.trb.org/view/1232764 ER - TY - ABST AN - 01464524 TI - Development of Service Levels for the Interstate Highway System AB - Global trade, population growth, and other factors are driving large increases in heavy trucks and other traffic on many of the nation's highways. This traffic growth has accelerated rates of pavement and other roadway deterioration, particularly on the Interstate Highway System, and increased the significance of declining service levels as a drain on the nation's economic vitality. At the same time, demands for on-time delivery of goods; personal mobility; and a safe, reliable, and environmentally responsible highway system have raised system maintenance costs and increased public dissatisfaction with service disruptions associated with highway repair and reconstruction. Limited funds make it difficult for many agencies to ensure adequate maintenance of their highways. The development of nationwide service levels for the Interstate Highway System would provide benchmarks that departments of transportation (DOTs) and other responsible agencies can use to assess their Interstate maintenance and preservation needs. The nation's substantial investment in the Interstate System is embodied in major assets that the states must maintain, including (a) pavements; (b) bridges and other structures (for example, retaining walls, large culverts); (c) roadside assets (e.g., right-of-way, fencing, pipes and ditches); (d) rest areas; and (e) traffic operation assets (e.g., signs, signals). Service levels describe the degree to which the highway system generally, and assets in each of these classes in particular, provides customer service, satisfies the demands of system users, and meets the objectives of other stakeholders. (Service level is often used interchangeably with performance.)  The objectives of this research are to develop (1) a standard way to describe the service level of Interstate Highway System assets and (2) a process that agencies can use to prepare a template for describing service levels. KW - Customer service KW - Highway operations KW - Interstate highways KW - Mobility KW - Pavement distress KW - Pavement performance KW - State departments of transportation KW - Structural deterioration and defects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1638 UR - https://trid.trb.org/view/1232755 ER - TY - RPRT AN - 01163050 AU - Di Virgilio, Aldo AU - New York State Thruway Authority AU - Federal Highway Administration TI - New York State Thruway Authority Automatic Vehicle Classification (AVC) Research Report PY - 2008/03/31/Research Report SP - 21p AB - In December 2007, the New York State Thruway Authority (“Thruway”) concluded a Federal funded research effort to study technology and develop a design for retrofitting devices required in implementing a fully automated vehicle classification system in Thruway toll plazas and barriers. A project team consisting of representatives of all functional business areas affected by this project was formed and research occurred under the guidance and direction of a Steering Committee consisting of Executives from each major business area (Finance, Operations/Maintenance, Engineering, Information Technology, Legal and the Chief of Staff). The research performed focused on technology available within the current market and study of infrastructure to identify how the technology could be retrofit into the Thruway’s toll plazas. The research successfully yielded selection of technology that will provide a fully automated system that classifies vehicles according to the Thruway’s toll structure. Additionally, the research team developed a highly efficient design for incorporating the technology within the Thruway’s 50+ year old toll infrastructure. The Key Findings section of this document details the positive results of this research effort. KW - Automatic vehicle classification KW - Information technology KW - Infrastructure KW - New York State Thruway Authority KW - Retrofitting KW - Toll plazas UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-05%20Automatice%20Vehicle%20Classification%20System%20Final%20R.pdf UR - https://trid.trb.org/view/923572 ER - TY - RPRT AN - 01142686 AU - Research and Innovative Technology Administration AU - California Department of Transportation AU - Metropolitan Transportation Commission AU - Alameda County Congestion Management Agency AU - Alameda-Contra Costa Transit District AU - San Francisco Bay Area Rapid Transit District AU - University of California, Berkeley TI - System Requirement Specification for the I-880 Corridor in Oakland, California PY - 2008/03/31 SP - 126p AB - This document summarizes the efforts conducted by the I-880 ICM team for the development of the system requirements for the I-880 Integrated Corridor Management System (ICMS). It describes the approach that the I-880 team took in defining the ICMS and in developing ICMS requirements. The I-880 corridor is already served by multiple transportation networks; including freeway, arterial and bus and rail transit systems, as well as a major container port and airport. However, despite their significant reliance on ITS technologies to support their own operations, these networks operate with relatively little mutual coordination on a daily basis. The I-880 ICMS is intended to help the existing highway, arterial, rail and bus transit networks along the corridor, operated by separate agencies, to function as an integrated transportation system, enhancing efficiency, mobility and transportation choices for all travelers (people and goods) under all conditions. KW - Arterial highways KW - Automated toll collection KW - Bus transit KW - Freeways KW - Freight traffic KW - Highway corridors KW - Highway traffic KW - Integrated corridor management KW - Interstate 880 KW - Performance Monitoring System (PeMS) KW - Rail transit KW - Ramp metering KW - San Francisco Bay Area KW - Transportation corridors KW - Truck traffic UR - http://ntl.bts.gov/lib/30000/30700/30765/14427.pdf UR - https://trid.trb.org/view/902604 ER - TY - RPRT AN - 01122645 AU - Research and Innovative Technology Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - System Requirement Specification for the I-15 Integrated Corridor Management System (ICMS) in San Diego, California PY - 2008/03/31 SP - 143p AB - This document presents a System Requirement Specification for an Integrated Corridor Management System (ICMS) in the I-15 Corridor in San Diego, California. The ICMS will consist of two major subsystems: the existing Intermodal Transportation Management Subsystem and a new, as-yet-undeveloped subsystem to be known as the Decision Support Subsystem. In addition, the ICMS will include organic functions such as Collect and Process Data, Access/Store Historical Data, System Management, and Lifecycle Support. Several existing and planned regional systems will be connected with the ICMS – some of these will be upgrades to Intermodal Transportation Management System (IMTMS), some will be new systems. Section 2 provides an overview description of the I-15 ICMS , which includes the ICMS Context, ICMS Description, ICMS User Characteristics, System Constraints and Assumptions, and Dependencies. Section 3 includes a requirements framework, definitions of the I-15 ICMS components and key terms, action verb description, user needs developed in the I-15 Concept of Operations, an overview “mind map” of the ICMS requirements, and an indexed listing of the system requirements organized according to the ICMS's 17 functional areas. Appendix A provides Definitions, Acronyms, and Abbreviations. Appendix B provides Requirements Management Metadata (for future requirements management activity). Appendix C includes U.S. Department of Transportation Comments on the Draft System Requirements Specification for the San Diego ICM Pioneer Site with SANDAG Responses. KW - Decision support systems KW - Integrated corridor management KW - Intermodal transportation KW - San Diego (California) KW - Specifications KW - System requirements KW - Transportation corridors KW - Transportation system management UR - http://ntl.bts.gov/lib/30000/30800/30840/sd_reqments.pdf UR - https://trid.trb.org/view/884305 ER - TY - RPRT AN - 01118286 AU - Sagues, Alberto A AU - Eason, T G AU - Cotrim, C AU - Lopez-Sabando, J AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Validation and Practical Procedure for Vibrational Evaluation of Tendons PY - 2008/03/31/Final Report SP - 189p AB - Vibrational testing of tension to identify potentially distressed external tendons of post-tensioned segments and columns has been successfully used in major Florida Department of Transportation (FDOT) bridges. This investigation provided validation of basic assumptions and verification of tension obtained by the vibration method against independent load cell measurements with tendon segments of size, length, and tension levels comparable to those used in actual structures. Measurements were conducted in a specially built tendon test facility with 12-strand tendons up to nearly 10 m (400 in.) long, some including a deviation block. Tension estimated from vibration tests was on average within ~6% of load cell measurements, after correction for the effect of metal pipe ends in some cases. Upon simulated strand failures at the anchorage area there was tension loss that was tracked adequately in nearly all cases by the vibration tests. Advanced data processing methods were developed to perform rapid evaluation of data from large populations (thousands) of tendons in actual bridges. Vibration test field equipment was developed for simplified operation and analysis procedures. A portable field equipment prototype was designed and constructed to permit testing by a single operator. Extensive vibration tests of tendons were conducted in the segmental approaches of the Sunshine Skyway Bridge, revealing generally normal tension levels but flagging specific tendons with fringe performance for subsequent inspection. A user-oriented summary of findings and applications is provided. KW - Field data KW - Field tests KW - Highway bridges KW - Information processing KW - Posttensioning KW - Sunshine Skyway Bridge KW - Tendons (Materials) KW - Tension KW - Test facilities KW - Testing equipment KW - Validation KW - Vibration tests UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC353_44rpt.pdf UR - https://trid.trb.org/view/878358 ER - TY - RPRT AN - 01115450 AU - Southwest Research Institute AU - Texas Department of Transportation AU - Research and Innovative Technology Administration TI - System Requirement Specification for the IH-10 Integrated Corridor Management System (ICMS) in San Antonio, Texas PY - 2008/03/31 SP - 103p AB - This Requirements Specification Document (RSD) was developed under the project titled “TransGuide Integrated Corridor Management – Stage 1” as part of the United States Department of Transportation (USDOT) Integrated Corridor Management (ICM) program. The purpose of the document is to capture the requirements of the San Antonio ICM System (ICMS). Requirements are primarily concerned with capturing “what” the system will accomplish as opposed to “how.” The document is a valuable and essential component of the system engineering process as part of the ICM project to improve quality and efficiency in implementing the ICM corridor in the San Antonio region. The document captures the system functionality to communicate the information to stakeholders and vendors that would implement the ICMS. Through revisions, the Requirements Specification Document has provided a mechanism for obtaining feedback and refining the system functions. KW - Highway corridors KW - Integrated corridor management KW - San Antonio (Texas) KW - Specifications KW - System architecture KW - System requirements UR - http://ntl.bts.gov/lib/30000/30400/30465/14428.pdf UR - https://trid.trb.org/view/873681 ER - TY - RPRT AN - 01111559 AU - Research and Innovative Technology Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - System Requirement Specification for the I-394 Integrated Corridor Management System (ICMS) in Minneapolis, Minnesota PY - 2008/03/31 SP - 177p AB - This System Requirement Specification (SRS) defines the requirements for the I-394 Corridor Integrated Corridor Management System (ICMS). These requirements describe ‘what’ the ICMS will do to fulfill its role as part of the overall I-394 Integrated Corridor Management approach. In some cases, the actions of the ICMS will require actions of other systems that are currently performed by the existing systems. In these circumstances, detailed functional requirements are not defined because the systems already exist and need not be built by this project. However, high level ‘External Requirements’ are identified describing these actions that the ICMS needs in order to function properly. This integration of systems and agencies will be accomplished by the design, development and implementation of the ICMS. The purpose of this system is to support the I-394 stakeholders at executing the Incident Corridor Management (ICM) strategies they have identified and prioritized for this corridor. Section 1 of this document provides an introduction. Section 1 provides a general system description. Section 3 presents the detailed requirements for the System of Systems for the I-394 ICMS. Section 4 presents the detailed system requirements for the individual systems of I-394 ICMS. Section 5 defines the Hardware Requirements, Section 6 describes the Interface Requirements, and Section 7 defines the Documentation and Training Requirements. KW - Computer program documentation KW - Computers KW - Integrated corridor management KW - Minneapolis (Minnesota) KW - Specifications KW - System requirements KW - Training KW - Transportation corridors UR - http://ntl.bts.gov/lib/30000/30400/30405/14422.htm UR - http://ntl.bts.gov/lib/30000/30400/30405/14422_files/14422.pdf UR - https://trid.trb.org/view/870509 ER - TY - RPRT AN - 01111510 AU - Maryland Department of Transportation AU - Research and Innovative Technology Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - Concept of Operations for the I-270 Corridor in Montgomery County, Maryland PY - 2008/03/31 SP - 126p AB - This document presents the Concept of Operations (ConOps) for an Integrated Corridor Management (ICM) system along the Interstate-270 Corridor in Montgomery County, Maryland. The document offers a user-oriented view of the system concept. It progresses logically from a discussion of characteristics and conditions in the corridor, to an examination of the corridor’s transportation operational needs, to identification of an integrated management concept for addressing those needs. It concludes with consideration of a series of operational scenarios. The corridor measures approximately 20 miles in length and consists of a variety of transportation networks, including the Freeway Network (including I-270); the Arterial and Connector Route Network (including MD-355); the MARC Commuter Rail Network; the Metrorail Network; the MTA Commuter Bus Network; the Metrobus Network, and; the Ride On Network. KW - Arterial highways KW - Concept of operations KW - Freeways KW - I-270 KW - Integrated corridor management KW - Interstate highways KW - Montgomery County (Maryland) KW - Public transit KW - Transportation corridors KW - Transportation operations UR - http://ntl.bts.gov/lib/30000/30300/30312/14388.htm UR - http://ntl.bts.gov/lib/30000/30300/30312/14388_files/14388.pdf UR - https://trid.trb.org/view/870513 ER - TY - RPRT AN - 01111494 AU - Maryland Department of Transportation AU - Research and Innovative Technology Administration TI - System Requirement Specification for the I-270 Integrated Corridor Management System (ICMS) in Montgomery County, Maryland PY - 2008/03/31 SP - 141p AB - This document presents a revised System Requirements Specification (SyRS) for an Integrated Corridor Management (ICM) System along the Interstate-270 Corridor in Montgomery County, Maryland. It provides a description of the planned ICM System and delineates high-level and detailed requirements for the system. Section 1 introduces the document, provides background information on the I-270 ICM corridor, and defines the purpose and scope of the System Requirements Specification. Section 2 provides a general description of the planned I-270 Integrated Corridor Management System (ICMS), including the overall context of the system, major system capability groupings, user characteristics, and examples of how the system will be used. Section 3 provides a summary of the physical attributes of the system, performance characteristics, security, information management, operational factors, applicable organizational policies, and system performance evaluation factors. Section 4 summarizes the requirements for the interfaces among different components of the system and defines the types of data to be collected and stored in the system. Section 5, the predominant portion of this document, presents the I-270 ICMS needs and detailed requirements. KW - I-270 KW - Integrated corridor management KW - Interstate highways KW - Montgomery County (Maryland) KW - Needs assessment KW - Specifications KW - System requirements KW - Transportation corridors UR - http://ntl.bts.gov/lib/30000/30400/30407/14423.htm UR - http://ntl.bts.gov/lib/30000/30400/30407/14423_files/14423.pdf UR - https://trid.trb.org/view/870512 ER - TY - RPRT AN - 01111296 AU - Research and Innovative Technology Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - Concept of Operations for the I-394 Corridor in Minneapolis, Minnesota PY - 2008/03/31 SP - 155p AB - This Concept of Operations (Con Ops) for the I-394 Integrated Corridor Management (ICM) Program has been developed as part of the Federal Highway Administration, the Federal Transit Administration, and RITA (FHWA/FTA/RITA) Integrated Corridor Management Initiative. I-394 serves as the core of a corridor that is critical to the movement of the over one million residents of Hennepin County. This corridor (commonly referred to as the I-394 Corridor) is served by a combination of three inter-related networks (a freeway network, a series of arterial highways, and a sophisticated transit system operated by three transit agencies). A driving tour of the corridor reveals a network of transit parking facilities, high occupant vehicle (HOV) bypasses; a freeway system that serves as the primary inbound/outbound access as well as serving to connect parallel access routes; and an arterial system that is coordinated and operates effectively and efficiently. In addition, innovations such as congestion pricing through High Occupancy Toll (HOT) lanes, shoulder access to buses, and reversible commuter lanes further add to the potential of the corridor. However, the three transportation networks lack integration and interoperability among each other. A systems engineering approach has examined the needs, defined a vision, and created a concept of operations for how an Integrated Corridor Management (ICM) system can unite the three networks of operations along the corridor to effectively manage traffic and inform travelers throughout the corridor. KW - Advanced traveler information systems KW - Arterial highways KW - Congestion pricing KW - Freeways KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Highway traffic control KW - Integrated Corridor Management Initiative KW - Minneapolis (Minnesota) KW - Parking facilities KW - Public transit KW - Reversible traffic lanes KW - Transportation corridors UR - http://ntl.bts.gov/lib/30000/30300/30310/14392.htm UR - http://ntl.bts.gov/lib/30000/30300/30310/14392_files/14392.pdf UR - http://ntl.bts.gov/lib/30000/30300/30311/14395_files/14395.pdf UR - https://trid.trb.org/view/868797 ER - TY - RPRT AN - 01109123 AU - Research and Innovative Technology Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - Concept of Operations for the I-15 Corridor in San Diego, California PY - 2008/03/31 SP - 204p AB - This Concept of Operations for an Integrated Corridor Management System (ICMS) to be deployed along the I- 15 corridor includes the cities of San Diego, Poway, and Escondido. The corridor connects major regional employment centers and interregional goods movement locations. The 21-mile I-15 corridor, including a Managed Lanes section, is already a model for the multi-modal deployment of the latest and evolving technologies for data collection, demand management, and pricing strategies. The region is dedicated to providing additional value from comprehensive approaches to transportation management. The newly implemented 511 advanced traveler information system (511 ATIS) provides corridor users with real-time information and efficient travel alternatives. This document provides an overview of the San Diego region’s ICMS concept, describes current operations in the corridor, how they will function in the near term once the ICMS concept is operational, and identifies current and future responsibilities of San Diego regional stakeholders. By highlighting the flexible and innovative approaches to management along this corridor, the user will understand how improvements currently underway along the corridor serve as a foundation for even further integration in the future. By providing a user-oriented view of the potential for integrated management along the I-15 corridor, the ConOps focuses on the corridor’s needs and problems, goals and objectives, proposed operational approaches, and strategies for attaining these goals, the institutional framework in which the ICMS will operate, and the associated operational, technical, and institutional issues that must be addressed in the future. KW - 511 (National Travel Information Number) KW - Advanced traveler information systems KW - Freeways KW - Highway operations KW - Integrated corridor management KW - Intelligent transportation systems KW - Managed lanes KW - Public transit KW - San Diego (California) KW - Transportation corridors UR - http://ntl.bts.gov/lib/30000/30300/30311/14395.htm UR - http://ntl.bts.gov/lib/30000/30300/30311/14395_files/14395.pdf UR - https://trid.trb.org/view/868425 ER - TY - RPRT AN - 01098933 AU - Department of Transportation AU - Federal Railroad Administration TI - Effects of Amtrak's Poor On-Time Performance PY - 2008/03/28 SP - 23p AB - This report presents the results of an audit of the effects of Amtrak’s poor on-time performance (OTP). This audit was requested by the Surface Transportation Subcommittee of the Senate Committee on Commerce, Science, and Transportation. The objective of this audit was to produce a quantitative assessment of the financial impact of Amtrak’s poor OTP. More specifically, an estimate was made of the impact on revenues and costs as a consequence of Amtrak’s poor OTP. Amtrak’s poor OTP significantly undermines the viability of intercity passenger rail as an option for travelers and weakens Amtrak’s financial position by reducing its revenues and increasing its operating costs. Between Fiscal Year (FY) 2003 and FY 2007, Amtrak’s OTP off the Northeast Corridor (NEC) for long-distance routes fell from an average of only 51 percent to 42 percent, and OTP for non-NEC corridor routes fell from an average of 76 percent to 66 percent. The need to improve mobility, relieve congestion, and reduce oil consumption makes Amtrak’s performance and financial health a national concern. KW - Amtrak KW - Auditing KW - Economic impacts KW - Intercity passenger rail KW - On time performance KW - Operating costs KW - Revenues UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/effects_of_otp_report_FINAL.pdf UR - https://trid.trb.org/view/859209 ER - TY - ABST AN - 01464741 TI - Guidelines for Design and Management of Historic Roads AB - In recent years, transportation professionals have sought greater flexibility in application of roadway standards through consideration and implementation of context-sensitive solutions. Although the needs of historic roads may be considered a subset of context-sensitive solutions, these roads present unique challenges to roadway designers and managers. There is a need to apply greater flexibility in design practices and decisions that can be tailored to specific conditions found on historic roads and roads through historic districts. To overcome these challenges, guidelines are needed that foster flexibility in their design and management to ensure or maximize integrity without sacrificing the safety or performance of the roadway. The objective of this project is to develop guidelines for the design and management of historic road corridors. Because each historic road corridor presents unique challenges, these guidelines shall allow sufficient flexibility to successfully integrate safety, roadway performance, and historic preservation. The project shall also recommend a policy for design and management of historic road corridors to the American Association of State Highway and Transportation Officials (AASHTO) for possible adoption.

KW - Guidelines KW - Highway corridors KW - Highways KW - Historic preservation KW - Historic sites KW - History KW - Transportation corridors UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2341 UR - https://trid.trb.org/view/1232973 ER - TY - ABST AN - 01464646 TI - Evaluation of Bridge-Scour Research AB - The objectives of this research are to: (a) critically evaluate bridge-scour research results completed since 1990, (b) make recommendations for adoption of specific research results into AASHTO policies and procedures, (c) recommend research needed to fill gaps where research results are not yet conclusive enough for adoption by AASHTO and wide-scale use by practitioners, and (d) draft the bridge-scour sections of the AASHTO manuals, "Policy for Design of Highway Drainage Facilities" and "Recommended Procedures for Design of Highway Drainage Facilities." KW - Bridge design KW - Bridge engineering KW - Bridge foundations KW - Bridge piers KW - Bridges KW - Drainage KW - Scour UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=726 UR - https://trid.trb.org/view/1232878 ER - TY - ABST AN - 01464338 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 19. Utilization by States of the Flexibility to Transfer Federal Funds Among Eligible Federal Programs AB - For a number of years, Federal transportation reauthorization legislation and the Federal Transit Administration, have allowed State Departments of Transportation the flexibility of reallocating selected sources of federal funding among eligible funding programs, such as the 5307, 5310, 5311 programs. Some states annually, or periodically have utilized this flexibility to better match funding needs with available resources. Other states have either chosen not to exercise this option, or are unaware of the availability of this option. In either of these situations, knowledge of the options available, and the benefits that could be realized, would be useful information for many states. Also, specific knowledge of which states currently utilized this alternative, would be helpful to states that may choose to do this in the future. The objective of this research is to determine which states have utilized the option to transfer funds from one or more, eligible federal programs for the last three federal fiscal years. An analysis should be conducted that identifies the specific federal programs involved in these transfers, the amount and percentage of eligible federal funds transferred, the reasons for these transfers, and the resulting benefits of these actions.

KW - Federal funds KW - Financial analysis KW - Financing KW - Flexibility KW - Fund allocations KW - Resource allocation KW - States UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2468 UR - https://trid.trb.org/view/1232567 ER - TY - ABST AN - 01464746 TI - Research Program Design---Administration of Highway and Transportation Agencies. Strategies for Reducing the Impacts of Surface Transportation on Global Climate Change AB - Increasing concentrations of human-generated greenhouse gases, principally carbon dioxide, have been widely recognized by the scientific community as contributing to a gradual rise in global temperatures and various accompanying climatic disturbances. Carbon dioxide, much of which comes from the transportation sector through the burning of gasoline and diesel fuel, accounts for a large share of total human-generated greenhouse gas emissions in the United States. It is reasonable to anticipate, therefore, that climate-change-mitigation strategies will focus to some degree on the transportation sector - highway, rail, and water transport and their fuels. New taxes, emissions trading strategies, fuel-efficiency standards and other regulatory requirements, and government incentives to encourage use of alternative fuels are among the various proposals that may be considered for reducing greenhouse gas emissions. Such mitigation options could have substantial impact on U. S. transportation and the challenges that state departments of transportation (DOTs) and other agencies face. Research is needed to support the efforts of the American Association of State Highway and Transportation Officials (AASHTO) to inform DOT leadership and others on these matters. The objective of this research is to prepare a synthesis and briefing materials to present important elements of current research and opinion regarding the relationship of surface transportation to global climate change and impact of government mitigation strategies in transportation-system management.
KW - Climate change KW - Environment KW - Environmental impacts KW - Environmental policy KW - Ground transportation KW - Transportation system management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2113 UR - https://trid.trb.org/view/1232978 ER - TY - ABST AN - 01464678 TI - Sensor Integration for Low-Cost Crash Avoidance AB -
This project will develop and test a low-cost crash avoidance sensing system for over-the-road class 8 trucks, by testing and integrating several different sensor technologies. A good way to improve accident avoidance is through systems capable of detecting objects around the vehicle and detecting accident risk before it occurs (through improved situational awareness) and either warning the driver or preventing dangerous actions. This technology can enable commercial trucks to respond to potential risks and improve the driver's awareness of surrounding vehicles and situations. Sensors are needed for such a system. This project will investigate a system that will combine several different low-cost sensors in a system with an integration algorithm to achieve more information than the sum of the parts. This system will be designed to balance weaknesses of one type of sensor with the strengths of others. The investigators will work with a local moving company and an over-the-road class 8 trucking company to test and evaluate the proposed system.
KW - Crash avoidance KW - Crash risk forecasting KW - Risk assessment KW - Sensors KW - Traffic safety KW - Truck tractors KW - Trucking KW - Trucking safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2372 UR - https://trid.trb.org/view/1232910 ER - TY - ABST AN - 01462739 TI - Performance Measures for Freight Transportation AB - As the demand for freight movements outstrips the capacity of the nation's highway, rail, waterway, air, and port systems, the effects are felt as congestion, longer and less reliable transit times, upward pressure on freight prices, and higher inventory levels. These impacts boost the cost of doing business and the cost of living resulting in a less productive and competitive economy. The increased demand for freight movement will create social costs and benefits that should be understood.  A comprehensive, objective, and consistent set of measures of performance of the U.S. freight transportation system is important for assessing the condition of that system, identifying its problems, and setting priorities on actions to resolve those problems. Freight system performance measures are important to support decisions about investments, operations, and policies for both the public and private sectors, and for the system as a whole and its critical components--corridors, links, and nodes (terminals). Performance measures for the freight system that are applicable and comparable at various geographic levels will also help educate planners, decisionmakers, and the public about the importance of freight transportation to our economy and quality of life. The objective of this project is to identify measures to gauge the performance of the freight transportation system. The measures should support investment, operations, and policy decisions by a range of stakeholders, both public and private, and reflect local, regional, national, and global perspectives. Areas of emphasis should include, but not be limited to, efficiency, effectiveness, capacity, safety, security, infrastructure condition, congestion, energy, and environment.
 
KW - Commodities KW - Commodity density KW - Corridors KW - Freight traffic KW - Freight transportation KW - Intermodal terminals KW - Intermodal transportation KW - Performance measurement KW - Quality of life UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1575 UR - https://trid.trb.org/view/1230961 ER - TY - ABST AN - 01461773 TI - Eco-Logical Approach to Transportation Planning in the Kansas City Region AB - The objectives of this cooperative agreement are: (1) Educate local, state and federal partners about how an Eco-Logical approach can inform, integrate and enhance regional environmental and transportation plans; (2) Organize and implement an exemplary interagency, inter-jurisdictional consultation process to support integrative, sustainable environmental-transportation planning; (3) Create a consensus-based Eco-Logical framework to support the implementation of defined integration strategies and policies. Including options pertaining to a regional mitigation strategy, integrating regional green infrastructure and transportation and related community development plans. KW - Cooperation KW - Ecologic analysis KW - Environmental impacts KW - Geographic information systems KW - Intermodal terminals KW - Intermodal transportation KW - Kansas City Metropolitan Area KW - Regional planning KW - Research projects KW - Water quality management UR - https://trid.trb.org/view/1229993 ER - TY - ABST AN - 01461772 TI - Linking Lands and Communities in the Land-of-Sky Region of Western North Carolina AB - This Cooperative Agreement between the Federal Highway Administration (FHWA) and Land-of-Sky Regional Council (LOSRC) will link lands and communities in the Land-of-Sky region of Western North Carolina with the goal of creating a regional framework to guide future growth while respecting the integrity of the region's ecosystems. Land-of-Sky Regional Council is working on designing and delivering a multi-phased open space planning program for the counties of Buncombe, Henderson, Madison and Transylvania. The goal of the project is to create a regional framework that guides future growth while respecting the integrity of the region's ecosystems. The Linking Lands and Communities (LLC) project will engage community leaders and regional stakeholders in the Land-of-Sky Region in a new, more strategic approach to land conservation. This approach promotes systematic thinking about open space planning and protection; looks at conservation action in concert with growth management, land development and built infrastructure planning; and complements and enhances smart growth efforts at the regional and community scale. LLC will incorporate existing data and plans, local land use, parks and recreation, greenways, transportation, farmland preservation and open space plans into an integrated regional plan which will help strengthen local planning and conservation efforts. The objectives of this cooperative agreement are: (1) Build a common understanding of the value of the green infrastructure approach amongst diverse interests in public and private sectors. (2)Empower community leaders and regional stakeholders with the knowledge, tools, and skills to create a strategic frame work for land protection and new development. (3) Demonstrate and document an innovative "bottom up" approach to regional and community involvement. (4) "Knit together" ongoing conservation and development planning efforts by providing a forum for dialogue and creating a cooperative and coordinated network of federal and state agencies, elected officials, conservation groups, economic development and tourism interest, tribal leaders, transportation staff, and residents about sustainable solutions that support community health, safety, and quality of life. Multiple products will result from this project including: a PowerPoint presentation on the environmental, economical and social benefits and values of green infrastructure that serves as a tool to engage new audiences; maps for each county and the four- county region which illustrate the conversion and development priorities which can be used to help guide green infrastructure, land use and transportation planning and mitigation at the local level; a list of specific implementation tools well-suited and supported for our region, which can be matched to the green infrastructure network components identified during the charettes in Phase 3 of the project and other related findings. KW - Ecosystems KW - North Carolina KW - Planning and design KW - Quality of life KW - Regional planning KW - Research projects KW - Strategic planning KW - Sustainable development KW - Technological innovations UR - https://trid.trb.org/view/1229992 ER - TY - ABST AN - 01461771 TI - Carbon Sequestration Pilot Program (CSPP) AB - The Volpe Center will develop a framework to communicate the purpose and intent of the pilot program to the Federal Highway Administration (FHWA) Division Offices and state DOTs interested in being considered for the pilot. The framework will include background information on the concept and approach to sequestration, credits, markets, and potential value of participating in the project; and the requirements, considerations, and criteria for selection. The Volpe Center will rely on discussions with HEPN for related background information. KW - Carbon KW - Carbon sequestration KW - Carbon Sequestration Pilot Program KW - Internet KW - Pilot programs KW - Questionnaires KW - Research projects KW - State departments of transportation KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1229991 ER - TY - ABST AN - 01464701 TI - Development of Information and Data to Support Improved Safety Management and Communication of Safety Needs AB - The AASHTO Standing Committee on Highway Traffic Safety during their 2006 meeting endorsed formation of the Subcommittee on Safety Management. The Subcommittee formed six task forces, each focused on specific highway safety issues: Technical Information and Resources; At Risk Roadway Users; Strategic Highway Safety Plan; Safety Data Systems and Analysis; Safety Information Packages; and Research. At the task force meeting specific goals were identified and action steps created to achieve those goals. The research proposed in this problem statement will develop the information and data needed to facilitate reaching their stated goals.

KW - Accident prone drivers KW - Communications KW - Highway safety KW - Information technology KW - Risk analysis KW - Safety management KW - Strategic planning KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1636 UR - https://trid.trb.org/view/1232933 ER - TY - ABST AN - 01464494 TI - Development of an AASHTO Guide for Systems Operations and Management AB -
Systems operations and management is becoming recognized as a discipline focused on maximizing the efficiency and safety of the transportation network. It requires attention from and coordination of many functions in a state's department of transportation (DOT), including traffic engineering, maintenance, ITS, safety, planning, design, operations, construction, and sustainability. The AASHTO Highway Subcommittee on Systems Operations and Management has defined systems operations and management as "an integrated program designed to make the best use of existing highway infrastructure through provision of systems and services that preserve and improve performance." Some activities that are typically included within this definition are routine traffic operations, planned and unplanned event management (e.g., traffic incidents, special events, weather-related incidents, natural disasters, terrorism), network and facility management, construction and maintenance work zone operations, regulatory and enforcement streamlining, multimodal traveler and freight information, and cooperation and coordination with other modes and jurisdictions. Transportation professionals today are responsible for the construction, operation, management, and maintenance of a transportation system that is safe and reliable for customers. Improved operation of the highway network is the most effective approach to confronting the transportation challenges of the 21st century. Technology improvements, such as intelligent transportation systems (ITS), provide us with new and better tools to make the most of the available roads and their capacity. Achieving an image for a 21st century transportation system involves applying practical and hands-on management techniques in a variety of application areas, and changing our institutional arrangements to better serve the users of the system. NCHRP Project 20-7/Task 238 explored the need for an AASHTO Guide to Systems Operation and Management. Twenty-four representatives of state DOTs were interviewed and all but two of the interviewees responded that they would use an AASHTO Guide for Systems Operations and Management. General comments were that the guide would be used as a reference to establish best practices and performance measures. Also mentioned was that the guide would be helpful in developing standard procedures and practices in implementing management and operations strategies nationwide. A draft table of contents for the proposed guide was developed in the course of the work. The objective of this project is to develop a practical guide that assists state and large local transportation agencies to provide a better level of service through improved systems operations and management. The ultimate goal of this guide is to encourage and promote the safe and efficient management and operations of integrated, intermodal surface transportation systems to serve the mobility needs of people and support economic growth and development.

KW - Highway capacity KW - Highway operations KW - Intelligent transportation systems KW - Level of service KW - Planning and design KW - State departments of transportation KW - Traffic incidents KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2488 UR - https://trid.trb.org/view/1232724 ER - TY - ABST AN - 01464587 TI - Operation of Traffic Signal Systems in Oversaturated Conditions AB - The objective of this research is to develop a guide for operating coordinated traffic signals in oversaturated conditions on networks, including arterials.  Some of the strategies and methods that should be addressed in the guide include metering, gating, turn restrictions, dynamic lane control or assignment, offset weighting, signal control priorities, and negative/backward progression. Congestion pricing and other travel demand management strategies should not be addressed. The guide should incorporate the results of previous research on single intersections to provide a comprehensive document KW - Arterial highways KW - Coordination KW - Oversaturation (Traffic flow) KW - Traffic signal control systems KW - Traffic signals KW - Travel demand KW - Travel demand management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1610 UR - https://trid.trb.org/view/1232818 ER - TY - RPRT AN - 01148600 AU - O'Toole, Kevin AU - Timcho, Thomas AU - Battelle Memorial Institute AU - Department of Transportation TI - Final Report for ITS Standards Testing of Advanced Traveler Information Systems (ATIS) and Related Standards as deployed by the Nebraska Department of Roads PY - 2008/03/14/Final Test Report SP - 168p AB - This report contains the results, findings and conclusions generated from the evaluation and field testing of a specific subset of ITS Standards applicable to the center-to-center exchange of advanced traveler information as deployed by the Nebraska Department of Roads (NDOR). The primary standards of interest for this testing effort at NDOR are SAE J2354 – Message Sets for Advanced Traveler Information Systems (ATIS) and, to the extent implemented by NDOR, SAE J2266 - Location Referencing Message Specification (LRMS) and ASE J2540-2 International Traveler Information Systems (ITIS) phrase list. KW - Advanced traveler information systems KW - Field tests KW - Intelligent transportation systems KW - Nebraska KW - Standards UR - http://ntl.bts.gov/lib/31000/31300/31389/14473.htm UR - http://ntl.bts.gov/lib/31000/31300/31389/14473_files/ndor.pdf UR - https://trid.trb.org/view/908288 ER - TY - RPRT AN - 01108768 AU - Polivka, Karla A AU - Sicking, Dean L AU - Reid, John D AU - Allison, Erin M AU - Faller, Ronald K AU - Bielenberg, Robert Wayne AU - Rohde, John R AU - Terpsma, Ryan J AU - University of Nebraska, Lincoln AU - New York State Department of Transportation AU - Federal Highway Administration TI - Evaluation of Box Beam Stiffening of Unanchored Temporary Concrete Barriers PY - 2008/03/14/Final Report SP - 223p AB - Temporary of concrete barrier (TCB) systems that are not pinned into the pavement can be displaced during an impact and can result in workers being crushed between the barrier and objects within the workspace. Alternatively, the barrier could be moved far enough to fall off of the paved surface and onto workers in an excavation, below a bridge, or onto traffic under the bridge. The process for drilling holes in a bridge deck to anchor temporary concrete barriers is time-consuming, costly, and may ultimately result in damage to the bridge. Thus, a means for reducing the deflection of the barrier system is necessary and without the use of anchoring the barrier sections to the underlying pavements with pins, rods or bolts. The primary objective of this study was to evaluate the potential for reducing barrier deflections through the use of box beams stiffening on New York State’s TCB. The secondary objective of the study was to evaluate stiffened and unstiffened versions of New York State’s temporary concrete barrier system according to the Test Level 3 (TL-3) criteria set forth in the currently proposed Update to NCHRP Report No. 350. KW - Acceptance tests KW - Barriers (Roads) KW - Box beams KW - Concrete barriers KW - Highway safety KW - Impact tests KW - New York (State) KW - Stiffeners (Plates) KW - Temporary structures KW - Work zone safety UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-17%20Evaluation%20box.pdf UR - https://trid.trb.org/view/865836 ER - TY - ABST AN - 01464566 TI - Supplement to the AASHTO Transportation Asset Management Guide: Volume 2 - A Focus on Implementation AB - The objective of this research is to supplement the content of AASHTO's Transportation Asset Management Guide by developing a second volume focusing on the establishment and execution of transportation asset management (TAM) programs in transportation agencies, with particular regard for highway assets. The new volume will document the benefits of the establishment and execution of TAM and provide additional guidance for implementation of asset management concepts, principles, performance targets, strategies, tools, analysis methods, data collection, and application of management system information based on the framework presented in the earlier Guide. The new volume will include examples of (1) use of tools for evaluating return on investment and improving economic efficiency, resource allocation, and budgeting decisions; (2) strategies for enhancing communication and information sharing among policy and technical decisionmakers as well as elected officials throughout the project development process; and (3) ways that ERP systems can effectively support TAM. KW - Asset management KW - Assets KW - Decision making KW - Handbooks KW - Implementation KW - Policy making KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2190 UR - https://trid.trb.org/view/1232797 ER - TY - ABST AN - 01464530 TI - Research for AASHTO Standing Committee on Highways. Task 255. Development of a Test Method To Determine the Ability of Adhesive Anchors To Resist Sustained Tensile Load AB - On July 10, 2006, ten panels of the suspended concrete ceiling in the D Street portal of the I-90 connector tunnel in Boston collapsed, killing one person. The National Transportation Safety Board investigated the accident and determined that the probable cause of the collapse was the use of an epoxy anchor adhesive with poor creep resistance, that is, an epoxy formulation that was not capable of sustaining long-term tensile loads. The concrete ceiling panels were supported by a steel framework that was, in turn, supported by steel rods and turnbuckles attached to steel plates. The steel plates were affixed to the tunnel roof by stainless-steel threaded rods inserted in core holes drilled in the tunnel roof and held in place with an epoxy adhesive. Epoxy is a polymer whose stiffness is time and temperature dependent. If load is applied suddenly, it behaves like a solid, but if the load is sustained, the molecules within the polymer may begin to rearrange, causing the epoxy to gradually deform in a process called creep. Each adhesive anchor in the D Street portal was designed to hold about 6,350 pounds. Post-accident testing showed that anchors subjected to a 4,000 pound load separated from their anchor holes in as little as 82 days. Epoxy is also used to anchor rebars; indeed, this is by the far the greatest application of epoxy adhesive in highway and bridge construction. Such applications often require the anchored rebar to be put into constant tension under structural load. Creep of epoxy-anchored rebar can compromise the integrity of structures incorporating the rebar. Massachusetts currently prohibits all applications of epoxy anchoring adhesive, most of which involve rebar anchoring. No protocols or standards currently exist to test the ability of adhesive anchors to resist sustained tensile loads. There is a creep test protocol in the International Conference of Building Officials Acceptance Criteria 58, Acceptance Criteria for Adhesive Anchors in Concrete and Masonry Elements, but it is a pass-fail criteria with one load for a specific time. It does not provide any data that would predict the operational lifetime of an adhesive anchor. ASTM D 2990, Standard Test Method for Tensile, Compressive, and Flexural Creep and Creep Rupture of Plastics, discusses various methods for testing polymers to assess their creep behavior under sustained loads, but it does not address adhesive anchors. With no protocols or standards, public agencies are left to devise their own tests or to conduct no tests. The objective of this project is to develop a draft AASHTO standard test method to determine the ability of adhesive anchors to resist sustained tensile load. This test method will build on current methods from AASHTO, ASTM, state DOTs, and other sources and should consider (1) the creep characteristics of the adhesive over the expected life of the structure, (2) site-specific ultimate strength requirements, and (3) the effects of temperature and moisture. For purposes of this project, the term adhesive anchor encompasses systems for anchoring both threaded metal rod and rebar using any commercial adhesives sold for these purposes, irrespective of their specific chemical formulation.

KW - Anchors (Mooring devices) KW - Boston (Massachusetts) KW - Collapse KW - Concrete KW - Epoxides KW - Reinforcing bars KW - Tensile strength KW - Tunnel lining KW - Tunneling KW - Tunnels UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2333 UR - https://trid.trb.org/view/1232761 ER - TY - ABST AN - 01462716 TI - Developing High Productivity Truck Corridors AB - Loaded trucks traveled 164 billion miles in 2004; over the next 30 years that is projected to double. The capacity of the current highway system will be unable to meet this demand given the equivalent increase in passenger vehicle mileage on the same highway system. One solution to this looming problem is truck-only highway lanes. The objective of this research is to develop a set of operational scenarios for truck-only lanes, both urban and rural; develop performance measures for these scenarios including capital costs, operating costs, safety impacts, and other productivity measures; and identify a recommended concept of operations and a road map for implementation, including necessary infrastructure changes, technology requirements (both vehicle-based and infrastructure-based), the role of government and the private sector, financing mechanisms, environmental considerations, regulatory changes, and other factors. KW - Corridors KW - Highway corridors KW - Operating costs KW - Research projects KW - Transportation corridors KW - Truck lanes KW - Truck tractors KW - Trucking KW - Trucks UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2413 UR - https://trid.trb.org/view/1230938 ER - TY - RPRT AN - 01099612 AU - Federal Motor Carrier Safety Administration AU - Department of Transportation TI - Interim Report on NAFTA Cross-Border Trucking Demonstration Project PY - 2008/03/10 SP - 21p AB - As part of an ongoing audit of the cross-border trucking demonstration project, initiated by the Department of Transportation on September 6, 2007, this report presents the interim results of the required review. Section 6901 of the U.S. Troop Readiness, Veterans’ Care, Katrina Recovery, and Iraq Accountability Appropriations Act, 2007 (the Act) requires the Office of Inspector General to provide interim and final reports on the demonstration project to Congress and the Secretary of Transportation. Its final report is due 60 days after the conclusion of the demonstration project. As required by the Act, the audit objectives were to determine whether: (1) the demonstration project consists of a representative and adequate sample of Mexico-domiciled carriers likely to engage in cross-border operations beyond the United States municipalities and commercial zones on the United States-Mexico border, (2) the Department has established sufficient mechanisms to determine whether the demonstration project is adversely affecting motor carrier safety, and (3) Federal and state monitoring and enforcement activities are sufficient to ensure that participants in the demonstration project are complying with all applicable laws and regulations. KW - Border regions KW - Demonstration projects KW - Driver monitoring KW - Law enforcement KW - Mexico KW - Motor carriers KW - North American Free Trade Agreement KW - Trucking KW - Trucking safety KW - United States KW - United States-Mexico Border UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Interim_NAFTA_Report_with_508.pdf UR - https://trid.trb.org/view/851787 ER - TY - ABST AN - 01462446 TI - Road Lifecycle Innovative Financing Evaluation Initiative (RoadLIFE) AB - The project serves to evaluate the benefits and costs of innovative features incorporated into the US 550 reconstruction project in northwestern New Mexico. KW - Benefit cost analysis KW - Financial analysis KW - Financing KW - Life cycle costing KW - New Mexico KW - Reconstruction KW - Research projects KW - Service life UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM08ADM-01%20Road%20LIFE%20Innovative%20Financing%202010.pdf UR - https://trid.trb.org/view/1230667 ER - TY - ABST AN - 01464556 TI - Human Factors Guidelines for Road Systems - Phase III AB - The Human Factors Guide (HFG) is intended to be a resource document for highway designers, traffic engineers, and other practitioners. The purpose of the HFG is to provide the best factual information and insight on road users' characteristics, in a useful format, to facilitate safe roadway design and operational decisions. The impetus behind the HFG was the recognition that current design references have limitations in providing the practitioner with adequate guidance for incorporating road user needs and capabilities when dealing with design and operational issues. The Transportation Research Board (TRB) Joint Subcommittee on International Human Factors Guidelines for Road Systems was created to help plan the development of human factors guidelines for road systems that highway designers and traffic engineers can readily use in their work. NCHRP Project 17-18(8), "Comprehensive Human Factors Guidelines for Road Systems," provided the framework for the guidelines and two of its chapters. The project was completed in January 2005. NCHRP Project 17-31 was initiated in 2005 to develop three additional chapters and integrate them with the work completed under Project 17-18(8). Project 17-31 developed a style guide for the Guidelines; refined Chapters 1, 3, and 5 from NCHRP Project 17-8(8); and developed three new chapters--signalized intersections, unsignalized intersections, and work zones. A workshop was held on January 20, 2007,  to allow highway designers and traffic engineers to apply the draft guidelines to example problems and provide user comments. Chapters 1 through 5, 10, 11, and 13 have been completed and will be published as NCHRP Report 600. The objectives of this research are to develop (1) additional chapters for the Human Factors Guidelines, (2) an index for NCHRP Report 600 and the chapters developed under this project, (3) an outreach plan, (4) potential methods for updating the HFG, and (5) an analysis of the feasibility of electronically cross-referencing the HFG to other industry guides and standards. KW - Guidelines KW - Highways KW - Human factors KW - Human factors engineering KW - Outreach KW - Standards UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1635 UR - https://trid.trb.org/view/1232787 ER - TY - RPRT AN - 01099460 AU - Terpsma, Ryan J AU - Polivka, Karla A AU - Sicking, Dean L AU - Rohde, John R AU - Reid, John D AU - Faller, Ronald K AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Evaluation of a Modified Three Cable Guardrail Adjacent to Steep Slope PY - 2008/03/04/Final Report SP - 91p AB - The three cable guardrail system is most commonly used to protect motorists from roadside slopes. Due to the fact that the system is limited to sites where relatively large barrier displacement is acceptable, concern arises when the system must be placed close to steep roadside slopes. The objective of this study was to evaluate a three cable carrier system placed adjacent to 1.5H:1V slopes. The three cable system in this test utilized quarter-post spacing. In addition, the offset from the slope break point was 1,219 mm (4 ft.) One full-scale crash test, a 2,032-kg (4,481-lb) pickup truck impacting at a speed of 99.1 km/h (61.6 mph) and at an angle of 23.6 degrees, was conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report Number 350, Recommended Procedures for the Safety Performance Evaluation of Highway Features. Based on the results and analysis of the full scale test, it was determined that the three cable guardrail system with quarter-post spacing and 1,219mm (4ft) offset from the slope break point performed adequately according to NCHRP Report Number 350 TL-3 requirements. KW - Acceptance tests KW - Cables KW - Embankments KW - Guardrails KW - Highway safety KW - Impact tests KW - Roadside structures KW - Slopes KW - Traffic safety UR - http://nlc1.nlc.state.ne.us/epubs/R6000/B016.0122-2008.pdf UR - https://trid.trb.org/view/855946 ER - TY - ABST AN - 01464580 TI - Evaluation of Load Rating by Load and Resistance Factor Rating AB - Guide Manual for Condition Evaluation and Load and Resistance Factor Rating (LRFR) of Highway Bridges, 1st Edition and 2005 Interim" was developed under NCHRP Project 12-46. Before the Guide Manual was endorsed by the AASHTO Highway Subcommittee on Bridges and Structures (HSCOBS) to become a full manual, some additional research was requested to explain differences between the new manual and the established load factor rating (LFR) requirements. NCHRP 20-07/Task 122 provided explicit comparisons between ratings produced by the LRFR methods of the Guide Manual and the load factor ratings from the latest edition of the AASHTO Manual for Condition Evaluation of Bridges.  Nevertheless, because the Task 122 scope was limited to flexural ratings and the number of structures rated was small, HSCOBS wanted more bridges rated and LRFR/LFR comparisons made for moment and shear induced by a variety of loads. The choice of load rating method may affect the transportation of goods and services over the nation's highways by restricting routes that were previously unrestricted. Additional comparisons of LRFR and LFR ratings are needed to (1) develop refinements to the load rating process that maintain an acceptable level of bridge reliability without unnecessary restrictions on commerce and (2) explain changes in truck weight restrictions to the public. The objectives of this project are to recommend refinements to the LRFR methods in the AASHTO Manual for Bridge Evaluation and to explain changes in truck weight restrictions. A comprehensive database of rating comparisons shall be established to identify differences in ratings and to develop the proposed refinements. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Guidelines KW - Highway bridges KW - Load factor UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1629 UR - https://trid.trb.org/view/1232811 ER - TY - SER AN - 01091712 JO - Federal computer week [online] AU - Robinson, Brian AU - Federal Transit Administration TI - DOD Rallies Around Lean Six Sigma PY - 2008/03/03 SP - n.p. AB - Lean Six Sigma is simply a process-improvement method for reducing variability and eliminating waste. Six Sigma stands for reducing variability in processes and increasing quality by making processes repeatable. The method has proved successful in industry and the military services, said John Sicilia, director of the CPI/LSS Program Office. Lean Six Sigma is a methodology for improving quality in business. It is currently being used by the Department of Defense, where it is expected to reduce inefficiency. KW - Management KW - Planning KW - Quality control KW - U.S. Department of Defense UR - http://www.fcw.com/print/22_5/features/151766-1.html?topic=defense UR - https://trid.trb.org/view/851325 ER - TY - ABST AN - 01464756 TI - Evaluation of Bridge Scour Research AB - Since 1990, state highway agencies, federal agencies, and others have expended significant resources for research on bridge scour, particularly in the following areas: (a) prediction of scour at bridge piers and abutments, (b) selection and design of bridge-scour countermeasures, (c) stream bank protection, (d) tidal scour, and (e) analysis of river systems and methodologies for predicting channel instability. In 1997, NCHRP Project 24-08, "Scour at Bridge Foundations: Research Needs," prepared a comprehensive plan to identify and guide bridge-scour-related research. Development of this plan required the research agency to assess the validity and applicability of research related to bridge scour and fluvial system instability; define the state of practice; identify gaps, deficiencies, and potential improvements in current scour technology; and make recommendations for future research. Using the results of Project 24-08, the American Association of State Highway and Transportation Officials (AASHTO) has, through NCHRP, initiated and completed a number of bridge-scour-related research studies. In addition, FHWA and other agencies and institutions have conducted bridge-scour-related research studies related to the comprehensive strategy. The AASHTO Technical Committee on Hydrology and Hydraulics is currently developing two new manuals: "Policy for Design of Highway Drainage Facilities" and "Recommended Procedures for Design of Highway Drainage Facilities." To assist in development of the bridge-scour sections of these manuals, AASHTO needs a critical evaluation of bridge-scour research completed since 1990 with recommendations for the adoption of specific research results. These recommendations will be used by AASHTO in developing policies and procedures in the bridge-scour area for the two new highway hydraulic engineering guidance documents. NCHRP Project 24-27 was funded to critically evaluate bridge-scour research results completed since 1990 and make recommendations for adoption of specific research results by AASHTO and use by the engineering community in general. Project 24-27 is divided into three functional areas: (1) Pier Scour Processes and Predictions; (2) Abutment and Contraction Scour Processes and Predictions; and (3) Geomorphic Processes and Predictions. Separate but coordinated research teams will address each of these functional areas under the umbrella of NCHRP Project 24-27. Projects 24-27(01) and 24-27(02) are underway. This project will address the functional area 'Geomorphic Processes and Predictions' and will be conducted as NCHRP Project 24-27(03). KW - Bridge engineering KW - Bridge foundations KW - Bridge members KW - Bridge piers KW - Bridge substructures KW - Bridges KW - Evaluation KW - Scour UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1599 UR - https://trid.trb.org/view/1232988 ER - TY - ABST AN - 01464503 TI - Field Testing & Analysis of Braking Performance of In-Service Trucks AB - The National Highway Traffic Safety Administration (NHTSA) is on the verge of requiring that the stopping distance of new trucks be reduced up to 30 percent below current regulations, depending on the vehicle type. However, this regulation does not address the braking performance of trucks after they have entered into service. Further, the current in-service vehicle inspection procedure, as well as the required annual inspection of commercial motor vehicles (CMVs), may be missing a critical component of braking capability, that of the effectiveness of after-market or replacement brake linings, which have a direct impact on stopping capability. Inspection procedures for CMVs cannot assess the friction available at the pad versus drum (or disc) interface, and there are no data available on the criticality to safety of this aspect of the inspection process. The objective of this project is to obtain a data set of the stopping capability of in-service CMVs. This will be accomplished through the performance-controlled stopping distance and deceleration tests and performance-based brake tests of in-service heavy trucks. The data set will provide a current assessment of the distribution of the braking capabilities and performance required of in-service vehicles that can be compared with that of new vehicles. These stopping performance tests will be complemented by visual inspections of the brake system by qualified inspectors. Federal Motor Carrier Safety Administration (FMCSA) and NHTSA need these data for assessing the effectiveness of current safety standards and regulations, and to support changes to such standards and regulations, including those covering replacement brake linings. Industry has similar interest in the data to assess the importance of replacement linings and maintenance on fleet safety. KW - Braking performance KW - Commercial vehicle operations KW - Heavy duty trucks KW - Research projects KW - Truck driving KW - Truck tractors KW - Truck traffic KW - Trucking KW - Trucking safety UR - https://trid.trb.org/view/1232733 ER - TY - ABST AN - 01462453 TI - Portable TMC-TMS Communications Demonstration AB - The general goal of the project is to present to Caltrans/other Department of Transportation (DOT) technical staff a number of new, viable alternatives for TMC-TMS communications in a (semi-) realistic, portable demonstration environment using real ITS equipment. The primary outcome of the project is the demonstration, with the system itself and associated documentation as related deliverables. KW - Advanced traffic management systems KW - California Department of Transportation KW - Communication systems KW - Demonstration projects KW - Highway traffic control KW - Intelligent transportation systems KW - Research projects KW - Traffic control centers UR - http://www.westerntransportationinstitute.org/research/4w2032.aspx UR - https://trid.trb.org/view/1230674 ER - TY - ABST AN - 01459702 TI - America's Byways Resource Center AB - This Cooperative Agreement is to provide technical assistance, resources, and training to nationally designated byways. America's Byway's Resource Center (ABRC) will provide technical assistance to representatives of America's Byways and to other individuals, organizations, and professional agency staff and advocates in order to develop and sustain such byways and roads. KW - America's Byways KW - Cooperative agreements KW - Evaluation and assessment KW - Research projects KW - Scenic highways KW - Technical assistance KW - Workshops UR - https://trid.trb.org/view/1227917 ER - TY - RPRT AN - 01603826 AU - San Jose State University AU - California Department of Transportation AU - Office of the Assistant Secretary for Research and Technology TI - The Crisis in Transportation Workforce Development PY - 2008/03 SP - 98p AB - This publication is an edited transcript of "The Crisis in Transportation Workforce Development", a symposium held onOctober 6, 2007. The symposium was sponsored by the Mineta Transportation Institute and the Rahall Transportation Institute, and co-sponsored by the American Association of Railroads, the American Association of State Highway Transportation Officials, the American Public Transportation Association, the Federal Railroad Administration, the Federal Transit Administration and the National Railroad Passenger Corporation. For this symposium numerous policy makers, transit executives and human relations professionals charged with recruiting staff were invited to participate in the open forum. Topics of discussion included the imminent retirement of the baby boomer generation, the migration of core worker skills and techniques for successful recruitment and retention of employees in transportation. With the baby boomer generation retiring and a large chunk of the transportation workforce eligible to retire soon after, transportation is entering a workforce crisis. In order to solve this problem, innovative recruitment techniques such as targeting grade school and college students, retention programs such as smarter benefit packages, and encouragement of internal training and education need to be implemented. Transportation must work to recruit and retain the best and the brightest. KW - Education and training KW - Labor force KW - Personnel retention KW - Recruiting KW - Retirement KW - Transportation careers UR - http://transweb.sjsu.edu/MTIportal/research/publications/documents/WorkforceDevelopment.pdf UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5xh4cwn/1/producer%2FMTI%20S-07-01.pdf UR - https://trid.trb.org/view/1412915 ER - TY - RPRT AN - 01526417 AU - Zingale, Carolina M AU - Truitt, Todd R AU - McAnulty, D M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human-in-the-Loop Evaluation of an Integrated Arrival/Departure Air Traffic Control Service for Major Metropolitan Airspaces PY - 2008/03//Technical Report SP - 85p AB - The increasing number of U.S. air flights has placed a severe strain on the National Airspace System (NAS), especially airspace surrounding major metropolitan areas. In a recent study, Truitt, McAnulty, and Willems (2004) tested and found benefits in procedures designed to address some of the pressures around New York airspace. The procedures included extending terminal lateral separation standards (3 nm) and procedures (diverging courses) into en route airspace as well as collocating terminal and en route facilities to promote more effective communication and coordination. The Integrated Arrival/Departure Air Traffic Control Service, termed the Big Airspace (BA) concept, applies these procedures to other busy areas and includes the use of Area Navigation (RNAV) routes as well as dynamic resectorization to make airspace boundaries more flexible. Twenty-four controllers from en route and terminal facilities participated in a simulation that compared a baseline (BL) condition using current airspace standards and procedures to two BA conditions. In one condition, en route and terminal participants managed traffic in the same control room, and in the other condition they worked as if in separate facilities. Overall, the results provided support for the BA concept. The aircraft moved through the arrival corridor more efficiently in the BA conditions than in the BL condition, and participants made fewer ground-ground transmissions and issued fewer altitude and heading clearances. Subjective ratings of performance, situation awareness, and the ability to move traffic through the sector were also higher in the BA conditions KW - Air traffic control KW - Aircraft separation KW - Airspace (Aeronautics) KW - Arrivals and departures KW - Enroute traffic control KW - Metropolitan areas KW - Navigation KW - Simulation KW - Terminal air traffic control UR - http://hf.tc.faa.gov/publications/2008-human-in-the-loop-evaluation/full_text.pdf UR - https://trid.trb.org/view/1307222 ER - TY - RPRT AN - 01522204 AU - Federal Motor Carrier Safety Administration TI - The 2006 Annual Motor Carrier Efficiency Study Report to Congress PY - 2008/03 SP - 26p AB - Section 5503 of the Conference Report (H. Rpt. 109-203) accompanying the Safe, Accountable, Flexible, Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU, P.L. 109-59) set aside funding to examine the application of wireless technology to improve the safety and efficiency of trucking operations in the United States. The intent is to enter into partnership with the motor carrier and wireless technology industries to cooperatively identify and test promising applications and devices in a “real-world” environment, and to promote the adoption and use of successful solutions by a broad array of motor carriers. The specific objectives of the Motor Carrier Efficiency Study (MCES) include the following: (1) Identify inefficiencies in freight transportation; (2) Evaluate safety and productivity improvements made possible through wireless technologies; and (3) Demonstrate wireless technologies in field tests. KW - Freight transportation KW - Motor carriers KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Technology assessment KW - Trucking KW - Trucking safety KW - United States KW - Wireless communication systems UR - http://ntl.bts.gov/lib/51000/51300/51370/The-2006-Annual-Motor-Carrier-Study-Report.pdf UR - https://trid.trb.org/view/1303882 ER - TY - RPRT AN - 01469975 AU - Tyagi, Avdhesh K AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - GIS Modeling for Transportation Planning in Oklahoma PY - 2008/03//Final Report SP - 68p AB - Transportation planning is an important process in the development of Oklahoma and the United States. Gaps traveling from one place to another are addressed in this research. The purpose of this research is to analyze the patterns and changes of activities related to transportation. Some of the major factors that affect transportation are population, education, employment, income, and transportation behaviors. Depending on the needs of the people, their travel patterns vary. This project produces maps providing the visual pattern of the data related to transportation variables. These maps would form the basis of any transportation analysis. The maps generated in this research pertain to variables in population, education, employment, and income for transportation planning. KW - Demographics KW - Geographic information systems KW - Income KW - Oklahoma KW - Persons by educational level KW - Persons by employment status KW - Population KW - Transportation planning KW - Travel demand KW - Travel patterns UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2202-fy2007-rpt-final-tyagi.pdf UR - https://trid.trb.org/view/1237863 ER - TY - RPRT AN - 01469937 AU - Tyagi, Avdhesh K AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Review of Laboratory Experiments and Computer Models for Broken-box Culverts PY - 2008/03//Final Report SP - 43p AB - The Oklahoma Department of Transportation plans to replace more than 120 box culverts located on Interstate Systems, National Highway Systems, and State Transportation Systems. Severe scour and erosion problems are observed around and downstream of box culverts. This report presents two simultaneous efforts of laboratory analyses and analytical tools using softwares applicable to box culverts. A review of literature indicates that a research program was made in both laboratory analysis and software development over the last twenty years. However, the laboratory data collection and analysis did not focus on analyzing the box culvert problems. It pertained to individual pieces of hydraulics of drop structures and hydraulic jump. The effort on software development is more recent, in less than the past ten years. This report includes a review of detailed data analysis and three softwares developed by the Federal Highway Administration, the Nebraska Department of Roads, and the Iowa Department of Transportation. KW - Box culverts KW - Broken-back culverts KW - Design KW - Hydraulic jump KW - Literature reviews KW - Scour KW - Software UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0712.pdf UR - https://trid.trb.org/view/1237861 ER - TY - RPRT AN - 01384197 AU - Luttrell, T AU - Sampson, W AU - Ismart, D AU - Matherly, D AU - Federal Highway Administration TI - Predicting performance with traffic analysis tools: final report PY - 2008/03 IS - FHWA-HOP-08-055 SP - 43p AB - This document provides insights into the common pitfalls and challenges associated with use of traffic analysis tools for predicting future performance of a transportation facility. It provides five in-depth case studies that demonstrate common ways to ensure appropriate results when using an microsimulation tool, and also includes "how to" material that allows users to address common challenges associated with microsimulation analysis. KW - Case studies KW - Case study KW - Freeway KW - Freeways KW - Highway traffic control KW - Interchange KW - Interchanges KW - Level of service KW - Level of service KW - Road network KW - Traffic management KW - Types of roads by network KW - Usa UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08055/fhwahop08055.pdf UR - https://trid.trb.org/view/1151962 ER - TY - RPRT AN - 01374450 AU - Lerner, Neil AU - Singer, Jeremiah AU - Huey, Richard AU - Westat, Incorporated AU - National Highway Traffic Safety Administration TI - Driver Strategies for Engaging in Distracting Tasks Using In-Vehicle Technologies PY - 2008/03//Final Report SP - 120p AB - This project investigated the decision process involved in a driver’s willingness to engage in various technology-related and non-technology tasks. Previous research focused on how well drivers are able to drive while engaged in potentially distracting activities but little work has considered how drivers decide when to engage in in-vehicle activities. The project included focus groups and an on-road study, both employing participants who used in-vehicle technologies, from four age groups: teen (16-18), young (18-24), middle (25-59), and older (60+). For the on-road study, participants drove their own vehicles over a specified route and at specified points they rated their willingness to engage in some specific task at that time and place. Eighty-one different situations (combination of in-vehicle task and driving circumstances) were included. Further information was collected in the take-home booklet completed after the on-road session. Driver willingness to engage in various in-vehicle tasks was related to the technology type, specific task attributes, driving conditions, personal motivations, age, driving style, and decision style. Ratings of willingness and of risk were very highly correlated. Although reported willingness varied substantially with the task it was rather insensitive to immediate roadway characteristics and participants showed relatively little concern for impending (up- road) conditions. Task-related motivations, rather than driving-related considerations, appeared to be dominant decision factors. Participants did not attribute particular risk to basic cell phone tasks (dialing, answering, conversing). These phone tasks were rated roughly comparable to eating something neat or drinking something and were rated less risky than eating something messy or dealing with children in the vehicle. A matrix mapped 36 specific project findings to potential countermeasure approaches, including public education; driver or device user training; user interface design; needs for warnings and information; criteria for function lock-outs; and driver assist system criteria. Some particular countermeasure strategy was suggested for consideration in more than 200 cells in this matrix, so that the findings of the study may prove heuristically fruitful in generating approaches to dealing with driver distraction. KW - Age groups KW - Cellular telephones KW - Countermeasures KW - Distraction KW - In-vehicle technologies KW - Risk taking UR - https://trid.trb.org/view/1142051 ER - TY - RPRT AN - 01356716 AU - American Driver and Traffic Safety Education Association AU - National Highway Traffic Safety Administration TI - National Overview of Driver Education PY - 2008/03 SP - 351p AB - An investigation was undertaken to collect information from the 50 States and the District of Columbia regarding their driver education requirements, delivery systems, teacher training, and licensing requirements for novice drivers under age 18. When available, information was obtained regarding available funding for the programs. These data were collected through a comprehensive Web-based investigation, through personal interviews, and document collection and review. Approximately 1,475 pages of rough data were collected. These data were then condensed and developed into individual State summaries. Relevant documents were inserted into the summaries and further synthesized into individual State tables. This report was then developed. It consists of three sections. The first contains a General Report on Findings. Section 2 contains one page charts covering various topics for each State. Section 3 holds multiple-page summaries about each State’s driver education and driver licensing programs. KW - Data collection KW - Driver education KW - Driver licensing KW - States KW - Tables (Data) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/4446ADTSEA.pdf UR - https://trid.trb.org/view/1122154 ER - TY - RPRT AN - 01352768 AU - Taha, M M Reda AU - Choi, K K AU - Azarbayejani, Mohammad AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Strengthening Reinforced Concrete Bridges in New Mexico Using Fiber Reinforced Polymers: Report III: Implementation of FRP Design Alternative to K-Frame Bridge PY - 2008/03 SP - 37p AB - The purpose of this research is to evaluate the structural capacity of concrete frame bridges #7930, 7931, 7937 and 7938 at Tucumcari, New Mexico and to evaluate their need for strengthening to meet AASHTO safety requirements. This report provides detailed information about the implementation and installation of FRP strengthening alternative to one K-Frame bridge.The selected strengthening alternative is analyzed and details about implementation requirements are discussed. All installation steps are discussed and documented. Finally, information is provided about two field tests performed prior to and after the application of the FRP strengthening. The two field tests targeted calibrating the analytical model using the finite element method and validating the efficiency of the FRP strengthening. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Fiber reinforced polymers KW - Field tests KW - Finite element method KW - Plan implementation KW - Reinforced concrete bridges KW - Strengthening (Maintenance) KW - Structural capacity KW - Tucumcari (New Mexico) UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM06TT01STRENGTHENINGCONCRETEBRIDGES2008Final.pdf UR - https://trid.trb.org/view/1117336 ER - TY - RPRT AN - 01352760 AU - Taha, M M Reda AU - Choi, K K AU - Azarbayejani, Mohammad AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Strengthening Reinforced Concrete Bridges in New Mexico Using Fiber Reinforced Polymers: Report I: Structural Analysis and Evaluation of Bridges (7930, 7931, 7937 and 7938) in Tucumcari PY - 2008/03 SP - 62p AB - The objective of this report is to provide detailed evaluation of the structural capacity of the concrete frame bridges #7930, 7931, 7937 and 7938 at Tucumcari, New Mexicoand evaluate their need for strengthening. Finite Element (FE) analysis using SAP 2000®was performed to estimate the moment and shear force demand and compare it to the existing capacity of the four bridges on I-40 at Tucumcari. The structural analysis and the strength evaluation were performed according to ASSHTO LRFD Bridge Design Specification with 2006 Interim Revision (AASHTO 2006). The investigations showed that the four bridges do not meet the AASHTO requirements and need strengthening. The structural evaluation showed that the four bridges require strengthening at the top side (negative moment side) of the K-Frame joint. The report provides detailed information about the locations that require strengthening. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Evaluation and assessment KW - Fiber reinforced polymers KW - Finite element method KW - Reinforced concrete bridges KW - Strength of materials KW - Strengthening (Maintenance) KW - Structural analysis KW - Tucumcari (New Mexico) UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM06TT01STRENGTHENINGCONCRETEBRIDGES2008Final.pdf UR - https://trid.trb.org/view/1117334 ER - TY - RPRT AN - 01352757 AU - Taha, M M Reda AU - Choi, K K AU - Azarbayejani, Mohammad AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Strengthening Reinforced Concrete Bridges in New Mexico Using Fiber Reinforced Polymers: Report II: Design Method for Strengthening K-Frame Bridges Using FRP PY - 2008/03 SP - 19p AB - The objective of this report is to provide detailed information about the design methods used to determine strengthening alternatives for the concrete frame bridges #7930, 7931, 7937 and 7938 at Tucumcari, New Mexico. Several strengthening alternatives were considered. Further details on the design of Fiber Reinforced Polymer (FRP) strips, the chosen strengthening alternative, are discussed. Locations and length requirements of the strengthening strips for the four bridges are identified. Guidelines for the application of the FRP material based on guidelines by the American Concrete Institute and other international agencies are provided. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Design methods KW - Fiber reinforced polymers KW - Reinforced concrete bridges KW - Strengthening (Maintenance) KW - Tucumcari (New Mexico) UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM06TT01STRENGTHENINGCONCRETEBRIDGES2008Final.pdf UR - https://trid.trb.org/view/1117335 ER - TY - RPRT AN - 01352743 AU - Taha, M M Reda AU - Choi, K K AU - Azarbayejani, Mohammad AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Strengthening Reinforced Concrete Bridges in New Mexico Using Fiber Reinforced Polymers: Report IV: Guidelines for Using FRP Technology for Strengthening Bridges PY - 2008/03 SP - 26p AB - The purpose of this research was to evaluate the structural capacity of concrete frame bridges #7930, 7931, 7937 and 7938 at Tucumcari, New Mexico and evaluate the need for strengthening to meet AASHTO safety requirements. The report provides detailed guidelines for the design and implantation of FRP technology to strengthen reinforced concrete bridges. Special considerations to guarantee the efficiency of the FRP strengthening system are also discussed. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Fiber reinforced polymers KW - Flexural strength KW - Guidelines KW - Reinforced concrete bridges KW - Strength of materials KW - Strengthening (Maintenance) KW - Structural capacity KW - Tucumcari (New Mexico) UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM06TT01STRENGTHENINGCONCRETEBRIDGES2008Final.pdf UR - https://trid.trb.org/view/1117337 ER - TY - RPRT AN - 01330471 AU - Department of Transportation TI - Next Generation 9-1-1 (NG9‑1‑1) System Initiative: Data Acquisition and Analysis Plan PY - 2008/03//Version 1.0 SP - 69p AB - The U.S. Department of Transportation (USDOT) Next Generation 9-1-1 (NG9-1-1) Proof-of-Concept (POC) demonstration will test key features and functionalities of the envisioned NG9-1-1 system. The POC will also serve as a test-bed to validate technical feasibility and acquire important data metrics useful to the greater emergency response community. The POC test-bed equipment will be deployed within the Booz Allen, Texas A&M University, and Columbia University test laboratories and at selected Public Safety Answering Points (PSAP). Data acquisition will require hardware, software, and manual data collection methods. This document describes the data acquisition system, the analysis that will be conducted, and the metrics that will be obtained. The objective of this document is to define a comprehensive plan for acquiring and analyzing NG9-1-1 POC data. KW - 911 Emergency Telephone System KW - Data analysis KW - Data collection KW - Emergency communication systems KW - Emergency management KW - Feasibility analysis KW - Information technology KW - Next generation design KW - Proof of concept KW - Public Safety Answering Points UR - http://ntl.bts.gov/lib/35000/35600/35659/NG911_DataAcquisition_v1.0.pdf UR - https://trid.trb.org/view/1093601 ER - TY - RPRT AN - 01162542 AU - Oakland Pioneer Site Team AU - Research and Innovative Technology Administration TI - Concept of Operations for the I-880 Corridor in Oakland, California PY - 2008/03 SP - 290p AB - This report describes the draft Concept of Operations that has been developed for the Integrated Corridor Mobility (ICM) program by the I-880 corridor team. The I-880 corridor team has defined this Concept of Operations (ConOps) based on two primary principles: (1) it must improve overall corridor performance by meeting the needs of the local stakeholder agencies, within their practical operational, institutional and financial constraints; and (2) it must focus on integration of pre-existing systems rather than on implementation of new equipment or infrastructure. The I-880 corridor is a truly multimodal corridor, including a robust freeway network, major arterials which carry high volumes of local traffic as well as absorb diversion from the freeway networks, a transit network which includes the Bay Area Rapid Transit (BART) rail system and multiple AC Transit bus transit lines, and heavy freight movements with trucks comprising between 4% and 11% of the average annual daily traffic in the corridor. Transportation management systems (TMS) have been widely deployed in the corridor for many years including: (a) ramp metering on I-880;( b) HOV lanes and HOV bypass lanes for ramp meters; (c) incident and emergency management systems on all freeways; (d) changeable message signs on freeways; (e) electronic toll collection systems (FasTrak); (f) coordinated traffic signal systems on major arterials; (g) BART transit management system; (h) bus transit with signal priority capabilities and AVL; and (i) transportation management centers for freeways, arterials, BART, bus transit and the Port of Oakland. Transportation facilities in the corridor are highly instrumented with real-time data collection systems. An institutional integration/coordination setting is already in place: the Metropolitan Transportation Commission (MTC), California DOT (Caltrans), Alameda County Congestion Management Agency (ACCMA), BART, Alameda-Contra Costa Transit District (AC Transit), and cities in the corridor have a history of cooperation. KW - Highway corridors KW - Highway operations KW - Incident detection KW - Incident management KW - Intelligent transportation systems KW - Oakland (California) KW - Performance measurement KW - Ramp metering KW - Variable message signs UR - http://ntl.bts.gov/lib/30000/30700/30766/14389.pdf UR - https://trid.trb.org/view/920674 ER - TY - RPRT AN - 01160029 AU - Gucunski, Nenad AU - Rascoe, Carl AU - Center for Advanced Infrastructure and Transportation AU - University of Vermont, Burlington AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Advanced Ground Penetrating Radar Data Collection and Imaging of Bridge Decks Using 3-D Radar PY - 2008/03//Final Report SP - 26p AB - The main objective of the conducted research was to evaluate three dimensional ground penetrating radar (3D-GPR) in bridge deck condition assessment and imaging, with an emphasis on detection and characterization of corrosion induced bridge deck delamination. A broader objective of the study was to provide data for comparative evaluation of the performance of 3-D Radar, PERES (Precision Electromagnetic Roadway Evaluation System) GPR and other nondestructive technologies in nondestructive bridge deck evaluation. The main task of this project was to provide comparative field evaluation of the 3D-GPR and impact echo (IE) technique in delamination detection and characterization KW - Bridge decks KW - Comparative analysis KW - Condition surveys KW - Corrosion KW - Delamination KW - Ground penetrating radar KW - Impact echo tests KW - Nondestructive tests KW - Three dimensional imaging UR - http://cait.rutgers.edu/files/UVM-RU2757_0.pdf UR - https://trid.trb.org/view/920587 ER - TY - SER AN - 01156903 JO - Research Results PB - Federal Railroad Administration AU - Tse, Terry AU - Federal Railroad Administration TI - System for Monitoring Multiple Railroad Operations Using an Integrated Track Display and Common Data Protocol PY - 2008/03 SP - 4p AB - The key objective of this novel approach to monitoring trains is to improve the coordination of freight and passenger rail service in heavily-trafficked, metropolitan areas using multi-railroad track displays that enable users to view trains from multiple railroads simultaneously. To meet this objective, a low-cost train monitoring system, known as Common Operational Picture (COP), was developed so that operating personnel can anticipate and avoid congestive situations in areas where multiple railroads’ rights-of-way converge and cross at grade, or where trains are frequently handed off from one property to another. Because such areas are chokepoints in the US rail network, improving throughput at those points is critical to the efficient transport of goods nationwide. KW - Dispatching KW - Information display systems KW - Metropolitan areas KW - Monitoring KW - Multiple railroads KW - Railroad tracks KW - Right of way (Land) UR - http://ntl.bts.gov/lib/42000/42800/42880/rr0804.pdf UR - https://trid.trb.org/view/917717 ER - TY - RPRT AN - 01149550 AU - Alshibli, Khalid AU - Okeil, Ayman M AU - Alramahi, Bashar AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Update of Correlations between Cone Penetration and Boring Log Data PY - 2008/03//Final Report SP - 172p AB - The cone penetration test (CPT) has been widely used in Louisiana in the last two decades as an in situ tool to characterize engineering properties of soils. In addition, conventional drilling and sample retrieval using Shelby tube followed by laboratory testing is still the acceptable practice in identifying soils engineering properties. The main objective of this project is to update the correlations that are currently used by Louisiana Department of Transportation and Development (LADOTD) to interpret CPT data for engineering design purposes and to assess the reliability of using CPT data to predict soil shear strength in both the magnitude and spatial variations in the field with respect to the Load and Resistance Factor Design (LRFD) methodology. The results of laboratory soil testing were retrieved from borehole logs and were used as reference measurements in this study. The research team collected project data files in paper printout format from LADOTD and soil testing engineers. Most project files did not have spatial coordinates; therefore, aerial images were used to identify latitude and longitude coordinates of CPT and borehole locations. The borehole data was not available for all the located CPT soundings. Efforts were made to obtain any available data from LADOTD electronic archive as well as paper project documents. A total of 752 CPT tests were documented in which 503 were matched with adjacent boreholes and 249 did not have adjacent borehole data available. The CPT data was used to predict soil undrained shear strength, bulk density and classification according to Robertson and Zhang and Tumay methods [1], [2]. The CPT data was then used to develop a database of undrained shear strength estimates with corresponding results from boreholes. The results in the database were preprocessed to apply some constraints on data points included in the calibration study, such as setting a maximum threshold on the distance between CPT and borehole locations; a minimum and maximum threshold on undrained shear strength values were used to represent realistic soil properties. The resulting database included results from 251 CPT soundings with borehole results in their vicinity that meet the aforementioned constraints. From these CPT soundings, 862 unique undrained shear strength data points were obtained at various depths. The dataset was analyzed for general as well as specific trends in order to identify appropriate parameters to be included in the study. Soil classification was clearly the most plausible parameter based on which the CPT undrained shear strength estimates should be calibrated. The calibration of the CPT expression for undrained shear strength was conducted using two approaches. The first approach is a direct correlation based of the transformation model currently used by LADOTD for estimating the shear strength. The First Order Reliability Method (FORM) forms the basis for the second approach, which is more detailed and accounts for all sources of uncertainty. Optimum CPT coefficient values were computed for various target reliability values. The results were summarized and implementation procedures were recommended for future research. KW - Boreholes KW - Cone penetrometers KW - Correlation analysis KW - Logging (Recording) KW - Louisiana KW - Properties of materials KW - Shear strength KW - Soil tests UR - http://www.ltrc.lsu.edu/pdf/2009/fr_439.pdf UR - https://trid.trb.org/view/911767 ER - TY - RPRT AN - 01146335 AU - Saboundjian, Steve AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Evaluation of Alternative Embankment Construction Methods PY - 2008/03//Final Report SP - 30p AB - Arctic and sub-arctic regions of Alaska offer some of the more remote, unpopulated and inhospitable terrains on Earth. Poor foundation conditions at rural construction sites routinely consist entirely of ice-rich permafrost. Candidate fill materials found at remote project sites are often very high in moisture, and /or frozen, and/or too fine to be of practical use anyway. When acceptable foundation conditions and fill materials are not available, alternative materials and /or methods are needed. Construction infrastructure is virtually nonexistent in some areas where suitable construction materials normally must be shipped by barge or flown to a project site. This is a very expensive proposition indeed. For example, replacement fill shipped from a remote location to a construction project in western Alaska can cost 10 to 12 times more than if suitable local material were available. The goal of this research is to examine innovative materials and methods, economically applicable to sub-arctic and arctic sites, that will help produce more high quality construction results for a given level of funding. Alternatives discussed in this report include: foundation pre-thawing, thermosyphons, air-cooled embankments, geobags/geotubes, membrane encapsulated soil layers, chemical stabilization, geogrids, EPS block, foamed concrete, shredded tires/tire bales, and wood chips/sawdust. KW - Alaska KW - Building materials KW - Construction management KW - Embankment foundations KW - Embankments KW - Fills KW - Innovation KW - Permafrost KW - Pre-thawing UR - http://dot.alaska.gov/stwddes/research/assets/pdf/fhwa_ak_rd_08_02.pdf UR - https://trid.trb.org/view/905492 ER -