TY - CONF AN - 00969081 AU - Abson, R N AU - Lawrence, R E AU - New York State Department of Transportation AU - Federal Highway Administration TI - MONITORING THE USE OF THE SLATY CREEK WILDLIFE UNDERPASS, CALDER FREEWAY, BLACK FOREST, MACEDON, VICTORIA, AUSTRALIA PY - 2003 SP - 6p AB - The Slaty Creek Wildlife Underpass was built into the Calder Freeway, Macedon, Victoria, to facilitate safe passage for species between forest block, now affected by this new section of freeway through the Black Forest. A 12-month monitoring regime was established, consisting of 14 monitoring methods to detect a variety of animals. Intensive sampling was conducted once a week each month, within the underpass, and with two control sites on either side of the underpass, along the Slaty Creek. The monitoring sampled for mammals, reptiles, amphibians and birds, encountering a total of 116 species within the Black Forest region, with most of these also being detected within the underpass. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Amphibians KW - Australia KW - Birds KW - Forests KW - Freeways KW - Mammals KW - Monitoring KW - Underpasses KW - Wildlife UR - http://www.icoet.net/downloads/03MonitoringofStructures.pdf UR - https://trid.trb.org/view/688271 ER - TY - CONF AN - 00969082 AU - Gordon, K M AU - Anderson, S H AU - New York State Department of Transportation AU - Federal Highway Administration TI - MULE DEER USE OF UNDERPASSES IN WESTERN AND SOUTHEASTERN WYOMING PY - 2003 SP - 9p AB - Underpasses have been found to be a valuable mitigation tool in increasing permeability of roads to wildlife while preventing roadside mortality. Underpasses are currently used in Wyoming on Interstate 80 near Arlington and Walcott Junction in conjunction with 2.4meter-high fencing to allow mule deer to pass under two stretches of road that bisect migration routes of mule deer. One experimental underpass has been installed in Nugget Canyon on U.S. Highway 30 between Kemmerer and Cokeville in western Wyoming to assess the effectiveness of underpasses in mitigating deer-vehicle collisions along a 15-mile stretch of highway that bisects the migration route of a subunit of the Wyoming Range mule deer herd consisting of 14,000 animals. A monitoring study using 35mm cameras activated by Trailmaster TM1500 infrared sensors was initiated in fall of 2001 to assess mule deer use of six underpasses on Interstate 80. Results from this study were used to inform a project examining the response of mule deer to manipulations of the openness ratio of the Nugget Canyon underpass which entailed video monitoring of the underpass to gather data on deer behavior. We found that of the six underpasses we monitored along Interstate 80, only one was consistently used by mule deer. This underpass had a high openness ratio and was located near a historic mule deer migration route. At the Nugget Canyon underpass, we found that percentage of mule deer repelling from the underpass was significantly correlated with underpass openness. Mule deer responded more to alterations in underpass width than height. Based on our results, we recommend that future underpasses constructed in Nugget Canyon be at least 20 feet wide and 8 feet tall and have an openness ratio of at least 0.8. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Correlation analysis KW - Deer KW - Highways KW - Permeability KW - Roads KW - Underpasses KW - Wildlife KW - Wyoming UR - http://www.icoet.net/downloads/03MonitoringofStructures.pdf UR - https://trid.trb.org/view/688273 ER - TY - CONF AN - 00969085 AU - Foresman, K R AU - New York State Department of Transportation AU - Federal Highway Administration TI - SMALL MAMMAL USE OF MODIFIED CULVERTS ON THE LOLO SOUTH PROJECT OF WESTERN MONTANA - AN UPDATE PY - 2003 SP - 2p AB - This paper details and presents data of a highway reconstruction project underway in west-central Montana that is expanding Highway 93. From these data several conclusions can be drawn. Most importantly, several species of small mammals appear to readily use the shelves when water in the culvert would otherwise prevent movement; thus, these devices seem to be very effective. Behavioral differences in some species, notably the meadow vole which will not expose itself to an open environment, have been overcome with the development of a protective tube. Further refinements are continuing to be made and the application of these devices for retrofitting small culverts, as well as their utility in large culverts with permanent water flow is examined. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Culverts KW - Data collection KW - Flow measurement KW - Highways KW - Mammals KW - Montana KW - Reconstruction KW - Retrofitting KW - Water UR - http://www.icoet.net/downloads/03MonitoringofStructures.pdf UR - https://trid.trb.org/view/688280 ER - TY - CONF AN - 00969086 AU - Brudin, C O AU - New York State Department of Transportation AU - Federal Highway Administration TI - WILDLIFE USE OF EXISTING CULVERTS AND BRIDGES IN NORTH CENTRAL PENNSYLVANIA PY - 2003 SP - 9p AB - The Pennsylvania Department of Transportation (PENNDOT) District 3-0 initiated a study in North Central Pennsylvania evaluating existing bridges and culverts for use as underpasses by wildlife. This project was a two-phase study to investigate animal passage through existing drainage box culverts, arch culverts and bridges on existing highway systems. The objectives f this study were to (1) determine whether wildlife are using existing structures as passageways based on wildlife sign and remote camera monitoring and (2) determine underpass dimensions, interior characteristics, location, topography, and adjacent habitat features that contribute to and enhance usage of underpass corridors by wildlife. This data will contribute to future highway design and mitigation measures in addressing wildlife corridors. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Box culverts KW - Bridges KW - Culverts KW - Drainage KW - Habitat (Ecology) KW - Highway design KW - Pennsylvania KW - Structures KW - Topography KW - Wildlife UR - http://www.icoet.net/downloads/03MonitoringofStructures.pdf UR - https://trid.trb.org/view/688282 ER - TY - CONF AN - 00969079 AU - Little, S J AU - New York State Department of Transportation AU - Federal Highway Administration TI - THE INFLUENCE OF PREDATOR-PREY RELATIONSHIPS ON WILDLIFE PASSAGE EVALUATION PY - 2003 SP - 15p AB - The influence of predator-prey systems and interactions on wildlife passage use by mammals has received little attention to date. Predator-prey systems vary throughout the world and across regions. Europe and North America are characterized largely by predator-prey systems in which predator and prey have co-evolved. However, large predators are absent from many areas, enabling prey species (e.g., ungulates) to range in predator-free environments. In mainland Australia, the main predator species are evolutionary novel and have not co-evolved with native prey. These fundamental differences in predator-prey systems potentially influence species' behavior and, it is argued, species' response to passage environments. Predator-prey systems also operate at different spatial scales. The spatial distribution of large mammals is influenced by regional scale predator-prey interactions that potentially influence the species encountering passages. Medium-sized and small mammals tend to operate at more refined geographical scales and passage avoidance or acceptance may be more influenced by localized predator-prey interactions and in response to the passage structure. Biotic interactions at passage approaches and within passage confines potentially influence the successful transit of the passage. This paper examines the documented and potential influence of predator-prey interactions on wildlife passage use by mammals, and passage effects on predator and prey interactions. It considers predator-prey relationships relative to various spatial scales and takes into account biotic interactions that may occur at passage sites. The potential influences of relaxed selection and co-evolution of predator and prey on predator-prey systems and mammalian responses to passage environments are particularly addressed. It is concluded that extrapolation of management recommendations resulting from passage studies under different predator-prey systems need to be treated cautiously. The influence of predator-prey interactions on passage response by mammalian fauna appears to have been underestimated in passage studies to date and warrants further scientific investigation. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal behavior KW - Animals KW - Environment KW - Evaluation and assessment KW - Mammals KW - Scientific method KW - Ungulates KW - Wildlife UR - http://www.icoet.net/downloads/03MonitoringofStructures.pdf UR - https://trid.trb.org/view/688267 ER - TY - CONF AN - 00969080 AU - Clevenger, A P AU - Waltho, N AU - New York State Department of Transportation AU - Federal Highway Administration TI - LONG-TERM, YEAR-ROUND MONITORING OF WILDLIFE CROSSING STRUCTURES AND THE IMPORTANCE OF TEMPORAL AND SPATIAL VARIABILITY IN PERFORMANCE STUDIES PY - 2003 SP - 10p AB - Maintaining landscape connectivity where habitat linkages or animal migrations intersect roads requires some form of mitigation to increase permeability. Wildlife crossing structures are now being designed and incorporated into numerous road construction projects to mitigate the effects of habitat fragmentation. For them to be functional they must promote immigration and population viability. There has been a limited amount of research and information on what constitutes effective structural designs. One reason for the lack of information is because few mitigation programs implemented monitoring programs with sufficient experimental design into pre- and post-construction. Thus, results obtained from most studies remain observational at best. Furthermore, studies that did collect data in more robust manners generally failed to address the need for wildlife habituation to such large-scale landscape change. Such habituation periods can take several years depending on the species as they experience, learn and adjust their own behaviors to the wildlife structures. Also, the brief monitoring periods frequently incorporated are simply insufficient to draw on reliable conclusions. Earlier studies focused primarily on single-species crossing structure relationships, paying limited attention to ecosystem-level phenomena. The results of single species monitoring programs may fail to recognize the barrier effects imposed on other non-target species. Thus, systems can be severely compromised if land managers and transportation planners rely on simple extrapolation species. In a previous analysis of wildlife underpasses in Banff National Park (BNP), Canada, we found human influence consistently ranked high as a significant factor affecting species passage. Our results suggest that the physical dimensions of the underpasses had little effect on passage because animals may have adapted to the 12-year old underpasses. As a sequel to the above study, we examined a completely new set of recently constructed underpasses and overpasses which animals had little time to become familiar with. We investigated the importance of temporal and spatial variability using data obtained from systematic, year-round monitoring of 13 newly-constructed wildlife crossing structures 34 months post-construction. Our results suggest that structural attributes best correlated to performance indices for both large predator and prey species, while landscape and human-related factors were of secondary importance. These findings underscore the importance of integrating temporal and spatial variability as a priori when addressing wildlife crossing structure efficacy, and the fact that species respond differently to crossing structure features. Thus mitigation planning in a multiple-species ecosystem is likely to be a challenging process. The results from this work suggest that mitigation strategies need to be proactive at the site and landscape level to ensure that crossing structures remain functional over time, including human management. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Construction of specific facilities KW - Crossovers KW - Crosswalks KW - Environment KW - Monitoring KW - Structural design KW - Underpasses KW - Wildlife UR - http://www.icoet.net/downloads/03MonitoringofStructures.pdf UR - https://trid.trb.org/view/688269 ER - TY - CONF AN - 00969087 AU - Dodd, N L AU - Gagnon, J W AU - Schweinsburg, R E AU - New York State Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF MEASURES TO MINIMIZE WILDLIFE-VEHICLE COLLISIONS AND MAINTAIN WILDLIFE PERMEABILITY ACROSS HIGHWAYS IN ARIZONA, USA PY - 2003 SP - 2p AB - Major construction upgrades are underway along a 28km section of State Route 260 in central Arizona, which exhibits a high rate of collisions (e.g., >4km/year) between wildlife, primarily Rocky Mountain elk (Cervus elaphus), and vehicles. As this highway is being upgraded from a narrow two-lane roadway to a four-lane divided highway, 12 sets of large underpasses (in addition to 5 sets of bridges) are being constructed to facilitate wildlife passage across the highway corridor and minimize the incidence of wildlife-vehicle collisions. Construction is being accomplished in 5 stages, with the first 8-km section with two underpasses completed in 2001 and the second 12-km section with five underpasses nearing completion. Limited elk-proof fencing has been erected in association with the completed underpasses and those under construction, and alternatives to fencing (e.g., large boulder rip-rap and steep cut slopes) are also being applied. This research focuses on evaluating the effectiveness of the underpasses, fencing, and other measures in reducing the incidence of wildlife-vehicle collisions and maintaining wildlife permeability. The findings are being applied though adaptive management to make modifications to underpass design and fencing to increase use by wildlife. The primary objectives of this research project, ongoing since 2002, are to: (1) determine the effectiveness of the full complement of measures to minimize the incidence of wildlife-vehicle collisions along State Route 260; (2) evaluate the degree to which wildlife permeability across the highway is maintained; and (3) provide ongoing construction implementation guidance to Arizona Department of Transportation (ADOT) project managers throughout all construction phases. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Adaptive control KW - Animal migrations KW - Animals KW - Arizona KW - Construction KW - Crashes KW - Fences KW - Mammals KW - Permeability KW - Structures KW - Underpasses KW - Wildlife UR - http://www.icoet.net/downloads/03AnimalVehicleCollision.pdf UR - https://trid.trb.org/view/688284 ER - TY - CONF AN - 00969096 AU - McGregor, R AU - Derrane, S AU - Bender, D AU - Fahrig, L AU - New York State Department of Transportation AU - Federal Highway Administration TI - THE EFFECT OF TRAFFIC VOLUME ON TRANSLOCATED SMALL MAMMAL MOVEMENT PY - 2003 SP - 3p AB - This paper investigated whether white-footed mice (Peromyscus leucopus) and eastern chipmunks (Tamias striatus) were capable of crossing roads in varying levels of traffic volume. Small mammals were live-trapped in 24 "home" patches, and were uniquely marked and relocated, 197 white-footed mice and 115 eastern chipmunks to nearby forest patches. Recaptured animals were recorded as successful returns. Forty five (22.8%) of the mice and 22 (19.1%) of the chipmunks returned to their home patches within six days of their release. Traffic on the roads between the capture and release sites had a significant negative effect on small mammal return rates. No small mammals returned when moved across roads with average annual daily traffic over 11,000. Roads with low traffic may be weak barriers to movement, but high traffic prevents successful crossing. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Animals KW - Annual average daily traffic KW - Barriers (Roads) KW - Mammals KW - Roads KW - Traffic KW - Traffic volume KW - Wildlife UR - http://www.icoet.net/downloads/03Mammals.pdf UR - https://trid.trb.org/view/688304 ER - TY - CONF AN - 00969101 AU - Graves, T A AU - Servheen, C AU - Godtel, D AU - New York State Department of Transportation AU - Federal Highway Administration TI - SPATIAL AND TEMPORAL RESPONSE OF GRIZZLY BEARS TO RECREATIONAL USE ON TRAILS PY - 2003 SP - 1p AB - Many human activities affect how bears use habitat. The effects of motorized recreational vehicle use on trails have not been formally assessed previously. Potential effects include displacement from and avoidance of high quality habitat, either temporally or spatially, which could affect reproduction and survival and result in fewer bears. Focusing on displacement, hourly locations from four Global Positioning System (GPS)-collared female bears were used in the Badger-Two Medicine area in the Lewis and Clark National Forest to assess spatial and temporal distributions of bears relative to trail locations and to recreational use on trails. When availability was defined as circles equal to 95 percent of move distances around the previous bear location, all bears used areas near trails less than expected. The paper iteratively reclassified trail habitat versus non-trail habitat as increasing buffers in 50m increments around trails until we reached a buffer-width at which bears used areas near trails in proportion to availability. Compositional analysis results showed that bears selected against areas within 250 - 900m from ATV trails and within 450 - 600m from single-track trails, which had some motorbike use. The distance from trails at which bear use approximated availability varied by individual bear, by time of day, and by type of trail. Log-ratio differences were used to assess selection. Bears were less likely to spend time near trails with high (~5 trips/day average) motorized use than trails with low motorized use. An information-theoretic approach was used to select between nonlinear regression models with variables that included motorized use estimates, non-motorized use estimates, and trail density. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animals KW - Global Positioning System KW - Habitat (Ecology) KW - Mammals KW - Recreational facilities KW - Reproduction (Biology) KW - Trails KW - Wildlife UR - http://www.icoet.net/downloads/03Mammals.pdf UR - https://trid.trb.org/view/688315 ER - TY - CONF AN - 00969083 AU - Hardy, A AU - Clevenger, A P AU - Huijser, M AU - Neale, G AU - New York State Department of Transportation AU - Federal Highway Administration TI - AN OVERVIEW OF METHODS AND APPROACHES FOR EVALUATING THE EFFECTIVENESS OF WILDLIFE CROSSING STRUCTURES: EMPHASIZING THE SCIENCE IN APPLIED SCIENCE PY - 2003 SP - 11p AB - The goal of this paper is to summarize steps and methods used to evaluate the effectiveness of wildlife crossing structures. Human activities today often cause landscape habitat fragmentation and blockage of wildlife movements across landscapes and ecosystems. North American and European Union initiatives such as the Transportation Equity Act and COST-341 program have heightened the importance of mitigating the negative effects of roads, such as animal-vehicle collisions and barrier effects. Wildlife crossing structures are being incorporated into some road construction and improvement projects in an attempt to reduce negative effects on wildlife populations. Transportation and resource agencies are becoming increasingly accountable and therefore concerned as to whether highway mitigation measures are functional and perform to expected standards. However, there are presently gaps in our knowledge regarding the effectiveness of wildlife crossings structure applications. One reason for the lack of available information is that relatively few mitigation projects implement rigid monitoring programs with sufficient experimental design. Thus, results obtained from most studies remain anecdotal or descriptive at best. With sufficient lead-time, experimental study designs can provide rigorous assessments of highway impacts and wildlife crossing structure performance pre- versus post-construction. Alternative methods of post-construction assessment can be used if time does not permit for data collection during the pre-construction period. We review past and current methods used to evaluate wildlife crossing structures and examine criteria to consider when evaluating wildlife passage effectiveness. We focus on methods to monitor mammals and summarize representative studies published international journals and conference proceedings. We examine pre- and post-mitigation study designs versus evaluations that base effectiveness solely on post-mitigation monitoring. This paper makes suggestions for conducting quality scientific evaluations that will allow transportation agencies to address the question, "Do wildlife crossing structures work?" U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Applied mechanics KW - Approach control KW - Crossovers KW - Crosswalks KW - Monitoring KW - Scientific method KW - Structures KW - Wildlife UR - http://www.icoet.net/downloads/03MonitoringofStructures.pdf UR - https://trid.trb.org/view/688275 ER - TY - CONF AN - 00969091 AU - Malo, J E AU - Daz, A AU - New York State Department of Transportation AU - Federal Highway Administration TI - PREDICTIVE MODELS FOR THE LOCATION OF ANIMAL-CAR ACCIDENTS AND THEIR APPLICABILITY TO MITIGATION PY - 2003 SP - 1p AB - Many provinces in Spain have suffered an increasing number of animal-car collisions in recent years. For this reason, animal-car collisions have become one of the main issues to the official bodies with traffic and/or environmental responsibilities. In this context, the present study has been devoted to the analysis of the causes and potential solutions to the problem in the Province of Soria (Central Spain), where more than 50 percent of the reported car accidents in 2000 were related to the presence of wild animals on the road. The modeling has been carried out at two different spatial scales, a regional one focused on the definition of the areas with high accident rates, and one aimed at the search of factors determining the exact locations of accidents. The study was based on the database of car accidents provided by the Direccin General de Trfico with indication of date, hour and location of the accident (approximated to the nearest 0.1km post), and species involved in the crash. This database comprised a total of 2,067 accident locations corresponding to the 1988-2001 period. An initial analysis of the spatial contagion among accident locations lead to the definition a set of 41 "black sections" in roads, with 0.8 to 47.3km length each. These sectors embrace more than 70 percent of accident locations, though totalizing only a 7.7 percent of the road network of the province. A GIS-based analysis of the landscape features corresponding to these sectors was carried out in comparison with a set of 43 "white sections" interspersed among them. This task was based on the forest map of the province (1:50.000 scale) working with 1km radius circles centered on the midpoint of "black" and "white" sections. Nine land-use variables plus the length of ecotones and the diversity of substrata were used as input variables. The statistical analysis and the modeling showed the accident-prone areas to be characterized by their high forest cover, low presence of human structures, and a high diversity of vegetation types with some presence of crops. The analysis at the accident-point scale was carried out within a total of 18 "black sections" of roads, through a sampling of 12 points with accidents recorded and 12 free of them in each section. In each point 28 quantitative and qualitative variables were measured. The variables covered the most relevant features believed to be potentially related to accident rates, such as the road characteristics from the driver's point of view (distance to curve, signaling), habitat structure (land-uses, distance to trees), and local morphology (natural geomorphology plus human-made structures). The statistical analyses and modeling showed the accidents happening at points of animal corridors crossing the road, with vegetation, local morphology plus human structures forcing the animals to cross at predictable points. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animals KW - Crashes KW - Databases KW - Geographic information systems KW - High risk locations KW - Land use KW - Qualitative analysis KW - Quantitative analysis KW - Road kill KW - Statistical analysis UR - http://www.icoet.net/downloads/03AnimalVehicleCollision.pdf UR - https://trid.trb.org/view/688293 ER - TY - CONF AN - 00969099 AU - Proctor, M AU - New York State Department of Transportation AU - Federal Highway Administration TI - GENETIC ANALYSIS OF MOVEMENT, DISPERSAL AND POPULATION FRAGMENTATION OF GRIZZLY BEARS IN SOUTHWESTERN CANADA PY - 2003 SP - 1p AB - Habitat and population fragmentation as a result of human disturbance in the form of human transportation and settlement corridors is affecting the viability of wildlife populations worldwide. This paper studied dispersal, inter-population movement and population fragmentation of grizzly bears near the southern extent of their North American range in southwestern Canada and northwestern U.S.A. This area represents the interior portion of the southern edge of grizzly bear distribution following 100 years of range contraction. The paper address whether anthropogenic fragmentation has affected grizzly bear populations in this vulnerable area. Human attitudes toward grizzly bears, and large carnivores in general, have experienced a paradigm shift from active persecution towards tolerance and respect. However, major forces underpinning range contraction, including human-caused mortality and fragmentation, may be still operating, albeit, more subtly and less intentionally. Checking further range contraction requires specific knowledge of the processes at work. Improvements have been made in managing and monitoring human-caused mortality; however, besides the obviously isolated populations (e.g., Yellowstone National Park), the status of fragmentation in this region was largely unknown. The goals of this study were to use genetic analyses to explore bear movement and dispersal within and between the reluctantly inhabited mountain ranges in southwestern Canada and test whether or not the human environment associated with linear transportation and settlement corridors is fragmenting grizzly bear populations. The bears were genetically sampled and generated 15-locus microsatellite genotypes for 835 bears across approximately 100,000 km2 in immediately adjacent geographic areas separated by various levels of human disturbance associated with highways and associated human development. Population assignment techniques, parentage analysis, cluster analysis, multiple linear regression and several matrices of population genetics were used in this study. It found evidence of natural and human-caused fragmentation, identified fragmenting forces, established population and sub-population boundaries in the region, identified small vulnerable sub-populations, and discussed these in elation to factors that make bears susceptible to fragmentation. Female movement was restricted by human transportation and settlement corridors, and male movement appeared to be reduced in some areas. Fragmentation by north/south-oriented human-settled valleys and by major east/west transportation corridors has resulted in a partially fragmented set of local sub-populations varying in size and intensity of fragmentation. The study found one small isolated population (n < 100) in the southern Selkirk Mountains, several small sub-populations (n < 100), including a "female demographic island," in the southern Purcell Mountains and several population sub-units that were relatively large (n > 300). U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animals KW - Canada KW - Carnivores KW - Genetic algorithms KW - Habitat (Ecology) KW - Mammals KW - National parks KW - Population KW - Transportation KW - Wildlife UR - http://www.icoet.net/downloads/03Mammals.pdf UR - https://trid.trb.org/view/688311 ER - TY - CONF AN - 00969046 AU - White, P A AU - New York State Department of Transportation AU - Federal Highway Administration TI - TRANSPORTATION EQUITY ACT REAUTHORIZATION PY - 2003 SP - 1p AB - Congress is in the process of reauthorizing TEA-21, the six-year, $300 billion transportation bill, providing an excellent opportunity to integrate many of the ideals brought forth in ICOET into transportation policy. With appropriate federal guidance, such best practices in the areas of wildlife, fisheries, wetlands, water quality, and overall ecosystems management could become the standard. Likewise, without support within the new bill, many states and practitioners will find it more difficult to continue making positive strides in stewardship and resource protection. Reauthorization issues that promise to be of interest to ICOET participants include environmental streamlining, transportation enhancements, impact mitigation, congestion mitigation and air quality (CMAQ), continuation of University Transportation Centers (UTC), Cooperative Environmental Research Program (CERP), habitat connectivity across transportation corridors (aquatic and terrestrial), transportation on federal lands, and landscape level transportation planning. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Ecosystems KW - Environmental impacts KW - Environmental protection KW - Fisheries KW - Transportation Equity Act for the 21st Century KW - Transportation planning KW - Transportation policy KW - Water quality KW - Wetlands KW - Wildlife UR - http://www.icoet.net/downloads/03International&FedActivities.pdf UR - https://trid.trb.org/view/688193 ER - TY - CONF AN - 00969053 AU - Sharma, R C AU - New York State Department of Transportation AU - Federal Highway Administration TI - PROTECTION OF AN ENDANGERED FISH TOR TOR AND TOR PUTITORA POPULATION IMPACTED BY TRANSPORTATION NETWORK IN THE AREA OF TEHRI DAM PROJECT, GARHWAL HIMALAYA, INDIA PY - 2003 SP - 8p AB - Sound ecological practices in the development of roads and highways are essential to protect the fragile ecosystem of the Himalayan mountains in northern India. Poorly designed network of roads and trails is a major cause of habitat fragmentation and degradation of both terrestrial and aquatic habitats. These effects have been quantified for two similar species of fish, collectively known as the Mahseer, which comprises Tor tor Hamilton and Tor putitora Hamilton, in the area of the construction of the Tehri Dam Project, located in the Garhwal Himalaya, India. The Tehri Dam Project will be one of Asia's highest dams (260.5 meters height), and fifth highest in the world. It is being constructed approximately 1.5 kilometers downstream of the confluence of the Bhagirathi and Bhilangana, which together form the Ganges River after meeting the Alaknanda River (30 degrees, 23 minutes N; 78 degrees 29 minutes E). The dam is a multipurpose project which costs more than 8,000 crores of Indian rupees (USD: $1,780 million). It will generate 2,400 M.W. of electricity, and irrigate 2.7 million hectares (6.6 million acres) of land, plus provide municipal drinking water to a large population. New roads have been constructed along the banks and in the riparian zone of the two rivers. This has introduced large amounts of woody debris and sediments into the waterways, resulting in drastic changes in the physico-chemical and biological profile of the aquatic ecosystem. Detrimental effects on transparency, current velocity, conductivity, substrate composition, dissolved oxygen and benthic communities have been documented. Feeding, spawning and migration routes of Mahseer have been degraded or destroyed. Subsequent to road development, standing crop estimates of Mahseer declined from a maximum mean monthly biomass of 0.492 g.m-2 (February) to 0.185 g.m-2, a 62% decrease, and a minimum monthly mean biomass (July-August) of 0.185 g.m-2 to 0.014 g.m-2, a 92% decrease. Annual productivity of Mahseer declined from 0.198 g.m-2.yr-1 to 0.054 g.m-2.yr-1 (73 percent). This decline is believed to have been caused by increase in turbidity, accompanied by a decline in dissolve oxygen, decrease in general benthic productivity, and loss of cover. We have recommended the following measures to restore habitat quality and connectivity for the Mahseer: stream restoration and stream bank stabilization, gravel mining and dredging in the impacted sites, protecting of riparian vegetation, monitoring of water quality, enhancement of fish food reserves, rehabilitation of Mahseer in a hatcherynursery, ecofriendly techniques for road development and maintenance, and the establishment of strong working partnerships among civil engineers, environmental biologists and the public. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Bank protection KW - Ecology KW - Ecosystems KW - Endangered species KW - Fishes KW - Habitat (Ecology) KW - India KW - Soil stabilization KW - Streams UR - http://www.icoet.net/downloads/03FishPassage.pdf UR - https://trid.trb.org/view/688207 ER - TY - CONF AN - 00969061 AU - Jacobson, R L AU - New York State Department of Transportation AU - Federal Highway Administration TI - RESTORATION OF AN 1,800 ACRE PRAIRIE POTHOLE WETLAND COMPLEX IN NORTHWESTERN MINNESOTA PY - 2003 SP - 14p AB - In 1991, reacting to public concern about its disappearing wetlands, the State of Minnesota initiated the Wetland Conservation Act (WCA), one of the most sweeping wetland protection laws in the country. The purpose of the WCA is to maintain and protect Minnesota's wetlands and the benefits they provide. With its goal of no-net-loss of wetlands, the WCA requires anyone proposing to drain or fill a wetland first to try to avoid disturbing the wetland; second, to try to minimize any impact on the wetland; and, finally, to replace any lost wetland acres, functions, and values. The WCA allows and encourages the replacement of impacted wetlands from public transportation projects through the establishment of wetland banks. In 1996, the Minnesota Department of Transportation (Mn/DOT) and the Minnesota Board of Water and Soil Resources( MnBWSR) began planning the development of a joint agency wetland bank project. The project area is approximately 1,800 acres in size and is the largest wetland bank site in the state. When the third and final phase of the project is completed in 2003, approximately 1,500 acres of wetland credits will be established. The project restores about 150 prairie pot-hole basins and their surrounding uplands using diverse local ecotype seed mixes. Located in northwestern Minnesota, the wetland complex is within the North American migratory bird flyway, and is also in the naturally occurring range of the North American Prairie chicken. The project was funded by Mn/DOT and BWSR at a cost of a little over $2.0 million. The net cost per acre of wetland credit will be in the neighborhood of $1,500. MNDOT's share of the credits will be used to mitigate wetland impacts caused by state highway projects. MnBWSR's share of the credits will be used to mitigate impacts caused by county, city, and township road improvements. When all of the credits are certified, the land will be turned over to the Minnesota Department of Natural Resources (MnDNR) to be managed as a wildlife management area. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Laws and legislation KW - Minnesota KW - Potholes (Geology) KW - Project management KW - Restoration ecology KW - Transportation planning KW - Wetland conservation KW - Wetlands UR - http://www.icoet.net/downloads/03Wetlands.pdf UR - https://trid.trb.org/view/688226 ER - TY - CONF AN - 00969069 AU - Davidson, D K AU - New York State Department of Transportation AU - Federal Highway Administration TI - INNOVATIVE PARTNERSHIPS THAT ADDRESS HIGHWAY IMPACTS TO WILDLIFE HABITAT CONNECTIVITY IN THE NORTHERN ROCKIES PY - 2003 SP - 8p AB - The U.S. Northern Rocky Mountains are comprised of three large and sparsely populated states. They are also exceedingly highway-oriented places, with one of the highest rates of rural travel in the country. High traffic volumes along transportation corridors can block, deflect, or delay daily, seasonal and lifetime wildlife movements. Highways and the vehicles that travel upon them are resulting in habitat fragmentation, habitat loss and direct mortality to the region's signature species, such as the grizzly bear, elk, and lynx. American Wildlands' Corridors of Life program has used scientifically defensible methodologies to identify over 100 wildlife migration corridors with the highest potential to serve as conduits of wildlife movement between the U.S. Northern Rockies' core protected areas. U.S. Interstates or state highways bisect the majority of these potential wildlife corridors. In order to address the impacts that highways have upon habitat connectivity in the Northern Rockies, American Wildlands has organized an innovative multi-disciplinary working group to improve wildlife movement and human safety in a potential wildlife corridor in Montana. This working group has representatives from federal, state and county agencies as well as land trusts, independent biologists, conservation groups, and university researchers. The Bozeman Pass Working Group is focusing on a 30-mile stretch of I-90 in western Montana that serves as one of the only corridors between the Greater Yellowstone and the Northern Continental Divide ecosystems. The goal of the Bozeman Pass Working Group is to address factors that limit wildlife movement across the landscape, improve highway safety, protect key parcels of private land and ensure public lands are managed in a way that promotes habitat connectivity. The members of the Bozeman Pass Working Group have developed scientific studies, using GIS and field biology tools with the objectives of identifying the highway's impacts on wildlife. The findings from these scientific studies have been incorporated into private and public lands conservation efforts and highway mitigation initiatives. The Bozeman Pass Working Group has successfully secured funding for mitigation projects that will improve wildlife movement and human safety along I-90. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Corridors KW - Habitat (Ecology) KW - Innovation KW - Partnerships KW - Rocky Mountains KW - Traffic volume KW - Wilderness areas KW - Wildlife UR - http://www.icoet.net/downloads/03Planning&Assessment.pdf UR - https://trid.trb.org/view/688244 ER - TY - CONF AN - 00969075 AU - Barnum, S A AU - New York State Department of Transportation AU - Federal Highway Administration TI - IDENTIFYING THE BEST LOCATIONS TO PROVIDE SAFE HIGHWAY CROSSING OPPORTUNITIES FOR WILDLIFE PY - 2003 SP - 6p AB - Providing mid- and large-sized mammals with safe opportunities to cross roadways can reduce the impacts of highways on wildlife. To maximize effectiveness, this type of mitigation must be placed in locations where animals naturally approach and cross the highway. Results of a study funded by the Colorado Department of Transportation (CDOT) indicate that mid- and large-sized mammals focus crossing activity at specific locations that are correlated to features of the surrounding habitat and the roadway itself. Therefore, both the design of a highway and its placement in the landscape should be considered when creating mitigation projects in order to help wildlife safely cross a highway. It is important to note that no single set of variables identifies all preferred crossing locations. Because every landscape and every highway is unique, identifying the best location for each mitigation project must be approached individually. However, the study results suggest a set of guidelines, comprising the following: (1) use habitat suitability as the primary indicator of crossing activity; (2) consider how landscape structure interacts with habitat suitability to either increase or decrease the level of use an area of suitable habitat receives by a particular species; (3) consider how the design of the existing highway interacts with habitat suitability and landscape structure to influence crossing behavior; and (4) synthesize this information by mapping the landscape and roadway features/conditions likely to be associated with crossing or that are attractive/repellant to the species present. Use these maps to identify the most likely crossing locations. Finally, because the preferred habitat and behavior of a given species can vary across its range, it is important to employ professionals familiar with the landscapes and species of concern on the analysis team. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Analysis KW - Animal migrations KW - Colorado KW - Crossovers KW - Data collection KW - Habitat (Ecology) KW - Highways KW - Information systems KW - Landscape design KW - Mammals KW - Wildlife UR - http://www.icoet.net/downloads/03PlacementofStructures.pdf UR - https://trid.trb.org/view/688257 ER - TY - CONF AN - 00969048 AU - Jackson, S D AU - New York State Department of Transportation AU - Federal Highway Administration TI - DESIGN AND CONSTRUCTION OF AQUATIC ORGANISM PASSAGE AT ROAD-STREAM CROSSINGS ECOLOGICAL CONSIDERATIONS IN THE DESIGN OF RIVER AND STREAM CROSSINGS PY - 2003 SP - 10p AB - As long linear ecosystems, rivers and streams are particularly vulnerable to fragmentation. There is growing concern about the role of road crossings, especially culverts, in altering habitats and disrupting river and stream continuity. Most of the culverts currently in place were designed with the principal objective of moving water across a road alignment. Little consideration was given to ecosystem processes such as the natural hydrology, sediment transport, fish and wildlife passage, or the movement of woody debris. It comes as no surprise that many culverts significantly disrupt the movement of aquatic organisms. Survival of individual animals, facilitation of reproduction, and the maintenance of population continuity are important functions of movement at a population level. Dispersal of individuals provides a mechanism for regulating population density. These dispersing individuals maintain gene flow among populations and may supplement populations where recruitment is unable to keep pace with the loss of individuals. For many small species (especially invertebrates), dispersal of individuals provides a mechanism for colonizing habitat, allowing local populations to come and go as habitat is created or eliminated, while maintaining viable regional populations. Much attention has been focused on passage for migratory fish, especially in the northwestern U.S. In some cases, considerable resources have been invested in projects addressing fish passage only to find that accommodations made for adults did not address the needs of juvenile fish. Long-term conservation of fish resources will depend not only on passage for both adult and juvenile fish but also on maintenance of healthy stream and river ecosystems. Essential to this approach is a focus on habitat quality and strategies for aquatic organism passage based on communities rather than individual species. Without an ecosystem-based approach to river and stream crossings we will be at risk of facilitating passage for particular fish species while at the same time undermining the ecological integrity of the ecosystems on which these fish depend. Stream simulation is an approach to culvert design that both avoids flow constriction during normal conditions and creates a stream channel within culverts that resists scouring during flood events. Designing culverts to avoid channel constriction and to maintain appropriate channel conditions within the structure is a relatively simple and effective approach for accommodating the normal movements of aquatic organisms and preserving (or restoring) many ecosystem processes that maintain habitats and aquatic animal populations. Road networks and river systems share several things in common. Both are long, linear features of the landscape. Transporting materials (and organisms) is fundamental to how they function. Connectivity is key to the continued functioning of both systems. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animals KW - Aquatic life KW - Crossovers KW - Culverts KW - Ecosystems KW - Invertebrates KW - Passes (Transportation) KW - Rivers KW - Streams UR - http://www.icoet.net/downloads/03FishPassage.pdf UR - https://trid.trb.org/view/688197 ER - TY - CONF AN - 00969067 AU - van der Grift, Edgar A AU - Verboom, J AU - Pouwels, R AU - New York State Department of Transportation AU - Federal Highway Administration TI - ASSESSING THE IMPACT OF ROADS AND ANIMAL POPULATION VIABILITY PY - 2003 SP - 9p AB - Road planning more and more requires the assessment of impacts on nature and the environment. Although impacts on individual animals have to be addressed, e.g. expected road kill rates, more emphasis should be put on the impacts of road construction and road use on the viability of populations. Models and expert systems may be helpful tools to assess population viability. These tools give the possibility to predict changes in viability, or even threats to the (local) survival of a species, before road construction is started and thus may play a key role in comparing scenarios and in decision making. Impacts of roads can be best analyzed with spatially explicit (meta) population models. However, these models require extended information about the biology and ecology of a species, which is often not available. Expert systems may be a practical alternative, facilitating rather easy, rule-based analyses of population viability for a variety of species. Different tools have been developed to study the potential effects of spatial developments, such as the construction of roads, on the viability of animal populations. For instance, with dynamic (meta) population models the impacts of spatial developments can be accurately quantified. However, these models are often species specific and require detailed field research to validate the parameters used. If a multi-species analyses is needed, the use of such models is often impractical and expensive. In that case, an expert system, in which analyses of different species can be aggregated, may be a better tool to assess these kinds of impacts. Pros and cons of both types of tools are illustrated across main roads in the Netherlands. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Decision making KW - Evaluation and assessment KW - Expert systems KW - Field studies KW - Netherlands KW - Population KW - Road construction KW - Road kill UR - http://www.icoet.net/downloads/03Planning&Assessment.pdf UR - https://trid.trb.org/view/688240 ER - TY - CONF AN - 00969049 AU - Gubernick, B AU - Clarkin, K AU - Furniss, M AU - New York State Department of Transportation AU - Federal Highway Administration TI - DESIGN AND CONSTRUCTION OF AQUATIC ORGANISM PASSAGE AT ROAD-STREAM CROSSINGS: SITE ASSESSMENT AND GEOMORPHIC CONSIDERATIONS IN STREAM SIMULATION CULVERT DESIGN PY - 2003 SP - 11p AB - This paper describes common stream responses to culverts, such as chronic aggradation and degradation; long-term changes in stream stability due to interruption of woody debris transport; and sedimentation sustained when culverts plug and fail, etc. The paper also describes the range of approaches to crossing design, from a culvert sized only to pass a certain flood to valley-spanning bridges and viaducts. Stream simulation is placed in the context of other design approaches that provide more or less biological and geomorphic connectivity. Biological and geomorphic priorities and risks must be weighed against site constraints and costs to select the appropriate level of continuity for each site. Site assessment procedures for stream simulation design are then described. These include surveying and describing the longitudinal profile and valley cross-sections, bed material assessment, and reference reach selection. Channel stability interpretations needed for design are also discussed. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Aquatic life KW - Biological activity KW - Construction KW - Culverts KW - Degradation (Hydrology) KW - Design KW - Simulation KW - Streams UR - http://www.icoet.net/downloads/03FishPassage.pdf UR - https://trid.trb.org/view/688199 ER - TY - CONF AN - 00969050 AU - Gubernick, B AU - Bates, K K AU - New York State Department of Transportation AU - Federal Highway Administration TI - DESIGN AND CONSTRUCTION OF AQUATIC ORGANISM PASSAGE AT ROAD-STREAM CROSSINGS DESIGNING CULVERTS FOR AQUATIC ORGANISM PASSAGE: STREAM SIMULATION DESIGN PY - 2003 SP - 10p AB - Stream simulation is a culvert design method to economically emulate the diversity and complexity of a natural channel inside a culvert. This paper describes site assessment procedures to gather the detailed information on the project site and reference reach that are needed to establish the design context and to design the culvert streambed and transitions to adjacent reaches. This paper discusses how interdisciplinary design teams use that geomorphic information to design culverts that ensure passage continuity for aquatic animals as well as water, sediment and debris, and that can be expected to maintain that continuity over the structure lifetime (barring extreme flood events). The paper recommends methods for determining design parameters for stream simulation culverts, including culvert size, slope, bed material size and arrangement, and channel transitions. The design process includes a bed stability analysis that depends on channel type and slope. Special issues such as steep channels, bedforms, and floodplain contraction are briefly discussed. Stream simulation design is based on the geomorphic form and function of the stream and, to succeed long-term, it requires a thorough understanding of the stream including past, present and possible future conditions. To successfully implement this design strategy, an interdisciplinary team should balance the biological, geomorphic and economic benefits and risks of different stream simulation design alternatives. Reference reaches provide the channel dimensions and slopes that are the templates for channel and bed design. Nonetheless, it is important to realize that flood flows confined within a culvert exert higher shear stresses on the bed than in the open channel. For this reason, except in low-gradient channels with highly mobile streambeds, key substrate pieces that maintain bed stability will usually be sized larger than those found in the reference reach. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Aquatic life KW - Channels (Waterways) KW - Construction KW - Crossovers KW - Design KW - Passes (Transportation) KW - Simulation KW - Streams UR - http://www.icoet.net/downloads/03FishPassage.pdf UR - https://trid.trb.org/view/688201 ER - TY - CONF AN - 00969057 AU - Glath, G AU - Radsyminski, S R AU - Lohse, R AU - Freehart, W AU - New York State Department of Transportation AU - Federal Highway Administration TI - NYSDOT SOIL BIOENGINEERING AND BIOTECHNICAL ENGINEERING DESIGN GUIDANCE AND SPECIFICATIONS PY - 2003 SP - 2p AB - Highway construction activities often entail stripping of the topsoil, removal of existing vegetation, slope modification and other disturbances of the natural landscape that increase erosion of highway embankments and streambanks. In addition, suburban development is increasing the amount of impermeable surfaces throughout the natural landscape and a lack of adequate stormwater management has lead to higher amounts of water draining into streams, speeding up erosion to a point of destruction to the stream environment. Engineers have typically addressed these problems with hard structural solutions, such as rip-rap and concrete, which often lead to negative impacts to the environment and stream instability. There is, however, increasing pressure from regulatory agencies and citizen environmental groups to address the above issues with other more environmentally friendly and aesthetically pleasing methods. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Biological control KW - Construction KW - Embankments KW - Engineering KW - Environment KW - Highways KW - Landscape design KW - New York (State) KW - Permeability KW - Soil stabilization KW - Soils KW - Storms UR - http://www.icoet.net/downloads/03Streams.pdf UR - https://trid.trb.org/view/688216 ER - TY - CONF AN - 00969064 AU - Riedel, M S AU - Vose, J M AU - New York State Department of Transportation AU - Federal Highway Administration TI - COLLABORATIVE RESEARCH AND WATERSHED MANAGEMENT FOR OPTIMIZATION OF FOREST ROAD BEST MANAGEMENT PRACTICES PY - 2003 SP - 8p AB - The Coweeta Hydrologic Laboratory, USFS Southern Research Station, worked with state and local agencies and various organizations to provide guidance and tools to reduce sedimentation and facilitate restoration of the 1900km2 Conasauga River watershed in northern Georgia and southern Tennessee. The Conasauga River has the most diverse aquatic ecosystem of any river in the region and is currently being considered for designation as a Federal wild and scenic river. The watershed is encircled and dissected by highways and roads, and receives intense recreational, industrial, and agricultural use from the surrounding human population. Unpaved roads have been found to account for more than 80 percent of stream sedimentation in the forested lands of this region. Collaborative efforts of research and management focused on developing sediment yield models, prioritizing road restoration, and reducing sediment yields from roads to streams. Model development facilitated identification of highly erosive roads and prediction of sediment yield reductions following reconstruction of forest roads. We monitored sediment yield and transport from a wide variety of existing forest roads during autumn 2001. We used these data for model validation. We then used the model to characterize roads by erosion susceptibility and to prioritize roads for reconstruction. During the summer of 2002, we completed reconstruction and installation of best management practices along more than 20 miles of forest roads. We monitored sediment yield from these roads through autumn 2002. Simulated estimates of sediment yield from the reconstructed roads were severely limited by the resolution and quality of available data and the sediment transport algorithms employed in the model. Despite a 46 percent increase in rainfall from the pre to post-treatment period, road reconstruction reduced sediment yield by 70 percent. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Best practices KW - Ecosystems KW - Erosion control KW - Forest roads KW - Georgia KW - Management KW - Reconstruction KW - Restoration ecology KW - Roads KW - Streams KW - Tennessee KW - Watersheds UR - http://www.icoet.net/downloads/03Watersheds.pdf UR - https://trid.trb.org/view/688233 ER - TY - CONF AN - 00969065 AU - Brookens, A x AU - Schmidt, T AU - Morgan, R AU - Kline, M AU - Kline, K AU - Gates, D AU - New York State Department of Transportation AU - Federal Highway Administration TI - IN WESTERN MARYLAND UTILIZING PASSIVE TREATMENT TECHNOLOGIES PY - 2003 SP - 11p AB - The utilization of passive treatment systems to mitigate the effects of acid mine drainage and acidic leachate discharge is a recent innovation in the restoration of aquatic ecosystems. During the construction of U.S. Route 48 (presently Interstate Route 68) and the Maryland Route 219 Interchange in Garrett County, Maryland, in approximately 1973, sulfide-bearing rock material was utilized as valley fill and for embankments on the eastern side of Keysers Ridge. The placement of this material affected the headwater areas of two tributaries to Lake Louise, an impoundment of Puzzley Run. The movement of water through the material induced biological and chemical processes to occur, resulting in acidic leachate discharge to the tributary streams. Degradation of the aquatic ecosystems in the tributaries and Lake Louise was documented in 1975. Watershed studies have since identified aluminum leaching, an artifact of the acidic leachate, as the probable source of impairment. The Maryland State Highway Administration constructed two passive treatment systems in 1996 employing successive alkalinity-producing technology to remediate the effects of the acidic leachate discharge. The ultimate objective of the passive treatment was to initiate the recovery process of Lake Louise and its affected tributaries. Extensive water quality analyses, phytoplankton and zooplankton community assessment, fish bioassays, and fish repatriation commenced in 1997, and will be continued through 2005. The biological sampling has documented improvements in the lake phytoplankton and zooplankton communities, as well as survival and growth of rainbow trout (Oncorhyncus mykiss) and brook trout (Salvelinus fontinalis) stockings. Young-of-the year brook trout were collected during 2002 in an impacted tributary, indicating the return of water quality and habitat conditions which support natural reproduction. Inflow, effluent, and biological monitoring completed to date have provided insight on the effectiveness and performance of these passive treatment systems for the restoration of the coldwater ecosystem. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Acidity KW - Aquatic life KW - Cold weather KW - Degradation (Hydrology) KW - Ecosystems KW - Fishes KW - Innovation KW - Leachate KW - Maryland KW - Reproduction (Biology) KW - Restoration ecology KW - Water UR - https://trid.trb.org/view/688235 ER - TY - CONF AN - 00969051 AU - Johansen, D K AU - New York State Department of Transportation AU - Federal Highway Administration TI - DESIGN AND CONSTRUCTION OF AQUATIC ORGANISM PASSAGE AT ROAD-STREAM CROSSINGS: CONSTRUCTION CHALLENGES AND CASE STUDIES OF STREAM SIMULATION STRUCTURES FOR AQUATIC ORGANISM PASSAGE PY - 2003 SP - 20p AB - This paper presents guidance for constructing stream simulation structures capable of passing most aquatic organisms, amphibian and some terrestrial species. In order to stimulate a stream the structure must have been designed to fit well with and have minimal impact on stream dynamics and processes. Traditional construction methods are used for both embedded pipe and open bottom arch construction. In chronological order, the primary structure construction steps include meetings, surveys, traffic controls, dewatering, erosion control, clearing, excavation, foundations, bedding, pipe assembly, backfill and embankments, and re-watering. The single most important and unique detail to stream simulation structures is the simulated streambed inside the embedded pipe or open bottom arch. The bed is typically shaped to have a low water channel, margins, and banks and may include other large rocks added to simulate streambed roughness, stable banks and step pool. Bed construction requires unique effort and a combination of machinery and skilled hand labor to fit and arrange pieces to match the design interlock well and be durable. Protection of the aquatic environment is emphasized through minimizing turbidity and sedimentation. Additional aquatic organism protection can include collection and transport of species from the dewatered area, slow re-watering to avoid stranding, limiting toxic substances and noise, and reducing blasting effects. Communication among designers and contract administrators is emphasized to improve understanding of design objectives, maintaining a feedback loop to address site problems and transferring wisdom gained from the project's construction. Construction of stream simulation projects requires good design coupled with skilled contract administration and the cooperation of the contractor. Some semi-skilled hand labor is necessary for construction of the streambed features most valuable to the project. Protection of aquatic habitat and species can be a major emphasis and potentially troublesome task during a project. Good communication between designers, contractors, and contract administrators is necessary to make appropriate changes within the scope and objectives of the project. Projects that are not constructed as designed often suffer the consequences. Through the continued open communication of designers, contract administrators and contractors, project designs and contract details can be refined, wisdom can be shared and future project planning can be improved to aid future projects. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Amphibians KW - Aquatic life KW - Case studies KW - Channels (Waterways) KW - Construction KW - Design KW - Erosion control KW - Passes (Transportation) KW - Streams KW - Toxicity KW - Water UR - http://www.icoet.net/downloads/03FishPassage.pdf UR - https://trid.trb.org/view/688203 ER - TY - CONF AN - 00969055 AU - Nyman, D C AU - New York State Department of Transportation AU - Federal Highway Administration TI - AQUATIC HABITAT ENHANCEMENTS FOR MAD RIVER AND BEAVER POND BROOK IN CONJUNCTION WITH THE RECONSTRUCTION OF I-84, WATERBURY, CONNECTICUT PY - 2003 SP - 7p AB - This project illustrates that natural channel design techniques, wetland and aquatic vegetation restoration techniques, and more traditional hydraulic and structural channel design engineering practices can be integrated to achieve a design conducive to the replication and enhancement of fisheries and riparian habitat functions in altered urban stream channels. Such a design effort must address constraints imposed by the urban setting within which such projects occur and the natural geologic and hydraulic processes that will continue to affect the behavior of the reconstructed channels, as well as the engineering requirements and standards that apply to highway design. A number of riverine enhancement measures were adapted to this project, within the framework of a safe and functional highway design. The design approach provided for in-stream structural improvements to promote the development of biological habitat within the reconstructed channel, based on geo-morphological analysis. The design proposed augmentation of riparian vegetation along the channel, including riprap plantings, replicated floodplain plantings, and oxbow wetland development. In addition, the design included measures to facilitate the passage of fish and other wildlife along the river, including resolution of the obstruction posed by an abandoned and partially removed spillway structure. It is anticipated that the design process and design concepts developed in this project will be adaptable to similar transportation improvement projects that involve impacts to existing stream and river resources. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Aquatic life KW - Channels (Waterways) KW - Connecticut KW - Fisheries KW - Habitat (Ecology) KW - Hydraulics KW - Restoration ecology KW - Vegetation KW - Wetlands UR - http://www.icoet.net/downloads/03Streams.pdf UR - https://trid.trb.org/view/688212 ER - TY - CONF AN - 00969056 AU - Jemison, R AU - New York State Department of Transportation AU - Federal Highway Administration TI - FOREST ROAD REENGINEERING TO RESTORE RIPARIAN MEADOW CONDITIONS IN THE ZUNI MOUNTAINS OF NEW MEXICO PY - 2003 SP - 8p AB - The Cibola National Forest is upgrading roads to provide safe year-round travel in the Zuni Mountains of New Mexico. Engineers are combining a variety of old and new techniques and materials with road improvement projects to try and correct ecosystems damaged by old non-environmental-friendly forest roads. Channel realignment, French drains and multi-culvert arrays are a few of the techniques used to improve road/ecosystem issues. Some techniques have already stood the test of time and continue to perform as designed for, while others are still waiting for precipitation and runoff events to test their effectiveness. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Ecosystems KW - Engineering KW - Forest roads KW - Improvements KW - New Mexico KW - Precipitation (Meteorology) KW - Restoration ecology KW - Roads UR - http://www.icoet.net/downloads/03Streams.pdf UR - https://trid.trb.org/view/688214 ER - TY - CONF AN - 00969070 AU - Rosell, C AU - New York State Department of Transportation AU - Federal Highway Administration TI - MEASURES APPLIED TO MITIGATE HABITAT FRAGMENTATION IN SPAIN PY - 2003 SP - 1p AB - The PanEuropean Strategy for the Conservation of Biological Diversity identifies habitat fragmentation as the main cause of biodiversity loss in Europe. The expansion of urban and agricultural spaces is the factor that has traditionally caused the fragmentation of the natural habitats. But the development of transport networks that is becoming increasingly significant must be added to these previous factors. At present, the compatibility between the construction of new infrastructures and the conservation of biodiversity constitutes a challenge for those involved, since for the period 2000-2010 Spain expects to see the construction of around 6,000km of new transport infrastructures, the majority being motorways and high speed railways, which will add to the 700,000km of existing transportation network. In addition, it should be pointed out that this significant expansion of infrastructure networks will affect a highly sensitive landscape, since Spain constitutes an enclave of interesting biodiversity within the European context, including the representation of various biogeographical regions from Alpine to Mediterranean habitats. The importance of the conservation of the flora and fauna in the country can be measured by looking at data that show there are 1,500 species of endemic flowers, and 41 endemic vertebrates, including some species which are in danger of extinction and highly sensitive to the fragmentation of their habitat such as the Iberian lynx (Lynx pardinus). The mitigation of habitat fragmentation due to roads and railways is mainly developed during the process of environmental impact assessment (EIA), which analyses the effects of each project and designs measures destined to mitigate the environmental effects. In the near future and with a basis in a recently approved European Directive, the Strategic Environmental Impact Assessment (SEIA) will also be applied which will evaluate the plans of infrastructures including several projects together as a whole. The application of measures to facilitate wildlife crossings and to reduce mortality caused by traffic collisions has been developed throughout the last decade. The first fauna passages merely consisted of adapted culverts or places that combined the fauna passage with forestry roads or streams. From 1997, specific wildlife passages began to be constructed. However, the measures to mitigate habitat fragmentation are still not widely applied, and it is necessary to increase the awareness of the technicians and decision makers involved and to encourage the dissemination of knowledge about the measures to mitigate the effects of habitat fragmentation. With these aims, in 1998, Spain joined the Action COST 341 Habitat Fragmentation Due to Transportation Infrastructures, and a work program coordinated by the Ministry of Environment was set up. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Conservation KW - Crossovers KW - Databases KW - Environmental impact analysis KW - Habitat (Ecology) KW - Spain KW - Strategic planning KW - Wetland conservation KW - Wilderness areas KW - Wildlife UR - http://www.icoet.net/downloads/03Planning&Assessment.pdf UR - https://trid.trb.org/view/688246 ER - TY - CONF AN - 00969047 AU - Stadler, J AU - New York State Department of Transportation AU - Federal Highway Administration TI - THE ADVERSE EFFECTS TO FISHES OF PILE-DRIVING --THE IMPLICATIONS FOR ESA AND EFH CONSULTATIONS IN THE PACIFIC NORTHWEST PY - 2003 SP - 1p AB - Piles are integral components of many over-water and in-water structures that provide support for piers and bridges, functioning as fenders and dolphins to protect other structures and are used to construct breakwaters and bulkheads. While treated-wood and concrete piles are commonly used for construction of these structures, there is a growing trend toward the use of hollow steel piles. In the Pacific Northwest, several recently-reported fish-kills that occurred during the installation of piles have raised concern among Federal and state agencies charged with protecting aquatic resources and implementation of Section 7 of the Endangered Species Act (ESA) and the Essential Fish Habitat (EFH) provisions of the Magnuson-Stevens Fishery Conservation and Management Act. Injuries to fishes inflicted by pile driving are poorly studied, but include rupture of the swim bladder and internal hemorrhaging. The mechanism of injury appears to be the intense underwater pressure wave generated during some pile-driving activities. The type and intensity of the underwater sounds produced depend on a variety of factors, includes, but is not limited to, the type and size of the pile, the firmness of the substrate and depth of water into which the pile is being driven, and the type and size of the pile-driving hammer. Driving steel piles with an impact hammer appears to generate pressure waves that are more harmful than those generated by impact-driving of concrete or wood piles, or by vibratory-hammer driving of any type of pile. Of the reported fish-kills, all have occurred during impact-driving of steel piles. However, conditions required to produce sound pressure waves that can injure or kill fishes are not presently understood. Recent reports of fishes killed during pile driving are instigating changes in the way that such activities are being viewed by the Washington State Habitat Branch of the National Marine Fisheries Service during ESA and EFH consultations. These changes include requirements for hydro-acoustic monitoring of the sound pressure levels generated during pile driving, and, if maximum thresholds are exceeded, the incorporation of measures to reduce those sound pressure levels. This presentation discusses the approach taken by the Washington State Habitat Branch to address the uncertainties associated with pile driving and the adverse effects this activity may have on ESA-listed salmonids and EFH. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Concrete KW - Endangered species KW - Fishes KW - Habitat (Ecology) KW - Pile driving KW - Structures KW - Water KW - Wood structures UR - http://www.icoet.net/downloads/03FishPassage.pdf UR - https://trid.trb.org/view/688195 ER - TY - CONF AN - 00969052 AU - Riley, C AU - New York State Department of Transportation AU - Federal Highway Administration TI - FISH PASSAGE AT SELECTED CULVERTS ON THE HOONAH RANGER DISTRICT, TONGRASS NATIONAL FOREST PY - 2003 SP - 9p AB - In the month of July 1997, 38 culverts suspected of blocking upstream passage of juvenile salmonids were inventoried on the Hoonah Ranger District. Attributes measured included species/numbers of fish upstream and downstream of each culvert, in addition to physical characteristics such as outlet barrier height, culvert gradient, and upstream habitat. Thirty culverts exhibited some form of physical impediment (excessive barrier height and/or gradient) to the upstream migration of juvenile salmonids. Of the 30 barrier culverts, the height of the lower lip of the culvert outlet above the streambed ranged from 0cm to 205cm and averaged 36.5cm. The gradient of these structures ranged from -0.5 percent to 14.5 percent and averaged 5.0 percent. Thirteen Class I (anadromous) culverts were sampled, of which nine lacked juvenile coho upstream of the culvert (no juvenile steelhead trout were trapped during the study). Boxplots of number of juvenile salmon trapped upstream of culverts relate a considerable reduction in distribution, median, and mean as compared to downstream. All 13 culverts exhibited an outlet perched above the streambed, with barrier heights ranging from 10cm to 99cm, averaging 38.8cm. Class I culvert gradient ranged from 0.5 percent to 9.5 percent and averaged 3.4 percent. Nineteen culverts were identified as Class II culverts (i.e., culverts in streams providing cutthroat trout and Dolly Varden charr habitat occupied upstream of anadromous habitat) during the survey, of which 17 exhibited some physical form of barrier to juvenile passage. Outlet barrier heights ranged from 0cm to 205cm, averaging 37.2cm. Culvert gradient ranged from 2.0 percent to 9.0 percent and averaged 4.3 percent. Eight of the 19 Class II culverts had resident fish species trapped upstream of the culvert, six of which occurred above culverts exhibiting barrier characteristics such as outlet perch or excessive gradient. Boxplot distribution, median, and mean of height of outlet barrier and culvert gradient tended to be greater at Class I and Class II structures without fish trapped upstream as compared to culverts where fish were trapped upstream. This pattern was repeated for culvert length at Class I crossings, but was reversed for Class II structures. Overall, barrier culverts resulted in a loss of 8.11km (16,534m2) of fish habitat, comprised of 2.68km (6,408m2) of Class I and 5.42km (10,126m2) Class II habitat. Habitat lost per culvert at Class I crossings was 206m (493m2 by area), and 319m (596m2 by area) for Class II culverts. Roughly 37% of Class I fish habitat lost (determined by length) was of high-quality Floodplain process group reaches with an additional 47 percent comprised of moderate-quality Moderate Gradient-Mixed Control reaches. Class II habitat lost comprised about 41 percent Mixed-Moderate reaches, followed by 32 percent High Gradient-Contained and 17 percent Alluvial Fan process group reaches, both providing relatively low-quality fish habitat. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Barrier free design KW - Culverts KW - Fishes KW - Flow KW - Habitat (Ecology) KW - Passes (Transportation) KW - Streams UR - http://www.icoet.net/downloads/03FishPassage.pdf UR - https://trid.trb.org/view/688206 ER - TY - CONF AN - 00969066 AU - Cogburn, B AU - McCoy, S AU - New York State Department of Transportation AU - Federal Highway Administration TI - TEXAS CONNECTS WATERSHED PROTECTION AND EROSION THROUGH COMPOST PY - 2003 SP - 3p AB - Erosion control is an important issue that the Texas Department of Transportation (TxDOT) must address on every construction and maintenance project. As topsoil sources have become depleted over the years, it has been observed that the most basic part of revegetation, a 4-inch topsoil seedbed, is actually soil with little or no organic material necessary to sustain plant growth. This has led to severe erosion on many projects. The consequences for failing to effectively control erosion are very costly. In addition to potential fines by the Environmental Protection Agency (EPA), repeated efforts to revegetate erosion-prone areas also increases the cost of projects. Erosion is costly and time-consuming from every aspect. If erosion occurs while the project is still under contract, the contractor must reapply topsoil, seed, fertilizer, and mulch and/or erosion control blankets. If erosion occurs on existing sections of highway, maintenance personnel are left to deal with the resulting problems which include re-working the soil and re-seeding, none of which they have the time or money to complete adequately.TxDOT searched for an alternative method and quickly saw the benefits of utilizing compost as an erosion-control tool. The compost alternative, which is comparable in cost to the topsoil method, provides a more effective solution to the erosion problem by adding organic matter to poor soils as a soil amendment so that revegetation can occur. Erosion is avoided and TxDOT saves time and money that would have been expended for repeated topsoil applications where growth failed to occur. In addition, highway construction practices have been viewed as potential contributors of nonpoint source pollution that is caused primarily by sediment runoff from improperly maintained or vegetated construction sites. Previous studies have shown that compost, a recycled material, can alleviate this problem by providing a barrier between rainfall and surface soil to dissipate the impact of rainfall and reduce erosion. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Composite structures KW - Construction and maintenance KW - Erosion control KW - Fertilizers KW - Organic soils KW - Texas KW - Topsoil KW - Watersheds KW - Wetland conservation UR - http://www.icoet.net/downloads/03Watersheds.pdf UR - https://trid.trb.org/view/688238 ER - TY - CONF AN - 00969045 AU - Linkous, T AU - New York State Department of Transportation AU - Federal Highway Administration TI - TASK FORCE ON ECOLOGY AND TRANSPORTATION PY - 2003 SP - 1p AB - After two years of effort to reconstitute the group working toward a permanent place for ecological issues within the Transportation Research Board (TRB), the group has been approved as the Task Force on Ecology and Transportation. There is still a long way to go to develop the role and mission and to demonstrate the TRB's need for a full committee to deal with what has become known as road ecology. The next few months will be critical as the membership is established to take on the task of organization and further refining the mission of the Task Force. This session will report on the status of the task force. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Ecology KW - Environmental design KW - Environmental impacts KW - Environmental protection KW - Task analysis KW - Transportation planning KW - Transportation Research Board UR - http://www.icoet.net/downloads/03International&FedActivities.pdf UR - https://trid.trb.org/view/688191 ER - TY - CONF AN - 00969054 AU - Moore, T AU - New York State Department of Transportation AU - Federal Highway Administration TI - SPOONER CREEK RESTORATION AND FISH LADDER PY - 2003 SP - 1p AB - Spooner Creek is a dendritic second order stream located in Erie County, New York and flows into Cattaraugus Creek, a tributary of Lake Erie. Spooner Creek is identified by the New York State Department of Environmental Conservation (NYSDEC) as a "very significant resource" within Western New York for migratory steelhead trout from Lake Erie. In the early summer of 1998, a severe storm occurred along the southern portions of Erie County, impacting numerous streams along the Cattaraugus Creek Watershed. One of these impacted steams was Spooner Creek, in the proximity of NY Route 39, in the Town of Concord, Erie County, New York. The current alignment of the existing culvert under Route 39 and the storm event resulted in severe streambed degradation and erosion to the left and right channel banks. In addition, a large scour hole developed downstream of a grade stabilizing sheet pile wall. The depth of the scour hole combined with the height sheet pile wall created an impassable barrier for the upstream migration of steelhead trout. In order to facilitate the migration of steelhead trout beyond the Route 39 structure, the NYSDOT constructed a fish ladder comprising five permanent sheet pile walls, along with the placement of extra heavy stone within the bed of the creek. A series of hydraulic jumps and resting pools were created from the five sheet pile walls, and the placement of the extra heavy stone fill reconstructed a 200-meter section of Spooner Creek with a two percent slope. In addition, a series of twelve baffles were retrofitted within the concrete box culvert to increase water depths during periods of low flow to assist in the migration of fish through the structure. The riparian habitat of Spooner Creek damaged from the 1998 storm event and construction activities were restored and protected through the use of bioengineering and conventional engineering practices. The Spooner Creek project was completed in the fall of 1999 for a cost of $400,000 utilizing Federal HBRR Funds. Based upon NYSDEC fisheries survey data, graduate studies by SUNY Fredonia, and from general observations, steelhead trout are migrating effortlessly beyond the structure and reproducing successfully in upstream nursery grounds. Bioengineering and conventional engineering methods are protecting the creek slopes from erosive forces, along with providing important habitat for fish and terrestrial fauna. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Construction KW - Degradation (Hydrology) KW - Erosion KW - Fish ladders KW - Habitat (Ecology) KW - New York (State) KW - Soil stabilization KW - Storms KW - Streams KW - Watersheds UR - http://www.icoet.net/downloads/03FishPassage.pdf UR - https://trid.trb.org/view/688210 ER - TY - CONF AN - 00969060 AU - Gray, M AU - New York State Department of Transportation AU - Federal Highway Administration TI - IN-LIEU FEE MITIGATION - A PUBLIC/PRIVATE PARTNERSHIP FOR IMPROVED WETLAND MITIGATION PY - 2003 SP - 1p AB - Quality wetland mitigation is very difficult to create. Good sites are few and far between. Rarely are all the ingredients available to ensure success. Also, the price tag to create or even enhance is quite high. These issues can result in both significant increases in project development time and costs. In searching for ways to have both high value wetland mitigations and get rid of the delays associated with finding and obtaining the necessary land, a unique partnership was formed. A partnership has been formed between the Federal Highway Administration (FHWA), The Nature Conservancy (TNC), the Corps of Engineers (USACE) and the Idaho Department of Transportation (ITD). A fund is set up by ITD to pay the Nature Conservancy to restore, create, enhance and preserve aquatic resources for them. This fund is utilized when ITD is required to compensate for impacts to waters of the U.S. and aquatic resources protected by Executive Order 11990.This partnership is a win-win for all parties involved. ITD can effectively avoid project delays. FHWA and the USACE are confident that the very best mitigation will be provided. Finally, the partnership funds the Nature Conservancy to do a job that it is so eminently qualified to do. Many other states have similar partnerships and hopefully, this partnership will become a model for many other states. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Aquatic life KW - Conservation KW - Fees KW - Partnerships KW - Project management KW - Public private partnerships KW - Water KW - Wetland conservation KW - Wetlands UR - http://www.icoet.net/downloads/03Wetlands.pdf UR - https://trid.trb.org/view/688224 ER - TY - CONF AN - 00969068 AU - Fischer, W A AU - Ramos-Neto, M B AU - Silveira, L AU - Jcomo, A T AU - New York State Department of Transportation AU - Federal Highway Administration TI - HUMAN TRANSPORTATION NETWORK AS ECOLOGICAL BARRIER FOR WILDLIFE ON BRAZILIAN PANTANAL-CERRADO CORRIDORS PY - 2003 SP - 12p AB - Highway impacts on terrestrial fauna are known as a serious mortality source for several species around the world. Despite international concerns about this issue, only recently has this question been included in Brazilian policies of transportation. Brazilian Pantanal and Cerrado biomes and corridors are known as two of the broadest wildlife sanctuaries in South America, and their fauna movements have been drastically affected by road development. The last 13 years of road fauna-monitoring databases at Pantanal and Cerrado highways has shown a fast evolution of wildlife mortality caused by vehicle traffic. Pantanal and Cerrado road fauna have been represented by more than 140 species; 16 of them are considered endangered by the Brazilian Government as Chrysocyon brachyurus, Speothos venaticus, Leopardus pardalis, Oncifelis colocolo, Panthera onca, Puma concolor, Pteronura brasiliensis, Blastocerus dichotomus, and Myrmecophaga tridactyla, one of the most vulnerable species, reached more than 200 road kills per year. In Pantanal, highway mortality of wildlife multiplied eight times in the last decade. Along 1,350km of federal roads around Pantanal (from Caceres/MT to Corumba/MS) road kill estimate escalated from 1,120 deaths per year in 1992 to 8,090 deaths/ per year in 2002. In the Cerrado areas, road kill rate evolution takes the same pattern. On 310km of roads around Emas National Park, highway mortality of fauna was close to 405 deaths per year in 1999, and 540 deaths per year at the end of 2002, which is an increase of 33 percent in three years. This paper describes how the most relevant wildlife corridors for applying road fauna management were mapped and landscape design technologies that allow safe crossings between animal and human corridors (under or over passages). U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animals KW - Brazil KW - Ecology KW - Fatalities KW - Human beings KW - Road kill KW - Strategic planning KW - Transportation planning KW - Wildlife UR - http://www.icoet.net/downloads/03Planning&Assessment.pdf UR - https://trid.trb.org/view/688242 ER - TY - CONF AN - 00969076 AU - Austin, J M AU - Gingras, G AU - Bakos, G AU - New York State Department of Transportation AU - Federal Highway Administration TI - STRATEGIES FOR RESTORING ECOLOGICAL CONNECTIVITY AND ESTABLISHING WILDLIFE PASSAGE FOR THE UPGRADE OF ROUTE 78 IN SWANTON, VERMONT: AN OVERVIEW PY - 2003 SP - 6p AB - Vermont Route 78 travels through one of the largest and most significant wetland complexes in the State of Vermont. This fact is exemplified by the presence of the Missisquoi National Wildlife Refuge and the Carmens Marsh State Wildlife Management Area as the primary landowners of this large wetland system. This mosaic of wetlands offers outstanding wildlife habitat for a myriad of resident and migratory species ranging from waterfowl (e.g., black ducks, wood ducks, goldeneyes) and wading birds (e.g., great blue herons, American bitterns, Virginia rail - the state's largest colony of nesting great blue herons occurs in this wetland system), to rare, threatened and endangered species, such as the black tern and spiny softshell turtle. Although black bear and moose are not the common species in this part of the state, vehicle collisions with those species have occurred in the project area. Each year, many white-tailed deer are killed by vehicle collisions in one area of this roadway alone. Numerous other species of mammals, birds, reptiles and amphibians are killed by traffic in this area each year. Route 78 is a relatively narrow, winding road with an increasing volume of traffic, most notably commercial truck traffic coming from and going to Canada. Public safety concerns regarding the high traffic volume and poor road conditions have caused the Vermont Agency of Transportation to pursue upgrade of the road along the Missisquoi River and through the Mississquoi wetland system and Missisquoi National Wildlife Refuge. In order to address safety issues related to the road conditions and the wildlife habitat and associated environmental concerns, a collaborative process was developed to identify issues and solutions. The Vermont Department of Fish and Wildlife in coordination with the Missisquoi National Wildlife Refuge and the Vermont Agency of Transportation identified impacts to wetland habitat, effects of traffic on sensitive wetland-dependent wildlife, and the barrier effect of the existing road conditions as primary concerns related to this project. In order to address those concerns, we evaluated landscape and habitat conditions along the road project corridor, distribution of road-related wildlife mortality, animal movement information based on evidence of animal movements and activity in habitats near the road (e.g., tracks, observations of animals), and local knowledge of animal movements and animal vehicle collision areas from Missisquoi National Wildlife Refuge biologists and Vermont Department of Fish and Wildlife Game Wardens. Landscape analysis of this segment of Route 78 indicates an isolated area of upland habitat surrounded by wetland habitat associated with an S-curve in the road known as Louis Landing. Road-related wildlife mortality information indicates a high proportion of animal-vehicle collisions along the S-curve by Louis Landing suggesting that the upland habitat is serving as a primary travel corridor for many species of wildlife. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Ecology KW - Habitat (Ecology) KW - Mammals KW - Management KW - Restoration ecology KW - Strategic planning KW - Vermont KW - Wetland conservation KW - Wetlands KW - Wildlife UR - http://www.icoet.net/downloads/03PlacementofStructures.pdf UR - https://trid.trb.org/view/688260 ER - TY - CONF AN - 00969043 AU - Kober, W W AU - New York State Department of Transportation AU - Federal Highway Administration TI - NEW ECOLOGICAL RESEARCH OPPORTUNITIES IN THE REAUTHORIZATION OF TEA-21 PY - 2003 SP - 1p AB - The pending reauthorization of the Transportation Equity Act for the 21st Century (TEA-21) offers significant opportunities for the transportation and ecology communities to seek substantial amounts of Federal transportation funding for ecological research to meet transportation environmental stewardship challenges. Recently, the Surface Transportation Cooperative Research Advisory Board and the Future Strategic Highway Research Program Task Force independently recommended ecological and other environmental research for funding in the TEA-21 reauthorization. By pro-actively participating in the TEA-21 reauthorization deliberations, transportation and ecological professionals can inform Congress of the benefits of substantially increasing the funding levels for ecological research to enhance transportation program delivery and environmental stewardship. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Congressional hearings KW - Ecology KW - Environmental design KW - Environmental protection KW - Federal aid KW - Transportation Equity Act for the 21st Century KW - Transportation planning UR - http://www.icoet.net/downloads/03International&FedActivities.pdf UR - https://trid.trb.org/view/688187 ER - TY - CONF AN - 00969044 AU - Gray, M AU - New York State Department of Transportation AU - Federal Highway Administration TI - RESULTS OF THE SCAN TOUR ON WILDLIFE CONNECTIVITY ACROSS EUROPEAN HIGHWAYS PY - 2003 SP - 1p AB - This presentation summarizes the findings from the International Scan Tour, Wildlife Habitat Connectivity Across European Highways and the NCHRP report recently completed analyzing habitat fragmentation resulting from highways. Transportation agencies around the globe must address impacts to wildlife and habitat resources when planning and implementing transportation improvements. How well these impacts are addressed and mitigated will be determined, in part, by how good the available data and information are. The results of these two efforts provide a wide variety of excellent methods for addressing effects to fish and wildlife as well as the legal and scientific bases for addressing these impacts. This project includes ideas for fencing, overpasses, and underpasses and culverts. However, it is widely recognized that these engineered solutions will not work without the habitat. Therefore, strategies to acquire and preserve habitat to ensure connectivity are also be addressed. The paper will also describe funding strategies. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Culverts KW - Environmental impacts KW - Fences KW - Fishes KW - Habitat (Ecology) KW - Overpasses KW - Transportation planning KW - Underpasses KW - Wildlife UR - http://www.icoet.net/downloads/03International&FedActivities.pdf UR - https://trid.trb.org/view/688189 ER - TY - CONF AN - 00969059 AU - Riva, X AU - New York State Department of Transportation AU - Federal Highway Administration TI - GUIDANCE FOR THE SELECTION OF COMPENSATORY MITIGATION OPTIONS: RESULTS FROM THE NCHRP PROJECT 25-16 PY - 2003 SP - 2p AB - Since the passage of the Transportation Equity Act for the 21st Century (TEA-21) in 1998, the volume of transportation projects being evaluated and designed has significantly increased. Over the past three years, funding for highway, bridge, and tunnel construction has steadily increased from $30 billion to just over $40 billion (Rubin et al. 2001). This 33 percent increase may rise further as more of the record $198 billion surface transportation investments directed by TEA-21 is channeled into roadway projects. Paralleling this increase in roadway construction is a potential increase in the amount of impacts to the nation's wetlands and, subsequently, an increase in the number of wetland mitigation projects. Therefore, it is critical that information be distributed to the state departments of transportation (DOTs) to assist them in developing wetland mitigation programs that not only streamline the compensatory mitigation process, but also improve the quality of mitigation sites. This report will help DOT wetland managers to better understand the status of DOT mitigation programs across the United States, while also providing the necessary information to evaluate mitigation options and modify their respective programs to incorporate options that are appropriate for the mitigation demands. This report summarizes the results of the National Cooperative Highway Research Program (NCHRP) Project 25-16, "Guidance for Selecting Compensatory Wetland Mitigation Options." This project was conducted in two phases. Phase I compares the success rates of the different wetland mitigation options. Phase II provides a decision-making tool to assist DOT wetland managers in developing comprehensive wetland mitigation programs that use multiple mitigation options. This objective was accomplished by illustrating the steps involved in developing a banking program, by developing eight case studies of state DOT wetland mitigation programs, and by evaluating existing banking agreements and guidelines. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Bridges KW - Construction KW - Highways KW - Investments KW - National Cooperative Highway Research Program KW - State departments of transportation KW - Strategic planning KW - Streams KW - Transportation Equity Act for the 21st Century KW - Transportation planning KW - Tunnels KW - Wetlands UR - http://www.icoet.net/downloads/03Wetlands.pdf UR - https://trid.trb.org/view/688221 ER - TY - CONF AN - 00969062 AU - Spierto, T J AU - Lazazzero, S A AU - Nelson, P L AU - New York State Department of Transportation AU - Federal Highway Administration TI - STRAWBERRY ISLAND PHASE III EROSION CONTROL AND WETLAND HABITAT RESTORATION: A CASE STUDY IN THE SUCCESSFUL APPLICATION OF IN-LIEU FEE MITIGATION PY - 2003 SP - 12p AB - The New York State Department of Environmental Conservation (NYSDEC), together with the New York State Office of Parks, Recreation and Historic Preservation (NYSOPRHP) and New York State Department of Transportation (NYSDOT), is conducting a riverine wetland restoration project at Strawberry Island. Strawberry Island is located at the divergence of the Tonawanda and Chippawa Channels of the Niagara River, near the City of Buffalo, in western New York. The majority of the funding for the project comes from New York's 1996 Clean Water / Clean Air Bond Act, which was approved by voters and signed by Governor George E. Pataki. Additional funding was provided by NYSDOT as an in-lieu fee solution to unavoidable impacts to freshwater wetlands. The island, which was once more than 200 acres in size, has been severely impacted by sand and gravel mining as well as natural erosive forces. By 1993 the island had been reduced to less than six acres. Critical water levels, existing bottom topography, weather-related impacts, and recreational and commercial boating along with utilization by fish and wildlife all need to be considered. This paper describes the island history, design, regulatory approval process and construction activities utilized to protect /restore this ecologically sensitive site. Construction was completed in November 2001. Preliminary results suggest that erosion to the island has been halted and a flourishing wetland community is developing to be approximately 100 acres in size. By 1912, the island had grown to over 200 acres, when dredged materials from the construction of the Erie Canal and Black Rock Lock were placed on the site. From 1926 until 1953, the island was mined for sand and gravel to construct roads and other infrastructure for the growing City of Buffalo. By the time the mining ceased, barely twenty-five acres of the original island remained. Archived maps and aerial photography suggest that portions of the island were once productive riverine wetlands. Since that time, erosion from high-water storm events, ice scour and boat traffic have reduced the island to approximately six acres. In the spring of 1997 both Phase I and II were completed. An aquatic habitat restoration project was completed with funding from the New York State 1996 Clean Water/Clean Air Bond Act. Rip-rap breakwaters were constructed, and wetland soil was transported from a nearby freshwater wetland. Additional wetland plants were established to supplement natural revegetation of the wetland areas, totaling three acres. The goal of the Phase III project was to protect Strawberry Island from further erosion, and restore a small portion of wetlands that were once more abundant in the river corridor. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Case studies KW - Channels (Waterways) KW - Fees KW - Fresh water KW - Habitat (Ecology) KW - Islands KW - New York (State) KW - Restoration ecology KW - Wetland conservation KW - Wetlands UR - http://www.icoet.net/downloads/03Wetlands.pdf UR - https://trid.trb.org/view/688228 ER - TY - CONF AN - 00969063 AU - Price, M B AU - New York State Department of Transportation AU - Federal Highway Administration TI - WETLANDS MITIGATION ISSUES RELATED TO RECONSTRUCTION OF U.S. HIGHWAY 93 ON THE FLATHEAD INDIAN RESERVATION, MONTANA PY - 2003 SP - 8p AB - US Highway 93 traverses some of the most ecologically sensitive wetland, riparian and aquatic habitat on the Flathead Indian Reservation. In December 2000, the Confederated Salish and Kootenai Tribes, the Montana Department of Transportation and the Federal Highway Administration entered into a Memorandum of Agreement for the Highway 93 Evaro to Polson Project. The MOA identifies the three governments' preferred conceptual roadway improvements including alignment, lane configuration, design features, and mitigation concepts for 66.3km (41.2mi) of the project. The MOA also specifies a process for the environmental and final design phase of the project. The process, as it relates to wetlands, riparian and aquatic issues, highway design details, mitigation measures, and the integration of the MOA with Tribal, Federal and State environmental regulations, is presented. The MOA also commits the three governments to cooperate in the preparation of a Supplemental Environmental Impact Statement for 18.1km (11.2mi) of the highway traversing the Ninepipe pothole wetlands complex. A summary of the current status of the Highway 93 Ninepipe SEIS and design alternatives being evaluated is also presented. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Alignment KW - Animal migrations KW - Aquatic life KW - Design KW - Highway design KW - Indian reservations KW - Montana KW - Potholes (Pavements) KW - Wetland conservation KW - Wetlands UR - http://www.icoet.net/downloads/03Wetlands.pdf UR - https://trid.trb.org/view/688230 ER - TY - CONF AN - 00969073 AU - Claar, J J AU - Bertram, T AU - Naney, R AU - Warren, N AU - Ruediger, W AU - New York State Department of Transportation AU - Federal Highway Administration TI - WILDLIFE LINKAGE AREAS: AN INTEGRATED APPROACH FOR CANADA LYNX PY - 2003 SP - 5p AB - Conservation planning for forest carnivores now appropriately includes management considerations for habitat connectivity at a landscape scale level. This project provided direction for connectivity and linkage area mapping in the Canada Lynx Conservation Assessment and Strategy, 2nd edition, August, 2000. It drafted "lynx linkage areas" by conducting interagency meetings in the western states within the historic Canada lynx range and incorporating pertinent research. Participants in these meetings included representatives from state wildlife agencies and state departments of transportation, and federal agencies including Federal Highway Administration, Bureau of Land Management, National Park Service, USDA Forest Service, tribal governments, private conservation groups and others. One of the benefits of this approach was to receive professional input and raise the level of awareness of the importance of wildlife connectivity and linkage areas across a diverse group of managers. The project viewed this approach as an ongoing process that involved incorporation of information gathered at the meetings and subsequent production of draft maps that have been sent back to participants for review. The maps represent a first effort to identify linkage areas, which can be further refined and evaluated in subsequent planning and research efforts. We will present the working maps of Canada lynx linkage areas for the Northern and Southern Rocky Mountains. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Canada KW - Carnivores KW - Conservation KW - Information dissemination KW - Integrated systems KW - Mapping KW - Research KW - State departments of transportation KW - Wildlife UR - http://www.icoet.net/downloads/03Planning&Assessment.pdf UR - https://trid.trb.org/view/688253 ER - TY - CONF AN - 00969074 AU - Lopez, R R AU - Owen, C B AU - Irwin, C L AU - New York State Department of Transportation AU - Federal Highway Administration TI - CONSERVATION STRATEGIES IN THE FLORIDA KEYS: FORMULA FOR SUCCESS PY - 2003 SP - 6p AB - The extensive and growing road network in the United States has substantial ecological, economic, and social impacts. In the case of the endangered Florida Key deer (Odocoileus virginianus clavium), nearly 50 percent of the total mortality is attributed to deer-vehicle collisions. Over half of the deer-vehicle collisions occur on U. S. Highway 1, (US 1) the only highway linking the Keys to the mainland. Since the early 1990's, various agencies and stakeholders have been trying to address deer-vehicle collisions in the Florida Keys. Initially, underpasses in combination with fencing were chosen to address deer-vehicle collisions. An apparently simple solution, however, was complicated because of access management issues and environmental regulations related to urban development. The Florida Department of Transportation (FDOT) was instrumental in resolving many of these issues, and provided resources and expertise, which served as a catalyst in this process. The Florida Department of Transportation (FDOT's) US 1 improvement project, testing of a bridge grating system, and a habitat conservation plan illustrate successful conservation strategies in the Florida Keys. In the continental United States, roads and roadsides cover approximately 1 percent of the surface area, and impact 22 percent of it ecologically (Forman 2000). For species that readily cross roads, wildlife-vehicle collisions can have serious costs in several forms. For example, each year in the United States, deer-vehicle (Odocoileus virginianus) collisions cost $1.1 billion in property damage or losses, and cause an estimated 29,000 human injuries and 211 human fatalities. Continued urban sprawl and suburban development are likely to increase costs associated with deer-vehicle collisions. Florida Key deer (O. v. clavium) occupy 20-25 islands in the lower Florida Keys and are the smallest sub-species of white-tailed deer in the United States. Approximately 75 percent of the overall population is found on Big Pine and No Name keys. Since 1960, urban development and habitat fragmentation have threatened the Key deer. In addition to a loss of habitat, an increase in urban development is of particular concern because highway mortality accounts for the majority of the total deer mortality. Over half of the deer-vehicle collisions occur on US 1, the only highway linking the Keys to the mainland. Since the late 1980's, U. S. Fish and Wildlife Service (USFWS), the FDOT, and local residents have been trying to address deer-vehicle collisions on Big Pine Key. In 1993, FDOT began efforts to reduce Key deer mortality along the US 1 corridor on Big Pine Key. This proactive effort resulted in the formation of the Key Deer Ad-Hoc Committee in 1993. Based on recommendations from the committee, the Key Deer/Motorist Conflict Concept Study was initiated in 1995 to evaluateviable solutions in reducing Key deer mortality along US 1. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Conservation KW - Crash analysis KW - Crashes KW - Deer KW - Endangered species KW - Fatalities KW - Florida KW - Strategic planning UR - http://www.icoet.net/downloads/03PlacementofStructures.pdf UR - https://trid.trb.org/view/688255 ER - TY - CONF AN - 00969077 AU - Slesar, C AU - Morse, S C AU - Andrews, J AU - Austin, J M AU - New York State Department of Transportation AU - Federal Highway Administration TI - VERMONT AGENCY OF TRANSPORTATION WILDLIFE CROSSING TEAM; BUILDING AN INTER-AGENCY PLANNING TOOL TO ADDRESS ECOLOGICAL CONNECTIVITY IN VERMONT PY - 2003 SP - 5p AB - Wildlife movement and related road crossing strategies are becoming an increasingly important factor in the development of transportation projects in Vermont - whether these projects involve reconstruction on existing alignment or new construction. The Vermont Agency of Transportation (VTrans) and the Vermont Department of Fish and Wildlife (VDFW) have identified wildlife movement and habitat connectivity as important factors to consider in the transportation project development process from three perspectives: human safety, environmental stewardship, and fiscal responsibility. Moreover, Vtrans has begun to construct wildlife crossing structures, in collaboration with VDFW, in some recent transportation projects. Unfortunately, there is a lack of wildlife road crossing data to support the inclusion, location, design, and construction of these crossings in many parts of the state. Currently, much of the information that is used in the design and location of wildlife crossing structures is from an existing database of road crossing and road mortality information for white-tailed deer, moose and black bear that is maintained by the VDFW. To assist in making, and implementing, these sometimes very expensive project decisions, VTrans desires to have a resource review team to gather wildlife movement, habitat and road mortality data relevant to specific projects. VTrans, in collaboration with VDFW, Keeping Track, Inc., and Jim Andrews of Middlebury College, has developed an inter-agency Wildlife Crossing Team. The primary objective of this initiative is to develop a data gathering protocol to assess habitat fragmented or otherwise affected by Vermont roads, and to train a group of VTrans staff to utilize that protocol as a project planning tool. The goal of this effort is to gather sufficient data regarding wildlife movement and habitat conditions, in the early stages of the transportation project development process, to make substantive recommendations, in conjunction with VDFW, to project managers and designers so that wildlife movement and ecological connectivity can be considered in the design and construction of appropriate VTrans projects. Through this process wildlife movement and habitat connectivity can become an integral part of the environmental review process at VTrans - similar to how historic, archaeological, and other natural resources are considered. It is hoped that this effort will take wildlife movement and habitat connectivity beyond an issue of compliance and become a more standard consideration for transportation projects in Vermont where appropriate. This paper will discuss the development of this inter-agency wildlife crossing team. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Construction KW - Crossovers KW - Design KW - Ecology KW - Interagency relations KW - Location KW - Planning KW - Project management KW - Safety KW - Vermont KW - Wildlife UR - http://www.icoet.net/downloads/03PlacementofStructures.pdf UR - https://trid.trb.org/view/688262 ER - TY - CONF AN - 00969042 AU - Bakker, H AU - Iuell, B AU - New York State Department of Transportation AU - Federal Highway Administration TI - HABITAT FRAGMENTATION DUE TO INFRASTRUCTURE PY - 2003 SP - 14p AB - Habitat fragmentation, the splitting of natural habitats and ecosystems into smaller and more isolated patches, is recognized as one of the most important global threats to the conservation of biological diversity. Habitat fragmentation is mainly a result of changes in land use, but a major impact also results from the barrier effect caused by the construction and use of linear infrastructure of transportation systems. This problem has been recognized all over Europe, but the impact differs from country to country. A significant challenge to ecologists, road-planners and civil engineers alike is the establishment of an ecologically adapted, safe and sustainable transportation infrastructure system. The key to success is the adoption of a holistic approach that allows the whole range of ecological factors operating across the landscape to be integrated within the planning process. The problem of fragmentation and its solutions are universal; therefore, joint research and combined international efforts are required to develop adequate tools for assessing, preventing and mitigating against the ecological impacts of infrastructure requires interdisciplinary work. The main objectives of this project are to: (1) to promote a safe and sustainable pan-European transport infrastructure through recommending measures and planning procedures in order to conserve biodiversity and reduce vehicular accidents and fauna casualties; (2) increase the awareness of the problem; (3) offer practical solutions and to exchange knowledge and expertise through workshops and presentations; and (4) bring together the different groups involved. This paper presents the major findings and an overview of the solutions recommended in the handbook. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Ecosystems KW - Environmental design KW - Environmental impact analysis KW - Environmental protection KW - Environmental quality KW - Habitat (Ecology) KW - Infrastructure KW - Land use KW - Transportation planning UR - http://repositories.cdlib.org/jmie/roadeco/Bekker2003a UR - http://www.icoet.net/downloads/03International&FedActivities.pdf UR - https://trid.trb.org/view/688185 ER - TY - CONF AN - 00969058 AU - Doyle, J E AU - New York State Department of Transportation AU - Federal Highway Administration TI - PROTECTING AND RESTORING AQUATIC HABITAT CONNECTIVITY ALONG FOREST HIGHWAYS AND LOW-VOLUME ROADS PY - 2003 SP - 3p AB - Beginning in 1999, the USDA-Forest Service in partnership with other federal agencies and non-government natural resource organizations, initiated an interdisciplinary, multi-year project to evaluate efforts for protecting and restoring riparian area values impacted by roads. After 2-1/2 years of field and literature reviews, the project identified and documented 12 of 24 treatments and techniques currently being used across the country to either protect or restore aquatic habitat associated with Forest Service highways and low-volume roads. Successful treatments or techniques that directly protect or restore aquatic habitat impacted by roads included wildlife and fish passage improvement, channel and floodplain structure placements, and re-connecting water bodies. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Aquatic life KW - Ecology KW - Flood plains KW - Forest roads KW - Habitat (Ecology) KW - Low volume roads KW - Restoration ecology KW - Waterfronts UR - http://www.icoet.net/downloads/03Streams.pdf UR - https://trid.trb.org/view/688219 ER - TY - CONF AN - 00969071 AU - Ruediger, B AU - Lloyd, J AU - New York State Department of Transportation AU - Federal Highway Administration TI - A RAPID ASSESSMENT PROCESS FOR DETERMINING POTENTIAL WILDLIFE, FISH AND PLANT LINKAGES FOR HIGHWAYS PY - 2003 SP - 20p AB - This project developed and tested a rapid assessment the fish and wildlife linkage process on Highway 93 in Western Montana. Highway 93 is a north-south route that traverses remote high mountain ranges and intensively managed and settled valleys from Canada to Idaho. Twenty-nine species were analyzed, including large carnivores such as grizzly bear, black bear, mountain lion and wolves, five ungulates, numerous species of small mammals, birds, reptiles, amphibians, plants and fish (including bull trout and cutthroat trout). The rapid assessment process uses readily-available public geographic information system (GIS) data on vegetation, habitats, wildlife, fish, road kill, rare plant communities, topography, hydrology, land ownership patterns, existing conservation easements and point data on special habitats and species occurrences. An interagency group of local wildlife and fish experts was able to review approximately 200 miles of the 290-mile corridor in less than two days. Forty-eight potential wildlife and fish linkage areas were mapped and reported by milepost. The linkage areas are species and location specific. Some wildlife linkage areas were identified primarily from high vehicle collision rates with large ungulates (highway safety). The process is designed as a mid-scale analysis. It has value for initial determination of wildlife and fish linkage areas, potential wildlife and fish highway crossings, identification of key areas for wildlife and fish mitigation, potential areas for open space, conservations easements or land adjustments to benefit wildlife, fish and plant habitats. Involvement included county, state, federal agencies and non-profit conservation interests. Use of the process could substantially improve wildlife and fish coordination with highway planning throughout the United States and Canada. the process is cost effective, fast and accurate. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Animal migrations KW - Carnivores KW - Fishes KW - Geographic information systems KW - Habitat (Ecology) KW - Highway planning KW - Highway safety KW - Hydrology KW - Montana KW - Plants KW - Topography KW - Wildlife UR - http://www.icoet.net/downloads/03Planning&Assessment.pdf UR - https://trid.trb.org/view/688249 ER - TY - CONF AN - 00969072 AU - Neal, L AU - Gilbert, T AU - Eason, T AU - Grant, L AU - ROBERTS, T AU - New York State Department of Transportation AU - Federal Highway Administration TI - RESOLVING LANDSCAPE LEVEL HIGHWAY IMPACTS ON THE FLORIDA BLACK BEAR AND OTHER LISTED WILDLIFE SPECIES PY - 2003 SP - 8p AB - District Five of the Florida Department of Transportation (FDOT) is a nine-county area totaling about 5.6 million acres in east central Florida. It has the greatest population growth in Florida over the past 10 years, and FDOT has initiated a major long-term program for highway expansion and improvements to accommodate this growth. The Ocala and St. Johns River black bear populations are found in District Five, and they account for greater than 50 percent of the statewide bear roadkill since 1976. Highway capacity improvements are planned for many highways that are currently sustaining high bear roadkill levels. This inherent conflict between highways and wildlife has resulted in considerable opposition and long-term delays to FDOT's efforts to accomplish planned highway improvements. This paper presents results of the successful resolution of fish and wildlife resource issues associated with the proposed six-laning of Interstate 4 (I-4), a major east-west transportation corridor that bisects regionally important habitat systems in east central Florida. Based on the results of an Environmental Assessment completed for the Federal Highway Administration in 2000, FDOT has completed design plans for two large wildlife underpasses, and a wildlife overpass, which will be constructed along a six-mile corridor of public lands in the area of Tiger Bay State Forest in Volusia County. Major issues which were addressed included: bear roadkills and habitat connectivity; impacts to public land; direct and secondary habitat loss; recreational access; and restoring historical hydrological connections originally severed by I-4 in the early 1960's. Key considerations involved in the planning, design, cost, and siting of the structures, and the animal-proof funnel fencing. Landscape-level mitigation for project habitat loss was also facilitated through a coordinated effort by the St. Johns River Water Management District and FDOT in the acquisition of over $8 million of public land identified in FWC's Integrated Wildlife Habitat Ranking System maps. This paper highlights the need for interagency coordination in acquiring public land to re-establish habitat connectivity to enhance long-term protection and management opportunities for the black bear and other listed species when dealing with highway impacts. U1 - 2003 International Conference on Ecology and Transportation (ICOET 2003)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyNew York State Department of TransportationWashington State Department of TransportationFlorida Department of TransportationAmerican Association of State Highway & Transportation OfficialsTransportation Research BoardThe Humane Society of the United StatesDefenders of WildlifeWestern Transportation InstituteNorth Carolina State University, RaleighLake Placid,New York,United States StartDate:20090824 EndDate:20090829 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, New York State Department of Transportation, Washington State Department of Transportation, Florida Department of Transportation, American Association of State Highway & Transportation Officials, Transportation Research Board, The Humane Society of the United States, Defenders of Wildlife, Western Transportation Institute, North Carolina State University, Raleigh KW - Florida KW - Highway safety KW - Highways KW - Impact studies KW - Landscape design KW - Management KW - Road kill KW - Water KW - Wildlife UR - http://www.icoet.net/downloads/03Planning&Assessment.pdf UR - https://trid.trb.org/view/688251 ER - TY - CONF AN - 00968308 AU - Upper Great Plains Transportation Institute TI - A NATIONAL FORUM ON AGRICULTURE AND TRANSPORTATION LINKAGES: "ASSESSING THE IMPORTANCE OF TRANSPORTATION TO MAJOR INDUSTRIAL SECTORS OF THE U.S. ECONOMY". FORUM PROCEEDINGS, MAY 17-18, 2002, FARGO, NORTH DAKOTA PY - 2003 SP - 244p AB - These are the proceedings of A National Forum on Agriculture and Transportation Linkages: "Assessing the Importance of Transportation to Major Industrial Sectors of the U.S. Economy", held May 17-18, 2002 in Fargo, North Dakota. Participants in the forum concentrated on the necessity of having a complete and competitive transportation system in order for agriculture in the United States to remain competitive. Presentations and discussion at the forum highlighted new issues arising around agricultural transportation that are creating elements of a crisis. The new farm bill, homeland security needs, urban congestion around ports and infrastructure deterioration all point to the need for attention and action. Overseas competitive investments, loss of rail lines and associated impacts on highway usage and condition all intensify the problem. The national economy is vulnerable to the health of the agricultural sector, and agriculture is vulnerable to the health of the transportation system. Agriculture in the United States is specialized. Each region produces a few things and imports many things. Without a high quality transportation system, each region would have to be more self-sufficient, with higher food prices, less selection, and less efficient uses of resources. Institutional change, the way sectors and firms and business and government look at each other in their partnerships, is seen as the most cost effective approach to improving transportation capacity, with all sectors together in the need for a dynamic transportation system with new infrastructure and new information. Planning and partnerships are the path to achieving a transportation system that serves agriculture and an agriculture industry that serves the nation. U1 - Assessing the Importance of Transportation to Major Industrial Sectors of the U.S. EconomyAmerican Association of State Highway and Transportation Officials in cooperation with Federal Highway Administration; United States Department of Agriculture; United States Department of TransportationFargo, North Dakota StartDate:20020517 EndDate:20020518 Sponsors:American Association of State Highway and Transportation Officials in cooperation with Federal Highway Administration; United States Department of Agriculture; United States Department of Transportation KW - Agriculture KW - Competition KW - Conferences KW - Cost effectiveness KW - Deterioration KW - Economic impacts KW - Farming KW - Highway capacity KW - Information systems KW - Infrastructure KW - International KW - Investments KW - Legislation KW - National security KW - Partnerships KW - Pavement performance KW - Port capacity KW - Ports KW - Prices KW - Railroad capacity KW - Railroads KW - Traffic congestion KW - Transportation planning KW - United States KW - Urban areas UR - http://www.ugpti.org/resources/proceedings/2002_forum/proceedings.pdf UR - https://trid.trb.org/view/686821 ER - TY - RPRT AN - 00968281 AU - Tang, T AU - Roberts, M AU - Ho, C AU - Federal Highway Administration TI - SENSITIVITY ANALYSIS OF MOBILE6 MOTOR VEHICLE EMISSION FACTOR MODEL PY - 2003 SP - 12 p. AB - On January 29, 2002, the US Environmental Protection Agency (EPA) officially released the latest motor vehicle emission factor model - MOBILE6. This release represents significant achievements in understanding both the motor vehicle performance and driver behavior when estimating motor vehicle emissions. The model also establishes routines to compute and analyze fuel and vehicle certification standards, state programs and different highway facilities as related to vehicle emission factors. Significant efforts by the US EPA were also carried out to establish a national default database used by the computer model. Along with the MOBILE6 release, more than 48 technical papers related to MOBILE6 development were also released. Overall, the MOBILE6 model predicts higher emission rates in the near future years and lower emission rates in the out years when compared to the MOBILE5 series models. MOBILE6 is the approved US EPA motor vehicle emission factor model for estimating volatile organic compounds (VOC), nitrogen oxides (NOx), and carbon monoxide (CO) from different vehicles. State and local air quality and transportation agencies outside of California are required to use MOBILE6 in State Implementation Plan (SIP) development, and transportation conformity determination. The official release of MOBILE6 on January 29, 2002 started the 2-year grace period before MOBILE6 is required for new conformity determinations in most areas. As the end of the grace period approaches, transportation as well as air quality agencies are gaining an understanding of the behavior of the model, especially in impacts of using localized data as compared to EPA's national default data. Understanding the behavior of the model under various conditions becomes more critical as the tasks of collecting local data is time and resources intensive. The purpose of this paper is to provide a basic evaluation of the MOBILE6 model behavior under various conditions. Through the understanding of the model's behavior, state and local agencies can prioritize costly data collecting efforts and ultimately initiate emission control strategies according to parameter sensitivity. KW - Air pollution KW - Air quality KW - Air quality management KW - Behavior KW - California KW - Carbon monoxide KW - Computer models KW - Conformity KW - Data collection KW - Databases KW - Drivers KW - Environmental impacts KW - Environmental protection KW - Estimating KW - Exhaust gases KW - MOBILE6 (Computer model) KW - Motor vehicle emission factor models KW - Motor vehicles KW - Nitrogen oxides KW - Performance KW - Sensitivity analysis KW - Strategic planning KW - U.S. Environmental Protection Agency KW - Volatile organic compounds UR - http://www.fhwa.dot.gov/resourcecenter/teams/airquality/mobile6_v2.pdf UR - https://trid.trb.org/view/679088 ER - TY - RPRT AN - 00968282 AU - Federal Highway Administration TI - SERVING RURAL AMERICA PY - 2003 SP - 44 p. AB - This report describes the Rural Transportation Initiative, begun in May 1999 by the U.S. Department of Transportation (DOT). The main objective of the initiative is to guarantee that rural areas and small communities gain the economic, social, environmental, and community benefits that the DOT programs provide. Through the Rural Transportation Initiative, the DOT is working to ensure that people in rural areas are involved in transportation planning and decision making, and share in the benefits flowing from a transportation system that: 1) improves safety and reduces the human and material costs associated with the operation of the transportation system; 2) allows residents of rural areas and small communities access to the destinations and goods that improve their quality of life; 3) provides the transportation service that will afford small communities and rural areas the opportunity to fulfill their economic growth and trade potential; 4) enhances the social strength and cohesiveness of small communities and protects the natural environment; and 5) maintains national security and border integrity. Transportation modes covered in the report include highway travel, air transportation, public transit, railroads, water transportation and pipelines. KW - Access KW - Air travel KW - Benefits KW - Border regions KW - Communities KW - Costs KW - Decision making KW - Economic growth KW - Environmental protection KW - Freight transportation KW - Highways KW - National security KW - Passenger transportation KW - Pipelines KW - Public transit KW - Railroads KW - Rural areas KW - Social benefits KW - Trade KW - Transportation planning KW - Transportation safety KW - U.S. Department of Transportation KW - United States KW - Water transportation UR - http://www.fhwa.dot.gov/planning/rural/ruralamerica/ruralfinal-nu2.pdf UR - https://trid.trb.org/view/679091 ER - TY - RPRT AN - 00967066 AU - Federal Highway Administration TI - FEDERAL HIGHWAY ADMINISTRATION OFFICE OF RESEARCH, DEVELOPMENT, AND TECHNOLOGY FISCAL YEAR 2004/2005 PERFORMANCE PLAN PY - 2003 SP - v.p. AB - This Performance Plan for the Federal Highway Administration (FHWA) Office of Research, Development, and Technology (RD&T) describes the research that they will conduct and the products and services they will provide in fiscal years (FY) 2004/2005. It also serves as a guidepost that will direct their efforts for improving operations and enhancing services. The Office of RD&T is located at FHWA's Turner-Fairbank Highway Research Center (TFHRC), a federally owned and operated research facility in McLean, VA. The center contains more than 24 indoor and outdoor laboratories and support facilities, which provide FHWA and the world highway community with advanced research and development (R&D) related to new highway innovation. More than 300 personnel, consisting of Federal and onsite contract researchers and students, are engaged in or support transportation research at the center. RD&T provides leadership for the FHWA Research and Technology (R&T) Program, which also involves FHWA's headquarters' offices in program development and their field offices in technology and innovation (T&I). RD&T plays a key role in guiding the FHWA R&T Leadership Team as it implements the Corporate Master Plan (CMP) for research and deployment of T&I. The FHWA R&T Program directly supports the R&T goals of the U.S. Department of Transportation (USDOT) and focuses on addressing significant transportation challenges that face our Nation today. RD&T has continuously improved its performance planning process over the past several years, beginning with the 2001/2002 Unit Plan and the FY 2002/2003 Performance Plan. The FY 2004/2005 Performance Plan rests solidly on the foundation of its precursors and is squarely aligned with the strategic goals and objectives of USDOT and FHWA. KW - Development KW - Highways KW - Innovation KW - Organizations KW - Performance KW - Planning KW - Research KW - Strategic planning KW - Technology KW - Transportation planning KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/research/general/03085/index.cfm#intro UR - https://trid.trb.org/view/681586 ER - TY - RPRT AN - 00964966 AU - Radwan, E AU - Ramasamy, S AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - I-4 CORRIDOR TRAFFIC SIMULATION AND VISUALIZATION PY - 2003 SP - 24 p. AB - The primary objective of this research project was to develop a procedure for integrating a simulation package (WATSIM) with high fidelity visualization of traffic flow along the I-4 corridor in Orlando, Florida. The objective of Phase 1 of this project was to code the I-4 corridor from Kaley Avenue to Lee Road using UNITES and a 3D gaming engine tool. In Phase 2, this research project will attempt to evaluate the utility of the developed tool for decision-making and public hearings. Other benefits include the study of congestion/choke points and determining the effectiveness of incorporating new technologies for highway improvements such as high speed rail and other intelligent transportation system deployments. KW - Gaming engines KW - Software packages KW - Three dimensional displays KW - Traffic flow KW - Traffic simulation KW - UNITES (Computer program) KW - Visualization KW - WATSIM (Computer program) UR - https://trid.trb.org/view/661614 ER - TY - RPRT AN - 00950916 AU - GangaRao, Hota V S AU - BURDINE, ERIC B AU - West Virginia University, Morgantown AU - West Virginia Division of Highways AU - Federal Highway Administration TI - STIFFENING OF STEEL STRINGER BRIDGES USING CARBON FIBER REINFORCED POLYMERS. PY - 2003 AB - No abstract provided. KW - Carbon KW - Composite materials KW - Concrete bridges KW - Fiber reinforced concrete KW - Fiber reinforced plastics KW - Floors KW - Maintenance KW - West Virginia UR - https://trid.trb.org/view/602078 ER - TY - RPRT AN - 00963632 AU - Skarpness, Bradley AU - Kitchener, Fred AU - Boselly, Ed AU - Thomas, Amy AU - Battelle Memorial Institute AU - Federal Highway Administration TI - FINAL REPORT OF THE EVALUATION OF THE FORETELL CONSORTIUM OPERATIONAL TEST : WEATHER INFORMATION FOR SURFACE TRANSPORTATION PY - 2003 SP - 120 p. AB - When weather turns wintry with snow and ice, it can be deadly. Over 17 percent of all fatal crashes occur during winter weather conditions. Of those, 60 percent happen in rural areas (most on non-interstate roadways). Weather information helps determine when and if to take a trip, the route, and expected travel time. It guides the actions of state departments of transportation (DOTs) that maintain the interstates and state highways. The Federal Highway Administration (FHWA) Intelligent Transportation System (ITS) Joint Program Office and the recently formed Road Weather Management Program support the supposition that more accurate and accessible weather information could improve road maintenance and decrease fatal crashes. FHWA awarded a rural ITS Operational Test (OT) to the FORETELL Consortium (Castle Rock Consultants, Iowa, Wisconsin, and Missouri DOTs) in 1997 to develop an operational test of a multi-regional road and weather forecasting/dissemination system, in partnership with the National Weather Service (NWS) and Environment Canada (EC). FORETELL planned to establish an Intelligent Transportation System (ITS) Service Center to provide an interface between the raw weather data and ITS users to deploy the weather information. The fundamental functions of the service center were to: use NWS and EC data sources and models for providing nowcasts and forecasts; use transfer energy balance models developed in Europe along with solar gain and snow drift algorithms for pavement condition forecasts; adjust weather forecast and pavement condition predictions using real time field sensor information from stationary and mobile road weather information systems (RWIS); disseminate value-added tailored information to state DOT highway maintenance personnel, travelers, and others using available/emerging commercial and ITS traveler information media. FORETELL was a multi- state initiative bringing ITS together with advanced weather prediction systems to create operational highway maintenance management and traveler information systems throughout North America. The program envisions a widely accessible real-time weather and road condition information system that would support seamless information sharing for travelers and highway maintenance operators (HMOs). The FORETELL system has been constantly evolving since its conception. At the time of the evaluation, the FORETELL system was primarily an Internet website that displayed weather and road condition information for Iowa, Missouri, and Wisconsin KW - Road weather information systems KW - Transportation operations UR - http://ntl.bts.gov/lib/jpodocs/repts_te/10143.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13833_files/13833.pdf UR - https://trid.trb.org/view/661204 ER - TY - CONF AN - 00962841 AU - Iowa Department of Transportation TI - SAFE MOBILITY DECISIONS FOR OLDER DRIVERS, JUNE 19-20, 2002, FORUM: A PUBLIC DISCUSSION OF SYSTEMS, SERVICES, AND SCIENCES FOR SENIOR MOBILITY PY - 2003 SP - v.p. AB - The Iowa Safety Management System (SMS) facilitated the Safe Mobility Decisions for Older Drivers Forum in 2002 to: raise public awareness, identify key safety improvement strategies, develop resources that help older drivers make safer mobility decisions, and provide opportunities for Iowa's senior citizens to share their concerns and suggestions regarding safe mobility with Iowa policy makers and service providers. Nearly 200 Iowans, half of them senior citizens, gathered to address safe mobility decisions for older Iowans. Participants learned about aging, driving, and roadway design; Iowa's aging population; crash statistics; and senior resources related to safe mobility. The Federal Highway Administration sponsored the amazing 90-year-old Art Linkletter as a keynote speaker to draw attendance and the news media attention needed to help raise public awareness. This packet contains the forum agenda, a list of exhibits, an executive summary of the forum, and the following 3 reports: Data Executive Summary - The Graying of Iowa and the Nation: What the Data Tells Us, by R. Thompson, M. Pawlovich, and K. Triggs; Resources for Wise Choices: Strategies for Older Drivers and Those Who Care About Them - Draft for Comments from Forum Attendees, developed by friends and members of the Iowa Highway Safety Management System; and Iowa Safe Mobility Decisions for Older Drivers Forum Report: A Public Discussion of Sciences, Services, and Systems for Senior Mobility, Focused on Driving. The forum report summarizes the forum and is derived from workshop discussions and the presenters' and participants' thoughts and ideas. U1 - Safe Mobility Decisions for Older Drivers Forum: A Public Discussion of Systems, Services, and Sciences for Senior MobilityIowa Safety Management System; Federal Highway Administration; Iowa Governor's Traffic Safety Bureau; Iowa Department of Transportation; Iowa Program for Assistive Technology; and American Automobile Association (AAA) Minnesota/Iowa.Ames, Iowa StartDate:20020619 EndDate:20020620 Sponsors:Iowa Safety Management System; Federal Highway Administration; Iowa Governor's Traffic Safety Bureau; Iowa Department of Transportation; Iowa Program for Assistive Technology; and American Automobile Association (AAA) Minnesota/Iowa. KW - Aged drivers KW - Conferences KW - Decision making KW - Iowa KW - Mobility KW - Safety UR - https://trid.trb.org/view/661813 ER - TY - RPRT AN - 00962495 AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - ADVANCED PUBLIC TRANSPORTATION SYSTEMS DEPLOYMENT IN THE UNITED STATES : YEAR 2002 UPDATE PY - 2003 SP - 71 p. AB - This report is the fourth in a series of biennial reports tracking the existing and planned deployments of Advanced Public Transportation Systems (APTS) technologies and services in the United States. The information contained in this report was collected by personnel at the Volpe National Transportation Systems Center (Volpe) and the Oak Ridge National Laboratory and SAIC during the Summer and Fall of 2002. This Advanced Public Transportation Systems (APTS) deployment tracking survey was conducted over the Internet, to the extent possible, for Year 2002. Previous surveys were conducted by mail, facsimile, or over the telephone. As in the year 2000 survey, Oak Ridge collected APTS deployment data for jurisdictions containing 50,000 persons or more within the 78 largest metropolitan areas of the United States. Volpe collected data on APTS deployments in the remainder of the United States. Since the transit deployment questions for the 18 APTS elements tracked by this survey were identical for both the largest and smaller metropolitan areas, nationwide deployment statistics are available for the first time for all APTS systems. A total of 593 agencies completed surveys in 2002. It is recognized that this represents perhaps only about half of the transit operations that exist in the U.S., particularly in jurisdictions outside of the 78 largest metropolitan areas KW - Advanced public transportation systems KW - Deployment UR - http://ntl.bts.gov/lib/23000/23700/23728/13846.pdf UR - https://trid.trb.org/view/660720 ER - TY - RPRT AN - 00962546 AU - Florida Department of Transportation AU - Federal Highway Administration TI - SURFACE TRANSPORTATION SECURITY AND RELIABILITY INFORMATION SYSTEM MODEL DEPLOYMENT : FINAL WORK PLAN PY - 2003 AB - In March 2003, the Florida Department of Transportation (FDOT) was selected to participate in a highly innovative model deployment with the Federal Highway Administration (FHWA). The formal name of the program is the Surface Transportation Security and Reliability Information System Model Deployment (DTFH61-02-X-0089). However, as its goal is to provide an information infrastructure, it is more commonly referred to as the Infostructure MDI. The objective of the model deployment, called iFlorida, is to demonstrate the wide variety of operational functions that are enabled or enhanced by a surface transportation security and reliability information system. The model deployment will demonstrate todays best practices and innovative approaches for the collection, processing, use, dissemination sharing, and archiving of transportation information. The objectives of the iFlorida program (Program) are captured in the four 'i's of information, integration, intelligence, and innovation. The Program is designed to deliver information required by operating agencies to manage the transportation network more securely, reliably and efficiently and deliver the decision quality information that travelers need to make best use of transportation facilities. The purpose of the iFlorida Program Work Plan is to describe the overall sequence of activities and management approach to be pursued as part of model deployment. This includes describing roles and responsibilities, schedules and milestones, program activities and reporting mechanisms involved KW - Data fusion KW - Deployment KW - Electronic data interchange KW - Information systems KW - Telecommunications UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13838.html UR - https://trid.trb.org/view/661807 ER - TY - RPRT AN - 00961966 AU - Polzin, S E AU - Federal Highway Administration TI - SECURITY CONSIDERATIONS IN TRANSPORTATION PLANNING: A WHITE PAPER PY - 2003 SP - 25 p. AB - This paper explores the implications of enhanced security concerns on transportation planning activities. It is becoming increasingly clear that security concerns will significantly influence how transportation facilities and services are provided. Hence, via this white paper possible implications on transportation planning are explored. Over the next several years, security considerations will most probably result in a multitude of changes in how transportation is planned, designed, implemented and operated. Transportation goals, planning processes, databases, analytical tools, and organizational structures will change due to security concerns. This paper is intended to seed that discussion and facilitate that process of change. Just as the transportation planning professional and the planning process have evolved to accommodate issues such as enhanced environmental concern, social equity, evolving technologies and multimodal considerations, the inclusion of demand management strategies, and various other new goals and considerations, so too, it will have to adapt to the need to address security considerations in the planning of transportation infrastructure and services. All transportation modes are at risk. KW - Air travel KW - Databases KW - Design KW - Highways KW - Implementation KW - Operations KW - Organizations KW - Public transit KW - Railroads KW - Security KW - Strategic planning KW - Transportation planning KW - Water transportation UR - http://www.planning.dot.gov/Documents/SecurityPapers/SecurityConsiderations_Polzin.htm UR - http://www.planning.dot.gov/Documents/SecurityPapers/SecurityConsiderations_Polzin.pdf UR - https://trid.trb.org/view/660510 ER - TY - RPRT AN - 00962005 AU - Federal Highway Administration TI - HIGH ACCURACY-NATIONWIDE DIFFERENTIAL GLOBAL POSITIONING SYSTEM PROGRAM FACT SHEET PY - 2003 SP - 3 p. AB - The High Accuracy-Nationwide Differential Global Positioning System (HA-NDGPS) program provides the capability for broadcasting corrections to the Global Positioning System over long ranges to achieve a 10-cm (4-in.) accuracy throughout the coverage area. HA-NDGPS currently is undergoing a research and development phase. The signal is being tested in Hagerstown, Maryland, and soon Hawk Run, Pennsylvania. Application of this technology will provide advanced safety features for transportation, including lane-departure warnings, intersection-collision warnings, and railroad track defect alerts. The technology also could be used for economic enhancements, such as precision container tracking and automated highway lane striping. KW - Accuracy KW - Automated lane striping KW - Container tracking KW - Defects KW - Global Positioning System KW - Highway safety KW - Railroad tracks KW - Warning systems UR - http://www.fhwa.dot.gov/publications/research/operations/03039/ UR - https://trid.trb.org/view/660531 ER - TY - RPRT AN - 00962006 AU - Federal Highway Administration TI - NATIONWIDE DIFFERENTIAL GLOBAL POSITIONING SYSTEM PROGRAM FACT SHEET PY - 2003 SP - 4 p. AB - The purpose of the Nationwide Differential Global Positioning System is to provide accurate positioning and location information to travelers, emergency response units, and other customers. The system provides 1- to 3-m (3- to 10-ft) navigation accuracy. This information will improve collision notification systems, enable cooperative vehicle-highway collision-avoidance systems, and provide more accurate in-vehicle route guidance systems. KW - Accuracy KW - Collision notification systems KW - Crash avoidance systems KW - Global Positioning System KW - Location KW - Positioning KW - Route guidance KW - Traveler information and communication systems UR - http://www.fhwa.dot.gov/publications/research/operations/02072/index.cfm UR - https://trid.trb.org/view/660532 ER - TY - RPRT AN - 00950606 AU - Federal Highway Administration TI - SUCCESSFUL EFFORTS IN ENVIRONMENTAL STREAMLINING EIGHT CASE STUDIES IN PROJECT DEVELOPMENT. PY - 2003 AB - No abstract provided. KW - Design KW - Environmental impact analysis KW - Environmental impacts KW - Management KW - Roads KW - United States UR - https://trid.trb.org/view/601949 ER - TY - RPRT AN - 00961250 AU - Federal Highway Administration AU - Department of Transportation TI - INFORMATION ELEMENTS TO SUPPORT TRAFFIC MANAGEMENT SERVICES : FINAL SUMMARY REPORT PY - 2003 AB - Public Agencies responsible for managing various operational aspects of the highway system require numerous types of information on the current conditions of the system to support delivery of effective services. Real-time information on highway system performance and weather conditions / events is vital to assist highway professionals in managing the available capacity, responding to disruptions to capacity (including emergencies, evacuations, and security threats) and to system users in planning the timing, mode, and route for their trips. This document presents the summary of an effort undertaken to develop information requirements and cost estimates requirements to support various traffic management services. The intent is to document the effort by describing the tasks undertaken, assumptions and agreements, describe the processes used, and itemize the findings so that future users of the materials understand its context KW - Advanced traffic management systems KW - Freeway management systems KW - Planning KW - Real time information UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13812.html UR - https://trid.trb.org/view/661719 ER - TY - RPRT AN - 00960491 AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - 2001 NHTS USER'S GUIDE PY - 2003 SP - v.p. AB - This user's guide provides details of the 2001 National Household Travel Survey (NHTS). It provides information to assist transportation planners and others who need comprehensive data on travel and transportation patterns in the United States. The 2001 NHTS updates information gathered in prior Nationwide Personal Transportation Surveys (NPTS) conducted in 1969, 1977, 1983, 1990, and 1995 and the American Travel Survey (ATS), conducted in 1995. Survey content and interviews are presented, along with survey procedures and methodology, survey response rates, weight calculations, description of data files, and a chapter on using the data. The guide also contains 13 appendices, for additional detailed information. KW - Methodology KW - National Household Travel Survey KW - Procedures KW - Transportation planning KW - Travel behavior KW - Travel patterns KW - Travel surveys UR - http://nhts.ornl.gov/2001/usersguide/UsersGuide.pdf UR - https://trid.trb.org/view/661707 ER - TY - RPRT AN - 00960487 AU - Federal Highway Administration TI - OFFICE OF RESEARCH, DEVELOPMENT, AND TECHNOLOGY FY 2002 PERFORMANCE REPORT PY - 2003 SP - 80 p. AB - This publication is the Federal Highway Administration's (FHWA) Office of Research, Development, and Technology's (RD&T) first annual performance report. It represents an effort to demonstrate and communicate FHWA's commitment to accountability in the programs and initiatives managed at the Turner Fairbanks Highway Research Center (TFHRC), a federally owned and operated research facility in McLean, VA. The report documents their 2002 accomplishments and success stories, and discusses the challenges and strategies they plan to use in addressing them. In addition, the report highlights some changes in the research and technology (R&T) environment this year and shows how they adapted to changing circumstances by adjusting their practices. KW - Development KW - Performance KW - Reports KW - Research KW - Strategic planning KW - Technology KW - Turner-Fairbank Highway Research Center KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/research/general/02101/index.cfm UR - https://trid.trb.org/view/659967 ER - TY - RPRT AN - 00944229 AU - Federal Highway Administration AU - Federal Highway Administration TI - OPERATIONS & INTELLIGENT TRANSPORTATION SYSTEMS RESEARCH PY - 2003 AB - The Turner-Fairbank Highway Research Center's Operations and Intelligent Transportation Systems (ITS) research team conducts research on the application of cutting-edge technologies to move people and goods better, quicker, and safer. Research focuses on two key areas - enabling technologies and travel management - and is supported by the Transportation Research Laboratory (TReL). The website includes links to a number of TFHRC publications KW - Advanced traffic management systems KW - Intelligent transportation systems KW - Research UR - https://trid.trb.org/view/644238 ER - TY - RPRT AN - 00944357 AU - Udd, Eric AU - Kunzler, Marley AU - Blue Road Research AU - Oregon Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT AND EVALUATION OF FIBER OPTIC SENSORS : FINAL REPORT PY - 2003 SP - 59 p. (6.9Mb) AB - The objectives of this study were to develop a working traffic sensor system with the potential to be more durable, reliable, and cost- effective than currently available traffic sensors, with a primary focus to design a sensor for vehicle counter and classifier applications. This study investigated the feasibility of using fiber optic sensors to capture traffic data. Funding from the study was used to develop a prototype sensor using fiber Bragg gratings (FBG) technology. The sensor was tested on a high volume Portland cement concrete highway and found to be feasible for use in monitoring light and heavy traffic. Signals from the senor were processed with a demodulator system, and captured on a computer. For testing purposes the signal was converted to a scaled analog voltage signal and successfully output to a conventional traffic classifier recorder. The sensors have the potential for long-lasting, cost-effective solutions in vehicle classification applications. With modification, the FBG strain sensor shows potential for use in weigh-in-motion applications. The system is sensitive enough to detect adjacent lane traffic opening possibilities of shoulder area monitoring for less traffic disruption and increased safety. With two sensors, the system can capture speeds as well as weights of both sides of a vehicle. Future development of dedicated demodulator/interfacing electronic hardware and auto-tuning grating system could eventually lead to cost effective solutions for traffic classification and weigh-in-motion applications KW - Fiber optics KW - Vehicle detectors UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/FiberOpticSensors.pdf UR - https://trid.trb.org/view/644258 ER - TY - JOUR AN - 00944349 JO - News release (United States. Dept. of Transportation. Office of Public Affairs) ; FHWA 20-03 PB - Federal Highway Administration AU - Federal Highway Administration TI - U.S. TRANSPORTATION SECRETARY MINETA ANNOUNCES OPENING OF CRASH- PREVENTING "INTELLIGENT INTERSECTION" TEST FACILITY PY - 2003 SP - 2 p. AB - U.S. Transportation Secretary Norman Y. Mineta today announced the opening of a new test facility at which technologies will be tested that are designed to save lives by preventing crashes at intersections. The test intersection, the first of its kind in the United States, is located at the Federal Highway Administration's (FHWA) Turner-Fairbank Highway Research Center in McLean, VA, and will be used to develop and evaluate vehicle-based and vehicle roadway cooperative systems that can save lives by helping drivers avoid intersection crashes KW - Crash avoidance systems KW - Intelligent Vehicle Initiative KW - Safety UR - http://www.fhwa.dot.gov/pressroom/fhwa0320.htm UR - https://trid.trb.org/view/646598 ER - TY - RPRT AN - 00943950 AU - Federal Transit Administration AU - Federal Highway Administration TI - METROPOLITAN CAPACITY BUILDING PROGRAM - INFORMATION PACKET PY - 2003 SP - 4 p. AB - Need information on transportation planning for a better tomorrow? This information packet serves as a comprehensive source of information about the evolving Metropolitan Capacity Building (MCB) Program - a collaborative effort of the FTA, the FHEA, American Association of State Highway and Transportation Officials, American Public Transportation Association, and the Association of Metropolitan Planning Organizations. The packet includes four reports that list and provide information about the MCB Program, including: key issues, frequently asked questions, training courses, and technical papers, as well as a Briefing Notebook for Metropolitan Planning Organization Board Members. The MCB Program has been launched to help metropolitan decisionmakers resolve the increasing complex issues they face when addressing the transportation needs of their areas. This comprehensive program for training, technical assistance, and support is targeted to state and local governments, transit operators, and community leaders. As the MCB Program continues to evolve and plan for a better tomorrow, this publication will serve to remind the transportation community of the Program's aim, priorities, and participants. KW - Local government KW - Metropolitan areas KW - Metropolitan planning organizations KW - Needs assessment KW - Public information programs KW - State government KW - Technical assistance KW - Training programs KW - Transit operating agencies KW - Transit operators UR - https://trid.trb.org/view/643767 ER - TY - RPRT AN - 00942862 AU - Federal Highway Administration TI - FHWA OPERATION SECURITY PY - 2003 AB - The surface transportation system is vital to our economy, defense and quality of life, and it is extremely vulnerable to attack due to its enormity and accessibility. FHWA's role in surface transportation security is to work with state and local transportation agencies and transportation partners to improve their capabilities and preparedness. This website explains the FHWAs role in transportation security. It provides access to a wide range of documents on-line. Points of contact are listed for further information KW - Emergency communication systems KW - Incident management KW - Safety KW - Security UR - http://www.ops.fhwa.dot.gov/OpsSecurity/index.htm UR - https://trid.trb.org/view/644166 ER - TY - CONF AN - 00942549 JO - Transportation Research Record PB - Transportation Research Board AU - van Zyl, G D AU - Henderson, M G AU - Fourie, H G AU - Transportation Research Board TI - OPTIMIZING LOW-VOLUME ROAD NETWORK PERFORMANCE THROUGH IMPROVED MANAGEMENT, DESIGN, AND CONSTRUCTION SN - 0309077486 PY - 2003 IS - 1819 SP - p. 299-305 AB - The Provincial Administration of the Western Cape in South Africa is responsible for 18,900 km of proclaimed roads, of which 10,500 km are unsurfaced. A formal gravel road management system has been in operation since 1989 that assists in prioritizing projects for regraveling and upgrading gravel roads to surfaced standards. Because of fund limitations for upgrading gravel roads to surfaced roads, there is a need to optimize performance of the gravel road network and maximize use of knowledge and latest research results for southern Africa. Staff shortages and loss of in-house expertise made external assistance necessary to improve service to road users. Processes formalized, implemented, and planned for this purpose included (a) upgrading the gravel road management system to quantify benefits, prioritize activities, and select maintenance and improvement measures; (b) appointing consulting engineers in each district to help manage borrow pits, materials design, training, construction supervision and quality control, maintenance planning and control, and performance monitoring; (c) communication about project priorities, construction programs, work methods, construction team performance, and activity costs; and (d) development of an operational web-enabled system to manage all activities related to unsurfaced roads. Within 1 year, a remarkable difference in gravel road performance was observed without a significant reduction in productivity. Total transportation costs were lowered with only a marginal increase in agency costs. Continuous communication among system operators, design engineers, project managers, and construction teams is considered one of the most important aspects in optimizing performance of the Western Cape low-volume road network. This study highlights the most important changes in management, systems, design, and construction and the practical innovations responsible for the successes achieved as a potentially valuable aid to those involved with providing and maintaining low-volume roads. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Communication KW - Design KW - Gravel roads KW - Innovation KW - Low volume roads KW - Management KW - Optimization KW - Pavement management systems KW - Performance KW - Road construction KW - Unpaved roads KW - Western Cape (South Africa) UR - http://dx.doi.org/10.3141/1819b-38 UR - https://trid.trb.org/view/645263 ER - TY - CONF AN - 00942556 JO - Transportation Research Record PB - Transportation Research Board AU - Gu, R R AU - McDonald, T J AU - Lohnes, R A AU - Transportation Research Board TI - LOW-WATER STREAM CROSSINGS: THE IOWA EXPERIENCE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 355-361 AB - Replacement of old, unsafe bridges on low-volume roads is an increasing concern in rural America. Counties and local jurisdictions with inadequate bridges on secondary roads are faced with large capital expenditures for replacement structures or possible road closings. Low-water stream crossings (LWSCs) can provide a low-cost and reasonably safe alternative. Three types of LWSC are unvented fords, vented fords, and low-water bridges. A study was conducted to develop design guidelines for all three types of LWSC. Although the study focused on Iowa, the results are thought to be applicable to a wider geographic region. The salient features of this design process, including site selection, selection of most effective LWSC type, and geometric and material selection design, are described for the three types of structures. Although potential legal liability associated with LWSCs is a concern, the Iowa experience indicates that, with adequate warning signs, accidents and subsequent tort claims may actually be less with LWSCs than with deficient and obsolete bridges. On the basis of this history, it appears that potential liability from the use of prudently designed LWSCs is not a high risk. However, each state and local agency should thoroughly study code and local ordinance restrictions when considering LWSC options. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Fords (Hydrology) KW - Iowa KW - Liability KW - Low volume roads KW - Low water bridges KW - Low water stream crossings KW - Risk assessment KW - Streams KW - Unvented fords KW - Vented fords UR - http://dx.doi.org/10.3141/1819b-45 UR - https://trid.trb.org/view/645270 ER - TY - CONF AN - 00942545 JO - Transportation Research Record PB - Transportation Research Board AU - Zilioniene, D AU - Cygas, D AU - Dundulis, K AU - Transportation Research Board TI - SOLUTIONS OF GRAVEL ROAD RENOVATION BASED ON CERTAIN LOCAL CONDITIONS IN LITHUANIA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 267-274 AB - The Lithuanian state road network consists of more than 21,000 km of roads, and gravel roads dominate (43.3%). While the 1998-2000 Paving of Gravel Roads Program was being implemented, there were a few issues in estimating investments that could determine the implementation alternatives of the rehabilitation project. Total costs of renovated gravel roads depended on the climate and geological and hydrological conditions of a location as well as traffic and gravel road characteristics. Roads, like engineering buildings, have to be of sufficient strength and durability, and they should correspond to traffic volume. The results of tests showed diversity of pavements and the characteristics of renovated gravel roads. Gravel roads vary by road width, pavement structure, pavement materials, and traffic. In analyzing traffic on gravel roads, the roads were classified into four groups according to traffic volume. Frequently, the strength of subgrade soils determines the structure of renovated gravel roads. The authors carried out tests on road subgrades under different geomorphologic and geological conditions, estimating the structure, physical conditions, and mechanical properties of these subgrades. According to the test results the strength of existing gravel roads depends on the strength of the subgrade, the thickness of the gravel road, and the quality of the gravel. The equivalent deformation modulus of the gravel roads is described by a binomial. In selecting structures for reconstruction of gravel roads, mathematical models are suggested. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Decision making KW - Deformation KW - Gravel roads KW - Investments KW - Lithuania KW - Mathematical models KW - Mechanical properties KW - Rehabilitation (Maintenance) KW - Subgrade (Pavements) KW - Thickness KW - Traffic volume UR - http://dx.doi.org/10.3141/1819b-34 UR - https://trid.trb.org/view/645259 ER - TY - CONF AN - 00942559 JO - Transportation Research Record PB - Transportation Research Board AU - Shekar, V AU - Petro, S H AU - GangaRao, H V S AU - Transportation Research Board TI - FIBER-REINFORCED POLYMER COMPOSITE BRIDGES IN WEST VIRGINIA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 378-384 AB - Fiber-reinforced polymer (FRP) composites have been used more often over the past decade than before in new construction as well as in repair of deteriorated bridges. Many of these bridges are on low-volume roads, where they receive very little attention. It is imperative that new bridge construction or repair be long lasting, nearly maintenance free, and as economical as possible. Relative to those factors, FRP composite bridges have been found to be structurally adequate and feasible because of their reduced maintenance cost and limited environmental impact (i.e., no harmful chemicals leaching into the atmosphere with longer service life). In West Virginia, 23 FRP composite bridges have been constructed, among which 18 are built on low-volume roads that have an average daily traffic (ADT) of less than 1,000, including 7 with ADT less than 400. General FRP composite bridge geometry and preliminary field responses are presented as are some of the preliminary construction specifications and cost data of FRP composite bridges built on low-volume roads in West Virginia. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Bridges KW - Composite structures KW - Construction KW - Costs KW - Fiber reinforced plastics KW - Geometry KW - Low volume roads KW - Specifications KW - West Virginia UR - http://dx.doi.org/10.3141/1819b-48 UR - https://trid.trb.org/view/645273 ER - TY - CONF AN - 00942560 JO - Transportation Research Record PB - Transportation Research Board AU - Doornink, J D AU - Wipf, T J AU - Klaiber, F W AU - Transportation Research Board TI - USE OF RAILROAD FLATCARS IN COST-EFFECTIVE LOW-VOLUME-ROAD BRIDGES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 385-396 AB - The use of railroad flatcars (RRFCs) as the superstructure in low-volume bridges has been investigated in a research project at Iowa State University. These alternative bridges should enable county engineers to replace old, inadequate county bridges for less money and in a shorter construction time than required for a conventional bridge. Capital saved can be used to improve other areas of secondary road transportation. A feasibility study completed in 1999 by the Bridge Engineering Center at Iowa State University determined that RRFC structures have adequate strength to support Iowa legal traffic loads. In a follow-up research project, two RRFC demonstration bridges with different substructures and RRFC lengths were designed, constructed, and tested to validate the conclusions of the feasibility study. Bridge behavior predicted by grillage models was supported by data from field load tests, and it was determined that the engineered RRFC bridges had live-load stresses significantly below the safe yield strength of the steel and deflections well below the AASHTO bridge design specification limits. Moreover, since analytical procedures were able to predict RRFC bridge behavior, it is possible to analyze each bridge to determine its adequacy for any state's legal traffic loads or for roads with larger hauling loads, such as quarry or coal-hauling roads. From the results of this research, it has been determined that, through proper RRFC selection, connection, and engineering design, RRFC bridges can be a viable, economic alternative for low-volume-road bridges. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Bridge superstructures KW - Bridges KW - Cost effectiveness KW - Deflection KW - Flat cars KW - Iowa KW - Live loads KW - Load tests KW - Low volume roads KW - Stresses UR - http://dx.doi.org/10.3141/1819b-49 UR - https://trid.trb.org/view/645274 ER - TY - CONF AN - 00942546 JO - Transportation Research Record PB - Transportation Research Board AU - Kestler, M A AU - Transportation Research Board TI - TECHNIQUES FOR EXTENDING THE LIFE OF LOW-VOLUME ROADS IN SEASONAL FROST AREAS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 275-284 AB - Major highways are designed to withstand heavy vehicles and high traffic volumes year round. However, low-volume roads (LVRs) in seasonal frost areas are extremely susceptible to damage from trafficking by heavy vehicles during spring thaw. As a result, the maintenance-free life of an LVR in a seasonal frost area averages less than half that of a similar road in a nonfrost area. This study serves as a practical primer on addressing thaw weakening of LVRs: it offers guidance for identifying frost-susceptible soils, summarizes methods used and currently undergoing research to determine when conditions are critical, and provides several solutions for avoiding the costly impact of spring thaw on LVRs. Diagnostic tools and recommended road-usage techniques are provided for existing roads; alternative design techniques are presented for new and reconstructed roads. Tools and techniques are applicable across much of Europe, North America, and Asia; some also apply to wet areas outside seasonal frost areas. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Asia KW - Design KW - Europe KW - Frost susceptible soil KW - Heavy vehicles KW - Load limits KW - Low volume roads KW - North America KW - Seasonal frost areas KW - Testing KW - Testing equipment KW - Thaw KW - Thaw weakening UR - http://dx.doi.org/10.3141/1819b-35 UR - https://trid.trb.org/view/645260 ER - TY - CONF AN - 00942548 JO - Transportation Research Record PB - Transportation Research Board AU - McManus, K J AU - Metcalf, J B AU - Transportation Research Board TI - ANALYSIS OF DETERIORATION MODELS FOR LIGHTLY LOADED THIN SEAL FLEXIBLE PAVEMENTS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 294-298 AB - A set of deterioration models is required to manage local government authority (LGA) pavements in a cost-effective manner; yet, most existing deterioration models have been derived for the major highways of the State Road Authority system. LGA pavements are different in terms of pavement life, the effect of the environment, loading, and expectations of performance with respect to riding quality. There is a greater emphasis on sustained light routine maintenance in LGAs. There is a need to develop models that more closely represent LGA pavements so they can be used to forecast the deterioration of the asset and to provide better guidance for rehabilitation planning. Existing pavement deterioration models, such as Highway Development Management-III (HDM-III), were examined for application to the Australian LGA pavement set. In general, such models were too complex for use in LGAs, and they also used roughness as a performance measure. Roughness is not commonly measured in LGA pavement networks. Other studies have shown that HDM-III could overestimate the deterioration of lightly loaded pavements. For this study, data on deterioration of several LGA pavements were collected and analyzed. Visual assessment data on pavement condition were captured in a "snapshot" survey of pavements of different ages. Thus, the data represent an age cross-section sample. Little or no correlation was found between any of the performance indicators and age when the full data sets were used for the analyses. Some correlation was apparent with the averaged data for each age. Even then, some of the trendlines observed indicated a performance with age, contrary to normal expectations. It appears that factors besides age have a significant influence on the behavior of LGA pavement. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Australia KW - Condition surveys KW - Correlation analysis KW - Data collection KW - Deterioration KW - Flexible pavements KW - HDM-III (Computer program) KW - Local government KW - Low volume roads KW - Pavement management systems KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Service life UR - http://dx.doi.org/10.3141/1819b-37 UR - https://trid.trb.org/view/645262 ER - TY - CONF AN - 00942550 JO - Transportation Research Record PB - Transportation Research Board AU - Thenoux, G AU - Gonzalez, A AU - Halles, F AU - Transportation Research Board TI - CHILEAN STRUCTURAL DESIGN GUIDE FOR LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 306-313 AB - The practical and theoretical principles used for development of the Chilean Structural Design Guide for Low-Volume Roads 2002 and the guide's conceptual model and hypotheses are presented. The design guide is a simplified methodology for selection of different pavement structure alternatives for a variety of conditions (traffic, soil support capacity, and climate). The design guide provides solutions for four traffic ranges, six ranges of soil support capacity, and three climate conditions (dry, normal, and saturated). The design charts contain more than 150 solutions. Pavement structural design was solved by mechanistic analysis with the BISAR computer program and fatigue models developed in South Africa. The design guide may be considered an engineering application with up-to-date research tools and results. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Bearing capacity KW - BISAR (Computer program) KW - Chile KW - Climate KW - Design charts KW - Fatigue (Mechanics) KW - Guidelines KW - Low volume roads KW - Structural design KW - Traffic volume UR - http://dx.doi.org/10.3141/1819b-39 UR - https://trid.trb.org/view/645264 ER - TY - CONF AN - 00942552 JO - Transportation Research Record PB - Transportation Research Board AU - Jusi, P AU - Mumu, R AU - Jarvenpaa, S H AU - Neausemale, B AU - Sangrador, E AU - Transportation Research Board TI - ROAD ASSET MANAGEMENT SYSTEM IMPLEMENTATION IN PACIFIC REGION: PAPUA NEW GUINEA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 323-332 AB - The road network of Papua New Guinea includes 8,258 km of national classified roads and another 19,937 km of lesser-trafficked but equally important provincial roads. The value of the national road network is more than 5 billion Kina (US$1 billion). Maintaining this significant asset places a great responsibility on the government and the Department of Works (DOW). Sadly, insufficient attention has been given to maintaining the road network. There is no doubt that poorly maintained roads have a significant adverse effect on national economic growth, with an adverse effect on gross domestic product. In a developing country such as Papua New Guinea, there is always a need to provide a basic level of access to all areas of the country to be able to provide basic services for all the population (access to markets, administrative, health, education). A poorly maintained road network limits access and deprives rural populations of basic services. Therefore, DOW, with funds and guidance provided by the Asian Development Bank, has, with the assistance of a Finnroad consultant, developed a road asset management system (RAMS). RAMS is a tool for storing and presenting road data information, planning short- and long-term road maintenance, creating budgets, and maximizing economic returns of investments made for the road network. The government of Papua New Guinea has also established requirements for institutional reform and strengthening under its public sector reform program. Furthermore, responding to community and other stakeholder pressure, the government has committed itself to launching a road sector reform program. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Access KW - Asian Development Bank KW - Asset management KW - Developing countries KW - Institutional reform KW - Low volume roads KW - Papua New Guinea KW - Return on investment UR - http://dx.doi.org/10.3141/1819b-41 UR - https://trid.trb.org/view/645266 ER - TY - CONF AN - 00942554 JO - Transportation Research Record PB - Transportation Research Board AU - Oloo, S AU - Lindsay, R AU - Mothilal, S AU - Transportation Research Board TI - OTTA SEALS AND GRAVSEALS AS LOW-COST SURFACING ALTERNATIVES FOR LOW-VOLUME ROADS: EXPERIENCES IN SOUTH AFRICA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 338-342 AB - The geology of the northeastern part of the province of KwaZulu-Natal, South Africa, is predominantly alluvial with vast deposits of sands. Suitable gravel sources are hard to come by, which results in high graveling and regraveling costs brought about by long haul distances and accelerated gravel loss. Most gravel roads carry fewer than 500 vehicles per day of which less than 10% are heavy vehicles. The high cost of regraveling has led to consideration of upgrading such roads to surfaced standard, even though traffic volumes do not justify upgrading. Traditional chip seals are expensive and cannot be economically justified on roads that carry fewer than 500 vehicles per day. The KwaZulu-Natal Department of Transport is actively involved in efforts to identify cost-effective alternative surfacing products for low-volume roads. Field trials were conducted with Otta seals and Gravseals, which have been used successfully in other countries, as low-cost surfacing products for low-volume roads. The Otta seal is formed by placing graded aggregates on a relatively thick film of soft binder that, because of traffic and rolling, works its way through the aggregates. Gravseal consists of a special semipriming rubberized binder that is covered by a graded aggregate. Both Otta seals and Gravseals provide relatively flexible bituminous surfaces suitable for low-volume roads. Cost savings are derived mainly from the broad aggregate specifications, which allow for the use of marginal materials. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Cost effectiveness KW - Field tests KW - Gravseals KW - KwaZulu-Natal (South Africa) KW - Low volume roads KW - Marginal materials KW - Otta seals KW - Seal coats KW - South Africa UR - http://dx.doi.org/10.3141/1819b-43 UR - https://trid.trb.org/view/645268 ER - TY - CONF AN - 00942555 JO - Transportation Research Record PB - Transportation Research Board AU - Grobler, J A AU - Taute, A AU - Joubert, I AU - Transportation Research Board TI - PAVEMENT EVALUATION AND REHABILITATION DESIGN METHODOLOGY CURRENTLY USED ON LOW-VOLUME ROADS IN SOUTHERN AFRICA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 343-352 AB - A pavement evaluation and rehabilitation design methodology is currently employed in southern Africa on relatively light pavement structures used for low-volume roads. The pavements normally consist of natural gravel materials in most layers and thin bituminous surfacings. When nearing the end of their design lives, they exhibit distresses ranging from minor deformation through aging of the surface to structural cracking and potholes. Rehabilitation options normally involve light stone seals or other inexpensive and cost-effective treatments. The phases of investigation for pavement evaluation and rehabilitation designs start with desk study to establish the history of the road and its past performance from pavement management system outputs. Detailed visual evaluations are then conducted of road features and extent of various forms of distress. These data are presented followed by a decision-making process to select areas for more detailed testing. All the information is used to determine the causes of distress and likely rehabilitation alternatives. Further destructive and nondestructive testing is carried out to predict performance of rehabilitation designs and equivalent annual cost comparisons. Rehabilitation design is also done with use of the dynamic cone penetrometer. Decision criteria are set for use of tests undertaken in the assessments, and test results are evaluated. This procedure normally results in a wide range of rehabilitation options, from application of a diluted emulsion as a surface rejuvenator to more extensive patching and resealing to major rehabilitation and overlays. This process effectively produces cost-effective solutions that maximize limited budgets. It is essential that the road authority be prepared to share the risks of the low-cost options with the designer. In this way benefits of low-cost solutions are realized, whereas, in a limited number of instances, premature distress may have to be repaired under routine maintenance. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Condition surveys KW - Cone penetrometers KW - Cost effectiveness KW - Decision making KW - Design methods KW - Low volume roads KW - Pavement design KW - Rehabilitation (Maintenance) KW - Southern Africa UR - http://dx.doi.org/10.3141/1819b-44 UR - https://trid.trb.org/view/645269 ER - TY - CONF AN - 00942557 JO - Transportation Research Record PB - Transportation Research Board AU - Keller, G R AU - Devin, S C AU - Transportation Research Board TI - GEOSYNTHETIC-REINFORCED SOIL BRIDGE ABUTMENTS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 362-368 AB - Geosynthetic-reinforced soil (GRS) bridge abutments have been used on a number of bridge projects over the past decade. This adaptation of reinforced soil technology to bridge structures and their approach fills offers an excellent opportunity to simplify construction, reduce construction time, and reduce cost on structures for which this technology is appropriate. This design concept, in which the actual bridge superstructure rests upon the GRS abutment wall, minimizes differential settlement and eliminates the problematic "bridge bump" found on many structures. The technology has been adapted to both road and trail bridges. The basic design concept of GRS used in bridge abutment applications was evaluated, along with its advantages and disadvantages. Some selected case histories of GRS bridge abutments on low-volume roads and trails in Alaska and California were considered. In addition, the Mammoth bridges, in the mountains of northern California, with high design snow loads and high horizontal peak ground accelerations, afforded an opportunity to design, construct, and monitor GRS-supported spread-footing abutments under difficult service conditions. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Alaska KW - Bridge abutments KW - California KW - Case studies KW - Geosynthetics KW - Low volume roads KW - Mechanically stabilized earth KW - Trails UR - http://dx.doi.org/10.3141/1819b-46 UR - https://trid.trb.org/view/645271 ER - TY - CONF AN - 00942551 JO - Transportation Research Record PB - Transportation Research Board AU - Morton, B S AU - Visser, A T AU - Horak, Emile AU - Transportation Research Board TI - USE OF FOAMED TAR FOR CONSTRUCTION OF FLEXIBLE PAVEMENT WITH EXISTING UNPAVED ROAD STRUCTURE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 314-322 AB - Low-volume and unpaved roads constitute the majority of the road network throughout the developing and developed world. Upgrading these unpaved roads to conform to standards of low-volume flexible asphalt pavements is a costly exercise. In most instances, this involves constructing an entirely new pavement base. Recent technological advances in the field of deep in situ recycling have provided pavement engineers with an alternative to standard rehabilitation and reconstruction methods of flexible pavements. One such technique of stabilization is foamed tar treatment of inferior natural pavement materials through the application of deep in situ recycling to produce a stabilized base for low-volume flexible pavements. Foamed tar technology and the concept of deep in situ recycling, and its advantages over current reconstruction methods, were reviewed. Health aspects relating to implementation of the stabilization process were addressed with respect to the use of gasifier tar in a controlled recycling environment. The engineering properties of foamed tar mixes were compared with existing stabilization techniques. A test section was constructed with particular attention to the flexibility of foamed tar for placement time, workability, and durability to environmental conditions. Performance testing results were analyzed. In conclusion, the benefits of foamed tar stabilization for developing an improved road network in a cost-effective manner were evaluated. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Base course (Pavements) KW - Benefits KW - Cost effectiveness KW - Durability KW - Flexible pavements KW - Foamed materials KW - In-place recycling KW - Low volume roads KW - Performance tests KW - Soil stabilization KW - Tar KW - Test sections KW - Unpaved roads KW - Workability UR - http://dx.doi.org/10.3141/1819b-40 UR - https://trid.trb.org/view/645265 ER - TY - CONF AN - 00942553 JO - Transportation Research Record PB - Transportation Research Board AU - Johnson, G AU - Transportation Research Board TI - MINNESOTA'S EXPERIENCE WITH THIN BITUMINOUS TREATMENTS FOR LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 333-337 AB - Three surface treatments placed on aggregate-surfaced roads (double-chip seal, Otta seal, and oil gravel) were investigated through field trials for performance. A double-chip seal used a single-size aggregate applied to a layer of hot asphalt binder. After 6 years of service, the performance of the road has required only routine preventive maintenance. The surface has a few thermal cracks and no rutting. An Otta seal, which uses a thick layer of soft asphalt to which a dense graded aggregate is added, has proven successful. The use of a chip spreader is recommended for precise aggregate application during construction. A large top-size aggregate, 1 in. (25 mm) minus, gave a rough texture to the surface, but the performance has not been adversely affected. Because of the fines included in an Otta seal, usually a locally available aggregate can be used. In design and construction, the oil gravel surface is similar to hot-mix asphalt. All the projects had some problems with segregation, but most can be corrected during construction with proper handling techniques. One benefit of this treatment is that additional material stockpiled during construction can be used in subsequent maintenance activities on the road. All three of the surface treatments require a strong stable base to work properly. The treatments add no structural component to the road. Therefore, the condition of the road needs to be carefully evaluated before construction. The roads that performed the best had the best base stability. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Chip seals KW - Field tests KW - Low volume roads KW - Minnesota KW - Oil gravel KW - Otta seal KW - Performance KW - Seal coats KW - Segregation (Aggregates) UR - http://dx.doi.org/10.3141/1819b-42 UR - https://trid.trb.org/view/645267 ER - TY - CONF AN - 00942561 JO - Transportation Research Record PB - Transportation Research Board AU - Russo, F M AU - Wipf, T J AU - Klaiber, F W AU - Transportation Research Board TI - COST-EFFECTIVE STRUCTURES FOR OFF-SYSTEM BRIDGES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 397-404 AB - Nearly half of the 587,000 bridges in excess of 6.1 m (20 ft) long on public roads in the United States are located off the Federal Aid System, are on local rural and urban roads or rural minor collectors, and are classified as off-system bridges. Approximately one-third of the off-system bridges are structurally deficient or functionally obsolete. The majority of states with large bridge populations are rural states with large percentages of structures owned by counties and other local agencies. Many of these bridges are on low-volume roads. Given the size of the deficient bridge population and the concentration of these bridges largely on locally owned networks, a recent NCHRP synthesis (NCHRP 32-08, "Cost Effective Structures for Off-System Bridges") has explored the current practices regarding the maintenance, rehabilitation, and replacement of off-system bridges. The administrative aspects of off-system bridge ownership and management were explored, including sources and problems of funding, bridge asset management, design policies for off-system bridges, exploration of the environmental process, and discussions of interagency partnering and coordination problems. A significant body of work exists on effective bridge maintenance and rehabilitation. A significant discussion of bridge strengthening, including specific techniques used on low-volume-road bridges, was also examined. Concerning bridge replacements, the literature and owner survey were used to provide information on successful concepts currently being used. In addition to successful bridge replacement options, discussion of the use of standard plans, design aids, and software is promoted as leading to standard and efficient low-volume-road bridge replacements. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Bridge design KW - Bridge replacement KW - Bridges KW - Cost effectiveness KW - Low volume roads KW - Maintenance KW - Off-system bridges KW - Rehabilitation (Maintenance) KW - Strengthening (Maintenance) UR - http://dx.doi.org/10.3141/1819b-50 UR - https://trid.trb.org/view/645275 ER - TY - CONF AN - 00942562 JO - Transportation Research Record PB - Transportation Research Board AU - Konda, T F AU - Klaiber, F W AU - Wipf, T J AU - Transportation Research Board TI - BEAM-IN-SLAB LOW-VOLUME-ROAD BRIDGE SYSTEM SN - 0309077486 PY - 2003 IS - 1819 SP - p. 405-412 AB - Funding for the repair and replacement of structurally deficient and functionally obsolete bridges is a nationwide problem. This problem is magnified for the managers of low-volume-road (LVR) systems who have limited budgets; thus, innovative replacement alternatives are always being sought. The beam-in-slab bridge (BISB) is an alternative replacement bridge developed in Iowa. The bridge consists of W-beam sections spaced 24 in. (610 mm) on center, with concrete filling the void space between them. Spans up to 50 ft (15.24 m) can be constructed with this low-cost alternative. Field and laboratory testing confirmed that the system is capable of handling legal loads. Modifications to the BISB have been investigated to improve its structural efficiency to make it possible to use the system in longer spans. An alternative shear connector (ASC) has been developed to provide composite action in the BISB. The ASC consists of holes, either torched or drilled, through the web of the girder for the formation of concrete dowels that provide for composite action. Ongoing research promises more structural efficiency with the development of an arched formwork system, which will make possible wider girder spacings and reduced self-weight. Combining the ASC with the arched formwork should result in an essentially steel-free system that is relatively easy to construct. From initial results, it should be possible to construct spans up to 75 ft (22.86 m) to carry legal loads in Iowa with these modifications. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Alternative shear connector KW - Arched formwork KW - Beam-in-slab bridges KW - Bridges KW - Composite action KW - Cost effectiveness KW - Iowa KW - Low volume roads KW - Structural design UR - http://dx.doi.org/10.3141/1819b-51 UR - https://trid.trb.org/view/645276 ER - TY - CONF AN - 00942547 JO - Transportation Research Record PB - Transportation Research Board AU - de Solminihac T, H AU - Hidalgo S, P AU - Salgado T, M AU - Transportation Research Board TI - CALIBRATION OF PERFORMANCE MODELS FOR SURFACE TREATMENT TO CHILEAN CONDITIONS: THE HDM-4 CASE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 285-293 AB - The HDM-4 (Highway Development Management) model used for pavement management activities must be adjusted to the specific conditions of a country or region where they are to be used by adjusting certain calibration factors. The results obtained from calibrating the cracking, raveling, potholing, rut depth, and roughness models contemplated in HDM-4 version 1.1 for surface treatments are presented and compared with the results obtained from equivalent models of HDM-III. In this task, the "windows" methodology was used, which consists of reconstructing the distress performance curve of a specific road category starting with observation of the condition of different roads with similar characteristics (such as traffic, pavement structural capacity, and climatic conditions) but of different ages. On the basis of the results obtained, recommendations for calibrating the performance models are proposed, and calibration factors more adequate for characteristics specific to Chilean surface treatments are established. On comparing the results of the calibrated models of HDM-III and HDM-4, it is concluded that both cases furnish similar values, and use of HDM-4 models is recommended because of their operating advantages and because they afford a greater flexibility, which allows them to more aptly adapt to a broader number of cases and situations. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Calibration KW - Chile KW - HDM-4 (Computer program) KW - HDM-III (Computer program) KW - Pavement cracking KW - Pavement management systems KW - Pavement performance KW - Potholes (Pavements) KW - Roughness KW - Ruts (Pavements) KW - Stripping (Pavements) KW - Surface treatments UR - http://dx.doi.org/10.3141/1819b-36 UR - https://trid.trb.org/view/645261 ER - TY - CONF AN - 00942558 JO - Transportation Research Record PB - Transportation Research Board AU - Birgisson, B AU - Ruth, B E AU - Transportation Research Board TI - IMPROVING PERFORMANCE THROUGH CONSIDERATION OF TERRAIN CONDITIONS: SOILS, DRAINAGE, AND CLIMATE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 369-377 AB - Inadequate drainage of surface and subsurface water can have significant impact on pavement behavior and long-term maintenance costs. Interception of water before it infiltrates into the pavement foundation is essential unless the soils are truly free draining. Even then, there can be potential damage by frost action. Identification of seepage zones and surface runoff characteristics based on terrain conditions such as soils and geology can aid in the selection of a suitable road alignment and design to minimize future problems. However, most moisture-soil-related pavement performance problems are observed and corrected after construction of the facility. Case history examples of moisture damage were examined that relate to seepage from culverts, perched water tables, weathered zones in sedimentary rock, permeable glacial deposits, and ponded water. Construction defects and the effect of soil suction and exudation of water into the pavement structure were evaluated. With emphasis on inadequate surface and subsurface drainage conditions, ideas relating to improvements needed to correct deficiencies were developed. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Alignment KW - Case studies KW - Culverts KW - Geology KW - Glacial soils KW - Low volume roads KW - Pavement performance KW - Runoff KW - Seepage KW - Soil suction KW - Soils KW - Subsurface drainage KW - Surface drainage KW - Terrain evaluation KW - Weathered rock UR - http://dx.doi.org/10.3141/1819b-47 UR - https://trid.trb.org/view/645272 ER - TY - CONF AN - 00942533 JO - Transportation Research Record PB - Transportation Research Board AU - Bullen, F AU - Transportation Research Board TI - DESIGN AND CONSTRUCTION OF LOW-COST, LOW-VOLUME ROADS IN AUSTRALIA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 173-179 AB - Inexpensive roads constructed by using local knowledge of material behavior have been shown to be capable of meeting rural traffic requirements without the need for importation of hard and expensive quarried crushed rock or gravel. In Australia, low-cost, low-volume roads are typically rural roads constructed in a broad range of operating environments, varying from arid to tropical. The areas that contain the longest length of rural roads, however, are arid or semiarid and are often subjected to periods with low levels of precipitation and high levels of evaporation, frequently followed by periods of intense rainfall. Locally available materials for road making may not meet the usual standard road authority requirements for high-quality aggregate and are thus termed "marginal," "nonstandard," or even "inferior." Because these materials are a resource that cannot be ignored, locally derived specifications are formulated for specific materials to allow more efficient expansion and maintenance of road networks in remote rural areas. Many of the subgrades within arid and semiarid areas are sensitive to water ingress and are termed "cracking" or "expansive" clays. The combination of hostile environment, poor subgrade, and marginal construction aggregates means that the engineer must take an entrepreneurial approach when developing the rural road infrastructure. Some of the methods used to develop and maintain a highway infrastructure for remote rural areas in Australia are outlined, with the Western Queensland region used for illustrative purposes. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregates KW - Arid land KW - Australia KW - Expansive clays KW - Local materials KW - Low volume roads KW - Marginal materials KW - Pavement design KW - Queensland KW - Road construction KW - Rural areas KW - Specifications KW - Subgrade materials UR - http://dx.doi.org/10.3141/1819b-22 UR - https://trid.trb.org/view/645247 ER - TY - CONF AN - 00942540 JO - Transportation Research Record PB - Transportation Research Board AU - Sebaaly, P E AU - Siddharthan, R AU - Huft, D AU - Transportation Research Board TI - IMPACT OF HEAVY VEHICLES ON LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 228-235 AB - A recent study sponsored by the South Dakota Department of Transportation evaluated the impact of agricultural equipment on the actual response of low-volume roads. To meet this objective, one gravel pavement section and one blotter pavement section were instrumented in South Dakota and tested under agricultural equipment. Each section was instrumented with pressure cells in the base and subgrade and deflection gauges to measure surface displacement. Field tests were carried out during fall 2000, spring 2001, and summer 2001. Testing in different seasons offered the opportunity to evaluate the impact of heavy equipment on low-volume roads under variable environmental conditions: high and low temperatures and wet and dry conditions. Test vehicles included two Terragators, a grain cart, and a tracked tractor. The field testing program collected the pavement responses under five replicates of each combination of test vehicle and load level and under the 18,000-lb single-axle truck. Data were examined for repeatability, and the average of the most repeatable set of measurements was calculated and used in the analysis. The first part of the research evaluated the relative impact of the different equipment, defined as the ratio of pavement response under each combination of vehicle-load level over the pavement response under the 18,000-lb single-axle truck. Analysis of the pavement response ratios indicated that (a) the tracked tractor is not more damaging than the 18,000-lb single-axle truck, (b) Terragators 8103 and 8144 are more damaging than the 18,000-lb single-axle truck only when they are fully loaded, and (c) the grain cart is more damaging than the 18,000-lb single-axle truck only when it is loaded over the legal load limit. The second part of the research evaluated load equivalency factors for agricultural equipment on gravel and blotter pavements. Analysis of the load equivalency data indicated that an agency can effectively reduce the impact of agricultural equipment on a low-volume road by increasing the thickness of the base layer and keeping the load as close to the legal limit as possible. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Agricultural equipment KW - Base course (Pavements) KW - Deflection gages KW - Dry weather KW - Field tests KW - Gravel roads KW - Heavy vehicles KW - Load cells KW - Load equivalency factors KW - Load limits KW - Low volume roads KW - Pavement damage KW - Seasons KW - South Dakota KW - Temperature KW - Thickness KW - Wet weather UR - http://dx.doi.org/10.3141/1819b-29 UR - https://trid.trb.org/view/645254 ER - TY - CONF AN - 00942529 JO - Transportation Research Record PB - Transportation Research Board AU - Heitzman, Michael AU - Tymkowicz, S AU - Hinrichsen, J AU - Engle, E AU - Boell, B AU - Transportation Research Board TI - IMPLEMENTING THE GYRATORY MIX DESIGN SYSTEM FOR LOCAL AGENCY PROJECTS IN IOWA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 143-151 AB - A team of county, Iowa Department of Transportation, and asphalt paving contractors developed an implementation plan for the successful application of Superpave by Iowa's local public agencies. The plan is intended for use by engineers, technicians, and researchers interested in the implementation program and technical process used to develop the gyratory hot-mix asphalt design criteria for local agencies in Iowa. The plan identified seven activities. The mixture analysis activity is the focus and is the core of the implementation effort. The analysis studied the gyratory properties of mixtures prepared by use of the existing Marshall design (Marshall mixtures) with proven performance. The local agencies selected Marshall mixtures with good performance histories for the analysis. The mixtures were sampled directly behind the paving screed and were analyzed for gradation, compaction characteristics, and volumetric properties. The database contained data for mixtures from 92 local agencies from the 1999 and 2000 construction seasons. The first step in the compaction analysis was to normalize the data for comparison of groups of mixes. This step shifted the gyratory compaction envelopes to meet a specific set of criteria for the number of design gyrations. The next step in the analysis was to define the critical mixture properties. The critical mixture properties were founded on sound engineering principles with the recognition that routes with very low volumes should be designed for durability with a minor risk of fatigue or rutting failure. The final step weighed the impact of the selected criteria on maintenance of the material proportions of the currently acceptable mixtures. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregate gradation KW - Asphalt mixtures KW - Compaction KW - Databases KW - Durability KW - Gyratory testing machines KW - Hot mix asphalt KW - Implementation KW - Iowa KW - Local government agencies KW - Low volume roads KW - Marshall test KW - Mix design KW - Properties of materials KW - Superpave KW - Volumetric analysis UR - http://dx.doi.org/10.3141/1819b-18 UR - https://trid.trb.org/view/645243 ER - TY - CONF AN - 00942543 JO - Transportation Research Record PB - Transportation Research Board AU - Burnham, T AU - Transportation Research Board TI - SEASONAL LOAD RESPONSE BEHAVIOR OF A THIN PORTLAND CEMENT CONCRETE PAVEMENT SN - 0309077486 PY - 2003 IS - 1819 SP - p. 251-261 AB - The mechanistic-empirical pavement design methods currently under development have demonstrated a need for seasonal material and load response behavior characterization. The seasonal dynamic load strain response of a thin [5-in. (127-mm)], low-cost, portland cement concrete pavement at the Minnesota Road Research Project was examined. Environmental and load-related factors to be considered in this type of study are described. For the truck speeds used, analysis found minimal effects on measured dynamic strain. Nonlinear temperature profiles in the slabs prompted the use of the temperature-moment concept in the analysis. For the approach side of the joint in the slabs, during periods with unfrozen base and subgrade layers, there is only a small increase in the dynamic strain response with decreasing temperature-moment. Average dynamic strain responses range from 50 to 80 microstrain, with little difference in magnitude between the 80,000-lb (355-kN) and 102,000-lb (453-kN) loadings. For the leave side of the joints in the slabs, there is a larger increase in dynamic strain response with decreasing temperature-moment. In addition, the 102,000-lb load response is nearly 60% larger than the 80,000-lb load response for large negative temperature-moments. Recommendations for improving dynamic load testing of pavements are given. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Concrete pavements KW - Dynamic loads KW - Dynamic strain response KW - Load tests KW - Low volume roads KW - Moments (Mechanics) KW - Seasonally frozen ground KW - Temperature UR - http://dx.doi.org/10.3141/1819b-32 UR - https://trid.trb.org/view/645257 ER - TY - CONF AN - 00942544 JO - Transportation Research Record PB - Transportation Research Board AU - Falls, L C AU - Landers, S AU - Bekheet, W AU - Fredrickson, R AU - Transportation Research Board TI - IMPLEMENTATION OF THE BRITISH COLUMBIA SIDE ROAD ASSESSMENT PLAN SN - 0309077486 PY - 2003 IS - 1819 SP - p. 262-266 AB - With more than 61,000 lane-km, the British Columbia side road network is an important economic asset to the province, providing access to a large resource-based economy. This network is composed of paved (25,000 lane-km) and unpaved (36,000 lane-km) sections of various geometric and construction standards and low traffic volumes. In the mid-1990s, the British Columbia Ministry of Transportation completed implementation of a comprehensive corporate pavement management application on its entire primary and secondary highway system. The ministry was also committed to extension of the system to all roads under its jurisdiction as part of its asset management practices to support formalized condition assessment and needs analysis processes. One of the obstacles facing the implementation of pavement management application on the side roads was the huge data collection cost, particularly in a time of governmentwide fiscal restraint. The side road data collection project was initiated with the objective of developing a data collection methodology and plan for the entire network by a combination of continuous and sampled approaches. The approach used to modify the existing U.S. Corps of Engineers data collection system for unpaved roads to conditions in British Columbia and the field verification trials that were completed before full-scale implementation are discussed. The data collection blueprint, which combines full and sampled coverage of the network with a road classification system, is also described. The results of the first data collection cycle and lessons learned are presented. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Asset management KW - British Columbia KW - Data collection KW - Low volume roads KW - Methodology KW - Pavement management systems KW - Statistical sampling KW - Unpaved roads UR - http://dx.doi.org/10.3141/1819b-33 UR - https://trid.trb.org/view/645258 ER - TY - CONF AN - 00942534 JO - Transportation Research Record PB - Transportation Research Board AU - Berthelot, C AU - Carpentier, A AU - Transportation Research Board TI - GRAVEL LOSS CHARACTERIZATION AND INNOVATIVE PRESERVATION TREATMENTS OF GRAVEL ROADS: SASKATCHEWAN, CANADA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 180-184 AB - Recent restructuring of Canadian transportation has significantly increased commercial truck traffic on many rural roads in Saskatchewan, Canada. This increased traffic is having a detrimental effect on performance of the approximately 175,000 centerline kilometers of gravel roads collectively managed by provincial road agencies. The depletion of quality aggregate sources in many Saskatchewan regions is a primary contributor to the detrimental performance. Preservation and optimization of gravel are therefore becoming critical in sustaining an effective and efficient rural road system. Saskatchewan road agencies spend tens of millions of dollars per year purchasing gravel for the gravel road system. Even minor improvements in gravel optimization could significantly reduce the amount of gravel required for an acceptable level of service and save millions of dollars per year for taxpayers. A study was undertaken to quantify typical gravel supply and demand characteristics in Saskatchewan, the factors influencing gravel loss, and innovative means of gravel road preservation. Several rural municipalities were interviewed on their gravel road preservation practices and gravel supply and demand. Test sections were constructed to evaluate relationships between gravel loss and heavy truck loadings and to investigate innovative gravel preservation techniques. The study determined that most rural municipalities suffer from aggregate shortages. Gravel with a larger top size took longer to break down, and higher gravel application rates reduced gravel displacement. Ionic stabilization of gravel roads improved gravel retention and reduced dust, and shoulder reclamation with commercial rock rakes could recover gravel from roadside slopes for reapplication to the road surface. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregate shortage KW - Aggregates KW - Commercial rock rakes KW - Demand KW - Dust control KW - Gravel KW - Gravel roads KW - Interviewing KW - Ionic stabilization KW - Local government KW - Optimization KW - Performance KW - Preservation KW - Road shoulders KW - Rural areas KW - Saskatchewan KW - Supply KW - Test sections KW - Truck traffic UR - http://dx.doi.org/10.3141/1819b-23 UR - https://trid.trb.org/view/645248 ER - TY - CONF AN - 00942536 JO - Transportation Research Record PB - Transportation Research Board AU - Arnold, G AU - HUGHES, D AU - Dawson, A R AU - Robinson, D AU - Transportation Research Board TI - DESIGN OF GRANULAR PAVEMENTS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 194-200 AB - The use of high-quality quarried crushed rock aggregates is generally required to comply with current specifications for unbound granular materials (UGMs) in pavements. The source of these high-quality materials can be a long distance from the site, resulting in high transportation costs. The use of more local sources of marginal materials or the use of secondary aggregates is not allowed if they do not fully comply with existing specifications. These materials can, however, be assessed for their suitability for use in a pavement by considering performance criteria such as resistance to permanent deformation and degradation instead of relying on compliance with inflexible specifications. The final thickness of the asphalt cover and the pavement depth are governed by conventional pavement design methods, which consider the number of vehicle passes, subgrade strength, and some material property, commonly the California bearing ratio or resilient modulus. A pavement design method that includes as a design criterion an assessment of the resistance to deformation of a UGM in a pavement structure at a particular stress state is proposed. The particular stress state at which the aggregate is to perform in an acceptable way is related to the in situ stress, that is, the stress that the aggregate is anticipated to experience at a particular depth in the pavement. Because the stresses are more severe closer to the pavement surface, the aggregates should be better able to resist these stresses the closer they are laid to the surface in the pavement. This method was applied to two Northern Ireland aggregates of different quality (NI Good and NI Poor). The results showed that the NI Poor aggregate performed at an acceptable level with respect to permanent deformation, provided that a minimum of 70 mm of asphalt cover was provided. It was predicted that the NI Good material would require 60 mm of asphalt cover. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregates KW - Asphalt cover depth KW - California bearing ratio KW - Deformation KW - Design methods KW - Granular materials KW - Local materials KW - Marginal materials KW - Modulus of resilience KW - Northern Ireland KW - Pavement design KW - Stresses KW - Thickness UR - http://dx.doi.org/10.3141/1819b-25 UR - https://trid.trb.org/view/645250 ER - TY - CONF AN - 00942530 JO - Transportation Research Record PB - Transportation Research Board AU - Cross, S A AU - Transportation Research Board TI - DETERMINATION OF SUPERPAVE (REGISTERED TRADEMARK) GYRATORY COMPACTOR DESIGN COMPACTIVE EFFORT FOR COLD IN-PLACE RECYCLED MIXTURES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 152-160 AB - Cold in-place recycling (CIR) is a viable pavement rehabilitation technique that recycles 100% of the reclaimed asphalt pavement (RAP) in place, without the addition of heat. One of the barriers to the use of CIR has been the lack of a suitable mixture design procedure. Researchers at the University of Rhode Island have shown that Superpave mix design technology is applicable to CIR mixtures if the mix design compactive effort [number of compaction revolutions or gyrations (Ndesign)] can be established for the Superpave gyratory compactor (SGC). The two objectives of the present project were to determine the mix design compactive effort (Ndesign) with the SGC required to match the field densities of CIR mixtures and to evaluate the effect of sample compaction before and after breaking of the emulsion on the Ndesign compactive effort. RAPs from seven CIR projects were obtained, as was asphalt emulsion from each project. Samples were compacted with the SGC by use of the mix water and emulsion content from the field. The change in density with the number of compaction revolutions was monitored, and the Ndesign required to match the field density was determined. The effects of RAP physical properties, such as RAP gradation, the percentage of flat and elongated particles, aggregate gradation, and angularity, on Ndesign were evaluated. RAP shape, as measured by the percentage of flaky pieces, was found to influence the compacted field density. The Ndesign compactive effort for CIR mix design was also established. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregate gradation KW - Aggregate shape KW - Angularity KW - Asphalt emulsions KW - Asphalt pavements KW - Cold in-place recycling KW - Compaction KW - Compactors KW - Field density KW - Gyratory compactors KW - Gyratory testing machines KW - Mix design KW - Recycling KW - Rehabilitation (Maintenance) KW - Superpave UR - http://dx.doi.org/10.3141/1819b-19 UR - https://trid.trb.org/view/645244 ER - TY - CONF AN - 00942532 JO - Transportation Research Record PB - Transportation Research Board AU - Liebenberg, JJE AU - Visser, A T AU - Transportation Research Board TI - STABILIZATION AND STRUCTURAL DESIGN OF MARGINAL MATERIALS FOR USE IN LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 166-172 AB - The present structural design method available for bitumen emulsion-treated materials is mostly based on the experience of road engineers and does not provide the necessary guidelines for mechanistic analysis and design. Emulsion treatment is being used more frequently to improve marginal materials and rehabilitate existing badly deteriorated road. Research was conducted on the structural performance of emulsion-treated materials under heavy-vehicle simulator (HVS) and laboratory testing. The issues considered included strength, fatigue, and permanent deformation. The results showed that the emulsion-treated material has a two-phase behavior, namely, a precracked phase and a postcracked phase. The tests also showed that the material has a high degree of resistance to permanent deformation. The laboratory tests showed that cement contributes to the strength of the material, whereas the addition of enough emulsion improves the flexibility. The HVS testing data were used to develop preliminary structural design models for fatigue and permanent deformation. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Asphalt emulsions KW - Bitumen KW - Cement KW - Fatigue (Mechanics) KW - Heavy vehicles KW - Laboratory tests KW - Low volume roads KW - Marginal materials KW - Rehabilitation (Maintenance) KW - Rutting KW - Soil stabilization KW - Strength of materials KW - Structural design UR - http://dx.doi.org/10.3141/1819b-21 UR - https://trid.trb.org/view/645246 ER - TY - CONF AN - 00942535 JO - Transportation Research Record PB - Transportation Research Board AU - Foltz, R B AU - Truebe, M AU - Transportation Research Board TI - LOCALLY AVAILABLE AGGREGATE AND SEDIMENT PRODUCTION SN - 0309077486 PY - 2003 IS - 1819 SP - p. 185-193 AB - Selection of suitable locally available materials to build strong and durable roads with aggregate surfaces is desired to minimize road construction and maintenance costs and to minimize the detrimental effects of sedimentation. Eighteen aggregates were selected from local sources in Idaho, Oregon, South Dakota, and Washington State. Aggregate was placed in shallow metal frames and compacted to simulate a forest road. The levels of runoff and sediment from a high-intensity, long-duration simulated rainstorm were measured. The material tests selected for use in the study included ones that define the basic characteristics of the aggregate, along with a number of tests intended to predict susceptibility to erosion. Each of the tests was statistically evaluated to identify those that best predicted the perceived aggregate quality. The two best indicators of aggregate quality were the results of the sand equivalent test and the P20 portion of the Oregon air degradation test. The best indicator of either runoff or sediment production was the fraction passing the 0.6-mm sieve. Acceptable aggregates, both those of good quality and those of marginal quality, exhibited a 2-order-of-magnitude range in both runoff and sediment production. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregate quality KW - Aggregates KW - Air degradation test KW - Erosion KW - Forest roads KW - Idaho KW - Local materials KW - Marginal materials KW - Materials tests KW - Oregon KW - Rainfall KW - Runoff KW - Sand equivalent test KW - Sedimentation KW - Sieve analysis KW - South Dakota KW - Washington (State) UR - http://dx.doi.org/10.3141/1819b-24 UR - https://trid.trb.org/view/645249 ER - TY - CONF AN - 00942537 JO - Transportation Research Record PB - Transportation Research Board AU - Rohde, L AU - Nunez, W P AU - Ceratti, JAP AU - Transportation Research Board TI - ELECTRIC ARC FURNACE STEEL SLAG: BASE MATERIAL FOR LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 201-207 AB - The results of a study of the use of electric furnace slag as pavement aggregates are presented. Slag is generated as waste during steel production in industrial plants that use electric arc furnaces. Tests for the following were carried out to determine the characteristics of the aggregate: grain size distribution, soundness, Los Angeles abrasion, compaction, California bearing ratio, resilient modulus, and expansion. To use the slag as a granular layer, its grain size distribution had to be corrected. This procedure increased the bearing capacity and workability of the material. Evaluation of the expansion potential showed that the slag must be stocked in the open air for at least 4 months before it can be used in pavement construction. After correction of the gradation, the slag presented a resilient modulus that exceeded those of traditional granular materials; its use resulted in thinner and cheaper pavements. The results of the study led to the conclusion that the use of electric arc furnace slag as pavement material is possible and that it provides remarkably good technical quality and economic advantages. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Abrasion tests KW - California bearing ratio KW - Compaction KW - Cost effectiveness KW - Expansion KW - Grain size (Geology) KW - Granular bases KW - Low volume roads KW - Modulus of resilience KW - Slag coarse aggregates KW - Soundness test UR - http://dx.doi.org/10.3141/1819b-26 UR - https://trid.trb.org/view/645251 ER - TY - CONF AN - 00942539 JO - Transportation Research Record PB - Transportation Research Board AU - DOUGLAS, R A AU - WOODWARD, WDH AU - Rogers, R J AU - Transportation Research Board TI - CONTACT PRESSURES AND ENERGIES BENEATH SOFT TIRES: MODELING EFFECTS OF CENTRAL TIRE INFLATION-EQUIPPED HEAVY-TRUCK TRAFFIC ON ROAD SURFACES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 221-227 AB - Much has been made of the use of tires with low-inflation-pressure systems called central tire inflation (CTI) systems. Great benefits have been noted in numerous trials, including the reduced requirement for truck maintenance, improved gradeability, longer tire life, improved ride for drivers, reduced road rutting, and reduced road maintenance. Reports of successful field trials in the literature are confirmed by other supporting theoretical studies. However, the studies reported in the literature tend to relate to unsealed, unbound roads. Given that in some quarters there is now a desire to extend the benefits of the use of CTI to sealed roads, new questions arise. A full-scale, laboratory study was carried out at the University of Ulster, Northern Ireland. Both the normal and shear contact stresses were measured with a high-speed data logger connected to electronic sensors in the apparatus's bed plate, as a tire ran over them. Tire pressures and loads were varied in this factorial study. The contact stresses were measured, and conclusions based on their distribution across the tire "contact patch" were presented. In addition, contact energies were inferred, and the consequences for sealed pavements were suggested. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Benefits KW - Data logging KW - Heavy duty trucks KW - Laboratory studies KW - Northern Ireland KW - Rolling contact KW - Sensors KW - Shear stress KW - Stresses KW - Tire pressure UR - http://dx.doi.org/10.3141/1819b-28 UR - https://trid.trb.org/view/645253 ER - TY - CONF AN - 00942541 JO - Transportation Research Record PB - Transportation Research Board AU - Hassan, R A AU - MCMANUS, K AU - Transportation Research Board TI - ASSESSMENT OF INTERACTION BETWEEN ROAD ROUGHNESS AND HEAVY VEHICLES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 236-243 AB - Road surface roughness excites low- and high-frequency vibration modes of a heavy articulated vehicle body. These vibrations result in motions in all directions that detract from the driver's perceived ride and comfort and increase pavement damage due to dynamic wheel loads (DWLs). A subjective assessment survey was conducted to identify surface roughness characteristics that mainly influence the perceptions of heavy-vehicle drivers of pavement rideability and their comfort. The latter was achieved by correlating drivers' ratings to roughness contents in different roughness wavebands. The results indicated that the drivers mainly object to low-frequency body vibrations excited by roughness wavelengths in the range of 4.88 to 19.5 m. Roughness content in this band was used to establish a new profile-based index called the profile index for truck (PIt). Drivers consider pavement rideability to be poor when PIt exceeds 2.75 m/km. PIt provides better predictions of heavy vehicle ride than the international roughness index (IRI). The methodology for developing the PIt and assessment of its reliability as a measure of heavy vehicle ride are described. The latter was achieved by testing the statistical significance of the effects of factors other than road roughness that influence the perceived ride of truck drivers. They include factors related to the vehicle, the road, and the driver as well as situational factors. In addition, PIt was found to be a better indicator than IRI of the levels of whole body vibrations transmitted to the driver through the seat and a better predictor of the magnitude of DWL to which the test pavements are subject. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Comfort KW - Heavy vehicles KW - International Roughness Index KW - Low frequency KW - Low volume roads KW - Pavement damage KW - Profile index for truck KW - Ride quality KW - Roughness KW - Surveys KW - Truck drivers KW - Vibration KW - Wavelength KW - Wheel loads UR - http://dx.doi.org/10.3141/1819b-30 UR - https://trid.trb.org/view/645255 ER - TY - CONF AN - 00942542 JO - Transportation Research Record PB - Transportation Research Board AU - Timm, D H AU - Skok, E L AU - Transportation Research Board TI - IMPACT OF ASSUMED VERSUS MEASURED VEHICLE DISTRIBUTIONS ON COUNTY ROAD FLEXIBLE PAVEMENT DESIGN SN - 0309077486 PY - 2003 IS - 1819 SP - p. 244-250 AB - Accurate characterization of traffic is critical to the design of pavement structures. At the low-volume road level, a common practice is to use assumed vehicle type distributions based on statewide or regional studies instead of measuring the traffic for a particular location. The impact of this practice was investigated, and equivalent single-axle loads determined from measured vehicle distributions on 29 county roads in Minnesota were compared with those calculated from assumed distributions. It was found that significant differences exist between the assumed distribution and the measured distribution. Additionally, the impact of using assumed distributions on the structural design of flexible pavements was investigated. With data collected from 21 different county roads in Minnesota, it was found that using assumed distributions can result in over- or underdesigned pavements, with asphalt concrete thicknesses often deviating by more than 50 mm (2 in.). Based on the results, it was recommended that Minnesota counties begin to evaluate when more detailed traffic studies are warranted to improve their designs and use of resources. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Asphalt concrete KW - Assumed distributions KW - County roads KW - Equivalent single axle loads KW - Flexible pavements KW - Low volume roads KW - Measured distributions KW - Minnesota KW - Pavement design KW - Structural design KW - Thickness KW - Vehicle distributions UR - http://dx.doi.org/10.3141/1819b-31 UR - https://trid.trb.org/view/645256 ER - TY - CONF AN - 00942531 JO - Transportation Research Record PB - Transportation Research Board AU - SELIM, A A AU - Skorseth, O K AU - MUNIANDY, R AU - Transportation Research Board TI - LONG-LASTING GRAVEL ROADS: CASE STUDY FROM THE UNITED STATES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 161-165 AB - Gravel surfacing is commonly used on low-volume roads in rural areas of the United States to form farm-to-market networks that contain more than a million miles of unpaved roads. Some of these roads carry appreciable amounts of trucks and farm machinery. Some of these roads, if properly designed and constructed, can last a long time. One such road is in Hand County, South Dakota. This road was constructed in 1963 and has never been rehabilitated or reconstructed since its construction, and it has shown excellent performance for more than 37 years. This road normally carries less than 200 vehicles per day, but significant numbers of heavy trucks use the road. This exceptional performance led to an investigation of the reasons why that road lasted as long as it did without major maintenance or rehabilitation. Although this type of road construction is common in other nations, under different names, the practice of constructing this type of road in the United States was done without documented specifications. The main objectives of the study were to determine all factors that contributed to the longevity and the remarkable performance of this road through field and laboratory investigations. Field investigations with a dynamic cone penetrometer (DCP) revealed that both the quality and the quantity of aggregate base were more than adequate. Although the subgrade soil was classified as A6 according to AASHTO soil specifications, it provided good support according to DCP data. Tests of the flatness and elongation of the coarse aggregate and the angularity of the fine aggregate also revealed satisfactory results. Gradation tests also revealed compliance with specifications. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregate shape KW - Aggregates KW - Angularity KW - Base course (Pavements) KW - Case studies KW - Coarse aggregates KW - Cone penetrometers KW - Durability KW - Farm vehicles KW - Field studies KW - Fine aggregates KW - Gravel roads KW - Hand County (South Dakota) KW - Heavy duty trucks KW - Laboratory tests KW - Low volume roads KW - Performance KW - Rural areas KW - Subgrade (Pavements) KW - Unpaved roads UR - http://dx.doi.org/10.3141/1819b-20 UR - https://trid.trb.org/view/645245 ER - TY - CONF AN - 00942538 JO - Transportation Research Record PB - Transportation Research Board AU - Jones, D AU - Transportation Research Board TI - TOWARD FIT-FOR-PURPOSE CERTIFICATION OF ROAD ADDITIVES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 208-217 AB - Chemical stabilizers and dust palliatives are widely used in road construction and maintenance to improve the characteristics and performance of available materials for lower dust levels, improved riding quality, reduced gravel loss, and improved all-weather passability. Numerous products are available to the road industry. However, the level of research and the usefulness of the findings differ from product category to product category. In many instances, no effort has been made to quantify the benefits and cost-effectiveness of additives over longer periods of time (e.g., 5 years), and little attempt has been made to compare the performance of treated roads with the performance of untreated roads for reduced gravel loss and reduced maintenance, the two most important factors in unsealed road management. Only limited information on material requirements and application techniques is available, whereas there is minimal information on rejuvenation. This lack of understanding has culminated in general skepticism in the road industry regarding chemical dust control and stabilization with so-called alternative stabilizers. The situation is aggravated by poor marketing, with many sales representatives having no engineering background, little understanding of the road industry, and insufficient information to provide adequate technical backup. Discussions with road authorities and consulting engineers indicated that a "fit-for-purpose" certificate for each product issued by an independent certification body would contribute to confidence in the use of the products. A certification system would also encourage suppliers to conduct appropriate product research. An internationally recognized certification body in South Africa was therefore approached about developing such a certification system, under the guidance of a steering committee with representation from road authorities, consulting engineers, product suppliers, and academia. Unsealed road additive certification is introduced, the development of control tests for certification is detailed, and a procedure for certification is proposed. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Additives KW - Certification KW - Chemicals KW - Dust control KW - Dust palliatives KW - Gravel roads KW - New products KW - Performance KW - Road materials KW - Soil stabilization KW - South Africa KW - Stabilizers UR - http://dx.doi.org/10.3141/1819b-27 UR - https://trid.trb.org/view/645252 ER - TY - CONF AN - 00942513 JO - Transportation Research Record PB - Transportation Research Board AU - Taha, R AU - Transportation Research Board TI - EVALUATION OF CEMENT KILN DUST-STABILIZED RECLAIMED ASPHALT PAVEMENT AGGREGATE SYSTEMS IN ROAD BASES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 11-17 AB - Road rehabilitation and reconstruction generate large supplies of reclaimed asphalt pavement (RAP) aggregate, and recycling into asphalt paving mixtures is the predominant application. Cement kiln dust (CKD), also known as cement bypass dust, is a by-product material generated during production of portland cement. In Oman, where recycling of pavement materials is not practiced, a first attempt was made at combining two by-product materials for use in road construction. Conservation of natural resources and preservation of the environment are two benefits that could be gained by reusing waste materials. The potential use in road bases of CKD-stabilized RAP and RAP with virgin aggregate mixtures was investigated. Physical, compaction, and unconfined compressive strength tests were conducted on RAP and virgin aggregate blends of 100% to 0%, 90% to 10%, 80% to 20%, and 0% to 100%. Samples were prepared using CKD at 0%, 3%, 5%, 7%, 10%, 15%, and 20% and were cured for 3, 7, and 28 days in plastic bags at room temperature. Results indicate that the maximum dry density and unconfined compressive strength of RAP generally increase with addition of virgin aggregate and CKD. The moisture content-dry density curves for CKD-stabilized RAP aggregate mixtures did not show a distinctive peak similar to that of the 100% virgin aggregate blend. Longer curing periods will produce higher strength values. CKD content of 15% seems to be the optimum for achieving maximum strength. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregates KW - Base course (Pavements) KW - Cement kilns KW - Compaction KW - Compressive strength KW - Curing time KW - Dry density KW - Dust KW - Dust content KW - Laboratory tests KW - Moisture content KW - Oman KW - Recycled asphalt pavements KW - Recycled materials KW - Stabilized materials UR - http://dx.doi.org/10.3141/1819b-02 UR - https://trid.trb.org/view/645227 ER - TY - CONF AN - 00942524 JO - Transportation Research Record PB - Transportation Research Board AU - Haslehner, W AU - Transportation Research Board TI - CEMENT STABILIZATION MIXED IN PLACE FOR RURAL ROAD RECONSTRUCTION IN AUSTRIA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 101-103 AB - The Austrian state territory, with a total area of about 84,000 sq km, is served by a road network of approximately 200,000 km, including about 35,000 km of highways, expressways, and federal and provincial roads. The balance of about 165,000 km are roads at the local community level and finally rural roads (approximately 100,000 km) outside village boundaries. In the future, new roads will be built principally to finalize development plans. The maintenance of the Austrian rural road network has been the major task of road agencies over the last 10 years and will be of significant importance in the future. In view of the growing need for economical methods for rural road reconstruction, the use of mixed-in-place cement stabilization with existing pavement materials (recycling of milled material) is considered to be an economical and resource-saving approach. Practical experience was gained with the preparatory work required (inspection of the existing pavement and suitability testing) and the different stages of construction work. The resulting increase of the load-bearing capacity has been proven by measurement. Additional measurements will be carried out in the future (Benkelman beam, falling weight deflectometer). Application conditions and especially limitations were evaluated. A simple comparison of costs shows that the economic benefit of the presented method depends highly on local conditions, such as the costs of material, transportation, and materials deposit. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Austria KW - Bearing capacity KW - Benefit cost analysis KW - Cement KW - Reconstruction KW - Recycling KW - Rural highways KW - Soil stabilization UR - http://dx.doi.org/10.3141/1819b-13 UR - https://trid.trb.org/view/645238 ER - TY - CONF AN - 00942527 JO - Transportation Research Record PB - Transportation Research Board AU - James, R S AU - Cooley, L A AU - Buchanan, S AU - Transportation Research Board TI - DEVELOPMENT OF MIX DESIGN CRITERIA FOR 4.75-MM SUPERPAVE (REGISTERED TRADEMARK) MIXES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 125-133 AB - The Superpave mix design system includes design criteria for a range of mixes with nominal maximum aggregate sizes (NMASs) between 9.5 and 37.5 mm. Many agencies in the United States have expressed an interest in using a 4.75-mm NMAS mix. Such a mix could provide benefits; that is, it should provide a very smooth riding surface, could be used for thin lift applications, could correct surface defects (leveling), could decrease construction time, could provide a use for manufactured screening stockpiles, and could provide a very economical surface mix for facilities with low traffic volumes. A study was done to establish the standard mix design criteria needed for 4.75-mm mixes. On the basis of the findings of the study, the recommended Superpave mix design criteria include a specified gradation control of 30% to 54% passing on the 1.18-mm (No. 16) sieve and 6% to 12% passing the 0.075-mm (No. 200) sieve. During design, the following were recommended: a design air void content of 4%, minimum voids in mineral aggregate (VMA) of 16% for all traffic levels, maximum VMA of 18% for mix designs with more than 75 gyrations, voids filled with asphalt (VFA) of 75% to 78% for mix designs with 75 gyrations and above, and VFA of 75% to 80% for mix designs with 50 gyrations. The results of the study showed that 4.75-mm NMAS mixes can be successfully designed. These types of mixes should provide economical mixes for low-volume roadways. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregate gradation KW - Air voids KW - Low volume roads KW - Mix design KW - Superpave KW - Voids filled with asphalt KW - Voids in mineral aggregate UR - http://dx.doi.org/10.3141/1819b-16 UR - https://trid.trb.org/view/645241 ER - TY - CONF AN - 00942528 JO - Transportation Research Record PB - Transportation Research Board AU - Bullen, F AU - Transportation Research Board TI - USE OF CORAL-DERIVED AGGREGATES FOR CONSTRUCTION OF LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 134-142 AB - Many tropical island and coastal regions suffer from a paucity of recognized engineering aggregates. In these regions river gravel and old uplifted coral reef formations are often the only economically viable materials. Typically, the coral-derived material most widely available for use is termed coronous material, a land-based uplifted coral reef that may contain an abundance of plastic fines and that is usually easily excavated without the use of explosives. The shortage of traditional aggregates and the availability of the upraised reefs have promoted the study of the use of coral-derived aggregate as an alternative aggregate in pavement engineering works. Although coral-derived materials have been successfully used for pavement construction in the past, traditional engineering tests have generally indicated that it is a substandard product, and material from most pits does not pass typical specification tests. The material properties and the historical use of coronous materials in road construction are summarized, and a draft guide for the use of coronous materials in the road base and subbase for both sealed and unsealed road pavements is provided. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aggregates KW - Base course (Pavements) KW - Coasts KW - Coral KW - Coronous material KW - Low volume roads KW - Properties of materials KW - Road construction KW - Subbase (Pavements) KW - Tropics UR - http://dx.doi.org/10.3141/1819b-17 UR - https://trid.trb.org/view/645242 ER - TY - CONF AN - 00942514 JO - Transportation Research Record PB - Transportation Research Board AU - CHAKRABARTI, S AU - Kodikara, J AU - Transportation Research Board TI - BASALTIC CRUSHED ROCK STABILIZED WITH CEMENTITIOUS ADDITIVES: COMPRESSIVE STRENGTH AND STIFFNESS, DRYING SHRINKAGE, AND CAPILLARY FLOW CHARACTERISTICS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 18-26 AB - Research was undertaken to increase knowledge of the properties of local stabilized pavement materials to facilitate their wider use in road construction and rehabilitation. Laboratory tests involved testing for the unconfined compressive strength (UCS), shrinkage, and capillary behavior of crushed basaltic rocks stabilized with two conventional cementitious binders--general purpose cement and lime--and two cementitious binders comprising industrial waste products--blended cement and alkali-activated slag. The alkali-activated slag and blended cement significantly increased UCS of untreated material and performed as well as or better than such traditional binders as general purpose cement. Overall, lime performed poorly as a stabilizer of crushed basaltic rocks, primarily because the fine content containing clay minerals was not significant in the crushed basaltic rock composition. UCS of stabilized materials increased significantly as binder content increased; UCS could be described as a function of binder quantity. Ultimate shrinkage increased with binder content for general purpose cement and alkali-activated slag, but for blended cement, behavior was different. The rate of drying shrinkage was relatively high at the early stage of shrinkage. Generally, alkali-activated slag produced less shrinkage compared with general purpose and blended cements. Capillary rise and water absorption were also measured. Test results indicated that the rate of capillary rise and amount of water absorbed by the material matrix decreased with the increase of binder content. The research indicated that the use of binders with industrial by-products could be a viable option in stabilization of crushed basaltic rock materials. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Alkali-activated slag KW - Basalt coarse aggregates KW - Binder content KW - Blended cement KW - Calcium oxide KW - Capillarity KW - Cement KW - Compressive strength KW - Crushed rock KW - Industrial wastes KW - Laboratory tests KW - Shrinkage KW - Slag KW - Soil stabilization KW - Stiffness UR - http://dx.doi.org/10.3141/1819b-03 UR - https://trid.trb.org/view/645228 ER - TY - CONF AN - 00942516 JO - Transportation Research Record PB - Transportation Research Board AU - Berthelot, C AU - Gerbrandt, R AU - Transportation Research Board TI - FULL-DEPTH IN-PLACE RECYCLING AND ROAD STRENGTHENING SYSTEMS FOR LOW-VOLUME ROADS: HIGHWAY NO. 19 CASE STUDY SN - 0309077486 PY - 2003 IS - 1819 SP - p. 32-43 AB - The province of Saskatchewan has the highest number of public roads per capita in Canada, totaling approximately 198,700 km. The Saskatchewan Department of Highways and Transportation manages approximately 26,100 km of these public roads. As with most public road agencies, the department has limited resources for managing this relatively large network of low-volume roads and therefore continually strives to research and implement more cost-effective and technically feasible solutions. Of particular concern are approximately 7,500 km of thin membrane surface (TMS) roads that are undergoing accelerated damage as truck traffic and loading increase. Although conventional TMS upgrading strategies are normally effective, there are potentially significant benefits to be gained with implementation of more cost-effective methods of road strengthening. Systems include granular soil strengthening and applications of different cement products, lime, various grades of fly ash, geotextiles, geogrids, natural and manufactured fibers, emulsified bitumen, tall oil, lignin, foamed bitumen, and synthetic ionic and cationic chemicals. Since 1999, in conjunction with Pavement Scientific International and in cooperation with the University of Saskatchewan and product suppliers, the department has constructed pilot projects on Highway No. 19 to identify, develop, and implement more cost-effective strengthening systems. The primary research objective is to investigate alternative road construction systems that will improve the load-carrying capacity and environmental durability of Saskatchewan TMS roads. Improved mechanistic engineering methods played a part in this initiative, and pilot project performance was monitored. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Calcium oxide KW - Case studies KW - Cement KW - Cost effectiveness KW - Emulsified asphalt KW - Fibers KW - Fly ash KW - Foamed asphalt KW - Geogrids KW - Geotextiles KW - Lignin KW - Low volume roads KW - Monitoring KW - Performance KW - Recycling KW - Road construction KW - Saskatchewan KW - Strengthening (Maintenance) KW - Synthetics KW - Test sections KW - Thin membrane surface roads UR - http://dx.doi.org/10.3141/1819b-05 UR - https://trid.trb.org/view/645230 ER - TY - CONF AN - 00942518 JO - Transportation Research Record PB - Transportation Research Board AU - Monlux, S AU - Transportation Research Board TI - STABILIZING UNPAVED ROADS WITH CALCIUM CHLORIDE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 52-56 AB - The U.S. Department of Agriculture Forest Service has stabilized unpaved road surfacing materials with relatively high concentrations of calcium chloride salt. The percentage of calcium chloride is higher than that traditionally used for dust abatement or aggregate base stabilization. Up to 2% pure salt by weight of aggregate was mixed into the top 2 in. (50 mm) of both aggregate and native road surfaces. The results were monitored for 2 to 4 years. The stabilized road surfaces resisted raveling and washboarding for several seasons and significantly reduced road blading and aggregate loss. As a result, calcium chloride stabilization may be a cost-effective treatment for roads with daily traffic volumes less than 200. Other benefits include reduced surface erosion and sedimentation; improved safety from reduced dust, raveling, and washboarding; and less frost penetration. Encouraged by these results, the Forest Service is conducting additional evaluations to determine the cost-effectiveness of surface stabilization with both magnesium chloride and calcium chloride in different environments and with different aggregate materials. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Calcium chloride KW - Cost effectiveness KW - Dust control KW - Earth roads KW - Erosion control KW - Frost protection KW - Gravel roads KW - Low volume roads KW - Monitoring KW - Performance KW - Sedimentation KW - Soil stabilization KW - U.S. Forest Service KW - Unpaved roads UR - http://dx.doi.org/10.3141/1819b-07 UR - https://trid.trb.org/view/645232 ER - TY - CONF AN - 00942520 JO - Transportation Research Record PB - Transportation Research Board AU - Puppala, A J AU - Wattanasanticharoen, E AU - Hoyos, L R AU - Transportation Research Board TI - RANKING OF FOUR CHEMICAL AND MECHANICAL STABILIZATION METHODS TO TREAT LOW-VOLUME ROAD SUBGRADES IN TEXAS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 63-71 AB - Expansive soils encountered in North Texas exhibit low strength properties, as well as high swell and shrinkage characteristics. These soil properties often result in the poor performance of pavement infrastructures, particularly those built for low-volume traffic conditions. Pavement distress caused by differential heaving leads to pavement cracking and ponding problems. This causes riding discomfort for commuters and induces traffic delays due to the continual repair of the pavements. Hence, it is necessary to explore and develop new and alternate stabilization methods to improve stabilization of expansive soils. Laboratory investigations were designed and conducted on four local expansive soils stabilized with low-calcium Class F fly ash, Type V sulfate-resistant cement, ground granulated blast furnace slag (GGBFS), and lime mixed with fibers. Test results were analyzed and ranked by well-established scales to select the top-performing stabilizers. Results showed that the sulfate-resistant cement, followed by the lime with fibers and the GGBFS stabilization methods, provided effective stabilization of soft and expansive soils. Ranking assessments were performed, and a few important conclusions on stabilization mechanisms were drawn. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Calcium oxide KW - Expansive clays KW - Fibers KW - Fly ash KW - Granulated slag KW - Heaving KW - Laboratory tests KW - Low volume roads KW - Pavement cracking KW - Pavement distress KW - Ponding KW - Soft soils KW - Soil stabilization KW - Subgrade (Pavements) KW - Sulfate resisting cement KW - Swelling soils KW - Texas UR - http://dx.doi.org/10.3141/1819b-09 UR - https://trid.trb.org/view/645234 ER - TY - CONF AN - 00942521 JO - Transportation Research Record PB - Transportation Research Board AU - Tingle, J S AU - Santoni, R L AU - Transportation Research Board TI - STABILIZATION OF CLAY SOILS WITH NONTRADITIONAL ADDITIVES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 72-84 AB - A laboratory experiment was conducted to evaluate the stabilization of low- and high-plasticity clay soils with nontraditional chemical or liquid stabilizers. Clay soil specimens were mixed with various stabilization products and compacted using a gyratory compaction machine to approximate ASTM D1557 moisture-density compaction. Each specimen was subjected to wet and dry testing following a 28-day cure. Twelve nontraditional stabilizers were evaluated, including an acid, enzymes, a lignosulfonate, a petroleum emulsion, polymers, and a tree resin. Additional specimens were stabilized with Type I portland cement and hydrated lime for comparison with traditional stabilizers under the same mixing, compaction, and curing conditions. Analysis of the test data consisted of determining the average strength, in terms of unconfined compressive strength, of three replicate specimens of each mixture. The average strength of the three replicates of each additive was compared with the average strength results of the remaining nontraditional additives, the traditional stabilization results, and a series of control specimens that were not stabilized. The experiment results indicate an increased strength of some nontraditionally stabilized specimens when compared with that of both the control series and the traditional stabilization alternatives. Other nontraditional stabilizers did not demonstrate significant increased strength compared with that of the control series for the conditions of this experiment. Many of the stabilized specimens were highly susceptible to moisture, indicating the potential for poor performance when exposed to adverse environmental conditions, whereas a few specimens demonstrated excellent performance when exposed to moisture. Specific product categories are recommended for stabilizing low- and high-plasticity clay soils. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Acids KW - Calcium hydroxide KW - Clay soils KW - Compressive strength KW - Curing time KW - Enzymes KW - Gyratory testing machines KW - Laboratory tests KW - Lignosulfonate KW - Moisture susceptibility KW - Petroleum emulsion KW - Plasticity KW - Polymers KW - Portland cement KW - Resins KW - Soil stabilization KW - Wetting and drying tests UR - http://dx.doi.org/10.3141/1819b-10 UR - https://trid.trb.org/view/645235 ER - TY - CONF AN - 00942523 JO - Transportation Research Record PB - Transportation Research Board AU - Elliot, W AU - Ballerini, M AU - HALL, D AU - Transportation Research Board TI - SIMPLIFIED METHODS FOR EVALUATING ROAD PRISM STABILITY SN - 0309077486 PY - 2003 IS - 1819 SP - p. 95-100 AB - Mass failure is one of the most common failures of low-volume roads in mountainous terrain. Current methods for evaluating stability of these roads require a geotechnical specialist. A stability analysis program, XSTABL, was used to estimate the stability of 3,696 combinations of road geometry, soil, and groundwater conditions. A sensitivity analysis was carried out to find the most important site-specific variables in estimating slope stability, and two regression equations were developed to predict the factor of safety (FS) for a given road, one with the groundwater below the road fill and one with the groundwater in the road fill. The resulting equations predicted failures on road segments where failures were observed to have occurred. A comparison of the predicted FSs from the regression equations with the FS values predicted by the infinite slope equation showed that both methods predicted similar FSs. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Computer programs KW - Equations KW - Failure KW - Geometry KW - Groundwater KW - Low volume roads KW - Mass failure KW - Mathematical prediction KW - Mountain roads KW - Regression analysis KW - Safety factors KW - Sensitivity analysis KW - Slope stability KW - Soils KW - Stability analysis UR - http://dx.doi.org/10.3141/1819b-12 UR - https://trid.trb.org/view/645237 ER - TY - CONF AN - 00942525 JO - Transportation Research Record PB - Transportation Research Board AU - PAIGE-GREEN, P AU - Transportation Research Board TI - STRENGTH AND BEHAVIOR OF MATERIALS FOR LOW-VOLUME ROADS AS AFFECTED BY MOISTURE AND DENSITY SN - 0309077486 PY - 2003 IS - 1819 SP - p. 104-109 AB - The relationships among strength, moisture, and density in pavement subgrades and layerworks are well known, but they have particular significance in low-volume roads. In these roads, the specified density is frequently not achieved (quality assurance testing tends to be reduced), and moisture fluctuations are more severe with greater consequences. Traditional studies of the material strength for these roads in southern Africa are based almost entirely on the California bearing ratio (CBR), a test with inherent problems. The test is routinely carried out to identify whether the materials under consideration have the required soaked strengths (typically CBRs of 80% or 45% for bases of different standards) at the design compaction density. Studies of the CBR at different moisture contents and densities should be carried out to identify the implications of variations in these properties on the behavior of pavement materials. A simple technique to be carried out during conventional laboratory testing was developed. Aspects pertaining to this type of study were evaluated, and the findings were related to low-volume road behavior. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Bearing capacity KW - California bearing ratio KW - Density KW - Laboratory tests KW - Low volume roads KW - Moisture content KW - Southern Africa KW - Strength of materials UR - http://dx.doi.org/10.3141/1819b-14 UR - https://trid.trb.org/view/645239 ER - TY - CONF AN - 00942517 JO - Transportation Research Record PB - Transportation Research Board AU - Thenoux, G AU - Vera, S AU - Transportation Research Board TI - EVALUATION OF HEXAHYDRATED MAGNESIUM CHLORIDE PERFORMANCE AS CHEMICAL STABILIZER OF GRANULAR ROAD SURFACES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 44-51 AB - The performance was evaluated of hexahydrated magnesium chloride (MgCl2-6H2O) as a chemical stabilizer of granular road surfaces. MgCl2-6H2O is a salt with properties that are useful for chemical stabilization of granular road surfaces, such as its capacity to absorb and retain humidity from its surrounding environment, increase water surface tension, and decrease water vapor pressure. Its effect on the physical and mechanical properties of soils was evaluated in laboratory, and its functional performance and durability were evaluated in field trials. Field trials were performed in arid and semiarid regions in the Atacama Desert in northern Chile. Field results showed that roads stabilized with MgCl2-6H2O remain free of dust and corrugations and exhibit a considerable reduction in potholes and surface erosion. The period of effectiveness for MgCl2-6H2O has proven to be more than 2 years, without any type of road maintenance. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Arid land KW - Atacama Desert KW - Chile KW - Corrugations (Defects) KW - Durability KW - Dust control KW - Erosion control KW - Field tests KW - Granular road surfaces KW - Hexahydrated magnesium chloride KW - Laboratory tests KW - Performance KW - Potholes (Pavements) KW - Semiarid regions KW - Soil stabilization KW - Unpaved roads UR - http://dx.doi.org/10.3141/1819b-06 UR - https://trid.trb.org/view/645231 ER - TY - CONF AN - 00942519 JO - Transportation Research Record PB - Transportation Research Board AU - Berney, E S AU - Peters, J F AU - Newman, J K AU - Smith, D M AU - Transportation Research Board TI - EFFECT OF SURFACTANT ON DRY-SIDE COMPACTION OF SILTY SAND SN - 0309077486 PY - 2003 IS - 1819 SP - p. 57-62 AB - The use of surfactants with soil is an evolving practice that lacks a systematic theory to describe the mechanisms of behavior that influence the soil response. A technique has emerged from the theoretical modeling of partially saturated soils that allows near-optimum densities to be achieved with water contents well below optimum. The central theme of the model is a distinction between the intergranular stress caused by externally applied loads and the stress derived from internally distributed capillary stresses due to the presence of water menisci. A practical consequence of the theory is that resistance to compaction can be reduced by adding surfactant (soap) to the mix water to reduce the component of intergranular stress derived from capillary tension. The decrease in capillary tension permits greater dry-side compaction density and an increase in soaked California bearing ratio strength. Well-graded silty-sand data were used to compare the behavior of untreated specimens with that of specimens treated with a 4% by weight of water anionic surfactant. The treated specimens achieved dry densities near optimum with the use of 25% less total mix water. Differences in the California bearing ratio strength for the soaked and unsoaked specimens and comparison of specimens' swell during soaking support the concept that compaction was improved through reduction of capillary tension. This allows specified dry densities to be achieved using considerably less water, which is critical in arid environments, and translates into efficiency in cost and, more important for rapid military operations, in construction time. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - California bearing ratio KW - Capillary tension KW - Density KW - Dry density KW - Intergranular stress KW - Silty sands KW - Soap KW - Soil compaction KW - Surface active agents UR - http://dx.doi.org/10.3141/1819b-08 UR - https://trid.trb.org/view/645233 ER - TY - CONF AN - 00942512 JO - Transportation Research Record PB - Transportation Research Board AU - Legere, G AU - Tremblay, H AU - Transportation Research Board TI - LABORATORY AND FIELD EVALUATION OF CEMENT KILN DUST AND LIME FOR STABILIZING CLAYEY SILT ON LOW-VOLUME UNPAVED ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 3-10 AB - The potential of cement kiln dust (CKD) and lime (quicklime) for stabilizing low-volume unpaved roads on sites dominated by cohesive soils was investigated. CKD, lime plus CKD, lime, and portland cement were tested at different mixtures and soil moisture contents in a clayey silt to determine the resulting unconfined compressive strength after three curing periods. In a field study, road sections were stabilized with CKD and with lime plus CKD, and then a gravel running surface was added. Soil penetration resistance increased after the treatment. Field results confirmed the laboratory results and helped identify the most effective treatment. Stabilization proved cost-effective for new roads in areas where gravel is difficult to obtain. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Calcium oxide KW - Cement kilns KW - Cohesive soils KW - Compressive strength KW - Cost effectiveness KW - Dust KW - Field tests KW - Gravel roads KW - Laboratory tests KW - Low volume roads KW - Moisture content KW - Portland cement KW - Silty clays KW - Soil penetration resistance KW - Soil stabilization KW - Unpaved roads UR - http://dx.doi.org/10.3141/1819b-01 UR - https://trid.trb.org/view/645226 ER - TY - CONF AN - 00942526 JO - Transportation Research Record PB - Transportation Research Board AU - Ribeiro de Rezende, L AU - Camapum de Carvalho, J AU - Transportation Research Board TI - USE OF LOCALLY AVAILABLE SOILS ON SUBBASE AND BASE LAYERS OF FLEXIBLE PAVEMENTS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 110-121 AB - Lateritic soils are very abundant in the region of the Federal District of Brazil. If this material could be used in low-volume roads, it would be possible to avoid some environmental problems. Alternative techniques were developed for the use of nonconventional materials as subbase and base layers of flexible pavements. To analyze the technical and economical viability of using local soils, two experimental highways were constructed. Each highway was divided into three sections with different materials in the subbase and base layers, such as fine lateritic soil, fine lateritic soil stabilized with lime, and a mixture of fine lateritic soil and crushed rock. The compaction characteristics were evaluated in laboratory tests. From the time the segments were constructed (in 1998 and 2000) until 2001, the stress-strain behavior of the paving structures was evaluated by in situ tests, such as the plate-bearing, Benkelman beam, and falling weight deflectometer tests. From the results, conclusions were drawn about which of the chosen materials showed the best performance in mechanical behavior. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Base course (Pavements) KW - Benkelman beam KW - Brazil KW - Calcium oxide KW - Crushed rock KW - Experimental roads KW - Falling weight deflectometers KW - Field tests KW - Flexible pavements KW - Laboratory tests KW - Lateritic soils KW - Local materials KW - Low volume roads KW - Mechanical properties KW - Performance KW - Plate bearing test KW - Soil compaction KW - Soil stabilization KW - Strain (Mechanics) KW - Stresses KW - Subbase (Pavements) UR - http://dx.doi.org/10.3141/1819b-15 UR - https://trid.trb.org/view/645240 ER - TY - CONF AN - 00942515 JO - Transportation Research Record PB - Transportation Research Board AU - Wen, H AU - Tharaniyil, M P AU - Ramme, B AU - Transportation Research Board TI - INVESTIGATION OF PERFORMANCE OF ASPHALT PAVEMENT WITH FLY-ASH STABILIZED COLD IN-PLACE RECYCLED BASE COURSE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 27-31 AB - Class C fly ash is a coal combustion product from lignite or subbituminous coal obtained as a result of the power generation process. In recent years, efforts have been made to incorporate self-cementing fly ash into cold in-place recycled (CIR) asphalt material to improve the structural capacity of asphalt pavement base layers. In this study, asphalt pavements in County Trunk Highway JK in Waukesha County, Wisconsin, were pulverized in place and mixed with fly ash and water to function as a base course. To evaluate the contribution of fly ash to the pavement's structural performance, nondestructive deflection tests were performed with a KUAB 2m-FWD falling weight deflectometer (FWD) on the outer wheelpath right after construction. The MICHBACK program was used to backcalculate the material properties of pavement layers from FWD measurements of deflection. The average moduli of the materials in the hot-mix asphalt layer, fly ash-stabilized base course, and subgrade were backcalculated. The structural capacity and structural number were also obtained from FWD test data. The structural coefficient of 0.16 was obtained for the fly ash-stabilized base course in the highway. The results of FWD testing indicate that CIR stabilization with self-cementing fly ash is an economical method of recycling flexible pavements and eliminates the need U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Asphalt pavements KW - Backcalculation KW - Base course (Pavements) KW - Cold in-place recycling KW - Cost effectiveness KW - Deflection tests KW - Falling weight deflectometers KW - Field studies KW - Fly ash KW - Modulus of resilience KW - Nondestructive tests KW - Properties of materials KW - Recycled materials KW - Structural coefficient KW - Structural number (Pavements) KW - Waukesha County (Wisconsin) UR - http://dx.doi.org/10.3141/1819b-04 UR - https://trid.trb.org/view/645229 ER - TY - CONF AN - 00942522 JO - Transportation Research Record PB - Transportation Research Board AU - PHILLIPS, M AU - Puppala, A J AU - Melton, K AU - Transportation Research Board TI - DEVELOPMENT OF STABILIZER SELECTION TABLES FOR LOW-VOLUME ROADS: ARLINGTON, TEXAS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 85-94 AB - Expansive soil movements cause damage to low-volume traffic roadways, which is attributed to the low rigidity of the materials used in the pavements. Several treatment methods have been used to stabilize expansive, soft subsoils, which have yielded mixed results due to the presence of sulfates. Because of the ambiguity of these results, the city of Arlington, Texas, established a task force of researchers and practitioners in the area of soil stabilization to develop matrix tables of the various treatment methods and their applicability to stabilize expansive, soft, and sulfate-rich soils. Extensive literature compiled on the stabilizers, several new and previous research studies on stabilizers, and the expertise of the task group members were considered in the evaluation process. The task force developed seven matrix-form selection tables that showed various treatment methods and if their applications were acceptable or unacceptable for the 12 types of soft and sulfate-rich subgrade soils. A summary of the tables was prepared, along with guidelines on how to use these tables to screen the potential stabilizers for pavement construction projects. The stabilizers considered were portland cement, lime, fly ash, sulfate-resistant cement, ground granulated blast furnace slag, combined lime and fibers, and geosynthetics, including geotextiles and geogrids. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Arlington (Texas) KW - Calcium oxide KW - Expansive clays KW - Fibers KW - Fly ash KW - Geogrids KW - Geosynthetics KW - Geotextiles KW - Granulated slag KW - Low volume roads KW - Portland cement KW - Soft soils KW - Soil stabilization KW - Subgrade (Pavements) KW - Sulfate resisting cement KW - Sulfate-rich soils KW - Swelling soils KW - Tables (Data) UR - http://dx.doi.org/10.3141/1819b-11 UR - https://trid.trb.org/view/645236 ER - TY - CONF AN - 00942493 JO - Transportation Research Record PB - Transportation Research Board AU - Ford, S H AU - Calvert, E C AU - Transportation Research Board TI - EVALUATION OF A LOW-COST PROGRAM OF ROAD SYSTEM TRAFFIC SAFETY REVIEWS FOR COUNTY HIGHWAYS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 231-236 AB - Mendocino County is a large rural county in northern California with more than 1,000 centerline miles of county-maintained roads. The terrain is mountainous, with a few small inland valleys. During the 1990s, the Mendocino County Department of Transportation developed a program of road system traffic safety reviews to improve signing and markings on the arterials and collectors in the system. The effectiveness of the program was measured by comparing accident data for the reviewed roads with data for roads not included in, or influenced by, the reviews. To control for different groups of factors, two sets of control roads were selected--county-maintained roads not reviewed and state highways within the county. Over two consecutive 3-year review cycles, the number of accidents on the reviewed roads fell by 42.1%, while on the county-maintained roads not reviewed they increased by 26.5%, and on the state highways they fell by 3.3%. The total cost to conduct the reviews and implement the recommended changes was $79,300. The accident histories of the control roads were used to define the limits of the range of probable benefits. On the basis of average accident costs provided by the California Department of Transportation, calculated savings ranged from $12.58 million to $23.73 million, yielding a costs-to-benefits ratio between 1:159 and 1:299. The county is expanding the road system traffic safety review program to cover its entire maintained road system. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Benefit cost analysis KW - Counties KW - Crash data KW - Improvements KW - Low volume roads KW - Mendocino County (California) KW - Road markings KW - Rural highways KW - Safety audits KW - Traffic signs UR - http://dx.doi.org/10.3141/1819a-34 UR - https://trid.trb.org/view/645211 ER - TY - CONF AN - 00942504 JO - Transportation Research Record PB - Transportation Research Board AU - Brown, N R AU - Transportation Research Board TI - SOLUTION FOR DISTRESSED PAVEMENTS AND CRACK REFLECTION SN - 0309077486 PY - 2003 IS - 1819 SP - p. 313-317 AB - It is commonly accepted that cracks in aged asphalt pavements will reflect through seal coat and overlay applications. Pavement fabric placed under asphalt concrete overlays will slow this crack reflection, but not stop it. Nineteen years of experience working with the same fabric under a double chip seal has shown that using a modified technique, developed through trial and experimentation, adds substantial pavement life at a reduced cost over typical methods of repair used in the industry. In addition, pavement deterioration due to oxidation and stripping has been eliminated because air and water are unable to penetrate the surface. The subgrade dries out and regains its original strength, minimizing deflection under traffic loadings. This method reduces crack reflection by more than 90% over alternate methods. The reduction is due mainly to a regaining of the subgrade strength along with an increase in the flexibility of the surface through the use of a higher percentage of oil in the total mix. The most surprising aspect of this process is that alligatored pavement can be repaired without having to remove and replace the damaged pavement. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Alligator cracking KW - Asphalt pavements KW - Bituminous overlays KW - Chip seals KW - Fabrics KW - Low volume roads KW - Pavement distress KW - Reflection cracking KW - Seal coating UR - http://dx.doi.org/10.3141/1819a-45 UR - https://trid.trb.org/view/645222 ER - TY - CONF AN - 00942498 JO - Transportation Research Record PB - Transportation Research Board AU - Soria, MHA AU - Fontenele, E B AU - Transportation Research Board TI - FIELD EVALUATION OF METHOD FOR RATING UNSURFACED ROAD CONDITIONS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 267-272 AB - Research was conducted to evaluate the performance of a method for rating the surface condition of low-volume unsurfaced roads and eventually to adapt the method to the situation prevailing in the state of So Paulo, Brazil. The rating method selected as the basis for this experiment is the unsurfaced road condition index (URCI) developed by the U.S. Army Corps of Engineers. The field research comprised subjective evaluations and URCI determinations performed by a rating panel composed of seven members. Some of the main questions underlying the research are: Are the original URCI deduct values curves adequate for the south Brazilian region? If not, is it possible to construct deduct values curves similar to URCI's? To what extent can a rating panel be used to construct and calibrate these curves? Five unsurfaced county roads were selected according to the criteria of maximum soil and conditions variability. From these roads 14 segments 300 m length were selected and divided into 140 sample units 30 m in length. The rating panel attributed scores for the section, for each sample unit, and for each distress found in the sample unit. It was concluded that the panel scores for distress and surface condition of sample unit and section do not agree with the URCI computed by the method and that there is some coherence between the subjective scores given to the sample units and the score given to the section composed of these sample units. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Condition surveys KW - Field studies KW - Low volume roads KW - Ratings KW - Sao Paulo (Brazil) KW - Surface course (Pavements) KW - Unpaved roads KW - Unsurfaced road condition index UR - http://dx.doi.org/10.3141/1819a-39 UR - https://trid.trb.org/view/645216 ER - TY - CONF AN - 00942500 JO - Transportation Research Record PB - Transportation Research Board AU - Brown, M AU - Mercier, S AU - Provencher, Y AU - Transportation Research Board TI - ROAD MAINTENANCE WITH OPTI-GRADE (REGISTERED TRADEMARK): MAINTAINING ROAD NETWORKS TO ACHIEVE THE BEST VALUE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 282-286 AB - Road management systems rely on the availability of quality information to make good decisions. A lack of information on the condition of the Canadian forest industry's unpaved road network led to inappropriate management decisions. To fill this information gap the Forest Engineering Research Institute of Canada (FERIC) developed the Opti-Grade road management system. Opti-Grade is a low-cost tool that provides information about the road roughness and travel speed as the equipped road user's vehicle travels on the road network. This information can then be used to focus grading activities where they will have the greatest impact on the road condition for the money invested. Further, over time, a history of the behavior of the roads can be built. With this history, degradation models can quickly and easily be produced to see which segments of the road network degrade the quickest and the most frequently. Problem segments can be identified. Valuable road evaluation budgets can then be focused on those sections to determine the cause of the problem. That will allow precious rehabilitation budgets to be focused where they can have the greatest impact. Opti-Grade is currently used by a large sector of FERIC member forest companies with payback periods shorter than 4 months. FERIC continues to improve the software to manage the data from the Opti-Grade system and increase the abilities of the decision support tools in the software. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Budgeting KW - Canada KW - Condition surveys KW - Decision making KW - Decision support systems KW - Forest Engineering Research Institute of Canada KW - Forest roads KW - Pavement management systems KW - Rehabilitation (Maintenance) KW - Roughness KW - Software KW - Speed KW - Testing equipment KW - Unpaved roads UR - http://dx.doi.org/10.3141/1819a-41 UR - https://trid.trb.org/view/645218 ER - TY - CONF AN - 00942492 JO - Transportation Research Record PB - Transportation Research Board AU - Wilson, E M AU - Lipinski, Martin E AU - Transportation Research Board TI - PRACTICAL SAFETY TOOL FOR LOCAL LOW-VOLUME RURAL ROADS: THE ROAD SAFETY AUDIT REVIEW SN - 0309077486 PY - 2003 IS - 1819 SP - p. 225-230 AB - Practical tools for improving transportation safety are needed worldwide. It has been estimated that motor vehicle-related crashes account for more than 1 million fatalities each year, and the number of serious injuries far exceeds fatalities. Local and low-volume roads are significantly overrepresented in crash statistics. Globally, the road safety audit (RSA) concept has been recognized as an effective tool in identifying and reducing the crash potential of roadways when used to analyze the safety aspects of project plans and designs before completion. In the local rural road arena, many safety issues are associated with existing roadway networks. Many of these networks have developed over time with little or no planning or design. There is a critical need for a practical tool that focuses on the safety of the existing as-built local road network. The RSA review (RSAR) process has been developed for this purpose, giving specific recognition to the functionality of the road being evaluated for safety issues. Significant numbers of safety improvements are needed, and practical approaches to address these needs are crucial. The RSAR tool has the potential to be particularly beneficial to local governments in systematically addressing safety deficiencies on existing rural road networks. In addition, it is a proactive safety tool that has the potential to protect agencies from tort liability since it establishes a record of the organization's safety agenda. An RSAR methodology that can be adapted by local agencies is presented. A case study illustrating the application of this process is included. Also highlighted is a local rural training program that has been presented in several states for county applications. The focus is on U.S. county applications, but it is recognized that the process has utility for other agencies and has application in other countries. The necessity for training as a key component in the development of a sustainable safety program is emphasized. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Case studies KW - Counties KW - Highway safety KW - Local government KW - Low volume roads KW - Needs assessment KW - Rural highways KW - Safety audits KW - Tort liability KW - Training programs UR - http://dx.doi.org/10.3141/1819a-33 UR - https://trid.trb.org/view/645210 ER - TY - CONF AN - 00942494 JO - Transportation Research Record PB - Transportation Research Board AU - McManus, K J AU - Blicblau, A S AU - Broadhurst, C J AU - Carter, AMS AU - Transportation Research Board TI - REAL-TIME DETECTION OF UNSEALED SURFACES DURING SKIDDING SN - 0309077486 PY - 2003 IS - 1819 SP - p. 237-243 AB - The antilock braking system (ABS) fitted to modern passenger vehicles is intended to provide reliable and efficient braking under critical road conditions or in emergency situations. Thus, ABS-equipped vehicles should remain steerable and maintain directional stability in the event of emergency braking. The ABS on vehicles operates on the principle of detection of brake lockup and release of the lockup to prevent an uncontrollable skid developing on sealed roads. However, on gravel roads or snow-covered roads braking distances can be reduced if brake lockup occurs and a wedge of gravel or snow is allowed to form in front of the wheels. The intervention of ABS prevents the wedge from forming to any significant degree, thereby extending the braking distance. An investigation was carried out of a method of discriminating between sealed and unsealed road surfaces in which a signal can be developed so that an alternative ABS algorithm can be applied specifically for gravel-covered surfaces. An attempt was made to identify and measure the buildup of gravel in front of the wheel directly, using an infrared distance-measurement sensor. Initial tests have shown that the system can provide a signal to the ABS, which will allow a timely response to enable intervention in the activation of the algorithms in the ABS. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Algorithms KW - Antilock brake systems KW - Braking performance KW - Detection and identification KW - Emergency brakes KW - Gravel roads KW - Intervention KW - Real time data processing KW - Skidding KW - Snow KW - Surface course (Pavements) UR - http://dx.doi.org/10.3141/1819a-35 UR - https://trid.trb.org/view/645212 ER - TY - CONF AN - 00942496 JO - Transportation Research Record PB - Transportation Research Board AU - Decker, R AU - Rice, R AU - Putnam, S AU - Singer, S AU - Transportation Research Board TI - RURAL INTELLIGENT TRANSPORTATION SYSTEM NATURAL-HAZARD MANAGEMENT ON LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 255-259 AB - The growth of winter travel on alpine roads in the western United States has increased the risk to motorists and highway maintenance personnel owing to a variety of natural hazards. Hazards include snow and ice, avalanching snow, and blowing and drifting snow. The conditions call for attendant need for incident response. A substantial number of affected routes are low-volume rural winter roads. Configurations have been developed for rural intelligent transportation system (ITS) technology that can detect hazards and provide, autonomously and in real time, warnings to and traffic control actions for motorists, highway maintainers, and incident responders for roadway natural hazards. These warnings include on-site traffic control signing and road closure gates, in-vehicle audio alarms for agency maintenance and patrol vehicles, and notification to highway agency maintenance facilities or centralized multiagency dispatchers. These actions and notifications are initiated automatically from the remote rural sites and via manual intervention from off-site personnel, well removed from the rural roadway corridor itself. About 5 years of experience have been accumulated in using these rural ITS natural-hazard reduction systems, including snow avalanche detection and warning systems on Loveland Pass, Colorado; Hoback Canyon, Wyoming; and Banner Summit, Idaho. Automated road closure gates on the Teton Pass in Idaho and Wyoming now allow for remote road closure during heavy snow events. These cost-effective ITS natural-hazard systems are highly exportable for other processes that affect rural low-volume roadways, including landslide, flooding, high surf, high winds, loss of visibility, wildlife, and other natural hazards of this type. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Automated road closure gates KW - Automation KW - Avalanches KW - Banner Summit (Idaho) KW - Cost effectiveness KW - Detection and identification KW - Floods KW - Hazards KW - Hoback Canyon (Wyoming) KW - Ice KW - Intelligent transportation systems KW - Landslides KW - Loveland Pass (Colorado) KW - Low volume roads KW - Maintenance personnel KW - Mountain roads KW - Natural hazards KW - Real time information KW - Remote control KW - Remote sensing KW - Rural areas KW - Safety management KW - Snow KW - Snowdrifts KW - Teton Pass KW - Traffic control KW - Travelers KW - Visibility KW - Warning systems KW - Wildlife UR - http://dx.doi.org/10.3141/1819a-37 UR - https://trid.trb.org/view/645214 ER - TY - CONF AN - 00942497 JO - Transportation Research Record PB - Transportation Research Board AU - Eck, R W AU - Montag, D A AU - Transportation Research Board TI - TRAFFIC EFFECTS OF FAIRS AND FESTIVALS ON LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 260-264 AB - Special events, including sporting events, concerts, historical re-enactments, and fairs and festivals, can generate large volumes of traffic such that congestion and associated problems occur on low-volume roads. In particular, theme-oriented fairs and festivals, such as arts and crafts fairs and wine and jazz festivals, are growing in number and popularity throughout the United States. Quantifying and understanding the traffic characteristics of fairs and festivals would be useful in predicting how such events will affect traffic flow on a low-volume road, planning traffic management, and predicting parking needs. One specific need is for trip-generation data for estimating the magnitude and nature of travel associated with theme-oriented fairs and festivals. Background data were collected for a number of West Virginia events on low-volume roads through interviews and questionnaires. Five categories of theme-oriented fairs and festivals were identified: food and drink, arts and crafts, cultural heritage, historical, and performing arts. The number of booths was recommended as the best independent variable to use in calculating trip-generation rates. Attendance and vehicular data were collected and analyzed. Vehicle occupancy for theme-oriented fairs and festivals was determined to be 2.33 people per vehicle. Trip-generation rates and corresponding statistics were determined for 2-day (Saturday and Sunday) and 3-day (Friday, Saturday, and Sunday) events. Implications of the study results for low-volume road managers were considered. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Data collection KW - Festivals KW - Interviewing KW - Low volume roads KW - Parking KW - Questionnaires KW - Rural areas KW - Special events KW - Traffic control KW - Traffic flow KW - Traffic volume KW - Travel demand KW - Trip generation KW - United States KW - Vehicle occupancy KW - West Virginia UR - http://dx.doi.org/10.3141/1819a-38 UR - https://trid.trb.org/view/645215 ER - TY - CONF AN - 00942499 JO - Transportation Research Record PB - Transportation Research Board AU - HUNT, P D AU - BUNKER, J M AU - Transportation Research Board TI - STUDY OF SITE-SPECIFIC ROUGHNESS PROGRESSION FOR A BITUMEN-SEALED UNBOUND GRANULAR PAVEMENT NETWORK SN - 0309077486 PY - 2003 IS - 1819 SP - p. 273-281 AB - Pavement management systems assist engineers in the analysis of road network pavement condition data and subsequently provide input to the planning and prioritization of road infrastructure works programs. The data also provide input to a variety of engineering and economic analyses that assist in determining the future road network condition for a range of infrastructure-funding scenarios. The fundamental calculation of future pavement condition is commonly based on a pavement age versus pavement roughness relationship. However, roughness-age relationships commonly do not take into account the pavement's historical performance; rather, an "average" rate of roughness progression is assigned to each pavement based on its current age or current roughness measurement. Results of a research project are documented; the project involved a comprehensive evaluation of pavement performance by examining roughness progression over time with other related variables. A method of calculating and effectively displaying roughness progression and the effects of pavement maintenance was developed. The method provides a better understanding of pavement performance, which in turn led to a methodology of calculating and reporting road network performance for application to the pavement design and delivery system in Queensland, Australia. Means of using this information to improve the accuracy of roughness progression prediction were also investigated. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Aging (Materials) KW - Calculation KW - Low volume roads KW - Pavement maintenance KW - Pavement performance KW - Queensland KW - Roughness KW - Unbound granular pavement UR - http://dx.doi.org/10.3141/1819a-40 UR - https://trid.trb.org/view/645217 ER - TY - CONF AN - 00942501 JO - Transportation Research Record PB - Transportation Research Board AU - Jones, D AU - PAIGE-GREEN, P AU - SADZIK, E AU - Transportation Research Board TI - DEVELOPMENT OF GUIDELINES FOR UNSEALED ROAD ASSESSMENT SN - 0309077486 PY - 2003 IS - 1819 SP - p. 287-296 AB - The assessment of unsealed roads in South Africa has, up to now, been done on an ad hoc basis with a variety of individual standards and has produced highly subjective results. A standard visual assessment manual has been developed to provide a single, unified objective system of unsealed road evaluation in South Africa and southern Africa. The assessment techniques, as well as standard descriptors of the various distress modes, are clearly defined in the document. Examples of the content and application of the document are provided and discussed. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Condition surveys KW - Earth roads KW - Evaluation and assessment KW - Gravel roads KW - Guidelines KW - Manuals KW - South Africa KW - Southern Africa KW - Unpaved roads UR - http://dx.doi.org/10.3141/1819a-42 UR - https://trid.trb.org/view/645219 ER - TY - CONF AN - 00942503 JO - Transportation Research Record PB - Transportation Research Board AU - Thompson, R AU - Visser, A AU - Miller, R AU - Lowe, T AU - Transportation Research Board TI - DEVELOPMENT OF REAL-TIME MINE ROAD MAINTENANCE MANAGEMENT SYSTEM USING HAUL TRUCK AND ROAD VIBRATION SIGNATURE ANALYSIS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 305-312 AB - The unpaved road network of a surface mine is extensive, comprising numerous roads of varying construction and material qualities with highly variable traffic volumes. Existing haul road maintenance management systems (MMSs) work well for predictable traffic volumes, but for complex mine road networks, the MMS becomes onerous and results in suboptimal road maintenance strategies, with the attendant increase in total road-user costs and reduction in service. A real-time MMS was thus sought to overcome the deficiencies of existing systems for mine roads. Because most large mines operate trucks with onboard diagnostic data collation, linked through a centralized communication and Global Positioning System backbone, it was proposed that road condition could be monitored on a real-time basis through onboard vibration signature analysis. A real-time mine haul road MMS was developed. Mine road maintenance practices were reviewed. The real-time system architecture was devised, and a field trial was conducted of onboard vibration signature assessment. Trial results were evaluated in the light of road defect signature recognition, analysis, signature repeatability, and system limitations. This approach is applicable to other situations, such as a network of district roads, subject to an analysis of economic feasibility. The conclusion is reached that modern technology has the potential to apply maintenance as and where needed, with possible reductions in authority cost and an improvement in service provided to road users. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Field tests KW - Haul roads KW - Maintenance management KW - Maintenance practices KW - Mines KW - Monitoring KW - Onboard vibration signature analysis KW - Real time information KW - System architecture KW - Unpaved roads UR - http://dx.doi.org/10.3141/1819a-44 UR - https://trid.trb.org/view/645221 ER - TY - CONF AN - 00942505 JO - Transportation Research Record PB - Transportation Research Board AU - Burger, A F AU - van der Gryp, A AU - van Zyl, G D AU - Fourie, H G AU - Transportation Research Board TI - SIMPLIFICATION OF HDM-4 ECONOMIC MODELS FOR NETWORK-LEVEL GRAVEL ROAD MANAGEMENT SYSTEMS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 318-328 AB - A description is provided of the procedure followed in the gravel road management system (GRMS) of the Provincial Administration: Western Cape (PAWC) for determining scheduled maintenance priorities and upgrade to paved standard priorities for gravel roads. An algorithm was developed that takes account of a number of factors to determine the costs and benefits of PAWC's two maintenance strategies. Cost and benefit streams are further used in the calculation of the internal rate of return (IRR) for the different maintenance strategies. Prioritization in the GRMS is based on the calculated IRR, and the priority lists are further refined through a consultative process involving maintenance personnel, the community, and head-office decision makers. As part of the implementation of the algorithm, Highway Development and Management System version 4 (HDM-4) equations for the calculation of vehicle-operating cost (VOC) were simplified for application in the southern African context. Results are presented of a comparison between the output of the simplified HDM-4 equations with the output of HDM-4. Conclusions reached show that implementing the procedure described had a number of positive consequences. They include that the prioritization of projects is based on sound principles that result in the effective and responsible use of available funds. It was also concluded that the simplified HDM-4 VOC calculation results compare well with HDM-4 results. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Algorithms KW - Benefit cost analysis KW - Economic models KW - Equations KW - Gravel roads KW - Highway Development and Management System, Version 4 KW - Internal rate of return KW - Maintenance management KW - Operating costs KW - Southern Africa KW - Strategic planning UR - http://dx.doi.org/10.3141/1819a-46 UR - https://trid.trb.org/view/645223 ER - TY - CONF AN - 00942495 JO - Transportation Research Record PB - Transportation Research Board AU - Vischer, W AU - Transportation Research Board TI - LOW-VOLUME ROAD FLEXIBLE PAVEMENT DESIGN WITH GEOGRID-REINFORCED BASE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 247-254 AB - Reconstruction of a U.S. Department of Agriculture Forest Service campground facility in the North Dakota National Grasslands required redesign and substantial construction change because of an unstable clay subgrade. The original proposal provided for removing the old asphalt and adding additional base and a new asphalt surface. When the asphalt cement was removed, it was found that the base course had migrated into the clay subgrade, leaving the subgrade unstable. Options explored for redesign were thickened gravel base sections, lime stabilization, and geosynthetic reinforcement. The geogrid-reinforced base was selected. Design analysis consisted of two phases: (a) bearing capacity analysis for construction traffic and (b) flexible pavement analysis and design to support long-term recreation traffic. The first involved primarily Tensar design methods; the second, an empirical and mechanistic approach. Empirical methods, based on 1993 AASHTO design procedures, included Tensar methods and the recent Perkins-Michigan Department of Transportation model. The mechanistic approach used the EVERSTRESS and KENLAYER elastic layered programs. All design methods used were found beneficial and are recommended. The final flexible pavement sections constructed were dictated by the construction traffic and consisted of 2 in. of asphalt concrete on a reinforced base course ranging in thickness from 4 to 12 in. The project had to be completed in 3 weeks, so investigation and testing were limited, and the design parameters were based primarily on field dynamic cone penetrometer testing and correlations. Enforcement of the limited wheel loads became a continuous inspection problem. In addition, because of the fineness of the base aggregate produced, a separation geotextile had to be added to preclude migration of the base aggregate through the geogrid into the subgrade. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Base course (Pavements) KW - Bearing capacity KW - Design methods KW - Dynamic penetration test KW - Elastic layered analysis KW - Empirical methods KW - Flexible pavements KW - Forest roads KW - Geogrids KW - Geotextiles KW - Low volume roads KW - North Dakota National Grasslands KW - Pavement design KW - Reconstruction KW - Recreational roads KW - Reinforcement (Engineering) KW - Stability (Mechanics) KW - Subgrade (Pavements) UR - http://dx.doi.org/10.3141/1819a-36 UR - https://trid.trb.org/view/645213 ER - TY - CONF AN - 00942502 JO - Transportation Research Record PB - Transportation Research Board AU - Safronetz, J D AU - Sparks, G A AU - Transportation Research Board TI - PROJECT-LEVEL HIGHWAY MANAGEMENT MODEL FOR SECONDARY HIGHWAYS IN SASKATCHEWAN, CANADA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 297-304 AB - Saskatchewan Highways and Transportation (SHT) is responsible for 26,000 km of primary and secondary highways in the province. The primary system was structurally built to handle high traffic volumes and heavily loaded trucks; the secondary system was constructed to provide links into the primary system for traffic volumes lower than 500 vehicles per day with few heavily loaded trucks. Secondary highways consist mostly of thin membrane surface (TMS) highways, which are oil-treated surfaces over a nonstructural roadbed. In the past few years increased heavy-truck traffic associated with rail line abandonment, elevator closures, and increased truck haul associated with economic development has deteriorated TMS highways. Years of increasing pressures and inadequate funding have forced SHT to develop and implement cost-effective, sustainable methods to manage and preserve them. A new strategy to structurally strengthen the system is a cementitious blend of material called TerraCem. Along with conventional strengthening strategies, this new method is being used throughout Saskatchewan; however, its long-term performance is unknown. Because SHT must make good decisions and should be able to demonstrate they are good, a project-level framework capable of evaluating secondary road management strategies on the basis of whole life-cycle road agency and road user costs, has been developed. The framework determines the lowest-cost strategy (agency and road user) and employs probabilistic modeling to quantify the long-term performance of the TerraCem strategy. The developed framework was applied for a project-level sample. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Cement KW - Deterioration KW - Life cycle costing KW - Management KW - Saskatchewan KW - Secondary roads KW - Strategic planning KW - Strengthening (Maintenance) KW - Truck traffic UR - http://dx.doi.org/10.3141/1819a-43 UR - https://trid.trb.org/view/645220 ER - TY - CONF AN - 00942484 JO - Transportation Research Record PB - Transportation Research Board AU - Keller, G AU - Sherar, J AU - Transportation Research Board TI - LOW-VOLUME ROADS ENGINEERING: BEST MANAGEMENT PRACTICES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 174-181 AB - The concept and application of best management practices (BMPs) for low-volume roads projects were studied. BMPs are techniques or design practices that will prevent or reduce nonpoint pollution, maintain water quality, and help produce well-built roads. A "Low-Volume Roads Engineering Best Management Practices Field Guide" was developed to address those key practices. Roads that are not well planned or located, not properly designed or constructed, not well drained, not well maintained, or not made with durable materials often produce negative impacts, most of which are preventable with good engineering and road management practices. A number of key practices and design techniques can be used to prevent adverse impacts of roads. First a road must serve the needs of the user through good transportation system planning. Long-term cost-effectiveness and minimized impacts are then achieved through application of good design and maintenance practices, including a road location that avoids problematic areas such as slides or springs; positive surface drainage; adequately sized and appropriate drainage crossing structures; stable cut and fill slopes; use of erosion control measures; roadway surface stabilization; and materials source development with subsequent site reclamation. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Best practices KW - Design KW - Embankments KW - Erosion control KW - Guidelines KW - Highway engineering KW - Land reclamation KW - Local materials KW - Low volume roads KW - Maintenance KW - Planning KW - Quarries KW - Soil stabilization KW - Surface drainage UR - http://dx.doi.org/10.3141/1819a-25 UR - https://trid.trb.org/view/645202 ER - TY - CONF AN - 00942488 JO - Transportation Research Record PB - Transportation Research Board AU - Ledec, G AU - Posas, P J AU - Transportation Research Board TI - BIODIVERSITY CONSERVATION IN ROAD PROJECTS: LESSONS FROM WORLD BANK EXPERIENCE IN LATIN AMERICA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 198-202 AB - The unprecedented and irreversible loss of biodiversity in modern times is caused primarily by the elimination or degradation of natural habitats. Because the construction and improvement of roads sometimes lead, directly or indirectly, to the loss and degradation of natural habitats, road construction and biodiversity aims are often at odds. However, many potentially serious conflicts between road projects and biodiversity conservation can be avoided. Induced negative impacts can be minimized by careful project siting. Where some natural habitat loss is inevitable, appropriate mitigation may include establishment of strict protection zones alongside the road or compensatory protected areas elsewhere. Such mitigation requires effective collaboration, for example, between the agencies responsible for roads and protected areas. Direct adverse impacts of road works on biodiversity also can be significant but are generally simpler to avoid or mitigate because they are more fully under the control of road construction agencies, contractors, and concessionaires. Biodiversity loss and environmental damage can be considerably reduced when planners and road construction agencies site roads adjacent to existing railways, pipelines, or transmission lines; practice sound road engineering; maintain good drainage and natural water flows; minimize roadside habitat loss; and exercise care in the siting and design of borrow pits, construction camps, and other complementary facilities. Environmental rules for contractors, including transparent penalties for noncompliance, need to be incorporated in bidding documents and contracts. Ideally, road projects are designed and implemented so as to avoid or compensate adequately for any adverse impacts on natural habitats and biodiversity. Through mitigation measures, potentially controversial projects can even produce significant net environmental benefits--a win-win outcome. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Biodiversity KW - Borrow pits KW - Compliance KW - Conservation KW - Construction sites KW - Contracts KW - Cooperation KW - Drainage KW - Environmental impacts KW - Government agencies KW - Habitat (Ecology) KW - Highway engineering KW - Latin America KW - Mitigation measures (Construction) KW - Penalties KW - Road construction KW - World Bank UR - http://dx.doi.org/10.3141/1819a-29 UR - https://trid.trb.org/view/645206 ER - TY - CONF AN - 00942491 JO - Transportation Research Record PB - Transportation Research Board AU - Tom, J G AU - Weiss, C A AU - Malone, P G AU - Virostek, A AU - Transportation Research Board TI - DURABLE ROADSIDE PROTECTIVE STRUCTURES FOR LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 221-224 AB - Data compilations on accidents nationwide show that 30% of all traffic fatalities and 16% of all injuries occur when a vehicle goes into a ditch or strikes a fixed obstacle on the roadside. Highway traffic barriers and crash cushions are not economical for use on low-volume roads, even though they could be helpful in reducing fatalities and injuries. Sand-filled barrels and metal barriers that undergo controlled deformation are relatively expensive and require significant investments in placement, inspection, maintenance, and repair. A crash cushion design based on scrap tires encased in foamed, fiber-reinforced concrete is being developed and can provide a versatile, low-maintenance safety barrier that is also resistant to vandalism. The composite scrap tire-and-concrete protective barrier uses a skeleton of scrap tires as an attachment point that can serve to lift, place, and anchor a mass of foamed, fiber-reinforced concrete in place on the roadside. The foamed, fiber-reinforced concrete crushes like wood under impact from tools or projectiles, so the modules are difficult to vandalize and can survive scrapes from graders or snow removal equipment. Module array can be developed on the basis of weight distribution in sand-filled barrel arrays. Potential uses for the barrier modules include protection of bridge piers, bridge railings, and obstacles on curves. The durability and economy of these units make them a practical option for use in improving safety on low-volume roads, especially in remote areas. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Cost effectiveness KW - Crash cushions KW - Durability KW - Fiber reinforced concrete KW - Low cost KW - Low maintenance KW - Low volume roads KW - Roadside KW - Scrap tires KW - Tires UR - http://dx.doi.org/10.3141/1819a-32 UR - https://trid.trb.org/view/645209 ER - TY - CONF AN - 00942480 JO - Transportation Research Record PB - Transportation Research Board AU - Bloser, S M AU - Colbert, W J AU - Transportation Research Board TI - CUTTING RED TAPE AND POLLUTION FROM UNPAVED ROADS BY USING A GEOGRAPHIC INFORMATION SYSTEM SN - 0309077486 PY - 2003 IS - 1819 SP - p. 141-148 AB - A case study in the implementation and use of a customized geographic information system (GIS) as an administrative tool is described. A modified GIS is being used to provide full administrative support for a $4 million/year transportation grant program with a single part-time support staff person in the central office. Pennsylvania's Dirt and Gravel Road Pollution Prevention Program was enacted into law as Section 9106 of the State Vehicle Code in 1997 and is administered locally through county-based soil conservation districts. The program uses a simplified and customized GIS that enables personnel at 65 county conservation districts to use the system with minimal training. The customized GIS enabled a statewide assessment of more than 17,000 mi of unpaved roads to be conducted in 6 months. That assessment geographically identified and evaluated more than 11,000 pollution sites at which unpaved road runoff adversely affects stream quality. Pollution site assessments, recordkeeping, and reporting have been incorporated into the modified GIS to provide paperless, centralized reporting in keeping with the program's core values--streamlined administrative structure, emphasis on local control, and effective prevention of stream pollution from dust and sediment generated by unpaved roads. The value that a customized GIS can have for similar applications is illustrated by providing a walk-through of how the system works, why it has been accepted, and what it accomplishes for this innovative non-point-source pollution prevention effort. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Administration KW - Case studies KW - Dust KW - Geographic information systems KW - Pennsylvania KW - Pollution control KW - Pollution site assessments KW - Recordkeeping KW - Reporting KW - Runoff KW - Sediments KW - Streams KW - Unpaved roads KW - Water pollution KW - Water quality UR - http://dx.doi.org/10.3141/1819a-21 UR - https://trid.trb.org/view/645198 ER - TY - CONF AN - 00942482 JO - Transportation Research Record PB - Transportation Research Board AU - Givens, J S AU - Transportation Research Board TI - RURAL RUSTIC ROADS IN VIRGINIA: IMPLEMENTATION OF PROGRAM GUIDELINES AND PILOT PROJECTS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 155-165 AB - The legislative process and development of guidelines for a rural rustic road program in Virginia are described. As defined in the legislation, a rural rustic road ". . . (i) is located in a low-density development area and has an average daily traffic volume of no more than 500 vehicles per day and (ii) has a posted speed limit consistent with the topography and features along the road. For a road or road segment so designated, improvements shall utilize a paved surface width based on reduced and flexible standards that leave trees, vegetation, side slopes and open drainage abutting the roadway undisturbed to the maximum extent possible without compromising public safety." This new program is designed to pave unpaved roads by using their existing alignment wherever practical. This approach will preserve the natural beauty and character of the area served. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Alignment KW - Beautification KW - Guidelines KW - Improvements KW - Legislation KW - Low volume roads KW - Paving KW - Rural highways KW - Unpaved roads KW - Virginia UR - http://dx.doi.org/10.3141/1819a-23 UR - https://trid.trb.org/view/645200 ER - TY - CONF AN - 00942485 JO - Transportation Research Record PB - Transportation Research Board AU - Rivas, T AU - Transportation Research Board TI - IMPROVED EROSION CONTROL SELECTION FOR STEEP SLOPES WITH THE "USDA FIREST SERVICE EROSION CONTROL SELECTION GUIDE" SN - 0309077486 PY - 2003 IS - 1819 SP - p. 182-186 AB - Low-volume forest roads are a significant source of erosion and can be challenging and expensive to control because of the steep (greater than 50% slope gradient) slopes. Most erosion control documents lack guidance on treatment selection, emphasize temporary erosion control, and do not adequately address steep slopes. To address the deficiency, the U.S. Department of Agriculture Forest Service San Dimas Technology and Development Center created the "USDA Forest Service Erosion Control Selection Guide." The primary focus of the guide is technical information to assist long-term erosion control treatment selection on steep slopes, particularly road cut and fill slopes. This guide is a synthesis of information encompassing erosion control fundamentals, erosion and sediment yield prediction models, treatment parameters, erosion control treatments, selection tips, installation tips, and additional resources. Treatments include grading, seeding, mulch, soil amendments, rolled erosion control products, soil bioengineering, and biotechnical stabilization. Significant advantages of the guide include general treatment selection guidance, inclusion of permanent treatment methods, and consideration of steep slopes. The guide is limited because of the complex nature of erosion; it does not address nontechnical issues, and it may need updating as new information becomes available. Despite these limitations, the guide is a valuable new tool for reducing erosion and sediment yield on steep slopes of low-volume roads. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Embankments KW - Erosion control KW - Grading (Earthwork) KW - Guidelines KW - Low volume roads KW - Mulching KW - Seeding KW - Soil amendments KW - Soil bioengineering KW - Steep slopes KW - Technology UR - http://dx.doi.org/10.3141/1819a-26 UR - https://trid.trb.org/view/645203 ER - TY - CONF AN - 00942487 JO - Transportation Research Record PB - Transportation Research Board AU - Showers, C G AU - Transportation Research Board TI - ECONOMIC FISH PASSAGE: AN INNOVATIVE ALTERNATIVE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 193-197 AB - Many existing stream-crossing structures on low-volume roads were designed and constructed to pass the design flow. Many of these structures are large-diameter metal culverts that are mechanically sound and still sufficient for the volume of traffic and the design vehicle as well as the maximum designed stream flow. However, design of these structures often gave no thought to the migration or mobility of aquatic species, particularly fish. Continued existence of many aquatic species requires that habitat fragmented by development be reconnected, specifically stream segments separated by road-crossing structures such as large culverts. The user cost-benefits and revenues available to the low-volume road manager make full replacement of existing structures prohibitive and difficult to justify, especially when the existing structure is sufficient for the traffic need. An effective, economic alternative to the removal of large culverts is offered, one that can be implemented with commonly acquired equipment and labor, with costs kept reasonably low in meeting the objective of reconnecting segments of aquatic habitat. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Cost effectiveness KW - Culvert modifications KW - Fishes KW - Habitat (Ecology) KW - Low volume roads KW - Metal culverts KW - Migration KW - Streams KW - Technological innovations UR - http://dx.doi.org/10.3141/1819a-28 UR - https://trid.trb.org/view/645205 ER - TY - CONF AN - 00942481 JO - Transportation Research Record PB - Transportation Research Board AU - Dunn, M W AU - On, S N AU - Transportation Research Board TI - IMPROVING UNPAVED ROADS IN VIRGINIA: CASE STUDY SN - 0309077486 PY - 2003 IS - 1819 SP - p. 149-154 AB - Minimizing costs and streamlining the construction of low-volume roads offers an opportunity for transportation agencies to effectively meet the needs of rural citizens. The Virginia Department of Transportation (VDOT) maintains approximately 56,941 mi of the state's roads, including Interstate, primary, and secondary facilities. Between 1987 and 1994, VDOT paved nearly 1,900 mi of unpaved roads. In rural parts of the state, many miles of state-maintained roads still have gravel and dirt surfaces. Each year the local transportation residency offices, in conjunction with local elected officials, contractors, and area citizens, strive to improve and pave as many miles of gravel and dirt roads as possible. The Hillsville Residency of VDOT, located in rural Carroll and Floyd Counties, has developed an efficient and cost-effective method for improving low-volume gravel and dirt roads. This process relies heavily on cooperative efforts by VDOT, contractors, elected officials, and especially citizens. Land donations from citizens represent the cornerstone of this process, signifying that citizen cooperation is the key factor in a project's success. Because most of the decisions in the improvement process are at the local residency level, trusting relationships and frequent communication can be established, small-scale and local contractors are given more business opportunities, and local VDOT personnel can better understand citizen concerns and perform road improvements accordingly. In addition, the time line for the road improvement process is based on seasons--the most appropriate weather conditions are considered for the work being performed. This program enables more roads to be paved each year, improving the level of service and quality of life for local citizens. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Case studies KW - Contractors KW - Decision making KW - Earth roads KW - Gravel roads KW - Improvements KW - Land donations KW - Low volume roads KW - Paving KW - Public participation KW - Public relations KW - Small business KW - Unpaved roads KW - Virginia KW - Weather conditions UR - http://dx.doi.org/10.3141/1819a-22 UR - https://trid.trb.org/view/645199 ER - TY - CONF AN - 00942483 JO - Transportation Research Record PB - Transportation Research Board AU - Visser, A T AU - Hall, S AU - Transportation Research Board TI - INNOVATIVE AND COST-EFFECTIVE SOLUTIONS FOR ROADS IN RURAL AREAS AND DIFFICULT TERRAIN SN - 0309077486 PY - 2003 IS - 1819 SP - p. 169-173 AB - In many parts of the world, high-level engineering solutions are inappropriate for rural areas where expertise, skills, and equipment are unavailable. Often these areas suffer from difficult terrain that also makes accessibility a problem. At the 1999 International Conference on Low-Volume Roads, a design catalogue was presented for a flexible portland cement concrete pavement using geocells, which was suitable for labor-intensive construction. However, the catalogue required layer works, which meant that construction equipment, although minimal, was required. This was seen as a major constraint, particularly when communities become involved in the construction of these local access roads. In addition, in difficult terrain the handling of drainage becomes a major engineering undertaking for which expertise may not be locally available. The aim of this study was to develop a structural design catalogue that caters for the range of traffic and material conditions typically encountered in these remote rural areas. Additionally, standard solutions were developed for dealing with steep gradients and surface drainage that are coupled to the structural design. The fundamental engineering principles were used to derive the structural design catalogue and in the management of surface drainage. Case studies were conducted in the successful application of the design catalogue to demonstrate the approach and design procedures. This approach has made a significant contribution in improving the quality of life of rural communities, particularly in remote and often poor regions of South Africa. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Case studies KW - Geometric design KW - Highway grades KW - Low volume roads KW - Quality of life KW - Rural areas KW - South Africa KW - Structural design KW - Surface drainage UR - http://dx.doi.org/10.3141/1819a-24 UR - https://trid.trb.org/view/645201 ER - TY - CONF AN - 00942486 JO - Transportation Research Record PB - Transportation Research Board AU - KNAPP, K AU - Walker, D AU - WILSON, E AU - Transportation Research Board TI - CHALLENGES AND STRATEGIES FOR LOCAL ROAD SAFETY TRAINING AND TECHNOLOGY TRANSFER SN - 0309077486 PY - 2003 IS - 1819 SP - p. 187-190 AB - A significant increase in the safety of transportation networks in the United States and throughout the world will require the direct involvement of local jurisdictions (e.g., counties, townships, villages, and cities). In 1998, approximately 4 out of 10 fatalities in the United States occurred on collector and local roadways. Local road agencies need to have the skills to identify, evaluate, and mitigate safety concerns. Effective local road safety training, technology transfer, and resources are essential. A number of challenges need to be met to complete these tasks, but current local road safety training and technology transfer programs and strategies also offer opportunities. Some of these challenges are identified and discussed, and several current and potential programs and strategies for local road safety training and technology transfer are described. Relevant results from a recent FHWA and AASHTO international scan tour on the management and organization of comprehensive highway safety programs are also presented and used to support the suggestions provided. A synopsis of the relevant discussions from a recent workshop on highway safety workforce development, sponsored by FHWA, AASHTO, TRB, and ITE, is also offered. The objective is to initiate discussion about the need for and development of a comprehensive and cost-effective local safety training and technology transfer program. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Highway safety KW - Local government KW - Low volume roads KW - Strategic planning KW - Study tours KW - Technology transfer KW - Training KW - Workshops UR - http://dx.doi.org/10.3141/1819a-27 UR - https://trid.trb.org/view/645204 ER - TY - CONF AN - 00942489 JO - Transportation Research Record PB - Transportation Research Board AU - Brindle, F A AU - Transportation Research Board TI - USE OF NATIVE VEGETATION AND BIOSTIMULANTS FOR CONTROLLING SOIL EROSION ON STEEP TERRAIN SN - 0309077486 PY - 2003 IS - 1819 SP - p. 203-209 AB - Native grass species are increasingly requested for use on revegetation and restoration projects following land disturbance. Native species can be slow to establish, a problem when the goals are to obtain quick ground cover to protect against rainfall impact and sheet and rill erosion and to promote root growth to stabilize soil on steep terrain. In addition, disturbed land is subject to invasion by weed species, creating competition with desirable plants for soil nutrients and moisture. Organic soil amendments and soil stabilizers were used on a large restoration project in northwest Oregon to provide soil conditions that would foster a healthy stand of native grasses and forbes (broadleaf plants) while holding the soil in place until plant establishment could occur. Organic soil amendments were prescribed that would improve soil structure, aid nutrient availability, and provide humic acids and bacterial activators. Organic mulch was added to provide the nutrient energy source for soil microorganisms. The amendments were mixed in a slurry and applied in a one-step hydroseeding application during the late fall of 2001. The materials were applied along with the native seed mixture with a mechanically agitated hydroseeding machine and sprayed on the surface in a pressurized spray. The results of the field evaluation were favorable for the ability of the soil to resist water erosion through the initial rainy season and the native species establishment after application. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Disturbed land KW - Erosion control KW - Field studies KW - Hydroseeding machine KW - Microorganisms KW - Native plants KW - Oregon KW - Organic soils KW - Restoration ecology KW - Revegetation KW - Soil amendment KW - Soil nutrients KW - Soil stabilization KW - Soil structure KW - Steep terrain KW - Weed control UR - http://dx.doi.org/10.3141/1819a-30 UR - https://trid.trb.org/view/645207 ER - TY - CONF AN - 00942490 JO - Transportation Research Record PB - Transportation Research Board AU - Colbert, W J AU - Transportation Research Board TI - NATURAL SYSTEMS APPROACH TO PREVENTING ENVIRONMENTAL HARM FROM UNPAVED ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 210-217 AB - In the United States, non-point-source pollution has been documented at more than 11,000 individual sites along the state of Pennsylvania's 20,000 mi of unpaved roads. This substantiates the fact that traditional road maintenance practices are not addressing dust and sediment pollution. A Dirt and Gravel Road Pollution Prevention Program instigated by concerned citizens, initiated by the Pennsylvania Department of Transportation, and implemented by local county conservation districts has begun implementing an education and funding program that encourages recognition and use of the relentless forces of nature to reduce pollution through enlightened road maintenance objectives and decisions. Referred to as the natural systems approach, this work has application when maintenance decisions are made by nonengineer generalists who can be quickly trained to recognize the indicators of stable vegetation and drainage patterns associated with good and bad road performance. Replicating the stable environments associated with good roads is then a local initiative to treat the problem and not the symptom. Solutions can be accomplished in stages with whatever resources local officials have available. Examples of a few ramifications of traditional decision making together with alternative solutions to them were developed to precipitate discussion. A call has been made to assemble an interdisciplinary task force to further efforts, such as AASHTO's 2001 "Guidelines for Geometric Design of Very Low-Volume Local Roads (ADT < 400)," that will relieve pressure on local officials to adhere to traditional decision making, which is based on paved high-volume roads. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Decision making KW - Dust KW - Environmental protection KW - Geometric design KW - Highway maintenance KW - Low volume roads KW - Pennsylvania KW - Sediments KW - Unpaved roads KW - Water pollution UR - http://dx.doi.org/10.3141/1819a-31 UR - https://trid.trb.org/view/645208 ER - TY - CONF AN - 00942471 JO - Transportation Research Record PB - Transportation Research Board AU - Pinard, M I AU - GOURLEY, C S AU - Greening, PAK AU - Transportation Research Board TI - RETHINKING TRADITIONAL APPROACHES TO LOW-VOLUME ROAD PROVISION IN DEVELOPING COUNTRIES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 74-80 AB - Low-volume roads (LVRs) constitute an integral component of the road system in all developing countries, where their importance extends to all aspects of the social and economic development of rural communities. However, the original documentation relating to the provision of such roads is based in many respects on technology and research carried out in Europe and the United States some 30 to 40 years ago in environments very different from those prevailing in developing countries. As a result, these traditional approaches are often inappropriate for application in developing countries. Moreover, they tend to focus on the technical environment of road provision, with inadequate consideration of other interrelated environments that critically influence the types of LVRs that should be provided. As a result, a need for new, more holistic approaches to low-volume road provision has been engendered to satisfy the various needs of rural communities in a more sustainable manner. The objective of this discussion is to provide an insight into new, more holistic and sustainable approaches to the provision of LVRs in developing countries. Embodied in these new approaches is a need to rethink the old ways of providing such roads based on research and development work that has been carried out in these countries during the past 20 years. Examples include aspects of planning and project appraisal, geometric and pavement design, construction and drainage, and environmental issues, all of which need to be reconsidered in a more appropriate manner. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Developing countries KW - Drainage KW - Environmental impacts KW - Geometric design KW - Low volume roads KW - Pavement design KW - Planning KW - Road construction KW - Rural areas KW - Socioeconomic development KW - Sustainable development UR - http://dx.doi.org/10.3141/1819a-12 UR - https://trid.trb.org/view/645189 ER - TY - CONF AN - 00942472 JO - Transportation Research Record PB - Transportation Research Board AU - Zimmerman, K A AU - Peshkin, D G AU - Transportation Research Board TI - APPLYING PAVEMENT PRESERVATION CONCEPTS TO LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 81-87 AB - As the challenges associated with managing a low-volume road network increase, agencies have realized the benefits associated with the use of pavement management tools for the road network. One of the benefits of the use of these tools is the ability to illustrate quickly and effectively the impacts of various pavement preservation strategies (such as worst-first repair) on overall network conditions. As a result, agencies are in a better position to communicate the needs of the road network to individuals responsible for the allocation of funds. In some cases, agencies have successfully lobbied for additional funds to support their road management efforts. The benefit of pavement management tools in supporting the preservation of the low-volume road network is illustrated by their use in evaluating the long-term impact of various funding strategies, the cost-effectiveness of pavement preventive maintenance programs, and various cost analyses that can be used to enhance road system management. Information from a variety of transportation agencies is used for this illustration. For instance, a summary is presented of the use of pavement management information to compare a worst-first repair strategy with a strategy that includes pavement preservation techniques. Examples are provided of the types of presentations that can be given to top management to illustrate these effects. In addition, the cost-effectiveness of pavement preservation programs is illustrated by showing the reduction in life-cycle costs and the overall benefits provided to the agency through the implementation of preventive maintenance programs. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Benefits KW - Cost effectiveness KW - Life cycle costing KW - Low volume roads KW - Pavement management systems KW - Preventive maintenance KW - Strategic planning UR - http://dx.doi.org/10.3141/1819a-13 UR - https://trid.trb.org/view/645190 ER - TY - CONF AN - 00942475 JO - Transportation Research Record PB - Transportation Research Board AU - DOUGLAS, R A AU - Transportation Research Board TI - REGIONAL NETWORK ANALYSIS OF PRIMARY-INDUSTRY TRUCK TRAFFIC ON PUBLIC ROADS IN NEW ZEALAND BY USING GEOGRAPHIC INFORMATION SYSTEMS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 104-108 AB - Industrial forestry activities in New Zealand are now in a phase of unprecedented growth: the annual cut will double from 18 million cu m to well over 30 million cu m a year during the next 5 years. Given that most of the wood is taken from forest to mill or port by road in New Zealand, including a portion of the trip on public highways, the impacts of the doubling in logging truck traffic will be significant and severe. New Zealand's roads have, for the most part, thin-sealed, unbound pavements. New Zealand's second-largest industrial sector is tourism. Pavements and tourists will feel the impact of the looming increase in logging truck traffic unless steps are taken to anticipate the changes in traffic volumes and patterns. There is the complicating factor that the dairy industry too is now expanding rapidly with associated increases in raw milk tanker traffic. There is some friction between the forest industry and the dairy industry over which will be responsible for the increased strengthening, rehabilitation, and maintenance of roads. Research is under way to use regional network analysis and geographic information systems to predict the increases in heavy-truck traffic and changes in its distribution on public roads. This is the first step toward devising measures to mitigate the impacts and is a precursor to the implementation of pavement management. A unique opportunity exists in southern New Zealand: cooperation between forest operators and government agencies in the Otago and Southland region of the South Island of New Zealand on large-scale projects, providing the environment needed to examine such large, landscape-scale problems. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Dairy products KW - Forestry KW - Geographic information systems KW - Impacts KW - Logging trucks KW - Network analysis (Planning) KW - New Zealand KW - Pavements KW - Rehabilitation (Maintenance) KW - Traffic volume KW - Truck traffic UR - http://dx.doi.org/10.3141/1819a-16 UR - https://trid.trb.org/view/645193 ER - TY - CONF AN - 00942468 JO - Transportation Research Record PB - Transportation Research Board AU - Parantainen, J AU - MERILAINEN, A AU - Transportation Research Board TI - MEETING CHALLENGES OF RURAL ROAD MANAGEMENT CAUSED BY DECREASING POPULATION AND CHANGES IN INDUSTRIAL STRUCTURE SN - 0309077486 PY - 2003 IS - 1819 SP - p. 53-58 AB - The most pronounced characteristics of rural development in Finland in the 1990s include the concentration of population in cities as well as changes in the industrial and production structure. Outlying areas of eastern, northern, and central Finland have experienced the most significant absolute and relative decreases in population in recent years. A 73% share of state-owned public roads and private roads (the low-volume road network) is located in the areas of decreasing population. Traffic volumes will decline on low-volume roads as rural population decreases and will significantly affect the economy of low-volume road management in the future. In the areas of decreasing population, the greatest problem is to maintain the low-volume road network in adequate condition with reasonable costs to serve permanent residents and the transport needs of agriculture and forestry. The most important measures for meeting the challenges of decreasing population include the allocation of sufficient funding for the management of low-volume roads, which will provide for the basic level of service to meet the necessary needs of citizens and enterprises. Furthermore, a system of "just-for-need road management" should be adopted more widely in the management of low-volume roads. Through this system, the scarce financial resources of public low-volume road management would be allocated as efficiently as possible to meet demand by time and location. It should be noted, however, that savings through just-for-need road management are not necessarily significant, and in some cases costs may even increase. For this reason, each low-volume road segment should be examined separately. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Agricultural industry KW - Economics KW - Financing KW - Finland KW - Forestry KW - Level of service KW - Low volume roads KW - Maintenance management KW - Population decline KW - Rural areas KW - Rural highways KW - Traffic volume UR - http://dx.doi.org/10.3141/1819a-09 UR - https://trid.trb.org/view/645186 ER - TY - CONF AN - 00942479 JO - Transportation Research Record PB - Transportation Research Board AU - Giummarra, George J AU - Transportation Research Board TI - ESTABLISHMENT OF A ROAD CLASSIFICATION SYSTEM AND GEOMETRIC DESIGN AND MAINTENANCE STANDARDS FOR LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 132-140 AB - The primary purpose of a road hierarchy is to ensure that appropriate management, engineering standards, and maintenance practices are applied to a road on the basis of its function. A hierarchy also enables more efficient use of limited resources by allocating funds to those roads that are in greater need and for which the costs are better justified. Studies were recently completed to arrive at a classification system for a wide range of low-volume roads covering rural municipalities and forestry organizations. Results are presented of an extensive literature search and the process and methodology developed to arrive at acceptable standards for various stakeholders relative to a classification system and geometric design and maintenance standards for low-volume roads. Five road classifications are derived for low-volume roads, including functional and road characteristics, to assist in classifying each road in a network. Also included for each road class are guidelines for geometric standards that relate to design speed, cross-sectional elements, and horizontal and vertical curve requirements for flat, hilly, and mountainous terrain. These standards were derived with reference to existing standards, engineering experience, and resources available to a road agency. Each classification has a set of maintenance criteria for both sealed and unsealed roads, covering the key defect types and intervention levels for routine and urgent maintenance. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Cross sections KW - Design speed KW - Fund allocation KW - Geometric design KW - Highway classification KW - Horizontal curvature KW - Literature reviews KW - Low volume roads KW - Maintenance KW - Stakeholders KW - Standards KW - Vertical curvature UR - http://dx.doi.org/10.3141/1819a-20 UR - https://trid.trb.org/view/645197 ER - TY - CONF AN - 00942464 JO - Transportation Research Record PB - Transportation Research Board AU - Veeraragavan, A AU - Reddy, KBR AU - Transportation Research Board TI - APPLICATION OF HIGHWAY DEVELOPMENT AND MANAGEMENT TOOL FOR LOW-VOLUME ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 24-29 AB - Connectivity is a key component of rural development in developing countries. Traditionally, many road organizations budget and program for road works on a historical basis. An objective, needs-based approach is necessary with knowledge of the content, structure, and condition of the roads being managed. The Highway Development and Management Tool (HDM-4) provides a suitable framework for such an approach. From the available traffic and condition surveys, nine representative low-volume road sections with varying geometry and pavement condition are analyzed. The types of vehicles using the roads are two- and three-wheelers; standard medium buses; standard minibuses; light commercial vehicles; two-axle trucks, cars, and tractors among the motorized traffic; and bullock cart and bicycle among the nonmotorized traffic, which are the conventional modes of transport for low-volume roads in developing countries. The purpose of the study is to forecast budget requirements and predict performance trends by applying the strategy analysis of HDM-4 to low-volume roads. The analysis was carried out for two objective functions: to maximize the net present value and to minimize the total costs for a target international roughness index. The design period was 20 years; economic indicators were determined at a discount rate of 12%. Two investment alternatives, namely, a desired maintenance and an ideal maintenance, are compared with the do-minimum alternative. The study reveals that the strategy application of HDM-4 can be used for managing low-volume roads effectively. The tool will help in forecasting budget requirements and assessing the impact of various investment alternatives. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Alternatives analysis KW - Costs KW - Developing countries KW - Discount KW - Economic indicators KW - Financing KW - Forecasting KW - Highway Development and Management Tool (HDM-4) KW - International Roughness Index KW - Investments KW - Low volume roads KW - Management KW - Minimization KW - Net present value KW - Performance UR - http://dx.doi.org/10.3141/1819a-05 UR - https://trid.trb.org/view/645182 ER - TY - CONF AN - 00942466 JO - Transportation Research Record PB - Transportation Research Board AU - Ivarsson, S AU - Calvo, C M AU - Transportation Research Board TI - PRIVATE-PUBLIC PARTNERSHIP FOR LOW-VOLUME ROADS: SWEDISH PRIVATE ROAD ASSOCIATIONS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 39-45 AB - Unit costs for low-volume road construction and maintenance are low compared with those for higher-level roads. The problem is that in many countries this network is vast, and the total cost requirements to ensure minimum access are enormous. This problem is a particular challenge in developing countries where more than two-thirds of the poor reside in rural areas. The option of private ownership and financing of low-volume roads is proposed. It is argued that the Swedish model for low-volume road management and financing is simple and efficient and can easily be adapted to a variety of circumstances in both rich and poor countries. In Sweden, private road associations manage two-thirds of the road network at less than half the cost and with better results than do the government road agencies. This model is based on a well-structured institutional framework for private ownership of low-volume roads that includes a law on private roads and financial and technical incentives. The government provides legal and financial incentives for local property owners to associate and assume responsibility for their roads. The result is a private-public partnership in which government subsidizes road costs with grants from the budget. Increasing efficiency and effectiveness of public expenditures and working in partnership with the private sector are highly relevant goals in both developed and developing countries. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Developed countries KW - Developing countries KW - Financing KW - Grant aid KW - Low volume roads KW - Management KW - Private enterprise KW - Public private partnerships KW - Subsidies KW - Sweden UR - http://dx.doi.org/10.3141/1819a-07 UR - https://trid.trb.org/view/645184 ER - TY - CONF AN - 00942463 JO - Transportation Research Record PB - Transportation Research Board AU - Dewan, S A AU - Smith, R E AU - Transportation Research Board TI - MODIFYING LOCAL AGENCY PAVEMENT MANAGEMENT SYSTEM TO SUPPORT GOVERNMENTAL ACCOUNTING STANDARDS BOARD 34 REQUIREMENTS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 15-23 AB - The Metropolitan Transportation Commission pavement management system (MTC PMS) has been used by many cities and counties in the United States for more than 15 years. MTC PMS was evaluated to determine the extent to which the software can support the Governmental Accounting Standards Board (GASB) 34 reporting requirements, established in 1999. A local agency PMS can take information from a pavement network database to produce useful reports, which can be utilized jointly with the information from other assets managed by an agency to support the requirements for a comprehensive asset management system and other reporting requirements. The objective of this study was to elaborate GASB 34 requirements for reporting infrastructure assets, examine the capabilities of MTC PMS in supporting those standard requirements, and recommend any modifications of MTC PMS needed to better support GASB 34. It is evident from the study that MTC PMS has the capability, to some extent, of supporting GASB 34 for reporting on a pavement network according to both the GASB 34 reporting methods: the depreciation method and the modified approach. It partially supports the prerequisites for using the modified approach, which require that the managing agency have an asset management system with certain designated characteristics. Some modifications of MTC PMS software were proposed to make this management system more effective as a tool supporting an asset management system and overall GASB 34 requirements. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Asset management KW - Governmental Accounting Standards Board KW - Infrastructure KW - Metropolitan Transportation Commission (California) KW - Modifications KW - Pavement management systems KW - Reporting requirements KW - San Francisco Bay Area KW - Software UR - http://dx.doi.org/10.3141/1819a-04 UR - https://trid.trb.org/view/645181 ER - TY - CONF AN - 00942465 JO - Transportation Research Record PB - Transportation Research Board AU - Hossain, M AU - Romanoschi, Stefan A AU - Emig, L W AU - Transportation Research Board TI - RURAL TRANSPORTATION INFRASTRUCTURE PRESERVATION IN KANSAS: ISSUES AND CHALLENGES SN - 0309077486 PY - 2003 IS - 1819 SP - p. 30-38 AB - Rural transportation infrastructure, owned and maintained largely by local governments, has a unique role in the mobility of the United States. Local transportation infrastructure is maintained mostly by property taxes. Federal assistance for local governments for rural infrastructure preservation is minimal. Cities and counties across the state of Kansas have an enormous task in maintaining their roads and bridges: 90% of the roads and 80% of the bridges in the state are their direct responsibility. According to the U.S. Census Bureau, between 1990 and 2000, 59 of the 105 counties in Kansas lost population, some as much as 14%. Adequate funding for transportation infrastructure is the biggest concern in the counties where population is decreasing, followed by maintenance and rehabilitation issues. Some counties with falling population have experienced a decrease in travel in terms of average daily vehicle miles traveled. However, truck travel increased in some counties, which resulted in deteriorated pavements. Very little data exist to assess highway and bridge maintenance needs. An asset management system for the counties would be ideal to assess current and future needs. Rural transportation infrastructure development should be part of regional plans for economic development. Although the number of structurally deficient and functionally obsolete bridges is higher on the county roads than on the city or state routes, no separate funding exists for local bridges in Kansas. More federal assistance in this area is also urgently needed. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Asset management KW - Bridges KW - Economic development KW - Federal aid KW - Financing KW - Infrastructure KW - Kansas KW - Local government KW - Low volume roads KW - Maintenance management KW - Needs assessment KW - Population decline KW - Rural highways KW - Rural transportation UR - http://dx.doi.org/10.3141/1819a-06 UR - https://trid.trb.org/view/645183 ER - TY - CONF AN - 00942467 JO - Transportation Research Record PB - Transportation Research Board AU - Prozzi, Jolanda AU - Harrison, R AU - Prozzi, J A AU - Transportation Research Board TI - SUSTAINABILITY OF RURAL ROAD NETWORK GIVEN CHANGING DEMANDS OF RURAL AGRICULTURE: EVIDENCE FROM TEXAS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 46-52 AB - Over the past two decades, the changing transport demands of agriculture and rural industry and the strategic rail decisions that resulted in the abandonment of many rural rail links have had severe impacts on rural road infrastructure. As larger and heavier trucks haul products over longer distances on rural pavements, the financial ability of the state and local governments to maintain and improve the rural road network has been diminishing. Clearly there is a need to recognize the significance of the agriculture-transport relationship and to determine the impacts on rural roads associated with major agricultural traffic generators to ensure the sustainability of rural road networks. Evidence of the increased truck volumes associated with industrialized agriculture and strategic changes in the rail industry is provided through a case study of the grain industry, with specific emphasis on the production and consumption of corn in Texas. A methodology is suggested to quantify the impacts of increased truck volumes and axle loads on rural pavements that were not designed or built to accommodate more and heavier axle loads. It is believed that a simple methodology to quantify pavement damage can be invaluable to demonstrating rural maintenance needs and to informing rural transport investment decisions. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Abandonment KW - Agricultural industry KW - Axle loads KW - Case studies KW - Decision making KW - Financing KW - Grain KW - Impacts KW - Investments KW - Pavement damage KW - Pavement maintenance KW - Railroads KW - Rural highways KW - Sustainable development KW - Texas KW - Traffic volume KW - Truck traffic UR - http://dx.doi.org/10.3141/1819a-08 UR - https://trid.trb.org/view/645185 ER - TY - CONF AN - 00942469 JO - Transportation Research Record PB - Transportation Research Board AU - PINELO, A AU - Carvalho, P AU - Kamhi, Y AU - Ghzala, A AU - Transportation Research Board TI - ROLE OF RESEARCH AND DEVELOPMENT IN ROAD SECTOR REFORM SN - 0309077486 PY - 2003 IS - 1819 SP - p. 59-66 AB - In developing countries, research and development (R&D) in road technology has often been neglected in favor of the institutional and funding aspects of road sector reform. In the African context, where low-traffic-volume roads (LTVRs) play a key role, central to the reform efforts is the sustainability of existing road networks. Positive outcomes have already emerged from these efforts, mostly for the trunk paved networks. However, results have so far been mixed for the unpaved network, whose conditions continue to deteriorate. Mozambique and Uganda are no exception to this trend. Aware of this situation, both governments are implementing, with support from the World Bank, major road rehabilitation programs while searching for appropriate low-cost technologies for LTVRs. At a premium, there are the innovative pavement technologies (IPTs) for sealed roads, which can reduce the capital costs while decreasing the maintenance and rehabilitation burden. If these efforts are successful, LTVRs could be economically sealed at lower traffic levels than was hitherto possible. The Mozambique and Uganda road administrations are using distinct approaches to R&D. Whereas Mozambique has set up a program of trial sections, Uganda is developing pilot demonstration projects to select IPTs. The focus here is on management of the R&D process, on quality enhancement for successful innovation, and on the need for the development of specifications and related methods of construction using nonconventional materials for stabilization and surfacing of low-traffic roads. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Africa KW - Demonstration projects KW - Developing countries KW - Development KW - Low cost technology KW - Low volume roads KW - Management KW - Materials selection KW - Mozambique KW - Quality control KW - Rehabilitation (Maintenance) KW - Research KW - Specifications KW - Sustainable development KW - Technological innovations KW - Test sections KW - Uganda KW - World Bank UR - http://dx.doi.org/10.3141/1819a-10 UR - https://trid.trb.org/view/645187 ER - TY - CONF AN - 00942476 JO - Transportation Research Record PB - Transportation Research Board AU - Killer, D AU - Paxton, S AU - DAWSON, A AU - Transportation Research Board TI - ENGINEERING AND LEGISLATIVE OPTIONS FOR IMPROVED TIMBER HAULAGE IN SCOTTISH FORESTS: INCLUSIVE STAKEHOLDER APPROACH SN - 0309077486 PY - 2003 IS - 1819 SP - p. 109-117 AB - The forest industry in Scotland depends for its economic survival on the efficiency with which it can get the felled timber to the mill. This efficiency is shown to depend on pavement quality, particularly the aggregates used; the truck fleet available to extract the timber; and the interaction of these two factors and the legislative regime, including taxation, under which the forest traffic operates. Although there is a high degree of cooperation within the forest industry--pavement constructors, haulage companies, public and private forest owners, and local government authorities--there is need for a more comprehensive assessment of the interaction of the various factors affecting the forest timber haulage operation. This interaction has been studied in a preliminary manner using a specific highway management tool, HDM-4. Vehicle use regulations and taxation and their application are shown to be particularly constraining on the overall efficiency of the operation. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Forestry KW - Haul roads KW - Legislation KW - Management KW - Pavements KW - Regulations KW - Scotland KW - Stakeholders KW - Taxation UR - http://dx.doi.org/10.3141/1819a-17 UR - https://trid.trb.org/view/645194 ER - TY - CONF AN - 00942478 JO - Transportation Research Record PB - Transportation Research Board AU - Dean, D R AU - Transportation Research Board TI - PROPOSED METHOD TO ASSESS TIMBER HARVESTING ROADS SN - 0309077486 PY - 2003 IS - 1819 SP - p. 127-131 AB - Timber harvesting roads, skid roads, and truck roads have been identified as major sources of stream sedimentation during logging operations. Researchers have stated that the planning for timber harvesting road networks is key to reducing these erosion and stream sedimentation sources. One impediment to reducing stream sedimentation is that planners do not have a way to quantify road network sufficiency and efficiency, particularly for those networks used by rubber-tired skidders during cable skidding operations. Reach capacity and excess reach capacity are proposed as ways to measure road network sufficiency and efficiency. Reach capacity is defined as the percent of a tract covered by a zone of specified distance around each road segment. Reach capacity is a measure of that portion of the tract that can be reached with a winch cable from the road system to move trees to the road for skidding. Excess reach capacity is the total area of all possible road zone overlaps expressed as a percentage of the reach capacity. Excess reach capacity is a measure of road duplication or the portion of the tract that can be serviced by more than one road. Use of these metrics will provide logging road planners with a tool to compare two or more proposed road network alternatives on a particular logging job, or to assess a completed road network. The Global Positioning System and the geographic information system were used to gather data and perform the spatial analysis necessary to acquire the metrics. A case study illustrates the proposed assessment method. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Alignment KW - Alternatives analysis KW - Case studies KW - Geographic information systems KW - Global Positioning System KW - Logging roads KW - Reach capacity KW - Sedimentation KW - Spatial analysis KW - Streams UR - http://dx.doi.org/10.3141/1819a-19 UR - https://trid.trb.org/view/645196 ER - TY - CONF AN - 00942473 JO - Transportation Research Record PB - Transportation Research Board AU - Madzikigwa, B B AU - Transportation Research Board TI - NATURE AND EFFECTS OF LOW-VOLUME ROADS IN BOTSWANA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 88-95 AB - The road sector in Botswana continues to develop its road network throughout the country at a tremendous rate. When Botswana gained independence in 1966, it had only 10 km (16 mi) of bitumen road. By 1992 the total length of bituminous surfaced road reached 3500 km (2,175 mi) out of a total road network of 18,000 km (11,285 mi). These statistics clearly show that the majority of roads are not yet surfaced; these are low-volume roads that provide access to the rural areas where most of the country's population is found, though in low density. In spite of the rapid improvement in the quality of the national road network in recent years, much remains to be done. In the early 1970s and early 1980s the rural roads unit was introduced in the Ministry of Works Transport and Communications, which was charged with the responsibility of design and construction of low-volume roads around the country in a bid to integrate the country's road network. This unit was later disbanded in the 1990s, and all roads are improved through the conventional procurement system using private contractors. For these roads the justification of a surfacing project based on conventional economic return methods does not apply, and worse still, the road improvements have to compete with other amenities for the same limited resources. Three ministries in Botswana are responsible for roads: Ministry of Works Transport and Communications, Ministry of Local Government, and Ministry of Trade, Industry, Wildlife and Tourism. These ministries have different responsibilities for different roads within the country, and earth, sand, and gravel roads are found under the jurisdiction of each of the ministries. The major drawbacks concerning low-volume roads in Botswana are inadequate maintenance, poor road construction materials, and the environmental impacts of the roads. Since the budget and resources are inadequate to keep these roads in good condition, it would be prudent to find technological means that would improve the locally available road construction materials so as to minimize their effects on the environment and vehicle operating costs. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Bituminous pavements KW - Botswana KW - Earth roads KW - Environmental impacts KW - Gravel roads KW - Highway maintenance KW - Low volume roads KW - Materials KW - Unpaved roads UR - http://dx.doi.org/10.3141/1819a-14 UR - https://trid.trb.org/view/645191 ER - TY - CONF AN - 00942474 JO - Transportation Research Record PB - Transportation Research Board AU - Mustonen, J AU - Lintila, J AU - Makio, T AU - Transportation Research Board TI - TURNING DETERIORATED PAVED ROADS BACK INTO GRAVEL ROADS: SHEER LUNACY OR SUSTAINABLE MAINTENANCE POLICY? SN - 0309077486 PY - 2003 IS - 1819 SP - p. 96-103 AB - In the late 1980s, many Finnish low-volume gravel roads were paved. This option was reasonable at that time because the price of bitumen was exceptionally low. No heavy structural rehabilitation was carried out on these roads before paving. It was assumed that these cheap and light pavements would last some 5 years. Now many of those roads have reached 10 to 15 years in age, still without any proper reconstruction, and are becoming increasingly deteriorated. For almost a decade now, the Finnish government has been reducing its spending on public roads. Maintenance and repair efforts have been concentrated on the main road network, and the minor network has deteriorated more and more. Calculations show that from the road agency's point of view, upkeep of gravel roads is economically feasible compared with maintaining paved roads that are in poor condition. Therefore, road authorities have converted some of these paved low-volume roads back to gravel roads. In 2001, the Hme, Turku, and Uusimaa road districts agreed on common principles for these actions. Furthermore, they described minimum requirements for each case in which a paved road in poor condition was turned into a gravel road. Public opposition and political resistance were quite strong before these actions, since the gravel roads are seen as a decline of service level. People living along the road, however, generally admit that new gravel roads are more comfortable to drive on throughout the year than old deteriorated pavements. The road agency still has to focus on problems such as dust. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Bituminous pavements KW - Deterioration KW - Dust control KW - Economics KW - Finland KW - Gravel roads KW - Low volume roads KW - Pavement maintenance KW - Policy KW - Sustainable development UR - http://dx.doi.org/10.3141/1819a-15 UR - https://trid.trb.org/view/645192 ER - TY - CONF AN - 00942470 JO - Transportation Research Record PB - Transportation Research Board AU - Archondo-Callao, R AU - Talavera, D M AU - Zeas, L C AU - Transportation Research Board TI - NETWORK-LEVEL APPLICATION OF ROADS ECONOMIC DECISION MODEL IN NICARAGUA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 67-73 AB - A network-level application of the Roads Economic Decision (RED) model in Nicaragua is presented. The RED model was developed by the World Bank to improve the decision-making process for development and maintenance of low-volume roads. The model adopts the consumer surplus approach to estimate transport benefits and is customized to the characteristics of low-volume roads, such as the high uncertainty in the assessment of the model inputs, the difficulties in characterizing the road condition of unpaved roads, and the need for a comprehensive analysis of generated traffic to clearly define all accrued benefits. The network-level application was designed to define a rational maintenance and improvement program for a network of secondary unpaved roads with particular attention to the alternative of improving the network by surfacing roads with concrete blocks and to include in the decision-making process not only economic considerations but also poverty indicators and priorities perceived by local administrators. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Concrete blocks KW - Consumers surplus KW - Decision making KW - Economics KW - Low income groups KW - Low volume roads KW - Maintenance KW - Mathematical models KW - Nicaragua KW - Poverty KW - Road construction KW - Secondary roads KW - Strategic planning KW - Unpaved roads KW - World Bank UR - http://dx.doi.org/10.3141/1819a-11 UR - https://trid.trb.org/view/645188 ER - TY - CONF AN - 00942477 JO - Transportation Research Record PB - Transportation Research Board AU - Corbett, M AU - Gaviria, J AU - Transportation Research Board TI - INTEGRATION OF COMPREHENSIVE ENVIRONMENTAL AND SOCIAL MEASURES INTO LOW-VOLUME ROAD DESIGN FOR THE HILLS OF NEPAL SN - 0309077486 PY - 2003 IS - 1819 SP - p. 118-126 AB - Road construction through Nepal's hilly and mountainous terrain has historically had a significant impact on the local environment and landowners, primarily because of the steep and often unstable terrain traversed, monsoonal climate, necessity for low-cost roads, and no landowner compensation for compulsorily acquired land. The design phase of the Road Maintenance and Development Project sought to incorporate comprehensive environmental and social measures into the design of low-cost roads in the western hills of Nepal to achieve more stable and lower-impact roads. The project involved the design of 196 km of new roads and 253 km of upgrading to existing roads by integrating engineering, environmental, social, and economic factors throughout the design process. The project began with the screening of candidate project roads on the basis of economic, environmental, and social factors by using a weighted scoring system to select those roads that would be most advantageous in relation to passenger and goods transport and associated economic development, while minimizing adverse environmental and social impacts. Proposed new road alignments were refined primarily through a walkover survey by a multidisciplinary team, ensuring that environmental and social issues were incorporated into this key stage of road design, when significant impacts can be avoided. Detailed road design incorporated comprehensive environmental management and social planning through integrated planning. Project outcomes include road designs that would increase road stability and have fewer construction impacts and the first comprehensive land and property compensation program for road construction in Nepal. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Alignment KW - Design KW - Economic factors KW - Engineering KW - Environmental design KW - Landowner compensation KW - Low volume roads KW - Nepal KW - Slope stability KW - Social factors UR - http://dx.doi.org/10.3141/1819a-18 UR - https://trid.trb.org/view/645195 ER - TY - CONF AN - 00942462 JO - Transportation Research Record PB - Transportation Research Board AU - Betz, M J AU - Transportation Research Board TI - OBSERVING THE BASICS: REMEMBERING WILFRED OWEN SN - 0309077486 PY - 2003 IS - 1819 SP - p. 9-12 AB - The conference presents a unique opportunity to recognize the contributions of Wilfred Owen to the field of low-volume roads and their application to the problems of today and tomorrow. Owen was the transportation expert for the Brookings Institution for about four decades. Besides being interested in the theories and principles of low-volume roads, Owen was vitally concerned with the rural and urban needy throughout the world. He believed that the development of transport and the economic opportunities that would ensue would benefit them significantly. Few have had more impact on the provision and improvement of low-volume roads in developing countries than Wilfred Owen. He was the author of many studies of specific countries in addition to several books. His major emphasis was on the need to identify and grasp the basics of economic evaluation and, more important, the basic premises and goals for investing in transport to facilitate economic development. Owen's second major emphasis was on well-founded and rational planning. He focused on the need for change, including the reorganization of international efforts to address the global transportation problem. In 1983 Wilfred Owen was the keynote speaker at the Third International Conference on Low-Volume Roads. His topics that day included a shrinking planet, integrated global economies, world population growth, global disparities, and development of an international cooperative effort. He had completed his last book shortly before his death in November 2001. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Developing countries KW - Economic analysis KW - Economic development KW - Investments KW - Low volume roads KW - Owen, Wilfred (1913-2001) KW - Planning UR - http://dx.doi.org/10.3141/1819a-03 UR - https://trid.trb.org/view/645180 ER - TY - CONF AN - 00942461 JO - Transportation Research Record PB - Transportation Research Board AU - Lopez, M L AU - Transportation Research Board TI - POLICY FOR SUSTAINABLE LOW-VOLUME RURAL ROADS IN COSTA RICA SN - 0309077486 PY - 2003 IS - 1819 SP - p. 1-8 AB - The main issues that have been addressed in the Costa Rican government's policy for low-volume rural roads are discussed. As in most developing countries, providing good roads to support the growing demand for agricultural and tourism activities has been a great challenge, especially in times of important budget limitations. The Costa Rican experience is shared in the hope that it can prove useful in other countries, because its impact has not been limited to just providing better roads; it is also helping to motivate widespread citizen participation and to improve technical and organizational capabilities of the local governments. Because the majority of the rural roads are managed by local governments, whose administrative and technical capacity has been limited in the past, the central government, through the Ministry of Public Works and Transportation, has developed a comprehensive policy based on simple technology transfer programs and regulations for these organizations, while at the same time inducing a method of investment planning that requires organized citizen participation. The program, called Participative Road Conservation, has become the center of the government's policy. Some of the highlights of the program are presented. The strategy of the program has been to give straightforward guidelines in organizational issues of road maintenance at the local government level (including the local road committees), basic technical standards to be followed, and planning methodologies. One of the fundamental principles of the program is the sharing of responsibilities for adequate road maintenance, including financial contributions, among the communities, the local government, and the central government. This policy for sustainable rural roads is making a change in the road maintenance culture of the country. It has required educational programs concerning the importance of roads, the correct way to build and maintain them, adequate control of the work, and so forth. Once the community is involved in planning and rehabilitating a road, it is more likely that the road will not be allowed to deteriorate again. Even children are involved in a program of school patrols. The financial reforms that have been made in Costa Rica to attend to the needs of the national and municipal road systems are also addressed. U1 - Eighth International Conference on Low-Volume RoadsFederal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board.Reno, Nevada StartDate:20030622 EndDate:20030625 Sponsors:Federal Highway Administration; US Forest Service; U.S. Army Corps of Engineers; US Bureau of Indian Affairs; University of Nevada, Reno; Costa Rica University; Nevada Department of Transportation; and Transportation Research Board. KW - Costa Rica KW - Developing countries KW - Education KW - Financing KW - Guidelines KW - Investments KW - Local government KW - Low volume roads KW - Maintenance management KW - Planning KW - Public participation KW - Regulations KW - Sustainable development KW - Technology transfer KW - Transportation policy UR - http://dx.doi.org/10.3141/1819a-02 UR - https://trid.trb.org/view/645179 ER - TY - RPRT AN - 00942446 AU - Federal Highway Administration TI - LTPP: 2002 YEAR IN REVIEW PY - 2003 SP - 9 p. AB - The Federal Highway Administration's (FHWA's) Long Term Pavement Performance (LTPP) program focuses on how and why pavements perform the way that they perform. LTPP collects data from more than 2,500 pavement sections in the United States, analyzes these data, and then translates these insights into products and information for pavement design, rehabilitation, maintenance, and management. This brochure reviews LTPP's accomplishments during 2002 and comments on its plans for 2003. In 2002, LTPP continued to improve the quality and quantity of data in the LTPP database by completing an extensive review of the materials database and an action plan that addresses any gaps in the data. LTPP also reexamined the Specific Pavement Studies (SPS) test sections, completed several data analysis projects, and developed two new products--the Seasonal Monitoring Program (SMP) CD-ROM and the Resilient Modulus (M sub R) CD-ROM. LTPP's partners remained strong in their support of the program in 2002. The States, Provinces, American Association of State Highway and Transportation Officials, the Canadian Strategic Highway Research Program, the Transportation Research Board (TRB), and FHWA all continued to play key roles in helping the program achieve its goals. In 2003, LTPP will continue its mission to provide a better understanding of the "hows" and "whys" of pavement performance. It will do so by supplying the information and tools highway engineers and managers need to design, build, and maintain long-lasting and cost-effective pavements. Throughout 2003, LTPP will develop a budget request for the new legislation that will cover FY 2004-2009, using a variety of sources, including TRB's publication "Fulfilling the Promise of Better Roads," which assesses the program's status and identifies crucial program needs during this timeframe. KW - Brochures KW - Data collection KW - Data quality KW - Financing KW - Future KW - Long-Term Pavement Performance Program KW - Partnerships KW - Pavement performance KW - Program management KW - Research KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/2002yir.cfm UR - https://trid.trb.org/view/643184 ER - TY - JOUR AN - 00941696 JO - Memorandum (United States. Federal Highway Administration) PB - Federal Highway Administration AU - Paniati, Jeffrey F AU - Federal Highway Administration AU - Department of Transportation TI - USE OF CHANGEABLE MESSAGE SIGN (CMS) FOR EMERGENCY SECURITY MESSAGES PY - 2003 SP - 3 p. AB - The Federal Highway Administration (FHWA) recognizes the value of using changeable message signs (CMS) to convey timely and important information to motorists. State and local transportation agencies have used CMS in times of emergency to convey information to motorists, and ongoing activities related to homeland security may introduce additional opportunities to use CMS. However, messages displayed on CMS must continue to be based on good practice. The purpose of this memorandum is to provide guidance on the use of CMS for displaying emergency or security alert messages. While CMS can be a very effective method of providing information to motorists, they can convey only a limited amount of information and may not be the safest or most effective method in many cases. Therefore, whatever messages are displayed must be readable and understandable by motorists in the amount of time that the CMS can be viewed KW - Emergency communication systems KW - Security KW - Variable message signs UR - http://www.fhwa.dot.gov/legsregs/directives/policy/securmemo.htm UR - https://trid.trb.org/view/644693 ER - TY - RPRT AN - 00941662 AU - Biesecker, Keith AU - Yeung, Calvin AU - Mitretek Systems AU - Federal Highway Administration TI - MOBILE INTERNET TECHNOLOGIES AND THEIR APPLICATION TO INTELLIGENT TRANSPORTATION SYSTEMS PY - 2003 SP - 100 p. AB - The worlds of mobile communication and the Internet are rapidly converging. This new domain, which is being touted as the "Wireless Web" or "Mobile Internet", is in its infancy and will require a number of complex technologies to mature and converge before it becomes as prevalent and as functional as its wired counterpart. While being developed to extend the reach of Internet users, these new technologies can also be used to support various ITS operations. This report introduces the new mobile Internet technologies and describes how they could be applied to ITS; it also presents some of the technical and institutional considerations when using such technologies to support agency operations KW - Intelligent transportation systems KW - Internet KW - Mobile communication systems UR - http://www.mitretek.org/publications/its/mit.pdf UR - http://ntl.bts.gov/lib/13000/13000/13062/mit.pdf UR - https://trid.trb.org/view/642789 ER - TY - RPRT AN - 00941403 AU - Gettman, D AU - Head, L AU - Siemens Gardner Transportation Systems AU - Federal Highway Administration TI - SURROGATE SAFETY MEASURES FROM TRAFFIC SIMULATION MODELS PY - 2003 SP - 126 p. AB - This project investigates the potential for deriving "surrogate" measures of safety from existing microscopic traffic simulation models for intersections. The process of computing the measures in the simulation, extracting the required data, and summarizing the results is denoted as the Surrogate Safety Assessment Methodology. These surrogate measures could then be used to support traffic engineering alternatives evaluation with respect to safety for both signalized and unsignalized intersections. The report describes the five main activities of this project: (1) review of previous work in modeling of safety at traffic facilities (focusing on intersection safety modeling) using surrogate measures; (2) survey of the capabilities of existing traffic simulation models to support derivation of surrogate measures of safety; (3) identification of use cases and functional requirements for a surrogate safety assessment tool that interacts with traffic simulation model outputs; (4) specification of algorithms for calculating surrogate measures of safety appropriate for intersections; and (5) suggestions for validation activities to support the analysis potential for surrogate measures and compare surrogate measures from simulation models with field data and previous safety studies. KW - Algorithms KW - Alternatives analysis KW - Intersections KW - Literature reviews KW - Signalized intersections KW - Surrogate measures of safety KW - Surveys KW - Traffic engineering KW - Traffic models KW - Traffic safety KW - Traffic simulation KW - Unsignalized intersections KW - Validation UR - http://www.fhwa.dot.gov/publications/research/safety/03050/03050.pdf UR - http://www.fhwa.dot.gov/publications/research/safety/03050/index.cfm UR - https://trid.trb.org/view/642651 ER - TY - CONF AN - 00940912 AU - Federal Highway Administration TI - NATIONAL AGENDA FOR INTERSECTION SAFETY PY - 2003 SP - v.p. AB - To focus the transportation and safety community's attention to intersection-safety, the American Association of State Highway and Transportation Officials (AASHTO), Institute of Transportation Engineers (ITE), Federal Highway Administration (FHWA), State Farm Insurance Company and a host of other organizations, sponsored a National Intersection Safety Workshop. More than 180 transportation and safety professionals convened in Milwaukee, Wisconsin on November 14-16, 2001 for the workshop. The goals were to convene an expert group from the education, enforcement and engineering groups to identify and describe the intersection safety problem, to share and discuss the best practices for improving intersection safety, and most important, to develop a national agenda on intersection safety that provides a vision for the improvement of intersection safety. The workshop contained presentations focusing on law enforcement, engineering and education topics related to intersection safety, and a series of breakout sessions and conversation circles designed to elicit input from all participants. Each breakout group included 20 to 30 people who focused their discussions on urban, suburban, or rural aspects of intersection safety. Three breakout sessions each had a specific focus. The first session focused on problem/opportunity identification. The objective was to identify the major issues, challenges and barriers to reduce intersection crashes. The second session had the objective of developing solutions. The group considered the following: (1) what resources/solutions do we already have in place to assist in intersection crash reduction efforts? what do we have already that is working? (2) what resources/solutions are not in place to assist in crash reduction efforts? and (3) other creative resources/solutions that have not been tried. Within the third session, the objective was to develop the national agenda based on the solutions developed for each group. The agenda included strategies and a discussion of how they might be implemented. U1 - National Intersection Safety WorkshopAmerican Association of State Highway and Transportation Officials (AASHTO), Institute of Transportation Engineers (ITE), Federal Highway Administration (FHWA), State Farm Insurance CompanyMilwaukee, Wisconsin StartDate:20011114 EndDate:20011116 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), Institute of Transportation Engineers (ITE), Federal Highway Administration (FHWA), State Farm Insurance Company KW - Conferences KW - Education KW - Engineering KW - Highway safety KW - Intersections KW - Law enforcement KW - Rural areas KW - Suburbs KW - Traffic crashes KW - Traffic safety KW - Urban areas UR - http://safety.fhwa.dot.gov/intersection/resources/intersafagenda/#intro UR - https://trid.trb.org/view/731818 ER - TY - RPRT AN - 00940900 AU - Federal Transit Administration AU - Federal Highway Administration AU - Environmental Protection Agency TI - COMMUTER CHOICE PRIMER: AN EMPLOYER'S GUIDE TO IMPLEMENTING EFFECTIVE COMMUTER CHOICE PROGRAMS PY - 2003 SP - v.p. AB - Commuter Choice is a nationwide initiative encouraging employers to offer a broad range of commuting options to their employees. This means expanding the choices available for employees to get to and accomplish their work, whether they are transportation options such as public transportation, bicycles, carpools, modified work schedules, or technology options such as telecommuting that change how work is done. The goal of Commuter Choice is to expand the availability of commute options as a viable means of addressing growth-related issues impacting our communities. More specifically, Commuter Choice is: (1) A government/business/community partnership designed to motivate employers nationwide to offer commuter choices; (2) A voluntary initiative motivating employers to offer a broader range of commute options to employees through services, work options, benefit programs or other business decisions; (3) A benefit to employees that enhances their quality of life by making "getting to work" easier, more affordable, and more employee-friendly (i.e., sensitive to commute and lifestyle demands and needs). (4) A benefit to communities to help achieve livability, sustainability, and mobility. Commuter Choice covers a range of options that employers can use to encourage employees to choose an alternative to driving alone in peak travel periods. Options include when, how, where, and even whether to travel on work related trips. These options are categorized into four commuter choices: 1. Mode Choice - How to commute; 2. Time Choice - When and how fast to commute; 3. Location Choice - Where to commute and whether to commute; and 4. Route Choice - Which way to commute. Commuter Choice Primer: An Employer's Guide to Implementing Worksite Programs and the Commuter Choice Decision Support System (CCDSS) are designed to assist employers that are considering implementing a Commuter Choice program with determining those measures that might work best for their particular situation. This Primer is intended to be a concise, user-friendly reference guide to developing and implementing a worksite program. These tools provide an overview of all four Commuter Choice categories for employers to consider. Employers considering a Commuter Choice program for the first time will benefit the most from this guidance because it provides the basic concepts for each commuter choice, including examples and cost/benefit factors for various commute options. The CCDSS software program walks the user through a series of questions about the worksite and employees. This information is then analyzed by the CCDSS to identify commute options that may be most appropriate for that specific employer based on the user's input to specific questions. KW - Benefit cost analysis KW - Benefits KW - Bicycles KW - Businesses KW - Carpools KW - Communities KW - Commuter Choice KW - Commuter Choice Decision Support System KW - Commuters KW - Driving KW - Employees KW - Employers KW - Governments KW - Location KW - Mobility KW - Mode choice KW - Motivation KW - Partnerships KW - Public transit KW - Quality of life KW - Route choice KW - Schedules KW - Software KW - Technology KW - Telecommuting KW - Time KW - Work trips UR - http://ntl.bts.gov/lib/jpodocs/repts_pr/13669.html UR - https://trid.trb.org/view/731816 ER - TY - RPRT AN - 00948815 AU - Darter, Michael I AU - Gharaibeh, Nasir G AU - Illinois Department of Transportation AU - University of Illinois, Urbana-Champaign AU - Federal Highway Administration TI - LONGEVITY OF HIGHWAY PAVEMENTS IN ILLINOIS 2000 UPDATE: A REPORT OF THE FINDINGS OF ENHANCEMENTS TO ILLINOIS PAVEMENT MANAGEMENT. PY - 2003 AB - No abstract provided. KW - Building materials KW - Illinois KW - Maintenance KW - Pavements KW - Performance KW - Service life UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-122.pdf UR - https://trid.trb.org/view/601848 ER - TY - RPRT AN - 00938819 AU - Federal Highway Administration TI - CONGESTION AND TRAFFIC PY - 2003 AB - This website is the Federal Highway Administration home page for traffic congestion. In addition to a group of factoids, the page contains links to general information on traffic congestion; a group of tools (traffic incident management, work zone operations partnering); and contacts (congestion, incident management, work zones) KW - Incident management KW - Traffic congestion KW - Work zone safety UR - http://www.fhwa.dot.gov/congestion/ UR - https://trid.trb.org/view/731738 ER - TY - RPRT AN - 00938117 AU - Leiphart, K L AU - Ngo, C N AU - Federal Highway Administration TI - RESULTS FROM A SAFETY SURVEY: WORKFORCE DEVELOPMENT FOR TRANSPORTATION PROFESSIONALS PY - 2003 SP - 42 p. AB - In order to assess how and what kinds of resources and topics should be the target of training safety transportation professionals, the Federal Highway Administration (FHWA) conducted a survey of the Federal, state, and local government staff members, and the academic community. Staff members from 50 FHWA division offices, 9 state Departments of Transportation, the Local Technical Assistance Program community, and members of the academia responded to the survey. Therefore, the responses largely represented the feedback of those in the transportation safety community and professionals who were interested in training and workforce development. Results of the survey, interviews, and case studies are presented in this report. Some of the specific goals of the survey were to assess what course topics the transportation community would like to have to achieve their professional development and education needs; and to evaluate how the potential education participants would like to access the training courses. KW - Case studies KW - Development KW - Education KW - Interviewing KW - Labor force KW - Needs assessment KW - Professional personnel KW - Surveys KW - Training KW - Transportation safety UR - http://books.google.com/books/about/Results_from_a_Safety_Survey.html?id=PtjGSgAACAAJ UR - https://trid.trb.org/view/730492 ER - TY - ABST AN - 01464676 TI - Synthesis of Information Related to Highway Problems. Topic 34-01. Centerline Rumble Strips AB -

TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 339: Centerline Rumble Strips (CLRS) examines current design, installation, configuration, dimension, and visibility issues associated with CLRS.  The report addresses the need for guidance on warrants, benefits, successful practices, and concerns such as external noise and the reduced visibility of centerline striping material.  Also addressed are pavement deterioration, ice buildup in the grooves, adverse impact on emergency vehicles, and the effect of CLRS on bicyclists.  Particular attention was paid to available before-and-after CLRS installation crash data to document the safety aspects of CLRS and the availability of policies, guidelines, warrants, and costs regarding their use and design. 

KW - Centerline rumble strips KW - Crash data KW - Guidelines KW - Installation KW - Pavement distress KW - Rumble strips KW - Visibility UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=57 UR - https://trid.trb.org/view/1232908 ER - TY - RPRT AN - 00969912 AU - Vick, C AU - Sumner, R AU - PB Farradyne, Incorporated AU - Federal Highway Administration TI - GUIDELINES FOR TRANSPORTATION MANAGEMENT SYSTEMS MAINTENANCE CONCEPT AND PLANS PY - 2002/12/31 SP - v.p. AB - This report summarizes traffic management systems maintenance practices utilized by state and local transportation agencies, identifies lessons learned from those practices, and offers professional analysis and recommendations for development of a comprehensive traffic management system maintenance program. KW - Guidelines KW - Highway traffic control KW - Intelligent transportation systems KW - Maintenance practices KW - Traffic control devices KW - Transportation management systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13882.html UR - https://trid.trb.org/view/681670 ER - TY - RPRT AN - 00964878 AU - Poister, T H AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - PENNDOT'S STRATEGIC MANAGEMENT PROCESS: A REVIEW AND CRITIQUE PY - 2002/12/31 SP - 51 p. AB - Although the Pennsylvania Department of Transportation's (PENNDOT's) strategic planning process has evolved through three administrations, it was totally revamped in 1999 in order to assure that the Department's strategic goals and objectives would be tied to fiscal reality, drive decisions throughout the organization, and be managed at several levels with performance measures. This report documents the new, more comprehensive strategic management process and provides a critique of its usefulness. Numerous major strengths were identified including the overriding orientation to customer expectations, enforcing alignment from strategic focus areas and high-level goals down to strategic objectives and targets at the operating level, maintaining an overview of opportunities for improvement through situation analyses, and holding managers at various levels accountable for achieving results targeted by the strategic plan. The report also identifies a number of opportunities for "fine tuning" the strategic planning process and notes that it is an effective tool for providing direction and control over the work of the Department that could be very useful to an incoming administration. Thus, the report recommends that the new administration build on this process to reformulate or revalidate PENNDOT's strategic agenda, expanding external outreach efforts and integrating the strategic management process, the Baldrige assessment process, and other management processes in order to increase their efficiency and effectiveness in moving the Department toward improved business results. KW - Management KW - Pennsylvania Department of Transportation KW - State departments of transportation KW - Strategic planning UR - https://trid.trb.org/view/661582 ER - TY - RPRT AN - 00962900 AU - London, J B AU - Saltzman, E W AU - Gunaydin, H G AU - Shah, R AU - Das Gupta, D AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - STATE TRANSPORTATION FUNDING TRENDS AND COMPARATIVE STATE ASSESSMENT. TRANSPORTATION FUNDING SERIES SPECIAL REPORT NO. 2 PY - 2002/12/31 SP - 104 p. AB - This report is the second in a series of three reports that address the issue of funding transportation infrastructure in the State of South Carolina. This report summarizes trends in state revenues used for highways from the Federal Highway Administration (FHWA) annual publication "Highway Statistics," and other sources. It also provides rankings of the states by the percentage of own-source state revenue in 2000 that came from individual revenue sources such as motor fuel taxes, motor vehicle registration and carrier fees, and state general funds. Detailed revenue and expenditure trends for South Carolina and all states combined are compiled for every five years between 1965 and 2000. These statistics are presented on the basis of total dollars, percentage share of total, dollars per capita, dollars per million vehicle miles traveled, and dollars per state-maintained road mile. Additional statistics are presented for the southeastern states for the year 2000. Among the findings are: (a) The state is falling further behind in terms of state transportation funding capacity. Since 1965, real (inflation-adjusted) revenues used for highways increased by 2.7% in South Carolina compared to 37.7% nationally and 51.1% in the Southeast (12 states). On a real per capita basis, state revenues fell by 36.1%. In this measure the state ranked 48th in the country and last in the Southeast in terms of real revenue growth per capita. (b) At 16.75 cents per gallon, only 5 states have a lower adjusted gasoline fuel tax (excise tax plus all other sales taxes and per-gallon fees) than South Carolina. Yet, South Carolina ranks second in the country in fuel tax dependency. Combined revenues from federal and state fuel taxes account for 88% of total state transportation revenues used for highways in South Carolina in 2000. The state's motor fuel tax alone accounts for 79.8% of state own-source revenues used for highways. That figure compares to a national average of 49.4% and a regional average of 52.0%. SCDOT currently derives 92% of its state-source revenues from the fuel tax. (c) At a 2000 highway spending level of $242 per capita, the state ranks 48th in the nation and next-to-last in the region in per capita expenditures on transportation. Low funding levels are of particular concern given South Carolina's large state-maintained road system. The state ranks last in both the region and nation in expenditures per road mile. KW - Expenditures KW - Financing KW - Fuel taxes KW - Highways KW - Registration fees KW - Revenues KW - South Carolina KW - State aid KW - Statistics KW - Trend (Statistics) UR - https://trid.trb.org/view/660927 ER - TY - RPRT AN - 00936882 AU - Middleton, D AU - Gopalakrishna, D AU - Raman, M AU - Federal Highway Administration AU - Battelle Columbus Laboratories AU - Texas Transportation Institute AU - Cambridge Systematics, Incorporated TI - ADVANCES IN TRAFFIC DATA COLLECTION AND MANAGEMENT - WHITE PAPER PY - 2002/12/31 SP - 18 p. AB - This white paper identifies innovative approaches for improving data quality through Quality Control. Quality Control emphasizes good data by ensuring selection of the most accurate detector then optimizing detector system performance. This is contrasted with Quality Assurance, which identifies defective data (and then attempts to fix it) rather than ensuring the accuracy and reliability of the equipment. The approaches for improving data through Quality Control contained in this paper include innovative contracting methods, standards, training for data collection, data sharing between agencies and states, and advanced traffic detection techniques. KW - Contracting KW - Data collection KW - Data sharing KW - Detectors KW - Information management KW - Innovation KW - Interagency relations KW - Optimization KW - Quality assurance KW - Quality control KW - Standards KW - States KW - Traffic data KW - Training UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13766.html UR - https://trid.trb.org/view/730126 ER - TY - RPRT AN - 00964855 AU - Miller, J H AU - Dauber, J S AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - PENNSYLVANIA TRAC CENTER PY - 2002/12/20 SP - 10 p. AB - The Transportation and Civil Engineer Careers Center (TRAC) Program, an outreach program developed by the American Association of State Highway and Transportation Officials, has been jointly sponsored in Pennsylvania by the Pennsylvania Department of Transportation and the Mid-Atlantic Universities Transportation Center at the Pennsylvania Transportation Institute, Pennsylvania State University, since the 1992/93 academic year. TRAC's primary goal is to increase the number of students pursuing careers in engineering and transportation-related fields. This report covers the period from March 26, 2001, through December 31, 2002. Nine new schools joined the TRAC Program during this period, bringing the total number of schools to 43. KW - American Association of State Highway and Transportation Officials KW - Civil engineering KW - High schools KW - Pennsylvania KW - Promotion KW - Teachers KW - Training KW - Transportation careers UR - http://www.mautc.psu.edu/docs/PSU-R-38.pdf UR - https://trid.trb.org/view/661566 ER - TY - RPRT AN - 01547354 AU - Wang, Kelvin C P AU - Li, Xuyang AU - Elliott, Robert P AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Multimedia-Based Highway Information System (MMHIS) Enhancements and Support PY - 2002/12/19/Final Report SP - 11p AB - In 1995, Arkansas State Highway and Transportation Department (AHTD) initiated a study (TRC 9606) on pavement management, which led to the development of the Multimedia based Highway Information System (MMHIS) and the completion of the second project (TRC 9904) for MMHIS implementation. The primary goal of this project (TRC 0202) was to improve on certain features of MMHIS, add several functions, and provide technical support in the statewide implementation process of MMHIS. A revised user interface in the Windows environment allows users to view accident data, bridge information, job status, roadway inventory and other items. Even though the key features of the new MMHIS remain similar to the MMHIS completed with project TRC 9904, the refinements made in this project make MMHIS more user friendly and more productive in AHTD's operational environment. KW - Data storage KW - Information retrieval KW - Multimedia KW - Pavement management systems KW - Photologging KW - User interfaces (Computer science) KW - Video images UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200202.pdf UR - https://trid.trb.org/view/1333244 ER - TY - RPRT AN - 00935515 AU - Wenzlick, J D AU - Missouri Department of Transportation AU - Federal Highway Administration TI - HYDRODEMOLITION AND REPAIR OF BRIDGE DECKS PY - 2002/12/16 SP - 37 p. AB - The use of modern hydrodemolition equipment for removal of deteriorated concrete and preparation of bridge decks for concrete repair is the subject of this report. A comparison is made of hydrodemolition to conventional sawing and jackhammer removal concerning cost and harm to the remaining concrete. KW - Blast cleaning KW - Bridge decks KW - Costs KW - Deteriorated concrete KW - Hydrodemolition KW - Repairing KW - Surface preparation UR - http://library.modot.mo.gov/RDT/reports/Ri97025/RDT02002.pdf UR - http://ntl.bts.gov/lib/19000/19900/19986/PB2003101924.pdf UR - https://trid.trb.org/view/725420 ER - TY - RPRT AN - 00935516 AU - Wenzlick, J D AU - Careaga, A AU - Missouri Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF HEAVYWEIGHT JACKHAMMER PY - 2002/12/16 SP - 59 p. AB - The objective of this study is to determine the extent of damage, if any, of using a heavyweight jackhammer, 65 lb., as opposed to a lighter weight jackhammer, 35 lb., for removing deteriorated concrete during bridge deck repair. The use of a heavier weight jackhammer allows more efficient and timely repair operations. However, there are questions of potential damage to the bridge deck when using a heavyweight jackhammer. In conjunction with the above findings it was determined that allowing the use of 65 lb. jackhammers for contracted maintenance repair projects (on un-programmed bridges) is not in conflict with the Missouri Department of Transportation's special provisions limiting operations to a maximum 35 lb. jackhammer on bridge rehabilitation construction contracts. KW - Bridge decks KW - Demolition KW - Deteriorated concrete KW - Equipment KW - Jackhammers KW - Repairing KW - Weight UR - http://library.modot.mo.gov/RDT/reports/Ri98021/RDT02003.pdf UR - http://ntl.bts.gov/lib/19000/19900/19987/PB2003101925.pdf UR - https://trid.trb.org/view/725421 ER - TY - ABST AN - 01557269 TI - Research for the AASHTO Standing Committee on Planning. Task 30. Workshop on Issues in Intermodal Connectors AB - In order to assist American Association of State Highway and Transportation Officials (AASHTO), this task is intended to identify experts on issues surrounding intermodal connectors, including United States Department of Transportation (USDOT) Office of Intermodalism, FIRE, ports, urban Metropolitan Planning Organization's (MPO's), state Department's of Transportation (DOT's), and other experts on intermodal freight. Prepare relevant background materials (e.g., legislative issues, organizational approaches) that can support a workshop on issues and approaches to improve intermodal connectors. Organize and convene a one-day meeting of appropriate participants that can serve as the foundation for possible future action and positions to be taken by AASHTO and its member departments. KW - Environmental impacts KW - Freight and passenger handling KW - Information technology KW - Intermodal transportation KW - Investments KW - Metropolitan planning organizations KW - National Cooperative Highway Research Program KW - Research projects UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909 UR - https://trid.trb.org/view/1346929 ER - TY - ABST AN - 01557268 TI - Research for the AASHTO Standing Committee on Planning. Task 31. Elderly Issues in the Transportation Planning Process AB - The purpose of this research is to inquire of the state department's of transportation (DOT's) and metropolitan planning organization's (MPO's), what kinds of planning activities are underway to accommodate the special needs of the well elderly as they travel the transportation system in both urban and rural areas of the states. What is the current state-of-the-practice with regards to planning for the elderly users of our transportation system? How is planning for the elderly population taken into consideration when developing the State Long Range Transportation Plans? Are there ongoing efforts to identify any special needs during the planning process? What data is routinely collected? What information is available and routinely used as the basis for planning? What examples of good practice are available to guide states who wish to improve their planning practice with regards to planning for the elderly users of the system? The results of this research will be useful to planning practitioners in MPO's and state departments of transportation as they revise their long range transportation plans, and to engineers as they set road standards. KW - Aged drivers KW - Driver licensing KW - Long range planning KW - Metropolitan planning organizations KW - Mobility KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909 UR - https://trid.trb.org/view/1346928 ER - TY - ABST AN - 01557267 TI - Research for the AASHTO Standing Committee on Planning. Task 32. Tools, Techniques, and Methods in Rural Transportation Planning AB - This project will research successful applications of tools, techniques, and methods used in rural transportation planning, project prioritization, and rural transportation service delivery. The research will identify an array of rural transportation planning issues along with tools that have been successfully used in addressing them. The research will report on the history, level of effort needed, benefits and detriments (intended and unintended consequences), and the rural intergovernmental decision-making context used to approve, develop, and deploy the tool, technique, or method. KW - Methodology KW - National Cooperative Highway Research Program KW - Project management KW - Research projects KW - Rural areas KW - Rural transportation KW - Tools KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909 UR - https://trid.trb.org/view/1346927 ER - TY - ABST AN - 01557266 TI - Research for the AASHTO Standing Committee on Planning. Task 33. Best Practices in Statewide Freight Planning AB - The objective of this research is to seek out and examine the planning practices in states where efforts have been made to understand goods movement in their planning processes, and integrate state transportation policy to state economic development policies. KW - Best practices KW - Demand KW - Economic analysis KW - Freight and passenger handling KW - National Cooperative Highway Research Program KW - Research projects KW - Supply chain management KW - Transportation planning KW - Urban growth UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909 UR - https://trid.trb.org/view/1346926 ER - TY - ABST AN - 01460753 TI - Electronic Container Seal Expansion Project AB - The objective of this research project is to expand the field operation test of a transponder door seal system to enable tracking of shipping containers and monitor their security. KW - Containers KW - Research projects KW - Security KW - Shipping KW - Tracking systems KW - Transponders KW - Transponders UR - https://trid.trb.org/view/1228971 ER - TY - ABST AN - 01459197 TI - Analysis and Mapping Support for the Office of Interstate and Border Planning AB - No summary provided. KW - Analysis KW - Border regions KW - Interstate highways KW - Interstate transportation KW - Mapping KW - Research projects UR - https://trid.trb.org/view/1227409 ER - TY - RPRT AN - 00942592 AU - Lane, R M AU - Fish, M F AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - NEW HAMPSHIRE'S CONCRETE AGGREGATE AND ALKALI-SILICA REACTIVITY - STATEWIDE ASSESSMENT OF FINE AND COARSE CONCRETE AGGREGATE PY - 2002/12/02 SP - 47 p. AB - Alkali-silica reactivity (ASR) has become a major concern with regards to long-term durability of concrete structures in New Hampshire. Many concrete structures built by the New Hampshire Department of Transportation (NHDOT) show visible distress. The cause of this distress has been suspected to be deleterious ASR expansion or other destructive processes in conjunction with ASR. Verification of an association between ASR and visual observations of deterioration within the structures has not been done. The objectives of this research were the following: determine the potential for the development of ASR in concrete using fine and coarse aggregates in New Hampshire; confirm the presence and extent of ASR in existing NHDOT concrete structures; identify the types of rocks in New Hampshire that are potentially reactive; and evaluate the need for an additional study to determine the amount of admixtures required for the minimization of ASR in new concrete within New Hampshire. The research demonstrated that a significant number of the concrete aggregates within New Hampshire are potentially reactive (0.1% or greater elongation at 14 days). The presence of ASR within the laboratory constructed mortar bars made with potentially reactive aggregates was confirmed through petrographic thin section analysis. ASR gel was also confirmed within selected concrete bridges through uranyl acetate UV-light testing as well as core sampling and petrographic thin section analysis. Based on the research findings a Phase 2 study is recommended which would evaluate different admixtures for their effectiveness in mitigating the development of ASR in new concrete. KW - Admixtures KW - Alkali silica reactions KW - Concrete aggregates KW - Concrete structures KW - Cores (Specimens) KW - Deterioration KW - Durability KW - Laboratory tests KW - New Hampshire KW - Petrography KW - Reactive aggregates UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/12323n_report.pdf UR - https://trid.trb.org/view/643238 ER - TY - ABST AN - 01463174 TI - Synthesis of Information Related to Highway Problems. Topic 34-06. Convertible Roadways and Lanes AB - Convertible lanes are recognized as an approach to alleviate recurring congestion through the optimization of capacity utilization. Benefits from the use of convertible lanes can be realized in areas with unbalanced directional traffic demand. This synthesis effort will locate and assemble documented information and survey state transportation agencies in order to report on existing experience with convertible roadway lane practices. This synthesis will include a discussion of HOV issues and the use of convertible lanes in construction zones. KW - Demand KW - Direction signs KW - Lane changing KW - National Cooperative Highway Research Program KW - Research projects KW - Reversible traffic lanes KW - Traffic KW - Traffic distribution KW - Work zone traffic control UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=62 UR - https://trid.trb.org/view/1231399 ER - TY - ABST AN - 01463172 TI - Synthesis of Information Related to Highway Problems. Topic 34-10. Winter Highway Operations AB - MCHRP Synthesis No. 207 Managing Roadway Snow and Ice Control Operations, was published in 1994. Winter operations have changed substantially in the past eight years and many new methods are now available to agencies. This time is right for a synthesis report to highlight these advances and the new practice. This synthesis will include a literature review and survey of transportation agencies, reporting on the state of the practice in winter highway operations. KW - Highway operations KW - Maintenance management KW - National Cooperative Highway Research Program KW - Research projects KW - Snow and ice control KW - Snow removal KW - Winter maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=66 UR - https://trid.trb.org/view/1231397 ER - TY - RPRT AN - 01618943 AU - Cheplak, Benjamin A AU - Memberg, Matthew A AU - Frank, Karl H AU - Yura, Joseph A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Field Measurements of Diaphragm and Top Lateral Members of Three Trapezoidal Composite Box Girder Bridges PY - 2002/12//Research Report SP - 125p AB - The results of field tests on three trapezoidal box girder bridges are presented. The study concentrated on the measurement of the strains in the external and internal diaphragms and the top laterals of the boxes. The strains were collected when the girders were loaded by a crane lifting up on the girders before placement of the deck, during the casting of the deck, and under truck loading after hardening of the deck. The measured results were compared with a three-dimensional finite element model of the bridge. The measured forces in the diaphragms were very low and generally much lower than predicted from the finite element analysis. This was partially due to the flexibility of the connections to the girder and the connection of the diaphragms to flanges in the model. The forces in the top laterals, which are used to produce a semi-closed section prior to hardening of the deck, were much smaller then predicted by the non-composite finite element model. The concrete deck hardened during the concrete placement and within hours after placement was acting compositely with the steel girder. The external diaphragms and the top lateral forces were very small during the truck load tests of the composite bridge. The stiff slab provided a closed section that replaced the structural function of the top laterals and provided a continuous connection between the girder that eliminated the structural function of the external diaphragms. KW - Box girder bridges KW - Composite bridges KW - Diaphragms (Engineering) KW - Field tests KW - Finite element method KW - Load tests KW - Measurement KW - Strain (Mechanics) UR - http://ctr.utexas.edu/wp-content/uploads/pubs/0_1896_1.pdf UR - http://ntl.bts.gov/lib/60000/60500/60528/0_1896_1.pdf UR - https://trid.trb.org/view/1436234 ER - TY - RPRT AN - 01453877 AU - Ramirez, J A AU - Smith, Jhon Paul AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - An Investigation on Transversely Prestressed Concrete Bridge Decks PY - 2002/12//Final Report SP - 187p AB - This study is concerned with the development of design specifications for the use of transverse post-tensioning in concrete bridge decks. The ultimate goal behind this proposal is to improve the durability of concrete bridge superstructures. Experimental results from previous studies are used to validate the analytical models implemented in the development of the design specifications. It is found that the required distribution of transverse post-tensioning is such that different application levels of prestressing are required in regions containing the interior and exterior (or outermost) diaphragms. It is also concluded that the magnitude of such transverse forces is a function of the girder boundary conditions, the axial stiffness of the diaphragms, the skew angle of the deck, and the position of the diaphragms/stiffener with respect to the edge of the deck. Simplified design guidelines are developed for use in the Indiana Department of Transportation (INDOT). Examples are included to illustrate the suggested methodology and to analytically validate its performance. KW - Bridge decks KW - Bridge superstructures KW - Concrete bridges KW - Design KW - Durability KW - Posttensioning UR - http://dx.doi.org/10.5703/1288284313145 UR - https://trid.trb.org/view/1218842 ER - TY - RPRT AN - 01453730 AU - Jiang, Yi AU - Li, Shou AU - Shamo, Daniel E AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of Vehicle Platoon Distribution Models and Simulation of Platoon Movements on Indian Rural Corridors PY - 2002/12//Final Report SP - 85p AB - Since the 1980s, traffic volumes have experienced a rapid growth of approximately 30% in Indiana. Traffic data indicates that more than 70% of vehicles travel in platoons on Indiana highway corridors in the vicinity of urban areas. At a rural highway intersection consisting of a major road with high traffic volume and a minor road with low traffic volume, it is very common that the green time cannot be used efficiently, especially when the vehicle detectors on the major road are imbedded close to the intersection. In Indiana, most of the traffic signal timing systems operate well. However, these systems do not allow for considering the presence of vehicle platoons on major roads. For a semi-actuated or fully actuated signal control, the green on the major road is often terminated at the intersection due to the arrival of vehicles on the minor road. Vehicle platoons are often stopped to give the right-of-way to the minor traffic, even only a single vehicle. As a result, vehicle platoons are delayed, and the green time is not efficiently used. If this can be improved, traffic delay will be reduced. This study, as the second phase of a two-phase study of vehicle platoons, was conducted to improve traffic control at intersections on Indiana rural corridor. Major parameters of the vehicle platoon characteristics include platoon headway, inter-platoon headway, platoon size and platoon speed. Platoon behaviors and distribution patterns were identified with respect to these parameters. A platoon-based adaptive algorithm was derived for traffic signal timing. A simulation computer program was developed for analyzing the performance of platoon-based traffic control systems and effects of the key platoon related traffic measurements. KW - Intersections KW - Simulation KW - Traffic control KW - Traffic delays KW - Traffic platooning KW - Traffic signal timing KW - Traffic volume UR - http://dx.doi.org/10.5703/1288284313195 UR - https://trid.trb.org/view/1218843 ER - TY - RPRT AN - 01155835 AU - Fitch, Michael G AU - Abdulshafi, Osama AU - Barnhart, James AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Ohio Bridge Maintenance Manual (On-Line Training Website) PY - 2002/12 SP - 39p AB - Preventive maintenance of bridge and culvert structures is an essential component of effective infrastructure management. The ODOT Office of Structural Engineering recognized the need to further develop reference materials and training resources in this area. Therefore, this research project was developed to complete the following objectives: 1. Develop a web-based Bridge Maintenance Manual that can be used as a reference and training tool for ODOT district and county personnel. 2. Define and illustrate the common components of typical bridge structures found in Ohio. 3. Establish uniform guidelines for recognizing and identifying Preventive Maintenance needs during the bridge inspection process. 4. Provide information regarding Repair options for different types of distress/deterioration, including description of common causes, recommended repairs, initial cost, and expected life. 5. In addition to addressing bridge structures, describe Preventive Maintenance and Repair procedures for typical culvert types found in Ohio. KW - Bridges KW - Culverts KW - Education and training methods KW - Inspection KW - Maintenance KW - Manuals KW - Needs assessment KW - Ohio KW - Online training KW - Preventive maintenance KW - Repairing KW - Websites (Information retrieval) UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2002/Structures/14764-FR.pdf UR - https://trid.trb.org/view/916416 ER - TY - RPRT AN - 01155828 AU - Liang, Robert AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Drilled Shaft Foundations for Noise Barrier Walls and Slope Stabilization PY - 2002/12//Final Report SP - 253p AB - This research project is focused on two primary objectives. The first objective relates to the development of a methodology for using the SPT (Standard Penetration Test) results to design the laterally loaded drilled shafts. The second objective aims to develop a methodology for design of drilled shafts to stabilize unstable slopes or embankments. The research has resulted in suggestions of two implementation items. In the course of the research work, a large database has been established to contain a total of 58 lateral load test results and the pertinent soil information at each test site. Among these test data, 32 load tests are from ODOT projects performed by the principal investigator. The drilled shaft sizes range from 10 ft to 90 ft in length, and 16 inch to 72 inch in diameter. Both cohesionless and cohesive soils are present in the test sites. Correlations between the SPT N values and the pertinent soil parameters needed for p-y curve construction in the COM624 analysis have been developed from the database and statistical comparisons. The predictions of drilled shaft deflections at the load point under different load levels are compared fairly well with the measured data, when these empirical correlations are used. To aid in the development of a design method for drilled shafts to stabilize an unstable slope, both centrifugal model study and finite element simulation techniques have been used in this research. The measured strains of the model shafts in the centrifuge tests allow for the determination of the deflections of the shafts and the net soil forces applied to the shafts. Soil arching between the adjacent drilled shafts in stabilizing the slope has been quantified from these centrifugal experiments. Specifically, in the sandy slopes, when S/D (S = clear spacing of shafts, and D = Diameter of shafts) is equal to 2, soil arching effect is most pronounced. Similarly, S/D = 1.5 appears to promote most the development of soil arching in cohesive soil slopes. Finite element analysis of soil arching also confirms that S/D ratio plays the most important role in controlling the development of soil arching in between the drilled shafts. Based on a series of finite element simulation results, the soil arching effect on the net earth forces applied to the drilled shafts has been quantified and summarized in a design table. Also, a slope stability analysis procedure that incorporates the soil arching effect has been developed on the basis of method of slices for any composite shape of failure surface. The method has been validated against other slope stability programs and been used successfully to assist ODOT to design slope stabilization schemes for several slope rehabilitation projects. KW - Centrifugal pumps KW - Drilled shafts KW - Embankment foundations KW - Finite element method KW - Lateral loads KW - Noise barriers KW - Slope stability KW - Soil penetration test KW - Walls UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51932464 UR - https://trid.trb.org/view/916413 ER - TY - RPRT AN - 01108747 AU - Benekohal, Rahim F AU - Chitturi, Madhav V AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Drivers’ Evaluation of Performance of LED Traffic Signal Modules PY - 2002/12//Project Report SP - 78p AB - This study evaluated the performance of the LED modules from four manufacturers (Leotek, Gelcore, Dialight and Precision Solar) who provided the required number of LEDs for testing and evaluation at the Traffic Operations Lab. The criteria for evaluation were drivers’ perception of brightness, dottiness, and color compared to incandescent lenses. For circular red indication, brightness, dottiness, and color of Dialight LED module was similar to incandescent lens, but the other three were brighter, more dottier, and darker than incandescent lens. For circular yellow indication, brightness of Precision Solar LED was the same while the others were brighter than incandescent lens; they all were dottier and darker (orange-yellow) than incandescent lens. For circular green indication all the LED modules were brighter, dottier, darker (bluish) than incandescent lens. For yellow arrow indication, Leotek and Dialight are the same while Gelcore and Precision Solar were brighter than incandescent lens; all the LED modules were dottier and darker than incandescent lens. For green arrow indication, Leotek was the same as incandescent while Dialight, Gelcore and Precision Solar were brighter than incandescent lens; all the LED modules were dottier and darker than incandescent lens. The findings, though limited, indicated that there could be a significant difference in the perception of the LED modules by the older drivers. It is recommended to further study the effect of aging on the perception of the LED modules. KW - Brightness KW - Color KW - Incandescent lamps KW - Light emitting diodes KW - Red interval (Traffic signal cycle) KW - Traffic signal controllers KW - Traffic signal cycle KW - Traffic signal hardware KW - Traffic signals UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-120.pdf UR - https://trid.trb.org/view/868226 ER - TY - RPRT AN - 01074730 AU - Federal Highway Administration TI - Trunk Highway 371 reconstruction from Junction with U.S. Trunk Highway 10 to 0.5 miles North of County State Aid Highway 48, Morrison County : environmental impact statement PY - 2002/12//Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/834124 ER - TY - RPRT AN - 01073910 AU - Federal Highway Administration TI - Route 50 east-central corridor study : environmental impact statement PY - 2002/12//Volumes held:D, Final KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/833304 ER - TY - RPRT AN - 01042194 AU - Duncan, Steven A AU - Johnston, David W AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Bridge Management System Update PY - 2002/12//Final Report SP - 165p AB - The objective of this project was to assist the North Carolina Department of Transportation (NCDOT) in updating parameters used in analysis of bridge inspection data for purposes of bridge management. Various parameters are used in OPBRIDGE, a bridge management system decision support program for predicting optimum use of funds budgeted and for predicting performance of the bridges of the State of North Carolina in future years under various levels of funding. In particular, the project examined and developed parameters for: (1) Unit costs of replacements; (2) Unit costs for rehabilitation; (3) Maintenance effort as a function of element condition; (4) Deterioration rate for major bridge elements; (5) ADT growth rates for the bridge functional classifications and locations; (6) Bridge-related accident unit costs; and (7) Vehicle operating costs. In most cases, improvements over the previous parameter values were possible as documented in this report. KW - Bridge management systems KW - Decision support systems KW - Deterioration KW - North Carolina KW - Performance KW - Rehabilitation (Maintenance) KW - Replacement (Bridges) KW - Unit costs UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2001-18FinalReport.pdf UR - https://trid.trb.org/view/803339 ER - TY - RPRT AN - 01029916 AU - Davis, Gregg E AU - Polzin, Paul E AU - Flathead Valley Community College AU - Montana Department of Transportation AU - Federal Highway Administration TI - The Revenue Contribution of Montana Department of Transportation Expenditures to the General Fund PY - 2002/12//Final Report SP - 46p AB - The Montana Department of Transportation (MDT) during state fiscal year 2002 had expenditures of over $330.2 million directly affecting eighty different Standard Industrial Classification (SIC) sectors while fulfilling its legislative mandates. This study quantifies the economic contribution of expenditures by the MDT to the general fund. Input-Output modeling is used to capture the direct, indirect and induced impacts resulting from MDT spending. Expenditures within the private sector create an economy-wide impact on output of $485.1 million. Labor income generated is $151.7 million, which along with indirect business taxes and other property income yield total contributions to the general fund of $14.1 million. Hence, for every dollar the MDT spends in the private sector, an additional $0.043 is generated for the general fund due to increased economic activity within the state. KW - Economic impacts KW - Expenditures KW - Finance KW - Financial performance KW - Income KW - Input output models KW - Montana Department of Transportation KW - Property taxes KW - Revenues KW - Tax receipts UR - http://www.mdt.mt.gov/other/research/external/docs/revenue_final_report.pdf UR - https://trid.trb.org/view/786686 ER - TY - RPRT AN - 01025726 AU - Ioannides, Anastasios AU - Sullivan, Alan AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Best Management Practices of Archaeological Study Methods PY - 2002/12//Final Report SP - 192p AB - For several decades, the Ohio Department of Transportation (ODOT) allocated substantial funding to ascertain the location, extent, and significance of archaeological phenomena that would be affected by ground-disturbing undertakings. As archaeological survey data accumulated from such Phase I studies, however, questions arose regarding their usefulness for project-planning processes. This Final Report presents an analysis of information about Phase I pedestrian surveys that were conducted under the auspices of ODOT, either by ODOT personnel or contractors, between 1974-2001. The Project Database Description section summarizes administrative, pre-survey, survey project, and survey design characteristics of 270 Phase I surveys to determine whether current approaches to Phase I archaeological survey provide the information needed for ODOT management and planning. The Site Database Description section presents similar sets of information for 5,424 sites that were discovered by the 270 Phase I surveys. Furthermore, in order to provide a foundation for a Stage I statewide predictive modeling study, a sample of sites from the Site Database was drawn, consisting of 72.2% of the total number of sites and representing 43.7% of the total number of projects analyzed. In order to overcome the bulk of problems that affect the usefulness of Phase I survey data for ODOT planning, particularly the lack of accurate Universal Transverse Mercator (UTM) coordinates for registering survey boundaries and the locations of archaeological phenomena, Electronic Survey (e-survey) procedures are proposed utilizing state-of-the-art Global Positioning System (GPS) receivers, Geographic Information System (GIS) technology, and the Internet. Such protocols will expedite the Phase I process because survey-designated resources can be allocated more efficiently by discontinuing the use of variables that are useless to ODOT planning, e.g., landform and site-type, by eliminating variables that require interpretation (and are often inconsistently recorded), and by ensuring the capture of highly accurate data regarding survey intensity and the locations of archaeological phenomena. The report also contains a review of prior predictive models for the state of Ohio as well as neighboring states, and of recommendations to correct their theoretical and methodological shortcomings. KW - Archaeological surveying KW - Best practices KW - Databases KW - Geographic information systems KW - Global Positioning System KW - Internet KW - Predictive models KW - Programming (Planning) KW - Survey methods KW - Universal Transverse Mercator UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51954759 UR - https://trid.trb.org/view/782311 ER - TY - RPRT AN - 01024459 AU - Sargand, Shad AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Continued Monitoring of Pavement in Ohio PY - 2002/12//Final Report SP - 164p AB - Performance and environmental data continued to be monitored throughout this study on the Ohio Strategic Highway Research Program (SHRP) Test Road. Response testing included three new series of controlled vehicle tests and two sets of nondestructive tests. Cracking in two Specific Pavement Studies (SPS)-2 sections with lean concrete base confirmed observations elsewhere that portland cement concrete (PCC) pavement may not perform well when placed on rigid base. Of the five types of base material used on LOG 33 and evaluated for their effect on asphalt concrete (AC) pavement performance, deflection measurements on the asphalt treated base fluctuated most with changes in temperature. None of the other bases were sensitive to temperature. Cement treated base had the lowest deflection. On unbound material, bases containing large size stone gave the lowest deflection. The preponderance of data collected in the laboratory and at the ERI/LOR 2 site suggests that PCC pavement performs poorly on 307 NJ and Cement Treated Free Draining (CTFD) bases. All sections with 25-ft slabs, except those with Asphalt Treated Free Draining (ATFD) base, and the section with 13-ft slabs on 307 NJ base had significant transverse cracking. The 13-ft long slabs with 307 NJ base also had some longitudinal cracking. Considering the relatively short time these pavement sections had been in service, this level of performance was considered unacceptable. The ATFD base appeared to be performing best. On JAC/GAL 35, subgrade stiffness had a significant effect on dowel bar response. Looseness around dowel bars affected their ability to transfer load. Larger diameter and stiffer dowel bars provided better load transfer across PCC joints. The most effective dowel bar in these tests was the 1.5 in. diameter steel bar. The performance of 1 in. steel dowel bars were similar to 1.5 in. fiberglass bars. One-inch diameter fiberglass dowel bars were not recommended for PCC pavement. While undercutting PCC joint repairs initially reduced the forces in dowel bars, the effectiveness of the undercut diminished over time. Dowel bar forces were about the same in the Y and YU types of joint repairs after some time. KW - Asphalt concrete pavements KW - Asphalt treated bases KW - Asphalt treated free draining KW - Base course (Pavements) KW - Cement treated bases KW - Cement treated free draining KW - Concrete pavements KW - Deflection KW - Fiberglass KW - Load transfer KW - Longitudinal cracking KW - Measurement KW - Monitoring KW - Nondestructive tests KW - Ohio KW - Pavement cracking KW - Pavement performance KW - Slabs KW - Specific Pavement Studies (LTPP) KW - Steel KW - Stiffness KW - Strategic Highway Research Program KW - Subgrade (Pavements) KW - Temperature KW - Tie bars KW - Transverse cracking KW - Vehicle tests UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2002/Pavements/14652-FR(C).pdf UR - https://trid.trb.org/view/781646 ER - TY - RPRT AN - 01016475 AU - Merritt, David K AU - McCullough, B Frank AU - Burns, Ned H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Construction and Preliminary Monitoring of the Georgetown, Texas Precast Prestressed Concrete Pavement PY - 2002/12//Implementation Report SP - 168p AB - After completion of a feasibility study which examined the viability of using precast concrete panels to expedite pavement construction, FHWA and TxDOT funded an implementation project to construct a precast concrete pavement pilot project to test the concepts developed through the feasibility study. This report will discuss the development and construction of this pilot project, which was constructed on a section of frontage road along IH 35 near Georgetown, Texas. The project incorporated the use of prestressed concrete panels to not only reduce the thickness of the pavement, but to enhance durability of the finished pavement. This report will describe in detail all aspects of the Georgetown precast pavement project including design, panel fabrication, construction, and post-construction monitoring. Recommendations for construction of future precast concrete pavements are also included. This first precast pavement pilot project helped to develop viable design and construction techniques for use on future precast pavement projects in urban areas where expedited construction is needed the most. KW - Development KW - Durability KW - Fabrication KW - Future KW - Georgetown (Texas) KW - Monitoring KW - Panels KW - Pavement design KW - Pavement performance KW - Paving KW - Pilot studies KW - Precast concrete pavements KW - Prestressed concrete pavements KW - Urban areas UR - http://www.utexas.edu/research/ctr/pdf_reports/5_1517_1.pdf UR - https://trid.trb.org/view/772493 ER - TY - RPRT AN - 01016507 AU - American Transportation Research Institute AU - Federal Aviation Administration AU - Federal Highway Administration TI - Improving Cargo Security and Efficiency Through the Development and Testing of an Electronic Supply Chain Manifest PY - 2002/12//Final Report SP - 98p AB - This report summarizes the research design, implementation, testing and evaluation activities associated with the Electronic Supply Chain Manifest (ESCM) operational research test. The report represents a compilation of six technical memoranda and an interim report produced over the 18-month course of the project. The global economy is undergoing a significant transformation. Despite cyclical upturns and downturns, the international marketplace has experienced tremendous growth over the last decade. Increasing competition is putting pressure on businesses to increase productivity, improve customer service, reduce costs and ensure the safe and secure movement of goods along the supply and distribution chains. This increased pressure on supply chain partners has resulted in an unparalleled investment in technology solutions by business and government. A primary strategy for managing supply chain efficiency and security is better utilization of the freight shipping options. With increasing cargo values and expedited delivery pressures, ground-air intermodalism has now become the fastest growing sector of the freight industry. For related reasons, including the preponderance of air cargo that’s transported in passenger planes, the impact of the September 11 attacks, in the short-term, has hurt air cargo operations more than the other modes. Nevertheless, a recent DRI-WEFA study estimates that air cargo’s growth rate will exceed 7% annually. The operational test - informally known as the “Phase 2 Electronic Supply Chain Manifest” (ESCM) project - designed, installed and evaluated an internet-based manifest system protected with fingerprint biometrics, smart card readers and data encryption software. The operational test was supported and tested by participants in the manufacturing, trucking, and airline industries - in both the Chicago-O’Hare International Airport and New York City-JFK International Airport service areas. The government sponsors were strong advocates of the multi-objective approach offered by the system: the ESCM system was designed to improve cargo security by protecting and tracking shipper and cargo information using encrypted Internet software with biometric smart card technologies to improve intermodal communications between distribution chain partners. Furthermore, it linked enrolled personnel with the cargo transactions. Beyond security, the ESCM system was proposed to increase productivity by expediting cargo processing, reducing manifest lead times, and reducing the probability of human error during data entry. KW - Air cargo KW - Airlines KW - Biometrics KW - Cargo handling KW - Chicago O'Hare International Airport KW - Communications KW - Demonstration projects KW - Design KW - Development KW - Efficiency KW - Encryption KW - Evaluation KW - Fingerprints KW - Freight transportation KW - Ground-air intermodalism KW - Human error KW - Implementation KW - Intermodal transportation KW - Internet KW - John F. Kennedy International Airport KW - Manufacturing KW - Personnel KW - Productivity KW - Research KW - Security KW - Smart cards KW - Software KW - Supply chain management KW - Terrorist attacks of September 11, 2001 KW - Testing KW - Time KW - Trucking UR - http://www.atri-online.org/research/results/escm_final_report.pdf UR - https://trid.trb.org/view/772009 ER - TY - RPRT AN - 01003749 AU - Gabr, Mohammed A AU - Borden, Roy H AU - Cho, Kook Hwan AU - Clark, Shane C AU - Nixon, Joseph B AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - P-y Curves for Laterally Loaded Drilled Shafts Embedded in Weathered Rock PY - 2002/12 SP - 289p AB - In areas of weathered and decomposed rock profiles, the definition of soil parameters needed for the analysis and design of laterally loaded drilled shafts poses a great challenge. The lack of an acceptable analysis procedure is compounded by the unavailability of a means for evaluating the weathered profile properties, including the lateral subgrade modulus, which often leads to the conservative design. Results from this research revealed that currently proposed P-y approaches to design drilled shafts embedded in weathered Piedmont profiles do not provide reasonable estimates of load-deflection response. Results in this report are used to develop and validate a procedure for the analysis of laterally loaded drilled shafts embedded in a weathered rock mass. The developed procedure is based on the P-y method of analysis in which the shape and magnitude of the P-y function are defined. The research proceeded along four complementary tracks: i) Finite Element modeling, ii) Laboratory work, iii) Field testing using full scale shafts; field work also included estimation of in situ modulus of subgrade reaction using "rock" dilatometer, and finally iv) Performance predictions. The proposed P-y curves are developed as hyperbolic functions. A method to evaluate in situ stiffness properties of the weathered rock by utilization of the rock dilatometer, as well as by using geologic information of joint conditions, Rock Quality Designation (RQD), and the strength properties of cored samples, is proposed. A computational scheme for lateral behavior is advanced by which different lateral subgrade responses are assigned in the model based on the location of the point of rotation. Above the point of rotation, a coefficient of lateral subgrade reaction is assigned on the basis of evaluated modulus as computed from rock dilatometer data or from index geologic properties. A stiffer lateral subgrade reaction is assigned below the point of rotation in order to model the relatively small shear strains in this region. Predictions based on the proposed P-y model for weathered rock show good agreement with field test results, which were performed in various rock profiles. The proposed method is also verified by comparisons with published results of an additional field test. Concepts of the proposed weathered rock model have been encoded into the computer program LTBASE. KW - Coefficient of subgrade reaction KW - Cores (Specimens) KW - Dilatometers KW - Drilled shafts KW - Field tests KW - Finite element method KW - Hyperbolic functions KW - Laboratory tests KW - Lateral loads KW - LTBASE (Computer program) KW - Mathematical prediction KW - P-Y curves KW - Performance KW - Shear strain KW - Stiffness KW - Weathered rock UR - http://www.ncdot.org/planning/development/research/download/2002-13FinalReport.pdf UR - https://trid.trb.org/view/759883 ER - TY - RPRT AN - 00987707 AU - Seo, J AU - Ha, H AU - Briaud, J-L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF SETTLEMENT AT BRIDGE APPROACH SLAB EXPANSION JOINT: NUMERICAL SIMULATIONS AND MODEL TESTS PY - 2002/12 SP - 280 p. AB - Researchers propose a new approach slab, which has a one-span slab, after reviewing the existing knowledge and the existing practice, performing numerical analyses, and conducting model scale simulations. Some of the most important conclusions from the numerical analyses are: (1) The presence of the abutment wall founded on piles creates a difference in settlement between the abutment wall and the embankment; (2) This differential settlement is drastically reduced in the absence of the wall; (3) The transition zone is about 40 ft with 80% of the maximum settlement occurring in the first 20 ft for a uniform load case; and (4) The size of the sleeper slab and support slab influences the settlement of the slab when load is applied to the slab, the optimum width of both slabs is about 5 ft, and the height of the embankment is influencing the settlement of the embankment. Based on the work done in this research project, the new recommended approach slab is at least 20 ft long and has one span from the abutment to the sleeper slab. It should be designed to carry the full traffic load without support on the soil except at both ends; the support slab used in the current solution is removed and the wide flange is kept on the embankment side as a temperature elongation joint. This new approach slab will simplify construction, be less expensive, and place less emphasis on the need for very good compaction close to the abutment wall. The BEST (Bridge to Embankment Simulator of Transition) device, which is a 1/20th scale model of the typical transition, was used to simulate the existing approach slab and the new proposed approach slabs. The results indicate the following: (1) The proposed new approach slab (one-span) with a 20 ft simulated span length gave a smaller bump than the current two-slab approach slab; (2) The soil with the higher compaction level developed less bump at the sleeper slab than the lower compaction soil; and (3) The bump size increased with the number of cycles in a straight line on a log-log plot. The maximum vertical acceleration of the simulated car was 32 m/sq sec at a velocity of 13.78 km/hr. KW - Bridge abutments KW - Bridge approaches KW - Embankments KW - Expansion joints KW - Length KW - Scale models KW - Settlement (Structures) KW - Simulation KW - Slabs KW - Soil compaction KW - Transition zones KW - Width UR - https://trid.trb.org/view/753612 ER - TY - RPRT AN - 00978454 AU - Pisano, P AU - Spangler, T AU - Hardesty, D AU - Federal Highway Administration TI - AN OVERVIEW OF SURFACE TRANSPORTATION WEATHER RESEARCH CONDUCTED THROUGH THE COOPERATIVE PROGRAM FOR OPERATIONAL METEOROLOGY, EDUCATION AND TRAINING (COMET) PY - 2002/12 SP - 4 p. AB - State departments of transportation (DOTs) operate over 1,300 fixed Environmental Sensor Stations (ESSs) that provide information to support surface transportation decisions. Fixed and mobile ESS observations include parameters such as road temperature, road surface conditions, driving visibility, and chemical concentrations that depress road freezing points. In addition, fixed ESS sites typically measure winds, temperature, pressure, precipitation amounts, and humidity, which can be valuable supplemental observations for weather forecasting. In 2001, the National Weather Service (NWS) and the Federal Highway Administration (FHWA) began a joint research effort to evaluate how ESS data can best be used for both road condition forecasting and broader weather forecasting. One of the goals of the project is to promote sharing and using ESS observations and advanced meteorological modeling techniques to improve road condition forecasting for road maintenance, operations, and travel decisions. Project goals also include enhancing the NWS forecasting capabilities by setting up and analyzing high-resolution mesoscale and regional scale simulations. In order to accomplish goals, the project has established cooperative working relations between state DOTs, the university community, and local NWS Weather Forecast Offices (WFOs). Working through the Outreach Program of the Cooperative Program for Operational Meteorology, Education and Training (COMET), a request for proposals was issued and five universities received FHWA funding for two-year projects to work on a variety of research subjects. This paper describes the five research projects and their results to date, one year into the two-year efforts. The five projects selected are located in Iowa, Nevada, New York, Pennsylvania, and Utah. KW - Coop Prog for Operational Meteorology, Education & Training KW - Decision making KW - Environmental sensor stations KW - Highway maintenance KW - Highway operations KW - Iowa KW - Nevada KW - New York (State) KW - Pennsylvania KW - Planning KW - Research projects KW - Road condition forecasting KW - Travel KW - Utah KW - Weather forecasting KW - Weather stations UR - http://www.ops.fhwa.dot.gov/weather/best_practices/AMS_COMET.pdf UR - https://trid.trb.org/view/740300 ER - TY - RPRT AN - 00962901 AU - Piper, C AU - Bell, L C AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - SCHEDULING TEMPLATES FOR SCDOT PRECONSTRUCTION ACTIVITIES PY - 2002/12 SP - 61 p. AB - The objective of the research described herein was to develop a comprehensive and versatile computer-based system for scheduling preconstruction activities. The system developed by the Clemson University Research Team utilizes four category specific templates: Urban Widening, Rural Widening and Interchange Improvement, Bridge Replacement, and New Location projects. Logic diagrams were developed through a series of extensive meetings with South Carolina Department of Transportation (SCDOT) personnel and loaded into the commercially available software package Primavera Project Planner. A companion spreadsheet software package was developed to provide activity durations and activity manpower resource requirements (Primavera input data) as a function of project length and other factors. Typical reports that are generated by the system of interest to SCDOT include resource summaries, schedule reports with resource usage, earned value analysis, turnaround reports, and resource profiles. The system has greatly facilitated manpower resource allocation for preconstruction project management within SCDOT. KW - Labor market KW - Preconstruction activities KW - Project management KW - Resource allocation KW - Scheduling KW - Software packages KW - South Carolina KW - South Carolina Department of Transportation KW - Spreadsheets UR - https://trid.trb.org/view/660928 ER - TY - RPRT AN - 00962879 AU - Lees, P L AU - Nichols Consulting Engineers, Chartered AU - Montana Department of Transportation AU - Federal Highway Administration TI - COOPERATIVE TRAINING PROGRAM PY - 2002/12 SP - 47 p. AB - This report is a summary of the work that was completed for RFP No. HWY-306435-DT, for the Montana Department of Transportation (MDT). The project is entitled: Cooperative Training Program. The MDT, in conjunction with its partners in the contracting and consulting communities, wanted to investigate the feasibility of sharing training resources to promote mutual staff development and the wise use of resources. They envisioned the development and delivery of core courses of common interest in the areas of design, construction, and inspection of highway projects. The intent of the project planning group was to develop skills being lost through turnover in both the public and private sectors. Nichols Consulting Engineers, together with its partner in this project, the Council for Adult and Experiential Learning, worked with stakeholders within Montana and with subject matter experts across the country to respond to the tasks specified in the scope of work. These included: a) a review of the literature, identification of possible models, and a survey of state practices; b) a needs assessment of each of the three primary constituents; c) the creation of a database of available training resources; and d) the development of a business plan that included feasibility analysis, recommended organization structure, determination of resources needed to support the plan, development of an implementation plan, and identification of mechanisms for expansion. The deliverables for the project were provided in two stages. First provided were the results of the survey, several models for program approach, the results of the corporate-level needs assessment, and the database of training resources. Second, an array of possible business models were submitted. This report includes each of the elements mentioned above. Sample marketing and operating agreements from other organizations were provided to MDT. KW - Consultants KW - Contractors KW - Cooperation KW - Databases KW - Education and training KW - Feasibility analysis KW - Implementation KW - Literature reviews KW - Montana KW - Needs assessment KW - Organization KW - Personnel development KW - State departments of transportation KW - Surveys UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/coop_const/final_report.pdf UR - https://trid.trb.org/view/660905 ER - TY - RPRT AN - 00960076 AU - Bischoff, A AU - Bullock, D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - SIGN RETROREFLECTIVITY STUDY PY - 2002/12 SP - 108 p. AB - Signing is a big yearly cost to state departments of transportation in sign maintenance and replacement costs. In 2001 the Indiana Department of Transportation (INDOT) replaced 14,930 signs at a cost of $1,067,931 and did maintenance work on 34,084 signs at a cost of $2,136,076. Recently, guidelines have been proposed by the Federal Highway Administration (FHWA) for minimum retroreflectivity of traffic signs for state, county, and city roads in the United States. The purpose of this study was to evaluate if the majority of the signs currently used by INDOT will meet the new minimum requirements proposed by the FHWA. In addition, this study provides quantitative data to assess the effectiveness of the current sign replacement program used by the Indiana Department of Transportation (INDOT) and determine if the current ten year replacement schedule is adequate to keep the State of Indiana in compliance with the new guidelines or if adjustments need to be made. This study was limited to ASTM Type III sheeting. The data analysis performed on the data collected from the field showed the vast majority of the signs are expected to meet the proposed retroreflectivity minimums with no change in the current 10 year replacement policy. Over 98% of the signs in the field under normal circumstances should not only meet but exceed the proposed retroreflectivity minimums for any speed or size sign. It is recommended that the life cycle of traffic signs with white and yellow backgrounds can be safely extended for at least two years to 12 years, providing there are no apparent damage or defects. Red, however, should not be left out in the field for longer than 10 years because the red coloring at that point has faded too much. Such a policy could save INDOT at least $27,000/year in material costs. KW - Compliance KW - Costs KW - Guidelines KW - Indiana KW - Life cycle costing KW - Maintenance management KW - Red KW - Replacement policy KW - Retroreflectivity KW - Sign sheeting KW - Traffic signs KW - White KW - Yellow UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1661&context=jtrp UR - https://trid.trb.org/view/659856 ER - TY - RPRT AN - 00960075 AU - Fricker, J D AU - Kumapley, R K AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - UPDATING PROCEDURES TO ESTIMATE AND FORECAST VEHICLE-MILES TRAVELED PY - 2002/12 SP - 142 p. AB - Procedures developed for the estimation of Vehicle-Miles of Travel (VMT) have been fraught with problems of inaccuracy. Emphasis on environmental issues (air quality), as mandated by current regulations (Clean Air Act Amendments, Intermodal Surface Transportation Efficiency Act of 1991, and Transportation Equity Act for the 21st Century), requires State departments of transportation (DOTs) to accurately estimate travel on their highway infrastructure. The Federal Highway Administration (FHWA) has developed, and subsequently modified, the Highway Performance Monitoring System (HPMS) to assist in data collection and reporting. The Indiana Department of Transportation (INDOT) currently estimates VMT by a method that closely follows the HPMS method. Since roads that are not on the state highway system (minor collectors, urban collectors and local) are not represented in the estimation procedure, INDOT is uncomfortable with the accuracy of the statewide VMT estimates reported to the FHWA. Cross-classification models are being developed, based on licensed driver and household travel characteristics, with data from the Nationwide Personal Transportation Survey (NPTS). These models are intended to address the problems of sampling bias associated with current VMT estimation procedures because they are independent of highway functional class. Variables adopted in these models include average annual miles driven per licensed driver, by sex and age cohort, and average annual household VMT based on selected demographic and socioeconomic characteristics. KW - Accuracy KW - Estimating KW - Forecasting KW - Highway Performance Monitoring System KW - Nationwide Personal Transportation Survey KW - Procedures KW - Vehicle miles of travel UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1685&context=jtrp UR - https://trid.trb.org/view/659855 ER - TY - RPRT AN - 00943426 AU - Shoukry, S N AU - Fahmy, M R AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - OPTIMIZATION OF CONCRETE SLAB GEOMETRY FOR ENHANCED RIGID PAVEMENT PERFORMANCE AND SERVICE LIFE PY - 2002/12 SP - 249 p. AB - The objective of this project was to identify the effect of slab geometry on the stresses induced in dowel jointed concrete pavement slabs due to the combined effect of thermal gradient and moving traffic loads. Nonlinear 3D Finite Element was used to simulate the rigid pavement structure. The model was verified by comparing its response to a three-axle dump truck with the actual response measured on an Ohio test road using strain gauges. The influence of different parameters such as slab length, slab thickness, axle load speed, axle load magnitude, axle configuration, and concrete modulus of elasticity was investigated. Different magnitudes of nonlinear positive and negative thermal gradients that vary up to +/- 26 deg F were applied through the concrete slab thickness and the model response was obtained for both tandem and tridem axle loading. The results indicate that the combination of axle loading and positive temperature gradient applied to an initially flat slab produces high stresses that may lead to bottom-up cracks. Under negative gradient conditions, axle loading may lead to top-down cracks. The stresses induced in a 20 ft slab are generally larger than the stresses induced in a 15 ft slab under the same conditions of thermal gradient and moving axle loads. The major recommendation of this project is that thermal stresses due to temperature variations should be accounted for in concrete pavement design procedures. Edge loading should be used as the most critical loading position in designing rigid pavements. The levels of stresses observed under different loading conditions are small compared to the failure stress of concrete. Skewed joints did not show any significant improvement in performance over straight joints. KW - Axle configuration KW - Axle loads KW - Finite element method KW - Geometry KW - Modulus of elasticity KW - Optimization KW - Pavement cracking KW - Pavement design KW - Pavement edge KW - Pavement joints KW - Pavement performance KW - Rigid pavements KW - Service life KW - Slabs KW - Stresses KW - Temperature gradients KW - Traffic loads UR - https://trid.trb.org/view/643503 ER - TY - JOUR AN - 00942323 JO - Publication of: University of Illinois, Urbana-Champaign PB - University of Illinois, Urbana-Champaign AU - Gharaibeh, N G AU - Darter, M I AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - LONGEVITY OF HIGHWAY PAVEMENTS IN ILLINOIS---2000 UPDATE PY - 2002/12 SP - 64 p. AB - Results of the latest round of pavement longevity studies in Illinois provide updated performance data through 2000 for hot mix asphalt concrete (HMAC), jointed reinforced concrete pavement (JRCP), and continuously reinforced concrete pavement (CRCP) new construction as well as asphalt concrete (AC) overlays (first, second, and third overlays) of these original pavements. The Illinois Department of Transportation (IDOT) has periodically conducted pavement longevity studies to assess the longevity and load carrying capacity of these new and rehabilitated pavements so that any needed improvements to design, construction, or rehabilitation could be identified and implemented in a timely manner. These studies were conducted on over 2000 centerline miles of Interstate and other freeways that were constructed beginning in the 1950's in Illinois. Significant findings were obtained on the performance of the original pavements and overlays that will be of value to designers and administrators to improve pavement cost effectiveness and life. Key findings show the impact on longevity and load carrying capacity of pavement type (HMAC, JRCP, CRCP), slab thickness, geographic location (north or south), D-cracking, and AC overlay thickness (coupled with pre-overlay condition). The study also provides models for predicting the probability of survival for various designs of original pavements and AC overlays in Illinois for use in pavement management. KW - Asphalt concrete pavements KW - Asphalt mixtures KW - Bearing capacity KW - Concrete pavements KW - Construction KW - Continuously reinforced concrete pavements KW - Cost effectiveness KW - Forecasting KW - Freeways KW - Highways KW - Hot mix asphalt KW - Illinois KW - Interstate highways KW - Location KW - Overlays (Pavements) KW - Pavement design KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Reinforced concrete KW - Service life KW - Thickness UR - http://ntl.bts.gov/lib/24000/24800/24893/IL_Survival_Report_2002_Final.pdf UR - https://trid.trb.org/view/645148 ER - TY - RPRT AN - 00942459 AU - Courage, K AU - Stephens, B AU - Gan, A AU - WILLIS, M AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - TRIPLE LEFT-TURN LANES AT SIGNALIZED INTERSECTIONS PY - 2002/12 SP - 175 p. AB - The use of triple left turns is seen as a means to meet constantly increasing traffic demand at signalized intersections. Although triple left turns have been in use for a number of years and their operational benefits are documented, they are still considered a relatively new design alternative that many agencies are reluctant to approve. While some excellent guidelines appear in the literature, there are no universal standards that apply. The objectives of this project were to investigate the current usage of triple left turns from an operational, safety and modeling perspective and to develop guidelines for triple left-turn installations based on these findings. The project tasks included: review of existing studies of operations and safety, as well as guidelines used by other states for double and triple left turns; conduct of operational analyses to determine the capacity parameters of multiple left-turn lanes; modeling of triple left-turn lane operations with available intersection and arterial performance analysis software products; assessment of the safety performance of triple left turns, identifying crash patterns with associated intersection features and comparing the safety performance of triple and double left-turn lane configurations; and development of recommended criteria for adding turn lanes and/or new construction that includes triple left-turn lanes. The results of these analyses suggested that triple left turns can produce substantial operational benefits. However, an increase in crash rates was noted at some locations. It was also observed that existing traffic models do not treat triple left turns explicitly and can therefore only offer an approximation of their operation. The principal product of the study was a set of guidelines recommended for incorporation into the Florida Department of Transportation's Traffic Engineering Manual. KW - Benefits KW - Crash rates KW - Guidelines KW - Highway capacity KW - Highway operations KW - Highway safety KW - Left turn lanes KW - Signalized intersections KW - Traffic models KW - Triple left turn lanes UR - https://trid.trb.org/view/643197 ER - TY - RPRT AN - 00942458 AU - Bloomquist, D G AU - Gutz, A J AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PRECAST BOX CULTERT SYSTEMS: DESIGN LIVE LOADS ON BOX CULVERTS PY - 2002/12 SP - 88 p. AB - This report discusses the development of equations to calculate live loads for the design of precast concrete box culverts. The equations generate a uniformly distributed live load based on the depth of fill above the culvert. The method of superposition was used to calculate stresses on the box culvert's top slab. The American Association of State Highway and Transportation Officials (AASHTO) design tandem and design truck loads were used in the generation of the expected live loads. These loads were then used to calculate shears and moments in the culvert's slab. An equivalent uniform load that produced the same maximum shear or moment as did the AASHTO trucks was then computed. These equivalent loads were then plotted versus soil depth to develop design equations. Based on the results, the final design equation may eventually be used in lieu of the AASHTO method currently used to generate design live loads. The calculated stresses, as well as the shears and moments, match closely to those generated by the AASHTO method. The final equation should offer the design engineer a significant saving of both time and energy, without sacrificing accuracy or effectiveness. This final design equation could possibly be verified and refined by field testing; namely, a field loading of a culvert. Recommendations for further study are included. KW - Box culverts KW - Design KW - Equations KW - Live loads KW - Moments (Mechanics) KW - Precast concrete KW - Shear stress KW - Stresses UR - https://trid.trb.org/view/643196 ER - TY - RPRT AN - 00942460 AU - Courage, K AU - Stephens, B AU - Gan, A AU - WILLIS, M AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - TRIPLE LEFT-TURN LANES AT SIGNALIZED INTERSECTIONS: EXECUTIVE SUMMARY PY - 2002/12 SP - 5 p. AB - The use of triple left turns is seen as a means to meet constantly increasing traffic demand at signalized intersections. Although triple left turns have been in use for a number of years and their operational benefits are documented, they are still considered a relatively new design alternative that many agencies are reluctant to approve. While some excellent guidelines appear in the literature, there are no universal standards that apply. The objectives of this project were to investigate the current usage of triple left turns from an operational, safety and modeling perspective and to develop guidelines for triple left-turn installations based on these findings. This executive summary of the final report gives the objectives and tasks of the project, followed by a summary of results and list of recommendations. KW - Benefits KW - Crash rates KW - Guidelines KW - Highway capacity KW - Highway operations KW - Highway safety KW - Left turn lanes KW - Signalized intersections KW - Traffic models KW - Triple left turn lanes UR - https://trid.trb.org/view/643198 ER - TY - RPRT AN - 00941443 AU - Saadeghvaziri, M A AU - Hadidi, R AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - CAUSE AND CONTROL OF TRANSVERSE CRACKING IN CONCRETE BRIDGE DECKS PY - 2002/12 SP - 203 p. AB - Many concrete bridge decks develop transverse cracking and most of these cracks develop at early ages, some right after construction and some after the bridge has been opened to traffic for a period of time. Transverse cracks usually occur when concrete is set and widen with time. These cracks have been observed in most geographical locations and on many superstructure types. It is estimated that more than 100,000 bridges in the United States develop early transverse cracks. These cracks are typically full depth, located 1-3 m (4-12 ft) apart along the length of the span, and usually observed over transverse reinforcement. It has been reported that transverse cracking is the predominant form of deck cracking. These cracks reduce the service life of the structure and increase maintenance costs, which is of paramount importance in highway maintenance activities. Transverse cracks accelerate reinforcement corrosion, especially in regions where deicing chemicals are applied. Corrosion damage has been observed even on epoxy coated reinforcing bars. Freeze-thaw cycles of water in cracks and leakage of water to supporting structures may also reduce service life of structures. Cracks in concrete occur when a restraint mass of concrete tends to change volume. Volume change in concrete depends on the properties of its constituents and their proportions as well as environmental conditions such as ambient temperature changes and humidity. Restraint, which is basically due to composite action of deck and girder, depends on design characteristics of the bridge (i.e., structural design factors). Construction techniques also contribute to volume change and/or to degree of restraint of concrete mass. Factors associated with mix design/material and construction procedures have been the subject of a significant number of research studies over the past several decades. Structural design factors, however, have not been the subject of much research in the past and they were the main thrust of this research study. Using 2-D and 3-D linear and nonlinear finite element models many design factors such as girder stiffness, deck thickness, girder spacing, relative stiffness of deck to girder, amount of reinforcements, etc., were studied. The research study also included a comprehensive review of the existing literature as well as survey of 24 bridges in the state of New Jersey. Results of each research task are presented and discussed in detail. Furthermore, based on analytical results and literature review, the effect of various factors are quantified and specific recommendations for possible consideration in design are made. These are classified under the three major categories: 1) material and mix design; 2) construction practice and ambient condition factors; and 3) structural design. A simple Windows application program to more accurately estimate deck stresses during design is also developed under this study. Future research needs are also identified. KW - Bridge decks KW - Concrete KW - Construction management KW - Field studies KW - Finite element method KW - Girders KW - Literature reviews KW - Mix design KW - New Jersey KW - Spacing KW - Stiffness KW - Stresses KW - Structural design KW - Thickness KW - Transverse cracking UR - https://trid.trb.org/view/642690 ER - TY - RPRT AN - 00940579 AU - New England Transportation Consortium AU - Federal Highway Administration TI - NEW ENGLAND TRANSPORTATION CONSORTIUM ANNUAL REPORT FOR CALENDAR YEAR 2001 PY - 2002/12 SP - 57 p. AB - The New England Transportation Consortium (NETC) is a cooperative effort of the transportation agencies of the six New England States, Connecticut, Massachusetts, Rhode Island, Vermont, New Hampshire, and Maine. The states pool professional, academic and financial resources for transportation research leading to the development of improved methods for dealing with common problems associated with the administration, planning, design, construction, operation and maintenance of the region's transportation systems. This annual report presents: 2001 highlights; progress reports on all active projects; financial status of projects active in 2001; and reports, papers and presentations for the years 1988-2001. KW - Administration KW - Annual reports KW - Connecticut KW - Construction and maintenance KW - Design KW - Education and training KW - Maine KW - Massachusetts KW - New England KW - New Hampshire KW - Regional transportation KW - Rehabilitation (Maintenance) KW - Research KW - Rhode Island KW - Transportation planning KW - Vermont UR - http://www.uvm.edu/~transctr/pdf/netc/netc_ann_rpt_2001.pdf UR - https://trid.trb.org/view/731483 ER - TY - RPRT AN - 00941349 AU - Ishimaru, J AU - Hallenbeck, M E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - NORTH SEATTLE ADVANCED TRAFFIC MANAGEMENT SYSTEM (NSATMS) PROJECT EVALUATION PY - 2002/12 SP - 84 p. AB - This report documents the findings of the evaluation of the North Seattle Advanced Traffic Management System (NSATMS) Project. The evaluation was originally designed to analyze the potential transportation benefits and costs of a regional arterial traffic data sharing system that would obtain traffic signal system information (volumes, signal timing plans, etc.) from participating agencies and then share the data among those agencies. The operational goal was to allow each agency to make better control decisions by providing it with real-time knowledge of traffic conditions outside of its own control system boundaries. Because of a series of technical and project management issues, the system as originally envisioned was not successfully implemented. As a result, this evaluation does not include an analysis of direct operational benefits. It does, however, include a discussion of the expected institutional benefits, as well as an extensive "lessons learned" section based on the project team's review of the NSATMS effort. Of particular note were the importance of effective and ongoing lines of project communication, and the critical need to properly evaluate the fundamental nature of the project and provide a well-matched project management structure. The lessons learned from this project provide instructive guidelines for those who are contemplating future ITS system development efforts of comparable scope and complexity. Despite the limited successes of the NSATMS effort, the evaluation team found continued support for the regional arterial ATMS concept within the Puget Sound region. Follow-on research that contributes to a better understanding of the benefits, costs, and technical requirements of an arterial traffic management system is desired by many of the project participants. KW - Advanced traffic management systems KW - Arterial highways KW - Benefits KW - Costs KW - Data sharing KW - Puget Sound Region KW - Real time information KW - Seattle (Washington) KW - Traffic signal control systems UR - http://depts.washington.edu/trac/bulkdisk/pdf/555.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/555.1.pdf UR - https://trid.trb.org/view/642626 ER - TY - RPRT AN - 00941353 AU - Abdulshafi, O AU - Fitch, M AU - Kedzierski, B AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - DETERMINATION OF RECYCLED ASPHALT PAVEMENT (RAP) CONTENT IN ASPHALT MIXES BASED ON EXPECTED MIXTURE DURABILITY PY - 2002/12 SP - 102 p. AB - Decreasing supplies of locally available quality aggregate in some areas, growing concern over waste disposal, and the rising cost of asphalt binder have resulted in greater use of recycled asphalt pavement (RAP) for new road construction. Unfortunately, the incorporation of RAP introduces one more variable to consider when predicting the durability of the newly constructed asphalt concrete pavement. Traditional determination of the RAP quantity allowed for addition to the virgin asphalt concrete mix has an empirical nature and is based on viscosity measurement of a blended binder. The primary objective of this study was to develop an implementable testing procedure that will effectively determine recycled asphalt pavement (RAP) content limits based on mix durability loss. The research approach involved laboratory examination of twenty intermediate course bituminous concrete mixes, to evaluate changes in asphalt binder properties and mix durability resulting from the addition of various levels of RAP. Specimens of virgin asphalt binder and blended virgin/RAP binder were tested (both non-aged and oven-aged) by Dynamic Shear Rheometer (DSR) and Bending Beam Rheometer (BBR) to evaluate stiffness properties at various temperatures. Bituminous mix specimens compacted at optimum binder contents were tested (both non-conditioned and moisture-conditioned) for indirect tensile strength and absorbed energy characteristics. Non-conditioned specimens were also tested for unconfined compressive strength. The BBR test results indicate that creep stiffness of blended asphalt binder increases with increasing RAP content. The moisture damage test results indicate that RAP addition has an effect on the durability performance of bituminous concrete. A procedure based on the Absorbed Energy concept is suggested for use by the Ohio Department of Transportation for determining optimum RAP content when designing a bituminous concrete mix. Recommended values of Indirect Tensile Strength and Absorbed Energy (prior to aging and after aging) are provided for use in classifying potential durability performance of bituminous mixes containing RAP. KW - Asphalt concrete KW - Asphalt pavements KW - Binder content KW - Bituminous binders KW - Compressive strength KW - Durability KW - Energy absorption KW - Laboratory tests KW - Mix design KW - Recycled asphalt pavements KW - Recycled materials KW - Rheometers KW - Stiffness KW - Tensile strength UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51882829 UR - https://trid.trb.org/view/642630 ER - TY - RPRT AN - 00941336 AU - Huo, X S AU - Crouch, L K AU - Zhu, P AU - Ung, F AU - Goodwin, W A AU - Tennessee Technological University, Cookeville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL STUDY OF OPTIMAL ERECTION SCHEDULE OF PRESTRESSED CONCRETE BRIDGE GIRDERS PY - 2002/12 SP - 314 p. AB - A high performance concrete (HPC) bridge was instrumented for short-term and long-term behaviors of prestressed beams. The bridge is a twin-bridge over Pistol Creek in Blount County, Tennessee. The beams in one bridge lane were of high strength concrete (HSC) with a specified compressive strength of 10,000 psi and the ones in the other lane were of normal strength concrete (NSC) with a specified compressive strength of 6,000 psi. The primary objectives of the research were to experimentally study the time-dependent behaviors of HSC and NSC bridge beams and cast-in-place concrete deck and diaphragm during various stages of construction and service and to investigate the optimal erection schedule for HSC bridge beams. The selected bridge was instrumented for measurements of concrete temperature, strains of prestressed beams, strains of cast-in-place decks and diaphragms, and cambers of prestressed beams during curing and other stages. Material properties of both concretes were obtained through laboratory tests. A live load test was conducted for the evaluation of distribution factors of live load moment. Based on the test results and analytical studies several conclusions and recommendations were drawn for the design and construction of HSC bridges. The deformation of HSC beams developed rapidly during the early age and stabilized after 30-45 days in the study. No significant changes were observed in strain and camber after 45 days. Therefore, the HSC beams could be erected after having stayed in a producer's yards for 45 days. Use of lower curing temperature for HSC beams was a successful practice in this study. All of HSC beams used in the project achieved the required strength of 10,000 psi at 28 days. The current method of deck construction may need some improvements for HSC bridge because a large differential shrinkage between deck concrete and HSC beam concrete may cause tensile strains in HSC bridge deck. A fogging system could be used to prevent rapid evaporation of moisture from fresh deck concrete and reduce the early shrinkage of concrete. The distribution factor of live load moment calculated from Henry's method was the closest one to finite element analysis and live-load test results. KW - Beams KW - Bridge decks KW - Bridge design KW - Cast in place concrete KW - Compressive strength KW - Concrete curing KW - Construction KW - Construction scheduling KW - Curvature KW - Diaphragms (Engineering) KW - Girders KW - High performance concrete KW - High strength concrete KW - Laboratory tests KW - Live loads KW - Load tests KW - Prestressed concrete KW - Properties of materials KW - Strain (Mechanics) KW - Temperature KW - Time dependent behavior UR - http://www.tdot.state.tn.us/longrange/reports/Res-1188.pdf UR - https://trid.trb.org/view/642612 ER - TY - RPRT AN - 00941266 AU - Wilde, E M AU - Sandau, K L AU - Kennelly, P J AU - Lopez, D A AU - Montana Bureau of Mines and Geology AU - Montana Department of Transportation AU - Federal Highway Administration TI - COMPILATION OF LANDSLIDE LOCATION MAPS AND INDEX FOR IDENTIFICATION OF SLIDE-PRONE AREAS: A PILOT STUDY FOR THE BUTTE DISTRICT PY - 2002/12 SP - 142 p. AB - The Montana Bureau of Mines and Geology, with support from the Montana Department of Transportation (MDT), has completed a pilot study and compilation of landslide data for MDT's District 2 (Butte/Bozeman area) in southwestern Montana. A total of 4,640 landslides within District 2 have been identified and included in the database developed during the project. The geographic information system (GIS) coverages derived from the database enable identification of areas containing high concentrations of landslides, and when combined with other data such as geologic maps, the underlying causes and probable triggers can be identified for many areas. The database structures and procedures designed in this project can be expanded to cover additional areas of Districts if further work is undertaken. The landslides included in this project were located by field mapping, airborne reconnaissance, aerial-photograph interpretation, and from literature references. They are compiled by location, type, geologic aspect and size into a database that supports GIS coverages. Locations were originally plotted on from three to five 1:250,000-scale maps sheet, and then each map was scanned into a GIS coverage. Each coverage required extensive editing to eliminate any duplicate information or movement outlines. Once the shape files/coverages were complete and combined into a single coverage, the attributes for each location were entered. At a minimum, the information for each location includes the basic landslide classification (type of material, type of movement) and the location of the movement (in both latitudes/longitude and state plane coordinates). It is important to note that landslides less than 500 ft (150 m) in the longest dimension cannot be shown because of the map scale. Of the 4,640 landslide locations identified, the material involved was classified as earth in 1,922 landslides (41.5%), as debris in 2,556 landslides (55%), and as rock in 162 (3.5%) of them. The most important movement types identified are slide and flow. The largest number of landslides were identified as slides, 2,759 (59.5%), 1,813 were identified as flows (39%), 54 were identified as composite or compound (1.2%), and for 14 (0.3%), the movement or material could not be determined. A priority rating was assigned to each area containing clusters or large numbers of landslides. The report was loosely based on the number of objects that could be affected if renewed or additional movement occurred. The possible risk was assessed against the other clustered areas within the same 1:250,000- or 1:100,000-scale area. A scale of 1-5 was used with one as the highest priority indicating that more detailed investigation including a hazard assessment should be done. All parts of District 2 have clustered landslide areas, however, the Ennis 1:100,000-scale quadrangle area is considered overall to have the highest priority. KW - Aerial photography KW - Butte District (Montana) KW - Classification KW - Data collection KW - Debris slides KW - Earthflows KW - Geographic information systems KW - Hazard analysis KW - Landslides KW - Literature reviews KW - Location KW - Maps KW - Pilot studies KW - Risk assessment KW - Rockslides KW - Strategic planning UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/landslide/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45818/final_report39.pdf UR - https://trid.trb.org/view/642558 ER - TY - RPRT AN - 00941265 AU - Janoo, V AU - Greatorex, A AU - U.S. Army Cold Regions Research and Engineering Laboratory AU - Montana Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE OF MONTANA HIGHWAY PAVEMENTS DURING SPRING THAW PY - 2002/12 SP - 120 p. AB - Highway pavements in seasonal frost areas undergo annual freeze-thaw cycles. Pavements constructed for the design load capacity can become weak during spring thaw. In 1995, the Montana Department of Transportation (MDT) initiated a study on developing road restrictions during the spring thaw. Selected sites throughout Montana were instrumented. Field measurements of deflection, moisture, and temperature were made during the winter/spring of 1996-1997 and 1997-1998. The analysis determined thaw-weakening characteristics of the sites and developed subgrade modulus values for use in future design of pavement structures in Montana. Based on the moisture data, the base course layers at Dickey Lake, Wolf Point, Scobey/Redstone, and East Glacier are prone to thaw weakening. Deflection data indicate that the bases at Bull Mountain, Swan Lake, and Scobey/Redstone may be prone to thaw weakening. The subgrade at Dickey Lake, East Glacier, Bull Mountain, Swan Lake, and Scobey/Redstone may also be prone to thaw weakening. The length of thaw weakening varied from 4 days (Scobey/Redstone) to 3 weeks (East Glacier). This report provides a general description of the test sites, the measurements and analysis of the data, results of the analysis, and recommendations based on the results. In addition, the report quantifies the effects of thaw weakening on typical roads in Montana based on deflection, surface and subsurface moisture, temperature, and other atmospheric measurements taken by MDT. KW - Deflection KW - Field tests KW - Measurement KW - Modulus of resilience KW - Moisture content KW - Montana KW - Pavement performance KW - Seasonally frozen ground KW - Spring KW - Subgrade (Pavements) KW - Temperature KW - Test sections KW - Thaw KW - Thaw weakening UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/springthaw/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45843/final_report65.pdf UR - https://trid.trb.org/view/642557 ER - TY - SER AN - 00939837 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - HELP WITH CONVERTING PAVEMENT SMOOTHNESS SPECIFICATIONS PY - 2002/12 SP - 4 p. AB - Pavement smoothness is a key factor in determining highway user satisfaction. To adequately represent drivers' opinions of roadway conditions, many highway agencies are transitioning to the International Roughness Index (IRI) or to the Profile Index (PI) using a 0.0-mm blanking band (PI sub 0.0) from the PI using a 5-mm or 2.5-mm blanking band (PI sub 5-mm or PI sub 2.5-mm). This has led to the need for correlation equations to relate the current PI sub 5-mm or PI sub 2.5-mm smoothness specification levels with those to be used in the new specifications. To address this issue, research was initiated to develop a practical tool to assist in the transition. Information developed in this research can be used by highway agencies to estimate the level of IRI and PI sub 0.0 smoothness associated with their current pavement smoothness specifications. Key findings of this research include the following: linear equations for converting from PI sub 5-mm and PI sub 2.5-mm to PI sub 0.0 and IRI indices; modified equations to account for effects of climate and pavement type, where statistically appropriate; quantified variability information for each correlation; and IRI and PI sub 0.0 specification levels converted from currently reported agency full-pay levels. This TechBrief provides information on data, analysis, results and applications of this research, as well as recommendations to agencies of ways they can make this research useful. KW - Correlation analysis KW - Equations KW - International Roughness Index KW - Pavements KW - Profile index KW - Smoothness KW - Specifications UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/02112/02112.pdf UR - https://trid.trb.org/view/734800 ER - TY - RPRT AN - 00938153 AU - Stuart, K D AU - Federal Highway Administration TI - UNDERSTANDING THE PERFORMANCE OF MODIFIED ASPHALT BINDERS IN MIXTURES: HIGH-TEMPERATURE CHARACTERIZATION PY - 2002/12 SP - v.p. AB - The overall objective of this study was to determine if the Superpave high-temperature rheological properties of polymer-modified asphalt binders correlate to asphalt mixture rutting resistance. An emphasis was placed on evaluating polymer-modified asphalt binders with identical (or close) high-temperature performance grades (PG's), but varied polymer chemistries. Eleven asphalt binders were obtained for this study: two unmodified asphalt binders, an air-blown asphalt binder, and eight polymer-modified asphalt binders. High-temperature asphalt binder properties were measured by a dynamic shear rheometer (DSR). Mixture rutting resistance was measured by repeated shear at constant height (RSCH), and the French Pavement Rutting Tester (French PRT). The first objective was to verify the findings of a previous study using a different aggregate. In the previous study, it was found that the Superpave high-temperature asphalt binder properties correlated to mixture rutting resistance with few outliers, and a change in high-temperature PG from 70 to 76 increased rutting resistance. However, the correlation between RSCH and asphalt binder G*/sind (delta) depended on DSR frequency. The data suggested that a low DSR frequency, such as 0.1 rad/s, might provide a better grading system than the standard DSR frequency of 10.0 rad/s. This would require a change in the current asphalt binder specification. A diabase aggregate was used in a previous study. The data using a second aggregate, a limestone aggregate, in combination with four of the asphalt binders, agreed with the findings from the diabase mixtures. The second objective was to retest the diabase mixtures at 70 degrees Celsius using RSCH. The test temperatures used in the previous study were 50 degrees Celsius for RSCH and 70 degrees Celsius for the French PRT. The polymer-modified asphalt binders had continuous high-temperature PG's ranging from 71 to 77. Therefore, it was recommended that the test temperature for RSCH be increased to 70 degrees Celsius. Again, the correlation between RSCH and G*/sind was dependent on DSR frequency. The data suggested that a low DSR frequency, such as 0.1 rad/s, might provide a better grading system. However, it is not known whether this finding applies to pavements, or is related to the accelerated nature of the RSCH test. Furthermore, G*/sind (delta) at 0.1 rad/s did not clearly provide a better correlation to RSCH than the high-temperature PG's of the asphalt binders. The degree of correlation between the French PRT and G*/sind at 70 degrees Celsius did not depend on DSR frequency, and there was only one outlier. A correlation between the French PRT and high-temperature PG provided no obvious outliers. No changes to the specification are recommended based on the French PRT results. KW - Asphalt KW - Binders KW - French Pavement Rutting Tester KW - High temperature KW - Mixtures KW - Performance KW - Polymer asphalt KW - Rheological properties KW - Rheometers KW - Rutting KW - Superpave UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/asphalt/pavepubs/02075/index.cfm UR - https://trid.trb.org/view/731723 ER - TY - RPRT AN - 00938138 AU - Johnson, D R AU - Freeman, R B AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - REHABILITATION TECHNIQUES FOR STRIPPED ASPHALT PAVEMENTS PY - 2002/12 SP - 164 p. AB - Asphalt stripping is a fairly common form of distress for pavements in Montana, particularly for pavements that were surfaced with an open-graded friction course. Currently, the technique for rehabilitating these pavements involves the costly removal of most or all of the stripped material, prior to the placement of an overlay. The goal of this research was to determine whether the stripped material can remain in-place, serving as a structural layer within the rehabilitated pavement. This study has involved the construction of five test sites, which were incorporated into larger overlay projects. At each of these sites, stripped material was removed from a control section and stripped material was left in-place for a test section, prior to the placement of the overlay. Leaving stripped asphalt concrete surface material in-place during rehabilitation, to be overlayed with the new asphalt concrete, did not tend to make the rehabilitated pavement more susceptible to either stripping damage or load-induced damage. Life-cycle cost analyses should consider rate of stripping deterioration (in./year) to new asphalt concrete to be the same, whether or not stripped material is removed prior to placing an overlay. Overlay thickness and mix design methods for resisting stripping are the important factors for extending the life of a rehabilitated stripped asphalt pavement. KW - Asphalt concrete KW - Asphalt pavements KW - Life cycle analysis KW - Life cycle costing KW - Mix design KW - Montana KW - Overlays (Pavements) KW - Pavement distress KW - Pavement layers KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Stripping (Pavements) KW - Surface course (Pavements) KW - Thickness UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/remediation_methods.pdf UR - http://ntl.bts.gov/lib/45000/45800/45839/remediation_methods61.pdf UR - https://trid.trb.org/view/730511 ER - TY - RPRT AN - 00938125 AU - Vu, P AU - Shankar, V AU - Chayanan, S AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ECONOMIC IMPACTS OF ACCESS MANAGEMENT PY - 2002/12 SP - 62 p. AB - Access management has been widely defined as the planning, design, and implementation of land use and transportation strategies that control the flow of traffic between roads and surrounding land. Management and control of vehicular, pedestrian, bicycle, air, and sea traffic occurs through various forms of access, including traffic signals, turning lanes and restrictions, driveway spacing management, intelligent transportation systems, gating and hubbing schemes, and port terminal management. The engineering of transportation systems thus involves access management as a critical negotiations tool. Previous studies on access management have focused mainly on the positive benefits of access management relating to reductions in accident counts and severities, and improvement in traffic flow. However, the evolution of transportation systems design is also influenced greatly by the perceptions of system users, and to date, research on perceptions of access has been limited. User perceptions of access affect business vitality as well as residential quality of life. This study addressed the perceived economic impacts that access management has specifically on businesses. This study collected 280 surveys from businesses along six major commercial corridors in Western Washington, as well as business-related data from geographic information systems. The researchers then focused on statistical frameworks for analyzing perceived economic impacts. Perceived economic impact due to access management was first assumed and then later proven to correlate implicitly and explicitly to perception of accessibility for any given business. Model estimation was conducted by using joint density models to capture the perceptual inter-relationships between business accessibility and patronage. Factors found to be statistically significant included business type, business operational variables, corridor and street environment variables, and willingness-to-pay amounts. The identification of significant business factors offers insights into how businesses view access management. In the dialogue on design requirements between public development review units and private land developers, such information can provide a successful and efficient negotiations tool. KW - Access control (Transportation) KW - Accessibility KW - Attitudes KW - Businesses KW - Commercial strips KW - Economic impacts KW - Geographic information systems KW - Land use KW - Surveys KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/554.1.pdf UR - https://trid.trb.org/view/730500 ER - TY - RPRT AN - 00938456 AU - Garber, N J AU - Wang, H AU - Charoenphol, D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ESTIMATING THE SUPPLY AND DEMAND FOR COMMERCIAL HEAVY TRUCK PARKING ON INTERSTATE HIGHWAYS: A CASE STUDY OF I-81 IN VIRGINIA PY - 2002/12 SP - 63 p. AB - The increasing number of trucks traveling on Virginia highways has led to a growing demand for public rest areas and private truck stops. This study developed a methodology to determine the supply and demand for commercial heavy truck parking using I-81 in Virginia as a case study. In this study, "supply" was defined as the number of parking spaces available for large truck parking, and "demand" at a given time was defined as the sum of the parking accumulation and the illegal parking. Extensive data on the characteristics of large truck parking including parking duration and accumulation for different times of day were obtained. Data were obtained at 14 public rest areas and 29 private truck stops. Detailed information was also obtained on the characteristics of each truck stop and rest area, including the location; number and types of parking spaces; and availability of other facilities, such as restaurants and showers. Two types of questionnaire surveys were conducted. The first involved truck drivers, and the second involved truck stop managers/owners. The data collected were used to develop models to describe the relationship between parking accumulation and independent variables such as traffic volume on the highway, truck percentage, parking duration, and the distance of a truck stop from the interstate. The models developed were then used to estimate demand in 10 and 20 years. Any shortfall in supply with respect to the estimated demand was then determined for each truck stop and the entire highway. The results indicated that the existing maximum demand is 2,947 parking spaces, which exceeds the supply by 309 spaces. This deficiency will increase to 1,193 and 1,463 spaces in 2010 and 2020, respectively, if the number of parking spaces for large trucks does not increase. KW - Case studies KW - Data collection KW - Demand KW - Forecasting KW - Interstate highways KW - Location KW - Parking demand KW - Parking duration KW - Parking facilities KW - Questionnaires KW - Roadside rest areas KW - Supply KW - Surveys KW - Truck drivers KW - Truck stops KW - Trucking KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/03-r4.pdf UR - http://ntl.bts.gov/lib/19000/19900/19953/PB2003101583.pdf UR - http://ntl.bts.gov/lib/37000/37100/37113/03-r4.pdf UR - https://trid.trb.org/view/730677 ER - TY - RPRT AN - 00938458 AU - Clemena, G G AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - TESTING OF SELECTED METALLIC REINFORCING BARS FOR EXTENDING THE SERVICE LIFE OF FUTURE CONCRETE BRIDGES: SUMMARY OF CONCLUSIONS AND RECOMMENDATIONS PY - 2002/12 SP - 12 p. AB - This report summarizes the major conclusions drawn from its companion reports, which described investigations conducted using a stainless steel-clad bar, selected stainless steel bars (304, 316LN, and duplex 2205), and a carbon steel bar in concrete and in simulated concrete pore solutions (with various concentrations of chloride and pH) to assess the comparative corrosion resistance of the clad bar. The most important conclusion is that stainless steel cladding serves as an excellent protection for the carbon steel core. The clad bars and the solid stainless steel bars tolerated the same concentration of chloride ions without corroding, a level that was at least 15 times more than the corrosion threshold for carbon steel bars. Simple cost comparisons demonstrated that the clad bar is also a cost-effective reinforcement for extending the service life of future concrete bridges. Based on its excellent corrosion resistance and reasonable price, the study recommends that the clad bars be used in the construction of new concrete bridges in Virginia as long as the mechanical and physical characteristics of the bars are at least equivalent to those specified by the American Society for Testing and Materials in ASTM A 615. KW - Carbon steel KW - Chloride content KW - Clad metals KW - Corrosion resistance KW - Cost effectiveness KW - pH value KW - Recommendations KW - Reinforced concrete bridges KW - Reinforcing bars KW - Service life KW - Stainless steel KW - Testing UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/03-r7.pdf UR - http://ntl.bts.gov/lib/37000/37100/37116/03-r7.pdf UR - https://trid.trb.org/view/730679 ER - TY - RPRT AN - 00938455 AU - Kelly, R G AU - Hudson, J K AU - Ross, R A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A PROTOTYPE VERSION OF AN EMBEDDABLE CORROSIVITY MEASURING INSTRUMENT FOR REINFORCED CONCRETE PY - 2002/12 SP - 23 p. AB - To address the problem of safely and quantifiably detecting corrosion in a cost-effective and timely manner, the University of Virginia and Virginia Technologies, Inc., have developed a remotely accessible, networked, embedded corrosion instrument. The instrument measures the corrosion rate and open circuit potential of a sample of black steel reinforcement in the concrete of interest. It does not directly measure the corrosion parameters of the nearby bars in the reinforcement network but instead measures the corrosivity of the concrete environment nearby. The instrument also measures the conductivity of the concrete, which can be used to assess the moisture content of the concrete. An onboard temperature sensor records the internal temperature of the concrete and a Ag/AgCl ion specific electrode can detect increasing changes in chloride concentration. These measurements combined provide a fairly comprehensive snapshot of the internal electrochemical corrosivity of the structure. The instrument also contains the necessary circuitry to stimulate and measure a strain gauge external to the instrument, which can be used to measure mechanical stresses caused by the buildup of corrosion products on the reinforcement steel. A rugged, environmentally sealed enclosure was designed and molded to provide protection for the electronics, a rigid mounting surface for the electrodes, and features for mounting the instrument to the rebar. A finite element analysis was performed for the enclosure embedded in a bridge deck to show that the Embedded Corrosion Instrument could withstand the compressive and tensile forces encountered in the bridge without rupturing or compromising the integrity of the bridge. Successful laboratory tests of the prototype were performed that demonstrate its ability to detect changes in corrosivity, analyze them, and communicate them in a useable form to the operator. In the spring of 2002, four instruments were installed in the 29/460 interchange near Lynchburg, Virginia. Their functionality is being monitored via a wireless cellular connection. Thus, there is no need to visit the site to collect corrosion information. The entire system is powered directly from the rechargeable battery. The solar panel is used to maintain the charge level of the battery. A single battery is being used to power all of the microinstruments installed on a bridge. The most important achievements of the project are the development, demonstration, and field installation of a microinstrument prototype that can measure multiple parameters relevant to corrosivity and communicate this information via a wireless cellular connection to a central site. Specific recommendations include continued monitoring of the instruments installed in the 29/460 interchange, and expansion of microinstrument use to long-term laboratory measurements at the Virginia Transportation Research Council in studies of inhibitors and other corrosion mitigation strategies. KW - Bridge decks KW - Chloride content KW - Corrosion KW - Electrical conductivity KW - Electrochemical corrosion KW - Electrodes KW - Embeddable instruments KW - Environmentally sealed enclosure KW - Measuring instruments KW - Microinstruments KW - Moisture content KW - Monitoring KW - Prototypes KW - Rechargeable batteries KW - Reinforced concrete KW - Remote sensing KW - Solar energy KW - Stress corrosion KW - Temperature sensors KW - Wireless communication systems UR - http://ntl.bts.gov/lib/37000/37100/37114/03-cr10.pdf UR - https://trid.trb.org/view/730676 ER - TY - RPRT AN - 00938457 AU - Clemena, G G AU - Virmani, Y P AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - TESTING OF SELECTED METALLIC REINFORCING BARS FOR EXTENDING THE SERVICE LIFE OF FUTURE CONCRETE BRIDGES: TESTING IN OUTDOOR CONCRETE BLOCKS PY - 2002/12 SP - 27 p. AB - To meet the challenge of a design life of 100 years for major concrete bridges, economical and corrosion-resistant reinforcing bars will be needed. The preliminary results for stainless steel-clad bars in a recent investigation funded by the Federal Highway Administration suggested that stainless steel-clad bars could quality. To verify these results, this investigation compared the behavior of clad bars, three solid stainless steel (316LN, 304, and 2205) bars, and the traditional carbon steel bars in test concrete blocks exposed to weekly cycles of ponding with a saturated salt solution and drying. Regular measurements of electrochemical parameters such as macrocell current, corrosion rate, and open-circuit potential throughout the first 700 days of exposure indicated that the clad bars and the three solid stainless steel bars have virtually the same excellent resistance to corrosion. Whereas the carbon steel bars started to corrode after only 90 days of exposure, the other bars did not evidence any discernible corrosion activity, even after 700 days. A comparison of the estimated chloride concentrations at 90 and 700 days indicated that the clad bars and the stainless steel bars could tolerate at least 15 times more corrosive chloride ions than could the carbon steel bars. KW - Carbon steel KW - Chloride content KW - Clad metals KW - Corrosion resistance KW - Electrochemical corrosion KW - Reinforced concrete bridges KW - Reinforcing bars KW - Service life KW - Stainless steel KW - Testing UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/03-r6.pdf UR - http://ntl.bts.gov/lib/37000/37100/37115/03-r6.pdf UR - https://trid.trb.org/view/730678 ER - TY - RPRT AN - 00938446 AU - Dougan, C E AU - Aultman-Hall, L AU - Choi, S N AU - Hobson, C AU - Overturf, B AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - LATERAL VARIATION IN PAVEMENT SMOOTHNESS PY - 2002/12 SP - 56 p. AB - Current performance-based contracting specifications employ International Roughness Index (IRI) to measure the smoothness of a pavement as perceived by the motorist. This parameter is measured in the outer or right-hand traffic lane and requires an understanding of how smoothness, as measured by IRI, varies spatially, with time and other design factors. Recently the change in traffic flow characteristics where heavy volumes of traffic travel in the left-hand lane or lanes of multi-lane highways has raised issues as to whether or not measurements in the outer lane represent a "worst case" condition for the assessment of pavement performance and design considerations. To assess these variables a large field data set of IRI data across all lanes of four multi-lane highways was collected during field photolog operations by Connecticut Department of Transportation staff. These data were analyzed to determine if there were statistical differences laterally on the test routes. It was concluded that there are smoothness differences in adjacent lanes of multi-lane freeways, which are consistent, random and small in value (0.2 m/km). No strong causal relationships were found in the variables studied, age, pavement design and type, or traffic load. Rutting was found to have more influence on IRI than cracking. Large values recorded, outliers, are associated with construction and maintenance activities. KW - Field data KW - International Roughness Index KW - Lateral variation KW - Multilane highways KW - Pavement design KW - Pavement performance KW - Performance based specifications KW - Rutting KW - Smoothness KW - Traffic loads UR - http://docs.trb.org/00938446.pdf UR - https://trid.trb.org/view/730667 ER - TY - RPRT AN - 00938448 AU - Overturf, B J AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A GIS-BASED RIGHTS-OF-WAY OUTDOOR ADVERTISING SIGN INFORMATION SYSTEM (OASIS) PY - 2002/12 SP - 16 p. AB - Due to the increased workload and new requirements being legislated to manage and maintain data on billboard advertising, Connecticut Department of Transportation (ConnDOT) staff sought to develop an effective means to address these needs using a concept provided by ConnDOT's photolog group. Research was conducted to define data acquisition and management needs. Field photolog vans were outfitted with side-facing image and data acquisition systems, coupled with Global Positioning System (GPS) data and complimentary digital images via hand-held cameras. A database was developed to collect, maintain and provide instantaneous access to billboard advertising data and information. The system has been implemented and shown to have a cost benefit ratio of 1.94 over a ten-year period of time. KW - Benefit cost analysis KW - Data collection KW - Databases KW - Geographic information systems KW - Global Positioning System KW - Handheld devices KW - Management KW - Photologging KW - Right of way (Land) KW - Roadside advertising UR - http://docs.trb.org/00938448.pdf UR - https://trid.trb.org/view/730669 ER - TY - RPRT AN - 00938052 AU - Jones, B AU - Griffith, A AU - Haas, K AU - Oregon Department of Transportation AU - Federal Highway Administration TI - EFFECTIVENESS OF DOUBLE FINES AS A SPEED CONTROL MEASURE IN SAFETY CORRIDORS PY - 2002/12 SP - 69 p. AB - The use of elevated traffic fines, and specifically doubling of applicable traffic fines under certain conditions, is widely used in Oregon as a speed control measure. Double fines have applied to "safety corridors" in Oregon since 1999. Double fine signing in safety corridors has been used on a trial basis in two locations. While safety advocates promote the use of signing to alert drivers of double fines, there has been little if any compelling evidence produced to date that it is effective in crash reduction. This research effort is based on a telephone survey of 651 adult Oregon drivers, who were asked about their decision to speed in a variety of different situations, to determine whether their judgments differed from one situation to another. The results were used to infer indirectly whether double fine signing was influencing their judgments. The analysis of the survey results showed that when considering safety corridors, people do not report the same elevated perception of crash risk that they report for work zones and school zones. They also do not have the same elevated perception of citation or fine risk. If it is recommended that double fine signing in safety corridors be retained, the report concludes that other countermeasure enhancements should also be considered to achieve more effective speed control in safety corridors. KW - Countermeasures KW - Double fines (Penalties) KW - Fines (Penalties) KW - Highway corridors KW - Highway safety KW - Oregon KW - Risk assessment KW - Safety corridors KW - Schools KW - Signs KW - Speed control KW - Surveys KW - Traffic citations KW - Traffic crashes KW - Traffic safety KW - Work zones UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/EffectDoubleFines.pdf UR - https://trid.trb.org/view/730430 ER - TY - RPRT AN - 00936883 AU - Holcomb, G R AU - Covino, B S AU - Cramer, S D AU - Russell, J H AU - Bullard, S J AU - Collins, W K AU - Bennett, J E AU - Soltesz, S M AU - Laylor, H M AU - Oregon Department of Transportation AU - Federal Highway Administration TI - HUMECTANTS TO AUGMENT CURRENT FROM METALLIZED ZINC CATHODIC PROTECTION SYSTEMS ON CONCRETE PY - 2002/12 SP - 131 p. AB - Cathodic protection (CP) systems using thermal-sprayed zinc anodes are employed to mitigate the corrosion process in reinforced concrete structures. However, the performance of the anodes is improved by moisture at the anode-concrete interface. Research was conducted to investigate the effect of hydrophillic chemical additives, humectants, on the electrical performance and service life of zinc anodes. Lithium bromide and lithium nitrate were identified as feasible humectants with lithium bromide performing better under galvanic CP and lithium nitrate performing better under impressed current CP. Both humectants improved the electrical operating characteristics of the anode and increase the service life by up to three years. KW - Anodes KW - Cathodic protection KW - Concrete structures KW - Corrosion KW - Electric current KW - Humectants KW - Lithium compounds KW - Reinforced concrete KW - Service life KW - Zinc UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Humectants.pdf UR - https://trid.trb.org/view/730127 ER - TY - RPRT AN - 00930700 AU - Mehta, T AU - Mahmassani, H S AU - Bhat, C AU - University of Texas, Austin AU - Federal Highway Administration AU - Texas Department of Transportation TI - IMMEDIATELY APPLICABLE METHODS FOR EVALUATING ENVIRONMENTAL IMPACTS OF INTELLIGENT TRANSPORTATION SYSTEMS (ITS)(REVISED) PY - 2002/12 SP - 62 p. AB - This report provides an overview of the various methodologies for assessing the impacts of Intelligent Transportation Systems (ITS) on the environment. The report also discusses the general ITS evaluation framework and the issues that are important in assessing environmental impacts of ITS. The report particularly focuses on immediately applicable (IA) methods. A description of the structure and the assessment methodologies of two of the most widely used IA tools is presented along with the limitation of these tools. KW - Assessments KW - Environmental impacts KW - Intelligent transportation systems KW - Methodology UR - http://www.ce.utexas.edu/prof/bhat/REPORTS/4197_2.pdf UR - http://ntl.bts.gov/lib/19000/19500/19571/PB2002107958.pdf UR - https://trid.trb.org/view/719648 ER - TY - ABST AN - 01557265 TI - Research for the AASHTO Standing Committee on Planning. Task 34. Security Considerations in Transportation Planning AB - The objective of this task is to develop a guidance document to assist transportation planners in addressing security-related issues in transportation planning for surface modes. The document should identify long term security related issues that transportation planners should be thinking about and provide guidance on how to deal with each issue including types of analyses that are appropriate, who needs to be involved in the planning effort, and what outcomes could typically be expected from the planning effort. The issues to be addressed in the guidance document will be derived from the pane session that is to be held at the Transportation Research Board (TRB) Annual Meeting on security issues and transportation planning, as well as other issues that are identified through discussions with transportation planners who are dealing with this issue. KW - Decision making KW - Facilities KW - Investments KW - National Cooperative Highway Research Program KW - Planning KW - Policy making KW - Research projects KW - Security KW - Terrorism KW - Transportation KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909 UR - https://trid.trb.org/view/1346925 ER - TY - ABST AN - 01547266 TI - Surface Transportation Security Research AB - Emergencies arising from terrorist threats highlight the need for transportation managers to minimize the vulnerability of people and assets through incident prevention, mitigation, preparedness, response, and recovery. Managers are seeking to reduce the chances that transportation vehicles and facilities are targets or instruments of terrorist attacks and to be prepared to respond to and recover from such possibilities. The objective of this program is to provide flexible, ongoing, quick-response research on transportation issues related to emergency incident prevention, preparedness, response, and recovery, paying particular attention to potential terrorist threats. Such research should be designed to develop improvements to analytical methods, decision support tools, procedures, and techniques employed by practitioners to support statewide, local, and metropolitan transportation organizations in planning, exercising, and evaluating their security programs. Among the specific subject areas under construction for additional projects are the following: (1) security assessment; (2) infrastructure hardening; (3) counter-terrorism tools for transportation incidents; (4) transit security/counter-terrorism practices; (5) emergency-response preparedness and training; (6) information technology crisis response procedures; (7) evacuation planning; and (8) business recovery. KW - Emergency response time KW - Evacuation KW - Incident management KW - Infrastructure KW - National Cooperative Highway Research Program KW - Prevention KW - Research projects KW - Security checkpoints KW - Terrorism KW - Transit safety KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1334247 ER - TY - ABST AN - 01543433 TI - Legal Problems Arising out of Highway Programs. Topic 10-1. Revision of Articles Pertaining to Highway Construction Contracting AB - This project will combine and condense approximately 1,000 pages of contracting articles, as supplemented, from Selected Studies in Highway Law. KW - Construction management KW - Contracting KW - Documents KW - Highways KW - Legal factors KW - National Cooperative Highway Research Program KW - Research projects UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=508 UR - https://trid.trb.org/view/1330830 ER - TY - ABST AN - 01543432 TI - Legal Problems Arising out of Highway Programs. Topic 10-6. Civil Rights Issues in Project Sitings AB - This project explored civil rights issues implicated by transportation siting decisions, including issues that arise under Executive Order 12898 (President's Environmental Justice Order), Title VI of the Civil Rights Act of 1964, as amended, and implementing regulations (49 U.S.C. 134 and 135). A survey of Court treatment of this issue was conducted. Andrew Biada, Assistant Attorney General, Maryland, was selected as the author for the study. KW - Civil rights KW - Documents KW - Legal documents KW - Location KW - National Cooperative Highway Research Program KW - Project management KW - Research projects UR - https://trid.trb.org/view/1330829 ER - TY - ABST AN - 01543431 TI - Legal Problems Arising out of Highway Programs. Topic 11-01. Revision of Articles Pertaining to Eminent Domain AB - No summary provided. KW - Documents KW - Eminent domain KW - Land KW - Land values KW - Legal documents KW - National Cooperative Highway Research Program KW - Research projects UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=508 UR - https://trid.trb.org/view/1330828 ER - TY - ABST AN - 01557272 TI - Research for the AASHTO Standing Committee on Planning. Task 29. Development of a Multimodal Tradeoffs Methodology for Use in Statewide Transportation Planning: Applications of the Framework AB - The purpose of this task is to apply the framework in real-world situations, using data from state departments of transportation (DOTs). An initial case study will be carried out with Washington DOT to test the concept. This task is intended to initiate the first of several case studies applying the methodology in different context settings. KW - Data collection KW - Multimodal transportation KW - National Cooperative Highway Research Program KW - Real time data processing KW - Research projects KW - State departments of transportation KW - Trade KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1250 UR - https://trid.trb.org/view/1346932 ER - TY - RPRT AN - 01531748 AU - Mallick, Rajib B AU - Kandhal, Prithvi S AU - Brown, Elton Ray AU - Bradbury, Richard L AU - Kearney, Edward J AU - University of Wisconsin, Madison AU - University of New Hampshire, Durham AU - Federal Highway Administration TI - Development of a Rational and Practical Mix Design System for Full Depth Reclaimed (FDR) Mixes PY - 2002/11/22/Final Report SP - 103p AB - This report presents the findings of a research study carried out for the development of a rational and practical mix design system for Full Depth Reclaimed (FDR) mixes. This research project involved selecting project locations, obtaining samples from selected FDR sections, and detailed laboratory testing for evaluation. Planned work involved determination of effect of moisture content, compactive effort and additive content on volumetric and mechanical properties of FDR mixes. The overall work plan consisted of selection of test sections, sampling of materials from test sections, development of a mix design method using the Superpave gyratory compactor, construction of test section, evaluation of in-place materials, refinement of mix design and testing of in-place materials after construction of test sections. Work also included development of a rapid design procedure using the gyratory compactor only, and determination of resilient modulus of subgrade soils. The criteria used for determination of optimum total fluid content are based on the determination of dry density and resilient modulus. Adequate resistance to moisture damage is a significant factor in obtaining good performance from stabilized base course mixes, and departments of transportation (DOTs) should consider any good test that they are comfortable with, to evaluate resistance of designed FDR mixes to moisture damage. Three different types of tests methods have been discussed. Based on the research conducted in this study, it is concluded that the Superpave gyratory compactor can be used successfully for compacting full depth reclamation mixes. Use of a slotted mold is recommended to allow squeezing out of water during compaction of full depth reclamation mixes. Use of samples in sealed bags is recommended for determination of bulk specific gravity in the laboratory. A dry density versus total fluid content criteria can be used to determine the optimum total fluid content. If an asphalt emulsion is used, then the total fluid consists of preexisting water in the material plus the emulsion. Any one of the additives considered in this study improves resistance of FDR against moisture damage. Cement and emulsion plus lime mixes show very high resistance to moisture damage compared to the other mixes. However, on the basis of wet tensile strength, emulsion plus lime is better than any other additive considered in this study. Therefore, use of emulsion and lime, and cement in low percentage, for full depth reclamation of materials similar to the materials studied in this project is recommended. FDR samples for mix design should be compacted to 50 gyrations during mix design, and a minimum of 95% of density of in-place loose mix samples, compacted to 50 gyration, is recommended to be achieved in a control strip in the field. Compaction in actual project must achieve at least 98% of the control strip density. Increase in structural numbers for FDR layers should be considered for designing binder and surface layers. KW - Additives KW - Base course (Pavements) KW - Full-depth reclamation KW - Gyratory compactors KW - Mechanical properties KW - Mix design KW - Modulus of resilience KW - Moisture content KW - Reclaimed asphalt pavements KW - Subgrade (Pavements) KW - Test sections UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/p17final.pdf UR - https://trid.trb.org/view/1316351 ER - TY - RPRT AN - 00962882 AU - Perkins, S W AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF GEOSYNTHETIC REINFORCED FLEXIBLE PAVEMENT SYSTEMS USING TWO PAVEMENT TEST FACILITIES PY - 2002/11/22 SP - 136 p. AB - Montana State University has previously completed experimental test section, numerical modeling and design model development projects for the Montana Department of Transportation. Test section work has led to a fundamental understanding of mechanisms by which geosynthetics provide reinforcement when placed in the aggregate layer of flexible pavements. Finite element numerical models have relied upon this knowledge as their basis while design models derived from these numerical models have been calibrated against results from test sections. The test sections used for the development of these models were limited by the number of subgrade types, geosynthetic types and loading type employed. This project was initiated to provide additional test section data to better define the influence of traffic loading type and geosynthetic reinforcement type. The loading provided to the test sections forming the basis of the models described above consisted of a cyclic load applied to a stationary plate. In this project, four full-scale test sections were constructed and loaded with a heavy vehicle simulator located at the U.S. Army Corps of Engineers facility in Hanover, NH. The four test sections used three geosynthetics identical to those used in previous test sections and pavement layer materials and thickness similar to previous sections. Additional test sections were constructed in the pavement test box used in previous studies to examine the influence of base aggregate type, base course thickness reduction levels and reinforcement type. A rounded pit run aggregate was used in test sections to evaluate the influence of geosynthetic-aggregate shear interaction parameters on reinforcement benefit. The 1993 AASHTO Design Guide was used to backcalculate the base course thickness reduction from previous test section results where a traffic benefit ratio (extension of life) was known. Sections were built to this base course thickness reduction to see if equivalent life to an unreinforced section was obtained. Finally, six different geosynthetic products were used in test sections to evaluate the influence of reinforcement type on pavement performance. KW - Aggregates KW - Base course (Pavements) KW - Finite element method KW - Flexible pavements KW - Geosynthetics KW - Heavy vehicles KW - Mathematical models KW - Pavement performance KW - Reinforcement (Engineering) KW - Repeated loads KW - Rounded aggregates KW - Test sections KW - Thickness UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/flex_pave/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45819/final_report40.pdf UR - https://trid.trb.org/view/660908 ER - TY - RPRT AN - 00947355 AU - CARTER, PAUL D AU - Earth Tech Incorporated AU - Montana Department of Transportation AU - Federal Highway Administration TI - DECK PERFORMANCE MODEL FEASIBILITY STUDY PY - 2002/11/20/Final Report SP - 56p AB - The Montana Department of Transportation Research Bureau, in conjunction with the Bridge Bureau, conducted a feasibility study to report on the possible purchase or development of a bridge deck rehabilitation analysis system, possibly software, to improve the accuracy and cost efficiency of the analysis process. The desired system would use life cycle cost analysis to determine the best deck repair/replace option, as well as the optimum timing of the work. A literature search of possible models or systems was done, but no appropriate systems were found. The state of the art was reviewed, and it was concluded that such a system could be developed in a manner that would have an excellent benefit:cost ratio. KW - Bridge decks KW - Corrosion KW - Feasibility analysis KW - Life cycle costing KW - Mathematical models KW - Montana KW - Performance KW - Rehabilitation (Maintenance) UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/bridge_deck/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/structures/bridge_deck.shtml UR - http://ntl.bts.gov/lib/45000/45800/45869/final_report91.pdf UR - https://trid.trb.org/view/624339 ER - TY - ABST AN - 01459270 TI - Perform Thermal Sensing Integrity Testing of Drilled Shafts AB - No summary provided. KW - Drilling KW - Research projects KW - Sensitivity analysis KW - Shaft sinking KW - Thermal properties UR - https://trid.trb.org/view/1227482 ER - TY - ABST AN - 01548211 TI - Effects of Subsurface Drainage on Performance of Asphalt and Concrete Pavements: Further Evaluation and Analysis of LTPP SPS-1 and SPS-2 Field Sections AB - The objectives of this project were to (1) quantitatively test the functionality of the subsurface drainage features in the LTPP SPS-1 and SPS-2 field sections and (2) refine the relationships between subsurface drainage features and pavement performance developed in Projects 1-34 and 1-34C. KW - Asphalt concrete pavements KW - Asphalt pavements KW - Concrete pavements KW - Evaluation and assessment KW - Pavement performance KW - Subsurface drainage UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=213 UR - https://trid.trb.org/view/1335848 ER - TY - ABST AN - 01459269 TI - Research Assistance to the City of Chicago for Evaluation of Alternative Pavement Marking Color AB - No summary provided. KW - Chicago (Illinois) KW - Evaluation KW - Marking materials KW - Pavements KW - Research projects KW - Technical assistance UR - https://trid.trb.org/view/1227481 ER - TY - ABST AN - 01464675 TI - Synthesis of Information Related to Highway Problems. Topic 34-05. Effective Construction Management of Disadvantaged Business Enterprise Issues AB -

TRB National Cooperative Highway Research Program (NCHRP) Synthesis 343: Management of Disadvantaged Business Enterprise Issues in Construction Contracting examines state transportation agencies' (STA's) various approaches to implementation of DBE regulations relating to bidder's lists; prompt payment; return of retainage; actual achievements, including accounting and reporting procedures; good faith efforts; and compliance, including substitutions, fraud, and commercially useful functions.  The report also includes information on construction and construction management contracts, design-build projects, master contracts (indefinite delivery/indefinite quantity, services on demand, and task ordering), pass-through to local agencies, and STA performance measures.   

KW - Construction management KW - Disadvantaged business enterprises KW - Management KW - Minority business enterprises KW - Project delivery KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=61 UR - https://trid.trb.org/view/1232907 ER - TY - ABST AN - 01460841 TI - Research Program Design---Administration of Highway and Transportation Agencies. CEO Leadership Forum AB - The objectives of this project are to: (1) plan and organize a workshop where leaders of state Departments of Transportation (DOTs) will hear presentations by national experts, discuss strategic issues facing their organizations, exchange practices and innovations, and determine follow-up actions based on the results of the workshop; (2) prepare and implement a plan for facilitated discussions during the workshop. This plan will be based, in part, on survey responses from Chief Executive Officers (CEOs) that identify their existing strategic challenges and issues; (3) document presentations, discussions, and recommendations of the workshop sessions; and (4) produce final proceedings of the workshop for availability in printed and electronic form, including an executive summary report and an electronic presentation. The proceedings would also be formatted for distribution on a CD-ROM and posting on the Web. KW - Executives KW - Implementation KW - Leadership KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Strategic planning KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=536 UR - https://trid.trb.org/view/1229059 ER - TY - RPRT AN - 00987599 AU - Nam, M S AU - Liang, R AU - Cavusoglu, E AU - O'Neill, M W AU - Liu, R C AU - Vipulanandan, C AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - IMPROVED DESIGN ECONOMY FOR DRILLED SHAFTS IN ROCK - INTRODUCTION, LITERATURE REVIEW, SELECTION OF FIELD TEST SITES FOR FURTHER TESTING, AND HARDWARE PY - 2002/11/15 SP - 146 p. AB - Published studies relating to the design of drilled shafts for axial loading in soft rock are reviewed, including previous load tests performed by the Texas Department of Transportation (TxDOT). A process whereby this information can be incorporated into improved design rules for drilled shafts in soft rock is described. This process involves the use of computer models that will be calibrated by existing load test and rock data as well as new data to be acquired later in the project, which will focus especially on borehole roughness as produced by augers and core barrels. A new series of load tests that will be conducted on drilled shafts in the Dallas, Texas, area is proposed, and candidate test sites in both clay-shale and limestone are identified. Initial rock strength and TxDOT penetrometer data from five sites in the Dallas area are summarized, and the design of test shafts at three of these sites is shown. The Osterberg Cell method of loading will be used at those sites. The shafts will be tested in clay-shale, clay-shale and soil overburden, and limestone. Data from the two Dallas area test sites not selected for new load tests will also be used later in the project. Documentation is provided for a laser profiling device that will be used to quantify borehole roughness at the test sites and for a simple penetrometer device that is proposed for the routine delineation of clay-shale from overlying soil. KW - Axial loads KW - Boreholes KW - Clay KW - Computer models KW - Dallas (Texas) KW - Design KW - Drilled shafts KW - Field tests KW - Foundation engineering KW - Laser profiling devices KW - Lasers KW - Limestone KW - Literature reviews KW - Load tests KW - Penetrometers KW - Rock mechanics KW - Roughness KW - Shale KW - Soft rock UR - https://trid.trb.org/view/753501 ER - TY - ABST AN - 01460948 TI - Color Effectiveness of Yellow Pavement Marking Materials AB - The objective of this research it to develop recommendations on day and night colore limits to assist agencies in properly specifying materials and in characterizing color to achieve satisfactory performance. In developing these recommendations, it will be necessary (1) to identify the relationship between material specifications and color appearance, (2) to determine the characteristics that allow drivers to accurately distinguish between yellow and white markings for both day and night, and (3) to determine if the color of existing pavement marking materials in the field meet driver needs. KW - Color KW - Drivers KW - Marking materials KW - National Cooperative Highway Research Program KW - Night visibility KW - Pavements KW - Performance evaluations KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=877 UR - https://trid.trb.org/view/1229166 ER - TY - ABST AN - 01460887 TI - Innovative Pedestrian Treatments at Unsignalized Crossings AB - The objectives of this research are to (1) recommend selected engineering treatments to improve safety for pedestrians crossing high-volume and high-speed roadways at unsignalized locations, in particular those served by public transportation, and (2) recommend modifications to the MUTCD traffic signal pedestrian warrant. KW - Crosswalks KW - High speed ground transportation KW - Highways KW - National Cooperative Highway Research Program KW - Pedestrian safety KW - Pedestrians KW - Research projects KW - Traffic signals KW - Traffic volume KW - Unsignalized intersections UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=825 UR - https://trid.trb.org/view/1229105 ER - TY - ABST AN - 01547265 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 continuously to provide information for establishing policies and positions of the state highway and transportation departments on issues associated with the nation's transportation system. The Committee needs information, on a reasonably prompt schedule, through a continuing research project geared to its responsibilities. Member departments require timely information on new environmental analysis, streamlining, stewardship, and planning methods and procedures to respond effectively to program-delivery and project-development issues. A research mechanism is needed that can respond, as necessary, to the needs of the Standing Committee on the Environment on urgent issues, especially related to the states' response to environmental, transportation planning, and program-delivery issues. A quick-response research program is being established to develop improvements to the analytical methods, decision-support tools, procedures, and techniques employed by practitioners in environmental streamlining, environmental stewardship, statewide and metropolitan environmental transportation planning, program delivery, and project development. Among other objectives, SCOE will need to be responsive to the AASHTO Board of Directors and others involved in legislative matters. When any new or revised federal transportation environmental and planning regulations are proposed or finalized, research will be required to develop new methods, processes, and procedures to ensure effective and timely implementation by the states and metropolitan planning organizations (MPOs). The objective of Project 25-25 is to provide flexible, ongoing, quick-response research on environmental issues in transportation. This research will be designed to develop improvements to analytical methods, decision support tools, procedures, and techniques employed by practitioners to support statewide and metropolitan transportation planning, programming, and development. KW - Development KW - Environmental impacts KW - Improvements KW - Metropolitan areas KW - National Cooperative Highway Research Program KW - Programming (Planning) KW - Research projects KW - Streamlining KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=761 UR - https://trid.trb.org/view/1334246 ER - TY - ABST AN - 01460752 TI - Database Design for Performance Monitoring (Data Archive) AB - The objective of this project is to develop an information archiving system to integrate different highway data collection statistics and to convert raw statistics into useful summary statistics and allow retrieval of output in GIS format. KW - Data collection KW - Databases KW - Highways KW - Information systems KW - Performance evaluations KW - Research projects KW - Statistics UR - https://trid.trb.org/view/1228970 ER - TY - ABST AN - 01459179 TI - Evaluation of Recycled Tire Spacer Blocks AB - This project is funded through a Recycled Materials Resource Center (RMRC) Technical Problem Solving grant. Iowa Department of Transportation (IaDOT) would like to use spacer blocks made from recycled tires in their crash barriers. However, FHWA needs to approve the use of such hardware on the National Highway System and they need data to support their decision. The criteria that must be followed for testing safety hard-ware is defined in National Cooperative Research Program (NCHRP) Report 350. For most hardware, such as barrier systems, this involves full-scale crash testing with both a small car and a 3/4 ton pickup. For spacer blocks, pendulum or what is called "bogie" testing is oftentimes sufficient. This simulates the impact of a crash without the cost of destroying vehicles. The Midwest Roadside Safety Facility (MwRSF) will determine the extent of the testing and will carry out the tests. KW - Crashworthiness KW - Crashworthiness KW - Highway safety KW - Recycled materials KW - Research projects KW - Safety KW - Tires UR - https://trid.trb.org/view/1227391 ER - TY - ABST AN - 01459176 TI - Determination of Structural Layer Coefficient for Roadway Recycling Using Foamed Asphalt AB - Project 26 is an extension of earlier work done by Maine DOT and Worcester Polytechnic Institute (WPI) on mix designs for foamed asphalt in full depth reclamation (see Projects 16 and 17). Pavements are made up of several layers (such as subgrade, subbase, base and surface) consisting of bound (such as asphalt) and unbound (such as granular) materials. The thickness of each layer depends on the load-bearing properties of the materials that make up that layer. The weaker the material, the greater the thickness required to provide the same structural support. Generally, the surface mix, consisting of Hot Mix Asphalt (HMA) is the most costly of all the layers. Therefore, every effort is made to provide a strong subsurface pave-ment structure (consisting of subgrade and subbase and/or base) and to minimize the thickness of the surface layer. Foamed asphalt is stabilization technology that uses a mixture of asphalt binder, water and air combined with granular material to form a "foam" that can be compacted into a stabilized pavement layer. Foam-ed asphalt has been used in cold pavement recycling projects where the asphalt layer and part of the base are processed and stabilized to form a new base layer which can support an asphalt concrete surface layer. The potential of foamed asphalt is that it can produce strong, durable pavement sublayers that allow a thinner asphalt surface layer, which results in significant cost savings. While mix designs exist for foamed asphalt, there is very little information on layer coefficients available for designing pavements with foamed asphalt layers. Foamed asphalt projects in New Jersey and Maine will provide foamed asphalt samples for analysis and will allow field testing. The laboratory testing will include characterizing the stress-strain behavior of the foamed asphalt using the new AASHTO compressive dynamic modulus test. Dynamic modulus testing will be performed at critical performance temperatures to verify the temperature dependence of the mix. Additional data will be collected using Falling Weight Deflectometer tests on foamed asphalt projects in Maine. The laboratory results and field test data will be used to develop layer coefficients for the mix designs. KW - Foamed asphalt KW - Layer coefficient (Pavements) KW - Pavement design KW - Pavement layers KW - Recycled materials KW - Research projects KW - Structural design KW - Structural deterioration and defects UR - https://trid.trb.org/view/1227388 ER - TY - RPRT AN - 00941199 AU - Polivka, K A AU - Faller, R K AU - Sicking, D L AU - Rohde, J R AU - Reid, J D AU - Holloway, J C AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - NCHRP 350 DEVELOPMENT AND TESTING OF A GUARDRAIL CONNECTION TO LOW-FILL CULVERTS PY - 2002/11/01 SP - 205 p. AB - In this research, a W-beam guardrail system was developed for installation with the steel post attached to the top of a low-fill concrete culvert. The guardrail system was constructed with a 2.66-mm (12-gauge) thick W-beam rail totaling 53.34 m in length. The post spacing was 1,905-mm on center for post numbers 1-9 and 33-41, while the post spacing for post numbers 9-33 was 952.5-mm on center. Two full-scale vehicle crash tests, using 3/4 ton pickup trucks, were performed on the W-beam guardrail system. One test was successfully conducted on the guardrail system with the backside of the posts positioned 457 mm from the front face of the culvert's headwall. The second test was unsuccessfully performed on the guardrail system with the backside of the posts positioned 25 mm from the front face of the headwall. The tests were conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, Recommended Procedures for the Safety Performance Evaluation of Highway Features. The safety performance of the W-beam guardrail system attached to the top of a low-fill concrete culvert was determined to be acceptable according to the NCHRP criteria. From an analysis of the crash test results, findings indicate that the backside face of the steel posts can be positioned a minimum of 254 mm away from the front face of the culvert's headwall and still maintain acceptable barrier performance. KW - Concrete culverts KW - Evaluation KW - Guardrails KW - Headwalls KW - Highway safety KW - Impact tests KW - National Cooperative Highway Research Program KW - Posts KW - Roadside structures KW - Specifications KW - Structural connection KW - W beams UR - https://trid.trb.org/view/642513 ER - TY - RPRT AN - 00941319 AU - Federal Highway Administration TI - HIGHWAY STATISTICS 2001 SN - 0160513413 PY - 2002/11/01 SP - 185 p. AB - This is an annual report containing analyzed statistical data on motor fuel, motor vehicles, driver licensing, highway-user taxation, State and local highway finance, highway mileage, Federal-aid for highways, as well as information on the Nationwide Personal Transportation Survey, and selected international data. This report has been published each year since 1945. These and other State-by-State tabulations are also available in electronic format on the Internet at http://www.fhwa.dot.gov/ohim. KW - Annual reports KW - Driver licensing KW - Federal aid KW - Finance KW - Highway mileage KW - Highway user taxation KW - Highways KW - International KW - Local government KW - Motor fuels KW - Motor vehicles KW - Nationwide Personal Transportation Survey KW - States KW - Statistics UR - https://trid.trb.org/view/642595 ER - TY - RPRT AN - 01481186 AU - Ojah, Mark I AU - Villa, Juan Carlos AU - Stockton, William R AU - Luskin, David M AU - Harrison, Rob AU - Texas Transportation Institute AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Truck Transportation Through Border Ports of Entry: Analysis of Coordination Systems PY - 2002/11 SP - 27p AB - This report summarizes findings of a binational study examining stakeholder coordination problems that compromise the efficiency and integrity of the United States-Mexico border-crossing process for truck trade. Findings cover analysis of the roles of public and private-sector stakeholders in the border-crossing process; assessment of prevailing coordination systems in place at the border though stakeholder interviews and port-of-entry site visits; identification of the cause and effect of problems resulting from a lack of stakeholder coordination; alternative stakeholder coordination systems; and estimates of the economic impact of coordination alternatives where possible. KW - Alternatives analysis KW - Commercial vehicles KW - Coordination KW - Freight traffic KW - International borders KW - Ports of entry KW - Stakeholders KW - Traffic congestion KW - Traffic delays KW - Transportation planning KW - United States-Mexico Border UR - http://www.borderplanning.fhwa.dot.gov/tocTTI.asp UR - https://trid.trb.org/view/1250048 ER - TY - JOUR AN - 01442715 JO - Public Roads PB - Federal Highway Administration AU - Livingston, R A AU - Mills, M P AU - Oskard, M S TI - A decade of achievement [results from the FHWA's Advanced Research program] PY - 2002/11 VL - 66 IS - 3 SP - 38-42 KW - Innovation KW - Innovation KW - Research KW - Research and development KW - Research and educational facilities KW - Research organization KW - Road authority KW - Transportation departments UR - https://trid.trb.org/view/1210523 ER - TY - JOUR AN - 01442714 JO - Public Roads PB - Federal Highway Administration AU - Bank, F TI - The scan of the wild [impacts of highways on wildlife] PY - 2002/11 VL - 66 IS - 3 SP - 2-5 KW - Animal KW - Animal crossing KW - Animals KW - Environment KW - Environment KW - Environmental impact analysis KW - Environmental impact assessment (EIA) KW - Europe KW - Guardrails KW - International comparison KW - International comparison KW - Safety fence KW - Wildlife crossings UR - https://trid.trb.org/view/1210522 ER - TY - RPRT AN - 01173810 AU - Knapp, Gerald AU - Mann, Lawrence AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Louisiana DOTD Maintenance Budget Allocation System PY - 2002/11//Final Report SP - 123p AB - This project developed a computer system to assist Louisiana Department of Transportation and Development (LA DOTD) maintenance managers in the preparation of zero-based, needs-driven annual budget plans for routine maintenance. This includes pavement, roadside, bridge maintenance, traffic operations and assistance to traffic, and ferry operations. The budget plan provides estimates for labor, overhead, equipment, and supply costs as well as contract maintenance. The computer system provides management with ability to set planned service level targets for each maintenance function and to prioritize importance of both maintenance functions as well as use-based measures. It includes an optimization model that assists in allocating constrained financial resources among functions and districts based on these priorities and needs. It also includes a regression tool which can be used to automatically update the planning model based on recent historical data. KW - Bridge management systems KW - Budgeting KW - Computer programs KW - Ferry operations KW - Highway maintenance KW - Highway operations KW - Maintenance management KW - Pavement maintenance UR - http://www.ltrc.lsu.edu/pdf/2008/fr_369.pdf UR - https://trid.trb.org/view/933505 ER - TY - RPRT AN - 01074568 AU - Federal Highway Administration TI - U.S. Highway 59 from Lawrence to Ottawa in Douglas and Franklin counties, KDOT Project No.59-106 K-6318-01 : environmental impact statement PY - 2002/11//Volumes held: Draft(2v), Final(3v) KW - Environmental impact statements KW - Kansas UR - https://trid.trb.org/view/833962 ER - TY - RPRT AN - 00974799 AU - McDonnell, A-MH AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - STRATEGIC HIGHWAY RESEARCH PROGRAM (SHRP) ACTIVITIES IN CONNECTICUT PY - 2002/11 SP - 82 p. AB - In 1987, American Association of State Highway and Transportation Officials (AASHTO) member states initiated the five-year research program entitled, "The Strategic Highway Research Program." It was designed to address needs in five functional areas which were subsequently consolidated into four major program areas: asphalt, concrete and structures, highway operations and long-term pavement performance. It was designed to provide research results which were cost-effective, and deliverable at the conclusion of the five-year program. The exception was the twenty year term of the long-term pavement performance element. This report describes Connecticut Department of Transportation efforts in the design and planning of SHRP, its execution and field verification studies, and other efforts to implement SHRP research products and results. A summary of lessons learned is presented. KW - Asphalt pavements KW - Concrete pavements KW - Concrete structures KW - Connecticut KW - Highway operations KW - Implementation KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Research KW - Strategic Highway Research Program UR - http://docs.trb.org/00974799.pdf UR - https://trid.trb.org/view/698212 ER - TY - RPRT AN - 00970592 AU - Dutt, S AU - Lasdon, L AU - Mahmassani, H S AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SOFTWARE SOLUTIONS FOR TRANSIT SCHEDULING AND DATA INTEGRATION PY - 2002/11 SP - 94 p. AB - The ability of transit providers in small urban areas and rural communities to meet increasing demands generated by welfare-to-work customers and other social agencies depends on their ability to make best use of available resources through efficient scheduling and service delivery. Scheduling trips and dispatching vehicles are critical functions in operating any transit system. Scheduling, in general public and special paratransit systems, refers to the matching of vehicles and trip requests. Collecting and managing rapidly changing data are essential for efficiency and effectiveness of these functions, as are the decisions involved in vehicle assignment and routing. Effective use of modern information technology can help address this issue. In these systems, data management is complicated by the fact that clients of several external agencies contribute to system demand. The primary goals of this project are to investigate the technical problems associated with integrating data from several external agencies, and to recommend (1) an existing commercially available dispatching and scheduling system that can be used by all Texas paratransit systems and (2) implementation of improvements for the transit agencies and their external partners that will enable them to realize the full benefits of the new system. KW - Data integration KW - Dispatching KW - Information technology KW - Paratransit services KW - Rural areas KW - Scheduling KW - Small towns KW - Social service agencies KW - Software KW - Welfare recipients KW - Welfare-to-Work UR - http://www.utexas.edu/research/ctr/pdf_reports/1884_2.pdf UR - https://trid.trb.org/view/696564 ER - TY - RPRT AN - 00969878 AU - Cambridge Systematics, Incorporated AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration TI - TRANSPORTATION ASSET MANAGEMENT GUIDE PY - 2002/11 SP - v.p. AB - This Guide will help transportation agency executives or managers to examine, strategically and systematically, how investment decisions affecting transportation infrastructure are made, and to identify areas and priorities for possible improvement through initial and periodic self-assessment and benchmarking. It provides ideas, methods, and examples to accomplish more effective resource allocation and utilization. It does all of this by developing and applying the principles and practices of what is referred to as "transportation asset management." The Guide is structured in nine chapters. Chapters 1 and 2 define transportation asset management, provide background information on past work in the field, and develop a framework for asset management of transportation infrastructure that is appropriate to U.S. departments of transportation. Chapter 3 contains the self-assessment exercise that agencies can apply to identifying areas where asset management improvement may be helpful. Chapter 4 describes how to develop an asset management implementation strategy and plan, based on the results of the self-assessment above. It stresses that the role of the Guide is to help an agency shape its own asset management implementation plan, tailoring and customizing the principles and techniques in the Guide to its particular situation, capabilities, and expectations. Chapters 5 through 8 describe asset management concepts, principles, and techniques that apply to several agency functions in managing transportation infrastructure and decisions in resource allocation and utilization: Policy formulation; Planning and priority programming; Program delivery; and Information and analytic support, including the role of information technology, transportation system performance monitoring and feedback, and communication and reporting. Chapter 9 concludes the Guide with a discussion of implementation issues. KW - Asset management KW - Communication KW - Decision making KW - Guidelines KW - Implementation KW - Information technology KW - Infrastructure KW - Investments KW - Monitoring KW - Performance KW - Planning KW - Policy KW - Programming (Planning) KW - Resource allocation KW - Resource utilization KW - Transportation UR - https://trid.trb.org/view/681663 ER - TY - JOUR AN - 00935685 JO - Public Roads PB - Federal Highway Administration AU - Bared, J G AU - Kaisar, E I AU - Federal Highway Administration TI - DOES YOUR INTERCHANGE DESIGN HAVE YOU GOING AROUND IN CIRCLES? PY - 2002/11 VL - 66 IS - 3 SP - p. 43-47 AB - The U.S. is facing a national crisis as increased traffic and the ensuing congestion and delays it brings adversely affect commerce and quality of life in general. This article describes an informal study of 4 case problems and several simulation scenarios examining geometric design and control delay. The study findings suggest that roundabouts may be a viable option for some stop- or signal-controlled diamond interchanges with low to moderate volumes. Based on the modeling scenarios, roundabout interchanges provide noticeable reductions in control delays, which directly affect the amount of time that drivers sit in traffic. The modern roundabout also uses a narrower bridge, therefore contributing to savings in construction costs. KW - Automobile driving KW - Highway engineering KW - Interchanges and intersections KW - Quality of life KW - Roundabouts KW - Signalized intersections KW - Traffic circles KW - Traffic congestion KW - Traffic delays KW - Traffic engineering KW - Traffic flow KW - Traffic simulation KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02nov/10.cfm UR - https://trid.trb.org/view/729682 ER - TY - JOUR AN - 00935683 JO - Public Roads PB - Federal Highway Administration AU - Zeitz, R AU - Federal Highway Administration TI - MAKING IT HAPPEN THE FAST WAY PY - 2002/11 VL - 66 IS - 3 SP - p. 32-35 AB - This article provides a behind-the-scenes account of the rapid decisions made after the Interstate-40 Bridge was struck by 2 barges and severely damaged on Sunday, May 26th, 2002. The close partnering between the U.S. Federal Highway Administration (FHWA) and the Oklahoma Department of Transportation (ODOT) expedited the decisionmaking process and made reconstruction of this major east-west artery possible in a very short time. KW - Arterial highways KW - Bridge engineering KW - Decision making KW - Disasters KW - Highway bridges KW - Oklahoma KW - Oklahoma Department of Transportation KW - Partnerships KW - Reconstruction KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02nov/07.cfm UR - https://trid.trb.org/view/729680 ER - TY - JOUR AN - 00935682 JO - Public Roads PB - Federal Highway Administration AU - Torres, A N AU - Sullivan, J J AU - Federal Highway Administration TI - DIGGING INTO LTPP PAVEMENT DATA PY - 2002/11 VL - 66 IS - 3 SP - p. 28-31 AB - The Long-Term Pavement Performance (LTPP) database represents the largest collection of pavement performance data ever compiled, containing nearly 2 decades of data on climate, materials tests, maintenance, rehabilitation, traffic, and pavement monitoring. To encourage greater use of the LTPP data to benefit the pavement industry, the Federal Highway Administration (FHWA) challenged students and faculty from the U.S. and around the world to come up with new, innovative analyses of the LTPP data. This article provides an overview of 5 separate research papers that were generated by academic participation in the LTPP/FHWA project. KW - Highway engineering KW - Long-Term Pavement Performance Program KW - Pavement components KW - Pavement design KW - Pavement layers KW - Pavement performance KW - Road materials KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02nov/06.cfm UR - https://trid.trb.org/view/729679 ER - TY - JOUR AN - 00935684 JO - Public Roads PB - Federal Highway Administration AU - Stringfellow, M AU - Federal Highway Administration TI - "BACK TO BASICS" SAVES LIVES PY - 2002/11 VL - 66 IS - 3 SP - p. 36-37 AB - The Louisiana Division of the Federal Highway Administration (FHWA) has set its 3 "must-do's" as improvement of safety, mitigation of congestion, and environmental stewardship and streamlining of the environmental process. To complement FHWA's behavior-related safety initiatives that focus on increasing safety belt usage and reducing drunk driving, the Louisiana Division of the FHWA and Louisiana Department of Transportation and Development have teamed up to take a "back-to-basics" engineering approach to reduce injuries and save lives. This article provides an overview of this back-to-basics effort to improve highway safety within the state of Louisiana. KW - Automobile driving KW - Highway safety KW - Injury causes KW - Louisiana KW - Louisiana Department of Transportation and Development KW - Safety campaigns KW - Safety engineering KW - Safety programs KW - State departments of transportation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/02nov/08.cfm UR - https://trid.trb.org/view/729681 ER - TY - JOUR AN - 00935680 JO - Public Roads PB - Federal Highway Administration AU - Yew, C AU - Friedman, P AU - Federal Highway Administration TI - MEASURING THE ROAD TO IMPROVEMENT PY - 2002/11 VL - 66 IS - 3 SP - p. 18-22 AB - Establishing effective performance-based management (PBM) with a clear focus on business results can transform an organization. This article provides an overview of efforts to utilize PBM in the state of Pennsylvania to support an action-oriented strategic agenda to improve business results in a comprehensive, systematic manner within the Pennsylvania Department of Transportation. KW - Business practices KW - Decision support systems KW - Management and organization KW - Management science KW - Organizational effectiveness KW - Pennsylvania KW - Performance based management KW - Planning methods KW - Strategic planning KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/02nov/04.cfm UR - https://trid.trb.org/view/729677 ER - TY - JOUR AN - 00935681 JO - Public Roads PB - Federal Highway Administration AU - Funderburg, K A AU - Federal Highway Administration TI - STUDENTS GRAB THE GOLD RING PY - 2002/11 VL - 66 IS - 3 SP - p. 23-27 AB - In order to change the industry's negative image and attract more youth to construction careers, the Federal Highway Administration and other stakeholders helped to develop the Construction Career Days (CCD) initiative, a program designed to promote the construction industry to high school students nationwide. The goal of the program is to inform students about the diverse rewarding careers in construction, including road/highway construction and maintenance. This article describes the background and content of the CCD initiative in some detail. KW - Careers KW - Construction Career Days KW - Construction industry KW - Personnel development KW - Personnel retention KW - Road construction industry KW - U.S. Federal Highway Administration KW - Young adults UR - http://www.fhwa.dot.gov/publications/publicroads/02nov/05.cfm UR - https://trid.trb.org/view/729678 ER - TY - JOUR AN - 00935679 JO - Public Roads PB - Federal Highway Administration AU - Epling, J W AU - Federal Highway Administration TI - TELUS PY - 2002/11 VL - 66 IS - 3 SP - p. 12-17 AB - This article gives an overview of the Transportation, Economic & Land Use System (TELUS) software package, a state-of-the-practice tool designed to help metropolitan planning organizations and Departments of Transportation across the U.S. improve their transportation planning. Sections are devoted to the background of TELUS, Local Requirements, Beta Testing of TELUS National Versions 1.0 and 3.0, System Security, Customization, Project Scheduling and Scoring, and Economic and Land-use Impacts. KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Metropolitan areas KW - Metropolitan planning organizations KW - Planning methods KW - Project management KW - Software packages KW - TELUS (software package) KW - Transportation departments KW - Transportation planning KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02nov/03.cfm UR - https://trid.trb.org/view/729676 ER - TY - JOUR AN - 00935678 JO - Public Roads PB - Federal Highway Administration AU - Martin, C AU - Glenn, V AU - Federal Highway Administration TI - FILLING THE PIPELINE PY - 2002/11 VL - 66 IS - 3 SP - p. 6-11 AB - One of the most critical challenges to the future of the U.S. transportation industry is finding and retaining a workforce with the necessary skill sets to keep the nation moving. The demographic reality is that a decreasing pool of skilled workers is available to an industry in transition. In recognition of the urgent need to address workforce issues affecting the transport sector in a coordinated and comprehensive manner, a group of 75 transportation leaders met in May 2002 at a National Workforce Summit. This article reports on some of the findings of this Summit, which included participants from more than 40 Federal and State transportation agencies, academic institutions, labor unions, professional associations, and consulting firms. KW - Demographics KW - Employees KW - Federal government agencies KW - Personnel development KW - Personnel retention KW - Professional personnel KW - Transportation careers KW - Transportation planning KW - Transportation system management KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02nov/02.cfm UR - https://trid.trb.org/view/729675 ER - TY - JOUR AN - 00935677 JO - Public Roads PB - Federal Highway Administration AU - Bank, F AU - Federal Highway Administration TI - THE SCAN OF THE WILD PY - 2002/11 VL - 66 IS - 3 SP - p. 2-5 AB - As development and urban expansion increase in many areas of the globe, the transportation systems built to serve this growth can adversely affect existing wildlife populations and the natural habitats they occupy. Increasingly, transportation agencies must address impacts to wildlife and habitat resources when planning and implementing transportation improvements. This article describes an international scan program, jointly sponsored by the Federal Highway Administration's Offices of International Programs and Natural Environment, the American Association of State Highway and Transportation Officials, and the National Cooperative Highway Research Program, to learn more about how European countries handle roadkill, habitat fragmentation, and other impacts of highways on wildlife. KW - American Association of State Highway and Transportation Officials KW - Endangered species KW - Environmental impact analysis KW - Environmental protection KW - Europe KW - Habitat (Ecology) KW - Highway planning KW - National Cooperative Highway Research Program KW - Road kill KW - Transportation policy KW - U.S. Federal Highway Administration KW - Wildlife UR - http://www.fhwa.dot.gov/publications/publicroads/02nov/01.cfm UR - https://trid.trb.org/view/729674 ER - TY - RPRT AN - 00935458 AU - Federal Highway Administration TI - GUIDANCE ON TRAFFIC CONTROL DEVICES AT HIGHWAY-RAIL GRADE CROSSINGS PY - 2002/11 SP - 49 p. AB - This report is intended to provide guidance to assist engineers in selection of traffic control devices or other measures at highway-rail grade crossings. It is not to be interpreted as policy of standards and is not mandatory. The goal is to provide a guidance document for users who understand general engineering and operational concepts of public highway-rail grade crossings. The document will serve as a reference to aid in decisions to install traffic control devices or otherwise improve such crossings, and also provide information on additional references. The report includes discussion of a number of existing laws, regulations and policies of the Federal Highway Administration and Federal Railroad Administration concerning highway-rail grade crossings and railroad operations, driver needs concerning sight distance, and highway and rail system operational requirements and functional classification. There is extensive description of passive and active traffic control devices, including supplemental devices used in conjunction with active controls. Traffic control devices in the 2000 edition of the Manual on Uniform Traffic Control Devices are listed, together with a few experimental devices. An appendix provides limited discussion on the complex topic of interconnection and preemption of traffic signals near highway-rail grade crossings. There is also discussion concerning closure, grade separation and consideration for installing new grade crossings. Finally, an extensive list of quantitative recommended guidance is provided. KW - Decision making KW - Grade separations KW - Guidelines KW - Laws KW - Manual on Uniform Traffic Control Devices KW - Policy KW - Railroad grade crossings KW - Regulations KW - Sight distance KW - Traffic control devices KW - Traffic signal control systems KW - Traffic signal preemption KW - U.S. Federal Highway Administration KW - U.S. Federal Railroad Administration UR - http://scote.transportation.org/Documents/twgreport.pdf UR - https://trid.trb.org/view/725393 ER - TY - SER AN - 00933739 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - SAFETY EFFECTIVENESS OF INTERSECTION LEFT- AND RIGHT-TURN LANES PY - 2002/11 SP - 6 p. AB - This TechBrief summarizes a new report entitled "Safety Effectiveness of Intersection Left- and Right-Turn Lanes" (FHWA-RD-02-089). The report presents the results of research on the safety effectiveness of providing left- and right-turn lanes for at-grade intersections. The research began with a literature review. Researchers then identified and selected three types of sites for the study: improved or treatment sites, comparison sites, and reference sites. Extensive data were collected from these sites. The before study periods for the treatment sites ranged from 1 to 10 years, and the after study periods also ranged from 1 to 10 years. Tables are presented summarizing the safety effectiveness of installing left-turn lanes on the major-road approaches to rural and urban intersections, respectively. Another table presents comparable effectiveness estimates for right-turn lanes that are applicable to both rural and urban intersections. KW - Before and after studies KW - Field studies KW - Intersections KW - Left turn lanes KW - Literature reviews KW - Right turn lanes KW - Rural areas KW - Traffic crashes KW - Traffic safety KW - Urban areas UR - http://www.fhwa.dot.gov/publications/research/safety/02089/index.cfm UR - https://trid.trb.org/view/728016 ER - TY - RPRT AN - 00964790 AU - Olek, J AU - Cohen, M AU - Scholer, C AU - Mandrekar, D R AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - USE OF MODULUS OF RUPTURE, FATIGUE RESISTANCE AND MATURITY IN DETERMINING OPENING TO TRAFFIC TIME FOR CONCRETE PAVEMENTS PY - 2002/11 SP - 97 p. AB - The main objective of this experimental and analytical research project was to develop maturity-based guidelines for early opening-to-traffic of concrete pavements in the state of Indiana. Currently, the Indiana Department of Transportation (INDOT) specifies that pavements can be opened to traffic when the concrete reaches the strength of at least 3.8 MPa (550 psi). During this study modulus of rupture (MOR) and maturity data were collected and strength gain characteristics were analyzed. Also, fatigue experiments were performed at different stress levels and ages. Based on the experimental results, MOR of concrete was correlated with corresponding fatigue life for a specific age. The maturity data were then linked with fatigue results through flexural strength correlation. A safe early opening age was determined based on design load used by INDOT and specifications for allowable repetitions. The results of this research should be useful to both INDOT and contractor by allowing for quantification of the impact of early opening on performance of the pavement. In addition, early pavement opening will reduce the cost to the traveling public by reducing construction time and improving safety in the construction zone. KW - Concrete pavements KW - Design load KW - Fatigue (Mechanics) KW - Flexural strength KW - Maturity KW - Modulus of rupture KW - Opening to traffic UR - https://trid.trb.org/view/661522 ER - TY - RPRT AN - 00962896 AU - Gaspard, K J AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - IN-PLACE CEMENT STABILIZED BASE RECONSTRUCTION TECHNIQUES INTERIM REPORT: "CONSTRUCTION AND TWO YEAR EVALUATION" PY - 2002/11 SP - 72 p. AB - The purpose of this research was to evaluate the effectiveness of soil cement shrinkage crack mitigation techniques. The contents of this report reflect an evaluation of the construction of the test sections and a two-year evaluation of the test sections. This was accomplished through a four-part program that consisted of constructing test sections, laboratory evaluation of materials, structural evaluation of test sections, and crack mapping the soil cement base course and asphaltic concrete pavement. Ten test sections were constructed on LA 89, State Project number 397-04-0004. Each test section was 1,000 ft long. The shrinkage crack mitigation methods that were addressed included cement content, base thicknesses, fibers, interlayer, curing membrane, and curing periods. Since reflective cracks were not observed during the 1.8 year monitoring period, no conclusions can be drawn as to the effectiveness of the different shrinkage crack mitigation methods used. However, based on the cost of construction, the sections may be ranked: 1) cement stabilized and treated base course, 2) cement stabilized base course with crack relief layer or E.A. curing membrane with sand, 3) cement stabilized base course with 0.05% fibers, 4) cement treated base course with 0.05% fibers, 5) cement stabilized base course with 0.1% fibers, and 6) cement treated base course with 0.1% fibers. KW - Asphalt concrete pavements KW - Base course (Pavements) KW - Cement content KW - Costs KW - Curing membranes KW - Curing period KW - Fibers KW - Interlayers KW - Performance KW - Reconstruction KW - Reflection cracking KW - Shrinkage KW - Soil cement KW - Test sections KW - Thickness UR - http://www.ltrc.lsu.edu/pdf/2004/fr_361.pdf UR - http://www.mountain-plains.org/pubs/html/mpc-03-145/index.php UR - http://ntl.bts.gov/lib/25000/25000/25074/fr_361.pdf UR - https://trid.trb.org/view/660924 ER - TY - RPRT AN - 00962898 AU - Rasoulian, M AU - Titi, H AU - Martinez, M AU - TERRELL, M AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - FRICTION TESTING FOR THE NATIONAL HIGHWAY SYSTEM FOR 2001 PY - 2002/11 SP - v.p. AB - This report contains the results of friction testing conducted by the pavement/systems group of the Louisiana Transportation Research Center on the National Highway System (NHS) in 2000 and 2001. The data contained in this report cover all Louisiana NHS locations and are for department use only. This report is sent to the pavement management section, the safety management section, the planning section, and each district administrator for their review and/or action as stated in EDSM Number I.1.1.5, which is attached in Appendix A. KW - Friction tests KW - Louisiana KW - National Highway System KW - Tables (Data) UR - https://www.ltrc.lsu.edu/pdf/2008/tar_01_4ta.pdf UR - https://trid.trb.org/view/661816 ER - TY - RPRT AN - 00962880 AU - Stephens, J AU - WHELAN, M AU - Johnson, D AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - USE OF PERFORMANCE BASED WARRANTIES ON ROADWAY CONSTRUCTION PROJECTS PY - 2002/11 SP - 77 p. AB - The purpose of this report is to provide the reader with an overview of the use of warranty contracting for highway construction projects and to further recommend how the state of Montana might implement this approach for selected demonstration projects. The paper begins with a brief description and discussion of the various elements and issues of warranty based roadway design and construction. The manner in which other states have addressed these issues is then described. Finally, specific suggestions are made about how Montana could proceed with warranty based demonstration projects. KW - Contracting KW - Demonstration projects KW - Montana KW - Road construction KW - Warranties UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/final_report_warranties.pdf UR - https://trid.trb.org/view/660906 ER - TY - RPRT AN - 00962095 AU - Dye, W AU - Fish, D AU - Devore, J AU - SWEROAD AU - Arizona Department of Transportation AU - Federal Highway Administration TI - PROGRAM AND PROJECT FINANCIAL NEEDS ASSESSMENT: PROJECT BUDGETING, ACCOUNTING, AND REPORTING RESEARCH REPORT PY - 2002/11 SP - 203 p. AB - This report presents the findings and recommendations of Dye Management Group, Inc. to improve project budgeting, accounting, and reporting for the Arizona Department of Transportation (ADOT). The project was conducted in five tasks: Initiate project; Document requirements; Survey project financial management best practices; Analyze alternatives and recommend options; and Develop preferred option implementation plan. Reports were provided to ADOT for each of these tasks. These separate reports are consolidated into this report. The report presents requirements for improving the financial controls and reporting for ADOT projects. Four financial improvement projects were recommended to address the needs of ADOT. For projects that had technical alternatives, the alternatives are presented with a recommended approach. Dye Management Group, Inc. conducted a literature search and a survey of practices employed by other transportation organizations to support project budgeting and accounting. The best practices information obtained from this effort contributed the recommended solutions to improve ADOT's financial information. The final chapter is an implementation plan for the preferred alternatives. The four projects are: Budget Processes and Architecture; Budget and Financial Reporting; Financial Policies and Procedures; and Financial Training. The implementation plan identifies tasks and subtasks required to complete each project. KW - Accounting KW - Alternatives analysis KW - Arizona Department of Transportation KW - Best practices KW - Budgeting KW - Financial analysis KW - Financial management KW - Implementation KW - Literature reviews KW - Needs assessment KW - Policy KW - Procedures KW - Project management KW - Recommendations KW - Reports KW - Surveys UR - http://azmemory.azlibrary.gov/cdm/compoundobject/collection/statepubs/id/10407/rec/1 UR - http://ntl.bts.gov/lib/55000/55700/55742/AZ515.PDF UR - https://trid.trb.org/view/660554 ER - TY - RPRT AN - 00960070 AU - Kim, Karl AU - Salgado, R AU - Lee, Jong Jae AU - Paik, K AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - LOAD TESTS ON PIPE PILES FOR DEVELOPMENT OF CPT-BASED DESIGN METHOD PY - 2002/11 SP - 221 p. AB - This research focused on the drivability and load-carrying capacity of both open and closed-ended steel pipe piles. Two pipe piles (one open-ended, the other closed-ended) were installed in a sandy soil to the same depth. The site was extensively characterized. Standard penetration tests (SPTs) and cone penetration tests (CPTs) were performed both before and after pile installation. A variety of soil indices and shear strength parameters (such as the constant-volume friction angle) were measured in the laboratory. The piles were fully instrumented, permitting separate measurement of shaft and base capacity for the closed-ended pile and shaft, annulus and soil plug capacities for the open-ended pile. The results are presented in a variety of ways. In particular, values of pile resistance are presented normalized with respect to CPT cone resistance values both along the shaft and base of the piles for quick reference. The test results for the open-ended piles are quite unique. Two design methods are proposed for open-ended piles based on the field load test as well as on results found in the literature. In one method, pile resistances are referred to either the soil plug length or incremental filling ratio. In the other method, pile resistances are correlated to the CPT cone resistance. Comparisons of the proposed methods with the load test results and with methods currently in use are quite favorable. The present research suggests current pile design methods may be excessively conservative. It seems that cost savings from similar research, where complete measurement of all variables of interest both for the piles and for the soil deposit where the piles are installed are done, can be very substantial if the methods proposed here are validated further. It appears that such savings would be in the interest of state departments of transportation and the Federal Highway Administration. KW - Bearing capacity KW - Before and after studies KW - Closed-ended piles KW - Cone penetrometers KW - Cost effectiveness KW - Design methods KW - Load tests KW - Open-ended piles KW - Penetration resistance KW - Piles (Supports) KW - Pipe piles KW - Sandy soils KW - Steel pipe UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1611&context=jtrp UR - https://trid.trb.org/view/659850 ER - TY - RPRT AN - 00960072 AU - Salgado, R AU - Kim, D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF HEAVIER TRUCK LOADINGS AND SUPER-SINGLE TIRES ON SUBGRADES PY - 2002/11 SP - 227 p. AB - Due to their efficiency and economy, super-single tires have gradually been replacing conventional dual tires in the trucking industry. According to recent studies, super-single tires generate much higher vertical contact stresses than do conventional dual tires, resulting in larger deformations and more severe damage to the subgrade. In order to better assess the higher stresses generated by super-single tires and their effect on the subgrade, analyses are done taking into account soil plasticity rather than simple elastic analysis. In this study, the effects of super-single tires on subgrades for typical road cross-sections are investigated using plane-strain (2D) and 3D static and dynamic finite element analyses. The analyses focus on the sand and clay subgrades rather than on asphalt and base layers. The subgrades are modeled as saturated in order to investigate the effects of porewater pressures under the most severe conditions. The analyses suggest that current flexible pavement design methods are unconservative for the increased loads imposed by super-single tires on the pavement system. Load Equivalent Factors (LEF) and damage factors for super-single tires are suggested for use of those values in design practice. The effects of overlay and subgrade improvement are investigated in order to mitigate the higher strains generated by super-single tire loadings in the subgrade. Subgrade improvement allows decreasing the adverse effects of super-single tires on the subgrades. Finite element analyses are also done in order to assess the performance of the Indiana typical pavements for the super-heavy loads (occurred in Texas during 1990s). This investigation is to evaluate how much plastic strain by super-heavy loads occurs in the subgrade and asphalt layers as compared with the super-single tire loadings. KW - Clay KW - Deformation KW - Finite element method KW - Flexible pavements KW - Heavy vehicles KW - Improvements KW - Overlays (Pavements) KW - Pavement design KW - Pavement performance KW - Plasticity KW - Pore water pressures KW - Sand KW - Saturated soils KW - Soils KW - Stresses KW - Subgrade (Pavements) KW - Super-single tires KW - Tires KW - Trucks UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1661&context=jtrp UR - https://trid.trb.org/view/659852 ER - TY - RPRT AN - 00942597 AU - Abu-Hassan, M AU - Colorado Department of Transportation AU - Federal Highway Administration TI - SAMPLING LOCATION IMPACT ON MEASURED ASPHALT CONTENT OF HOT MIX ASPHALT PY - 2002/11 SP - 40 p. AB - In May 2000, the Colorado Department of Transportation (CDOT) requested a forensic study of a project located on I-24 north of Denver. The request was made because, within a year of the 1997 overlay, longitudinal cracking appeared in the surface. Transverse cracks were attributed to reflective cracking. However, the longitudinal cracks appeared to be surface initiated. In October 2000, a forensic team reviewed the project and established a sampling and testing plan to take cores from the roadway. Based on data analysis of the cores, the higher than expected in-place air voids, the low effective asphalt, and segregation within the mat, all contributed to the early cracking. The forensic team suggested that CDOT investigate the sampling locations for hot mix asphalt (HMA) that are allowed by Colorado Procedure 41 (CP41) to determine if all locations provide statistically equivalent asphalt contents. This study indicates that there is no statistically significant difference in asphalt content of the allowed CDOT sampling locations. This study suggests that no changes are needed to CP41 for sampling all HMA. KW - Air voids KW - Asphalt content KW - Bituminous overlays KW - Cores (Specimens) KW - Hot mix asphalt KW - Location KW - Longitudinal cracking KW - Sampling KW - Segregation (Aggregates) UR - http://www.dot.state.co.us/publications/PDFFiles/asphaltsampling.pdf UR - https://trid.trb.org/view/643243 ER - TY - RPRT AN - 00942037 AU - Prowell, B D AU - Cooley, L A AU - Hainin, M R AU - Buchanan, M S AU - Harrington, J AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - BULK SPECIFIC GRAVITY ROUND-ROBIN USING THE CORELOK VACUUM SEALING DEVICE PY - 2002/11 SP - 122 p. AB - This project conducted an evaluation of the Corelok device for the determination of the bulk specific gravity of compacted hot mix asphalt samples. The project consisted of the bulk specific gravity determination for compacted HMA mixes using the Corelok vacuum-sealing device and the SSD method (AASHTO T166). All samples were prepared by the National Center for Asphalt Technology (NCAT) and were provided to each participating laboratory for testing. Participating laboratories conducted the bulk specific gravity testing using both the Corelok device and SSD method. Test results were returned to NCAT for statistical analysis and determination of repeatability and reproducibility parameters for both methods. A total of 21 laboratories participated in this study. 18 of which returned test results. Each laboratory was provided a Corelok vacuum sealing device through the pooled-fund effort. KW - Asphalt KW - Compaction KW - Gyratory testing machines KW - Precision KW - Stone matrix asphalt KW - Superpave UR - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2002/rep02-11.pdf UR - https://trid.trb.org/view/642926 ER - TY - RPRT AN - 00942453 AU - Crovetti, J A AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - COMPREHENSIVE SUBGRADE DEFLECTION ACCEPTANCE CRITERIA - EXECUTIVE SUMMARY PY - 2002/11 SP - 41 p. AB - This executive summary presents a summary of the findings of all study phases conducted to develop recommendations for the development of specifications for subgrade acceptance based on measured deflections. The rolling wheel deflectometer, portable truck-mounted deflection measurement systems, and dynamic cone penetrometer were utilized on numerous subgrade construction projects between the 1998 and 2001 construction seasons. Comparative nuclear density and soil stiffness gauge readings were also obtained at selected locations on many of the included construction projects. The research findings indicate that deflection test results may be appropriate for identifying areas of poor in-place stability within constructed subgrades. However, deflection testing alone may not provide all of the data necessary to properly differentiate acceptable and non-acceptable subgrade stabilities. It is important to note that deflection test results are related to the moisture-density conditions at the time of testing. Soils that show acceptable results (i.e., low deflections) may subsequently weaken due to changes in moisture content, freezing/thawing, etc. In instances where subgrade acceptance is well in advance of base course application, subgrade moisture changes may result in decreased soil support. For those conditions where soil compaction has been conducted at a moisture state near optimum, surface deflections should be correlated to the achieved level of compaction. Based on the deflection data gathered during this research study from test areas which were considered as passing based on visual observations, a deflection acceptance threshold of 1.50 in. was selected as reasonable to limit associated acceptance errors. For use within project implementations, this threshold value was recommended for use to identify potentially "failed" test locations. It was recommended that the project engineer retain the right to require corrective actions to improve subgrade conditions based on the magnitude and extent of failed readings. KW - Acceptance tests KW - Cone penetrometers KW - Deflection KW - Deflectometers KW - Density KW - Moisture content KW - Soil compaction KW - Specifications KW - Subgrade (Pavements) UR - http://wisdotresearch.wi.gov/wp-content/uploads/45-95subgradeexecsummary1.pdf UR - https://trid.trb.org/view/643191 ER - TY - RPRT AN - 00939848 AU - Sun, X Q AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - THE FEASIBILITY STUDY FOR DEVELOPMENT OF AN ITS CENTER IN LAFAYETTE PY - 2002/11 SP - 41 p. AB - This report documents the development of a feasibility study of the Lafayette Intelligent Transportation Systems (ITS) Center. Due to the size of Lafayette, the study was done with an approach slightly different from the majority of ITS studies conducted for large urban areas. After a thorough evaluation of the current transportation systems, two surveys were conducted by the core ITS stakeholders. Rather than going through a conceptual process, the local stakeholders went through a detailed ITS data survey to identify and prioritize ITS user services for the proposed Lafayette ITS Center. The data survey was designed by closely following the National ITS Architecture. The survey, strongly recommended by the local traffic engineers, concretely reveals the existing ITS elements, the current ownership of the existing ITS data, and what data will be needed at the different ITS development stages. Based on the results of the survey, the market packages were developed followed by the architectures. KW - Development KW - Feasibility analysis KW - Intelligent transportation systems KW - Lafayette (Louisiana) KW - Market assessment KW - Stakeholders KW - Strategic planning KW - Surveys KW - System architecture UR - http://www.ltrc.lsu.edu/pdf/2008/fr_354.pdf UR - https://trid.trb.org/view/731217 ER - TY - RPRT AN - 00939847 AU - Hochstein, A AU - Jayawardana, W AU - Horn, K AU - McConnell, D D AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - ACCESS TO LOUISIANA FREIGHT TERMINALS: AN INTERMODAL TRANSPORTATION PLANNING FRAMEWORK FOR NEEDS ASSESSMENT AND FUNDING PY - 2002/11 SP - 212 p. AB - The major objectives of this report are to develop a benefit-cost methodology for the evaluation of intermodal projects in statewide transportation planning and to examine an institutional framework conducive to cost sharing by different modal-specific programs in the State Departments of Transportation (DOTs). In order to find an appropriate institutional framework for intermodal planning, a compendium of current best practices adopted by various states is included. Evidently, better coordination and cooperation among modal-specific programs seems to be the preferred institutional framework for implementation of intermodal transportation projects. Although some states have novel programs for evaluating intermodal options, the evidence indicates that formal methodology that is unique to intermodal evaluation at the state level does not currently exist. Moreover, there was no formal cost sharing mechanism among state DOT modal-specific programs for funding statewide freight transportation projects. The major tenet of the study is that in the development of an intermodal project evaluation methodology for the freight sector, public agencies must necessarily incorporate the significant differences in social costs among modes. While the private operators guided by market prices remain the driving force in the freight system, the public policies must be guided by accounting for social costs borne by the public as by products of transportation. Designing public policies quantifying largely intangible social costs of transportation and allocation on the basis of "users pay principle" remains as a key challenge to public policy makers at all levels. This study examines various theoretical and empirical issues involved in estimating social costs and benefits of intermodal projects combining various modal options. KW - Benefit cost analysis KW - Best practices KW - Cost allocation KW - Cost sharing KW - Externalities KW - Financing KW - Freight transportation KW - Intermodal transportation KW - Louisiana KW - Needs assessment KW - Public policy KW - Social benefits KW - State departments of transportation KW - Transportation planning UR - http://www.ltrc.lsu.edu/pdf/2008/fr_353.pdf UR - https://trid.trb.org/view/731216 ER - TY - RPRT AN - 00939840 AU - Owens, E AU - Lewis, C AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MEETING SUMMARY: 2002 ANNUAL PROJECT MONITORING COMMITTEE WORKSHOP PY - 2002/11 SP - 28 p. AB - The Annual Project Monitoring Committee Workshop for Texas Department of Transportation (TxDOT) Research Project 0-4160 - Operating Freeways with Managed Lanes - was held in Austin, Texas, on September 23, 2002. The purpose of the workshop was for the project team to give an annual status report on project progress and to gain consensus of attendees regarding the direction of the project for the upcoming year. The key agenda items included a review of second year activities, updates of three specific tasks by task leaders, an update on managed lanes facilities in various cities across the United States, and an overview of those activities planned for the third year. A project monitoring committee meeting will occur at the end of each year of the research project. KW - Annual reports KW - Express lanes KW - Freeway operations KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Managed lanes KW - Texas KW - United States KW - Workshops UR - https://trid.trb.org/view/731209 ER - TY - RPRT AN - 00939701 AU - Donahue, J P AU - Missouri Department of Transportation AU - Federal Highway Administration TI - MISSOURI GUIDE FOR PAVEMENT REHABILITATION PY - 2002/11//Final Report SP - 75 p. AB - Different rehabilitation treatments were evaluated for effectiveness on Missouri State roads. Existing Missouri performance data for predominant treatments were analyzed. Performance information for treatments seldom used in Missouri was gathered from other states. KW - Asphalt concrete pavements KW - Concrete pavements KW - Missouri KW - Overlays (Pavements) KW - Pavement design KW - Pavement performance KW - Rehabilitation (Maintenance) UR - http://library.modot.mo.gov/RDT/reports/Ri00008/RDT02013.pdf UR - https://trid.trb.org/view/731154 ER - TY - RPRT AN - 00938410 AU - Bischoff, D AU - Toepel, A AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - DOWEL BAR RETROFIT. STH 13 CONSTRUCTION AND ONE-YEAR PERFORMANCE REPORT PY - 2002/11 SP - 44 p. AB - From May to July 2001, Wisconsin Department of Transportation (WisDOT) rehabilitated State Trunk Highway (SHT) 13 in Wood County using retrofitted dowel bars. The objective of the dowel bar retrofit was to provide load transfer in the jointed plain concrete pavement and to prevent further faulting from occurring. Fifteen test sections and three control sections were established in this study to examine the performance of six different patch materials, the performance of two different dowel bar materials and the effects of sealed and unsealed joints on dowel bar retrofit. The potential benefits of this project include improving the ride quality, reducing future maintenance needs and extending the pavement service life. Patch material performance was assessed by test results including compressive strength at 7 and 28 days, air void content, permeability, and freeze/thaw durability. A one-year field review evaluating the in situ performance of the different patch materials was also conducted. While the Tamms Speed Crete 2028 performed the best in laboratory testing, the field review showed debonding and microcracks of both the Tamms Speed Crete 2028 and the Mn/DOT Specification 3U18 patch materials. To date, the other patch materials are performing well and show no distresses after one year in service. The long-term performance of the patch materials has not yet been determined. The test sections will continue to be monitored and inspected for deterioration, spalling or scaling of the patch material, deterioration of the pavement around the dowel bar slots, faulting of the slabs, corrosion of the dowel bars and overall pavement performance. Performance and test results may result in modifications to WisDOTS's material and construction specifications for dowel bar retrofit. KW - Air voids KW - Compressive strength KW - Concrete pavements KW - Debonding KW - Dowels (Fasteners) KW - Field tests KW - Freeze thaw durability KW - Joint sealing KW - Laboratory tests KW - Load transfer KW - Materials tests KW - Microcracking KW - Patching KW - Pavement distress KW - Pavement joints KW - Pavement maintenance KW - Performance based specifications KW - Performance tests KW - Permeability KW - Rehabilitation (Maintenance) KW - Retrofitting KW - Ride quality KW - Service life KW - Spalling KW - State highways KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-07-02dowelbarretrofit.pdf UR - https://trid.trb.org/view/730639 ER - TY - RPRT AN - 00938533 AU - PARK, B AU - Schneeberger, J D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF TRAFFIC SIGNAL TIMING OPTIMIZATION METHODS USING A STOCHASTIC AND MICROSCOPIC SIMULATION PROGRAM PY - 2002/11 SP - 37 p. AB - This study evaluated existing traffic signal optimization programs including Synchro, TRANSYT-7F, and genetic algorithm optimization using real world data collected in Virginia. As a first step, a microscopic simulation model, VISSIM, was extensively calibrated and validated using field data. Multiple simulation runs were then made for signal timing plans such that drivers' behavior, day-to-day traffic variation, etc., were considered in the evaluation. Finally, long-term demand growth or changes were statistically modeled and evaluated, again using multiple simulation runs. Five timing plans were evaluated using the simulation test bed: 1) Virginia Department of Transportation's (VDOT's) former timing plan; 2) VDOT's current timing plan; 3) the genetic algorithm optimized timing plan; 4) the Synchro optimized timing plan; and 5) the TRANSYT-7F optimized timing plan. The simulation study results indicated that the current practice of VDOT signal optimization procedure significantly improves upon its former one by reducing travel times by 17% and total system delay by 36%. The three "optimized" timing plans did not provide significant improvements. Evaluation of the Lee Jackson Memorial Highway network showed that the current VDOT signal optimization procedure significantly improved the performance of network operations. Thus, the study recommended that VDOT continue using its procedure for developing new timing plans, but that it evaluate its signal timing plan regularly so that it does not become outdated. KW - Calibration KW - Evaluation KW - Field data KW - Genetic algorithms KW - Highway operations KW - Improvements KW - Microsimulation KW - Optimization KW - Performance KW - Stochastic programming KW - Synchro (Computer program) KW - Traffic delays KW - Traffic signal timing KW - Traffic simulation KW - TRANSYT (Computer program) KW - Travel time KW - Validation KW - Virginia KW - VISSIM (Computer model) UR - http://cts.virginia.edu/docs/UVACTS-5-0-4.pdf UR - http://ntl.bts.gov/lib/37000/37100/37118/03-CR12.pdf UR - https://trid.trb.org/view/730752 ER - TY - RPRT AN - 00938116 AU - Federal Highway Administration AU - National Transportation Enhancements Clearinghouse AU - Rails-To-Trails Conservancy TI - ENHANCING AMERICA'S COMMUNITIES: A GUIDE TO TRANSPORTATION ENHANCEMENTS PY - 2002/11 SP - 32 p. AB - In 1991, the United States Congress created transportation enhancements (TE) through the Intermodal Surface Transportation Efficiency Act (ISTEA). The concept was that transportation spending should focus on more than just roads. The country needed to invest in a more balanced, multi-modal approach to mobility and accessibility. The TE activities allow communities to develop projects that improve the quality of a community and enhance the travel experience for people traveling by all modes. TE has provided funding awards to more than 10,000 projects nationwide, helping communities protect scenic vistas, create bike paths, develop walkable downtowns and protect the environment. This guide, in its second edition, is a road map for navigating through the TE process. It will guide the reader through many of the challenges he or she may encounter. It starts with tips for meeting major requirements of the federal provision, continues with a discussion of state program characteristics and different approaches towards project application and management, and follows with an explanation of how to get a project on the ground, from start to finish. Twenty-one case studies are included, providing examples of planning, managing and financing eligible projects. KW - Bicycle facilities KW - Case studies KW - Central business districts KW - Communities KW - Environmental protection KW - Federal government KW - Financing KW - Historic preservation KW - Improvements KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Multimodal transportation KW - Pedestrians KW - Planning KW - Project management KW - Scenic highways KW - State government KW - Transportation enhancements KW - Walking UR - https://trid.trb.org/view/730491 ER - TY - RPRT AN - 00938112 AU - Vasudevan, M AU - Wunderlich, K E AU - Mitretek Systems AU - Federal Highway Administration TI - AN ANALYSIS OF THE WORST COMMUTING DAYS IN WASHINGTON, DC (JUNE 1, 2000 TO MAY 31, 2001) PY - 2002/11 SP - 22 p. AB - Previous research using the Heuristic On-Line Web Linked Arrival Time Estimator (HOWLATE) methodology showed that the user benefits associated with pre-trip route choice and trip timing are highly concentrated for congested PM peak trips. One implication of this finding is that pre-trip traveler information benefits increase with increasing congestion. This report explores how much benefit pre-trip traveler information provides on some of the worst commuting days, seen over a year, in Washington, DC. It analyzes the impacts on a commuter who does not utilize traveler information services, and examines what would have happened to his commute if he had made use of a notification-based pre-trip traveler information service on those days. The worst days were determined as those that had high travel times, travel disutility cost, travel-expenditure, late and early schedule delays, and poor on-time reliability and just-in-time reliability. When possible, contributing factors that made the days the worst with respect to a particular measure were identified from data on incidents, weather and high-demand. The study showed that the worst days varied by the measure of effectiveness chosen to rank them. High-demand was the main contributing factor for high travel time and travel expenditure, while incidents played a major role in increased travel disutility cost and late schedule delays, and poor on-time reliability and just-in-time reliability. The impacts on the worst days were significant for a commuter who did not rely on traveler information; typically late trips doubled and travel disutility cost jumped by 30%. The benefits of pre-trip traveler information were high on the worst days; lateness risk was cut by more than half and travel disutility cost was reduced by more than 20%. With respect to just-in-time reliability and early schedule delay, a commuter who made use of pre-trip traveler information fared better on the worst days than a commuter who did not use traveler information service on a typical day of the year. On the worst days, users who made use of pre-trip traveler information changed routes or trip start time or both on more than 60% of the trips. KW - Analysis KW - Benefits KW - Commuters KW - Commuting KW - Costs KW - Heuristic On-Line Web Linked Arrival Time Estimator KW - Impacts KW - On time performance KW - Reliability KW - Route choice KW - Schedules KW - Traffic congestion KW - Travel time KW - Traveler information and communication systems KW - Washington (District of Columbia) UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13782.html UR - https://trid.trb.org/view/730486 ER - TY - RPRT AN - 00938051 AU - Kim, D S AU - Porter, D AU - Wurl, R AU - Oregon Department of Transportation AU - Federal Highway Administration TI - TECHNOLOGY EVALUATION FOR IMPLEMENTATION OF VMT BASED REVENUE COLLECTION SYSTEMS PY - 2002/11 SP - 78 p. AB - The Road User Fee Task Force (RUFTF) was created as part of House Bill 3946 with the purpose of developing a new revenue collection system design for Oregon's roads and highways. The Oregon Department of Transportation (ODOT) is required by House Bill 3946 to begin implementation of pilot alternative revenue collection systems by July 1, 2003. One alternative being considered by the RUFTF is a Vehicles Miles Traveled (VMT) based fee. Currently, ODOT has limited technical information relative to the technologies available that could potentially be used to implement an electronic revenue collection system based on the VMT principle. The research performed in this project focused on obtaining and synthesizing such technical information for ODOT. Technologies explored include, but were not limited to, GPS-based devices, Radio-Frequency Automatic Vehicle Identification devices, and different means of electronic data transfer. This information is then used to assess the feasibility (both technical and economic) of various electronic revenue collection system concepts and to identify technological needs. Based on the results, several conclusions and recommendations are presented. KW - Automatic vehicle identification KW - Electronic data interchange KW - Evaluation KW - Global Positioning System KW - Highways KW - Implementation KW - Oregon KW - Radio frequency KW - Revenue collection KW - Revenues KW - Road pricing KW - Roads KW - Technology KW - Vehicle miles of travel UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/TechEvalVMT.pdf UR - https://trid.trb.org/view/730429 ER - TY - RPRT AN - 00938048 AU - Oregon Department of Transportation AU - Federal Highway Administration TI - LIQUEFACTION DAMAGE TO BRIDGES AND APPROACH EMBANKMENTS: CATALOG OF SELECTED CASE HISTORIES PY - 2002/11 SP - 51 p. AB - This catalog documents the seismic performance of bridges and ancillary components in the presence of liquefaction-induced ground displacements. Data pertaining to seismological, geotechnical, and structural aspects of numerous case studies are presented in order to facilitate the development of empirical guidelines for the identification of vulnerable foundation and bridge elements. KW - Approach KW - Bridge members KW - Bridges KW - Case studies KW - Earthquake resistant structures KW - Earthquakes KW - Embankments KW - Foundations KW - Geotechnical engineering KW - Liquefaction KW - Seismicity KW - Seismology KW - Structures UR - https://trid.trb.org/view/730426 ER - TY - RPRT AN - 00938047 AU - Dickenson, S E AU - McCullough, N J AU - Barkau, M G AU - Wavra, B J AU - Oregon Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT AND MITIGATION OF LIQUEFACTION HAZARDS TO BRIDGE APPROACH EMBANKMENTS PY - 2002/11 SP - v.p. AB - The seismic performance of bridge structures and appurtenant components (i.e., approach spans, abutments and foundations) has been well documented following recent earthquakes worldwide. This experience demonstrates that bridges are highly vulnerable to earthquake-induced damages and loss of serviceability. These damages are commonly due to soil liquefaction and the associated impact of ground failures on abutments and pile foundations. Current design methods for evaluating permanent, seismically-induced deformations of earth structures are based on rigid body, limit equilibrium and "sliding-block" procedures that are poorly suited for modeling soil liquefaction and establishing the pattern of embankment-abutment-foundation deformations. Recent advances in the seismic design of bridges have addressed some of the limitations of the current design procedures; however practice-oriented methods for estimating permanent deformations at sites that contain liquefiable soils and/or where soil improvement strategies have been employed to mitigate liquefaction hazards are still at an early stage of development. In Oregon, the evaluation of soil liquefaction and abutment performance are complicated by the rather unique seismo-tectonic setting and the prevalence of silty soils along the primary transportation corridors in the Portland/Williamette Valley region along the Columbia River. This study has focused on numerical dynamic, effective stress modeling to determine the seismic performance of sloping abutments and the effectiveness of soil improvement for reducing permanent ground deformations. Recommendations are provided for evaluating the dynamic behavior of regional silty soils, the application of soil improvement at bridge sites, and comparisons have been made between the deformations computed using the advanced numerical model and the rigid-block methods used in practice. The results have been presented in the form of design charts, where possible, that can be readily used by design engineers in preliminary design and incorporated into the ODOT Liquefaction Mitigation Policy. This study has demonstrated the utility, and limitations, of soil improvement solely by densification techniques. In some cases soil densification techniques for mitigating seismic hazards may not be adequate in limiting deformations to allowable limits, indicating that other methods of soil improvement (e.g., cementation, stone columns, drainage) or structural improvements may also be required. KW - Abutments KW - Bridge approaches KW - Countermeasures KW - Deformation KW - Earthquake resistant structures KW - Earthquakes KW - Embankments KW - Evaluation KW - Foundations KW - Improvements KW - Liquefaction KW - Mathematical models KW - Oregon KW - Slopes KW - Soil densification KW - Soils UR - http://www.oregon.gov/ODOT/HWY/BRIDGE/docs/BDDM/spr_361_liquefaction_report_with_appendix_a.pdf UR - https://trid.trb.org/view/731718 ER - TY - RPRT AN - 00938049 AU - Rufolo, A M AU - Stiffler, P AU - Hagedorn, H AU - Deeter, D AU - Oregon Department of Transportation AU - Federal Highway Administration TI - INSTITUTIONAL OPTIONS FOR VMT DATA AND FEE COLLECTION CENTERS PY - 2002/11 SP - 70 p. AB - The objective of this report is an analysis of public vs. private data and fee collection centers for vehicle miles traveled (VMT) fees. This includes the identification and evaluation of issues that will affect the relative desirability of the two forms of ownership and operation. These issues include cost, enforcement, debt collection, flexibility, and public perception. The report reviews the literature on these topics and tries to identify differences across possible institutional arrangements with respect to these topics. KW - Attitudes KW - Contracting out KW - Costs KW - Data collection KW - Debt KW - Fees KW - Flexibility KW - Law enforcement KW - Privatization KW - Public opinion KW - Revenues KW - Vehicle miles of travel UR - http://ntl.bts.gov/lib/20000/20000/20000/PB2003102157.pdf UR - https://trid.trb.org/view/730427 ER - TY - RPRT AN - 00938046 AU - Rogge, D AU - Griffith, A AU - Hutchins, W AU - Oregon Department of Transportation AU - Federal Highway Administration TI - IMPROVING THE EFFECTIVENESS OF PARTNERING PY - 2002/11 SP - n.p. AB - The objectives of the research were to: (1) assess the current state of the Oregon Department of Transportation's (ODOT) partnering program; (2) examine ways for improving current processes; and (3) recommend process improvements and possible new methods and practices that could be used to increase the effectiveness of partnering. The research consisted of a literature review, survey of state Departments of Transportation, a survey of ODOT and contractor personnel, and case studies of 12 recently completed ODOT partnered projects. The survey of ODOT and contractor personnel showed that the majority of respondents feel that partnering improves communication, trust, and teamwork. Most also believe the goals and values created in the initial partnering workshop are carried out in the field. The survey also showed that contractors, more so than ODOT personnel, felt that partnering helps improve quality, decision making and schedule adherence, and reduces the size and number of claims. The case studies of seven successfully partnered projects revealed specific critical success factors associated with the successful projects. Conversely, the case studies of five unsuccessfully partnered projects exposed challenges inhibiting partnering success. Based on the research findings from the literature review, surveys and case studies, recommendations were made to improve ODOT's program. One of the recommendations included additional training for partnering participants, to be jointly sponsored by ODOT and the Associated General Contractors of Oregon. Another recommendation called for ongoing facilitation throughout a partnered project. KW - Case studies KW - Communication KW - Contractors KW - Decision making KW - Literature reviews KW - Oregon KW - Partnerships KW - Personnel KW - Quality assurance KW - Schedule maintenance KW - State departments of transportation KW - Surveys KW - Teams KW - Training KW - Trust (Psychology) UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/ImprovEffectPartnering.pdf UR - https://trid.trb.org/view/731717 ER - TY - RPRT AN - 00938050 AU - Bertini, R L AU - Sullivan, K AU - Karavanic, K AU - Hagedorn, H AU - Deeter, D AU - Oregon Department of Transportation AU - Federal Highway Administration TI - DATA TRANSMISSION OPTIONS FOR VMT DATA AND FEE COLLECTION CENTERS PY - 2002/11 SP - 53 p. AB - The Oregon Road User Fee Task Force (RUFTF) is charged with developing a design for revenue collection for Oregon's roads and highways that will replace the current system for revenue collection for all light vehicles in the state. One option under consideration is the collection of fees for vehicle miles traveled (VMT). The objectives of this report are to analyze data transmission options and provide cost estimates for VMT data and fee collection centers. This includes development of frameworks and cost estimates for mileage-based fee collection centers, including the identification of issues related to data transmission, data collection, fee collection, data processing, billing, and payment, including pre-payment options. Trade-offs have been identified and the issues related to the trade-offs have been addressed. A companion study entitled Institutional Options for VMT Data and Fee Collection Centers has examined issues related to public/private operation of fee collection centers. KW - Billing KW - Cost estimating KW - Data collection KW - Data communications KW - Fees KW - Financing KW - Information processing KW - Light vehicles KW - Mileage-based user fees KW - Oregon KW - Payment KW - Revenues KW - Transmission KW - Vehicle miles of travel UR - http://www.oregon.gov/ODOT/HWY/OIPP/docs/BertiniFINALReport.pdf UR - https://trid.trb.org/view/730428 ER - TY - RPRT AN - 00936887 AU - Federal Highway Administration TI - INTELLIGENT TRANSPORTATION SYSTEMS IN WORK ZONES: A CROSS-CUTTING STUDY. INTEGRATED WORK ZONE SYSTEMS FOR IMPROVING TRAVEL CONDITIONS AND SAFETY PY - 2002/11 SP - v.p. AB - Work zones cause congestion, and result in more than 800 fatalities and 37,000 injuries in the U.S. every year. However, as our infrastructure ages, there is an increasing need for the maintenance and rehabilitation of our roadways, which means more work zones. Forward-looking transportation agencies across the country are using Intelligent Transportation Systems (ITS) in their major work zones to make travel through and around the work zones safer and more efficient. The purpose of this document is to raise awareness among maintenance and construction engineers and managers of the applications and benefits of ITS in work zones. ITS technology can be applied in work zones for: traffic monitoring and management, providing traveler information, incident management, enhancing safety of both the road user and worker, increasing capacity, enforcement, tracking and evaluation of contract incentives/disincentives (performance-based contracting), and work zone planning. This report documents the findings from site visits to work zones utilizing ITS. KW - Construction and maintenance KW - Construction and maintenance personnel KW - Contracts KW - Disincentives KW - Fatalities KW - Highway capacity KW - Highway safety KW - Highway traffic KW - Highway traffic control KW - Highways KW - Incentives KW - Incident management KW - Injuries KW - Intelligent transportation systems KW - Planning KW - Rehabilitation (Maintenance) KW - Traffic congestion KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Traffic surveillance KW - Traveler information and communication systems KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13600.html UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13600.html UR - https://trid.trb.org/view/731701 ER - TY - RPRT AN - 00936885 AU - Caldwell, H AU - Sedor, J AU - Federal Highway Administration TI - THE FREIGHT STORY: A NATIONAL PERSPECTIVE ON ENHANCING FREIGHT TRANSPORTATION PY - 2002/11 SP - 38 p. AB - Efficient, safe, and secure freight transportation helps form the foundation upon which our nation's economic strength rests. Although efforts to improve freight transportation efficiency and reliability have been successful, the U.S. transportation system is now facing challenges that, unless addressed, may jeopardize its reliability. This report summarizes three years of work conducted by the Federal Highway Administration (FHWA), in cooperation with the U.S. Department of Transportation's (USDOT's) other nodal administrations, and the Secretary's Office of Intermodalism. This work involved the development of an integrated freight data and analytical system, called the Freight Analysis Framework (FAF), and extensive outreach to freight stakeholders aimed at improving the understanding of the nature of freight movement, identifying challenges to improving freight productivity and security, and developing strategies to increase freight productivity. The FHWA identified the following key challenges confronting freight transportation: congestion and capacity, operations, planning, financing, safety, national security, environmental impacts, and professional capacity building. KW - Air cargo KW - Airport capacity KW - Environmental impacts KW - Financing KW - Freight Analysis System KW - Freight transportation KW - Highway capacity KW - National security KW - Operations KW - Pipelines KW - Productivity KW - Railroads KW - Security KW - Strategic planning KW - Systems KW - Traffic congestion KW - Transportation safety KW - Trucking KW - Water transportation UR - http://www.ops.fhwa.dot.gov/freight/publications/freight%20story/index.htm UR - https://trid.trb.org/view/730129 ER - TY - ABST AN - 01458591 TI - Support Services for the FHWA Human Factors Programs - Phase II AB - This on-site technical and administrative support services contract provides assistance to the Human Centered Systems Team (HRDS-07) in Safety R&D in planning, developing, and conducting activities within the highway safety (e.g., speed management, intersections, visibility, and pedestrians/bicycles) and operations areas (e.g., Intelligent Transportation Systems, traffic operations, and travel management). The support consists primarily in conducting in-house human centered systems research, reviewing the research conducted by off-site contractors, analyzing and reviewing specific technical/and or program issues, and preparing documentation to support FHWA in planning, executing, and managing the human centered systems program. Through laboratory and simulation research, this project is supporting IVI by exploring infrastructure intersection warning configurations. The cost figures reflected below reflect funding for the two base years of this contract. If three option years are implemented, funding would increase accordingly. KW - Highway safety KW - Human factors KW - Infrastructure KW - Intelligent transportation systems KW - Management KW - Research projects KW - Speed KW - Technical assistance KW - Warning systems UR - https://trid.trb.org/view/1226802 ER - TY - RPRT AN - 00933769 AU - Anderson, S AU - Martino, A AU - Virchow Krause and Company AU - Chamberlain Research Consultants AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - DEVELOP A MECHANISM TO MEASURE CUSTOMER SATISFACTION WITH THE PRODUCTS AND SERVICES OF THE DEPARTMENT PY - 2002/10/29 SP - v.p. AB - This report presents the results of a three phase project to develop a mechanism to measure the level of general public satisfaction with the products and services of the Wisconsin Department of Transportation (WisDOT). The three phases were as follows: Phase 1, an analysis of existing customer satisfaction measures, found that there are few proactive, statistical measures of satisfaction and that measures could not be compared across divisions or over time. Based on Phase 1 research, three customer segments (DMV customers, State Patrol customers, and Transportation District customers) were recommended. The department identified two questions to be answered by the mechanism - "are we doing things right" and "are we doing the right things". Phase 2 consisted of a search for best practices nationwide. Best practices are presented in detail in the report, and were incorporated into the development of the mechanism and into the plan for integrating the information into decision making. No examples of direct, quantitative approaches to measuring customer priorities (i.e., are we doing the right things) were identified. Phase 3 consisted of the development of a customer satisfaction mechanism and an analysis framework to complement and expand WisDOT's existing efforts. A telephone survey was selected as the best fit method for department goals. From extensive focus groups, a survey was developed to measure satisfaction with attributes important to customers. The survey was then pilot tested, and is presented in the report along with an analysis framework. KW - Best practices KW - Customer satisfaction KW - Customer service KW - Products KW - Questionnaires KW - State departments of transportation KW - Surveys KW - Wisconsin Department of Transportation UR - http://wisdotresearch.wi.gov/wp-content/uploads/02-07customersatisfaction-f1.pdf UR - https://trid.trb.org/view/725740 ER - TY - RPRT AN - 00964109 AU - Cook, T J AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - NORTH CAROLINA DEPARTMENT OF TRANSPORTATION RESEARCH PROJECT 2002-11: REGIONALIZING PUBLIC TRANSPORTATION SERVICES PY - 2002/10/25 SP - 172 p. AB - There are two problems to be addressed in this study, both involving the integration of public transit systems on the regional level. The first problem is the integration of single-county rural transit systems into multi-county regional transit systems. The second problem is the integration of urban fixed-route/complementary paratransit systems and county demand responsive transit systems. This study will identify barriers to integration of transit systems at the regional level, evaluate best practices from North Carolina and other states, describe incentives to encourage regional integration of transit systems, and develop recommendations for policy and legislative changes to facilitate the implementation of regional transit systems. The research envisioned for this study is comprised of four primary tasks. Those tasks involve: 1. Gathering and synthesizing information on best practices in the provision of public transportation on the regional level in other states and regions. 2. Identifying opportunities and constraints affecting integration of city/county public transportation systems. 3. Identifying opportunities and constraints affecting integration of rural public transportation systems. 4. Developing recommendations from information gathered and synthesized in the three previous tasks for North Carolina Department of Transportation (NC DOT) activities to encourage integration of transit services on the regional level and for policy recommendations for modification of federal/state/local regulations to facilitate such integration. KW - Best practices KW - Consolidations KW - Counties KW - Demand responsive transportation KW - Fixed routes KW - Incentives KW - Integration (Consolidations) KW - Legislation KW - North Carolina KW - Paratransit services KW - Policy KW - Public transit KW - Recommendations KW - Regional transportation KW - Rural transit KW - States KW - Urban transit UR - http://ntl.bts.gov/lib/24000/24700/24798/2002-12-FinalReport.pdf UR - https://trid.trb.org/view/661325 ER - TY - RPRT AN - 00938139 AU - Ryan, J T AU - Carson, J AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - VALUATION OF TEMPORARY TRANSPORTATION FACILITY USE LOSSES PY - 2002/10/25 SP - 36 p. AB - Short-term, temporary events and activities such as construction or maintenance, infrastructure damage repair, overheight/overwidth vehicle movements, vehicular crashes, hazardous spills, etc. impair facility performance by fully or partially reducing the roadway capacity. Expressed in terms of delay, the impact of these temporary facility use losses has been extensively investigated and well documented. Lacking is a comprehensive examination of how these impacts are valued in monetary terms and how, if at all, these associated costs are recovered by facility owners. The intent of this investigation was to identify any and all costs associated with temporary facility use losses and determine what, if any, costs are recoverable by facility owners. A review of published literature, national department of transportation survey responses and informational shortcomings discovered through this investigation suggest the following. Traditional costs such as labor (including overhead), equipment and materials are easily justifiable and are commonly collected though not consistently across activities or public agency divisions. Cost recovery for motoring public delay costs is most frequently addressed in the context of delay "prevention" rather than delay "recovery." Incentives and consequent penalties for delay prevention are included in innovative construction contracts as a means to reduce impacts from public agency initiated road work. Capturing delay costs in a true "recovery" context (i.e., following the occurrence of a vehicular incident) would require definition of a uniform unit cost for delay, which to date has been challenged. Beyond the tangible costs currently being recovered from utility related activities (i.e., resultant road work, permits, inspections, etc.), there is little opportunity to recover motoring public delay costs attributable to their activities. Given these findings, recommended opportunities for improved cost recovery for temporary transportation facility use loss should focus on (1) more widespread and uniform capture of traditional and defensible costs including labor and overhead, equipment and materials and (2) continued and increased use of innovative construction contracting methods that provide incentives for prevention of unnecessary motoring public delay. KW - Construction KW - Contracting KW - Cost recovery KW - Costs KW - Heavy duty trucks KW - Highway capacity KW - Infrastructure KW - Innovation KW - Lane closure KW - Loads KW - Maintenance KW - Prevention KW - Repairing KW - Spills (Pollution) KW - Stopped time delays KW - Street closure KW - Temporary facility closures KW - Traffic crashes KW - Traffic delays UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/facility/final_report.pdf UR - http://ntl.bts.gov/lib/24000/24700/24783/426319_Final_Report.pdf UR - https://trid.trb.org/view/730512 ER - TY - RPRT AN - 00977119 AU - Yelverton, F H AU - Warren, L S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - INCREASED OPTIONS FOR WEED MANAGEMENT IN THE NORTH CAROLINA HIGHWAY WILDFLOWER PROGRAM PY - 2002/10/21 SP - 75 p. AB - The North Carolina Department of Transportation (NCDOT) has implemented a highway wildflower program that now encompasses 3500 roadside acres throughout the state. Methyl bromide has become essential in establishing these beds. However, the Environmental Protection Agency (EPA) has classified methyl bromide as an ozone depleting substance and has banned production in 2005. Research was conducted 1) to determine if wildflowers could be established and maintained using preemergence (PRE) and/or postemergence (POST) herbicides, 2) to evaluate the efficacy of these herbicides on native vegetation, and 3) to evaluate the efficacy of nonchemical weed control options such as cover crop plantings. Twenty-one PRE and 20 POST herbicides were evaluated on 29 wildflower species in 3 greenhouse and 2 field trials. In general, wildflowers were more tolerant to the PRE herbicides. However, no herbicide came close to methyl bromide in relation to safety and tolerance to all wildflower species. Field personnel must be able to select species based on weed presence and the herbicides needed to control those specific weeds without injuring the wildflowers. Based on NCDOT surveys, the 3 most problematic weeds throughout the state are vetch species, curly dock and Carolina geranium. These weeds were controlled PRE and also POST with Cotoran 4L, Sinbar 80WP and Velpar 75DF. However, only limited wildflower species displayed tolerance to these herbicides. None of the 29 species evaluated have tolerance to Velpar 75DF applied POST, so this treatment is not an option. Ox-eyed daisy (mature plantings of 1 year or more) and spurred snapdragon were the only wildflower species with POST tolerance to Sinbar 80WP. Greenhouse trials were initiated to see if covercrop plantings would control weeds. Rye, wheat and oats were tested on 12 weed species. None of the weeds were completely controlled but dry weights were reduced in hairy vetch in 2 of 2 trials. Dry weights were reduced in common lambsquarter, curly dock, redroot pigweed, wild mustard, spiny sowthistly and Carolina geranium in 1 of 2 trials. Covercrops should not be considered a substitute for herbicides for weed control in wildflower beds. KW - Bromides KW - Covercrops KW - Environmental impacts KW - Herbicides KW - North Carolina KW - Roadside flora KW - Weed control KW - Wildflowers UR - http://ntl.bts.gov/lib/24000/24800/24809/Final_Report_1999-12.pdf UR - https://trid.trb.org/view/703194 ER - TY - RPRT AN - 01477793 AU - Federal Highway Administration AU - Arizona Department of Transportation AU - Inter Tribal Council of Arizona, Incroporated TI - Northern Arizona Region State - Tribal Transportation Forum, Proceedings Report PY - 2002/10/17 SP - 91p AB - The Federal Highway Administration (FHWA), Arizona Department of Transportation (ADOT), and Inter Tribal Council of Arizona (ITCA), in conjunction with the ADOT Tribal Strategic Partnering Team (ATSPT), sponsored the Northern Arizona Region State-Tribal Transportation Forum to provide tribal and non-tribal government officials with an understanding of current highway funding and transportation coordination processes in Arizona. The major goals of the Forum were to: 1. Improve tribal-state-federal relations. 2. Improve tribal-state-federal coordination. 3. Improve tribal participation in the statewide transportation planning and programming processes. KW - Arizona KW - Coordination KW - Federal government KW - Financing KW - Highways KW - Intergovernmental relations KW - Programming (Planning) KW - State government KW - Transportation planning KW - Tribal government UR - http://ntl.bts.gov/lib/46000/46700/46751/TribalNorthFinal.pdf UR - https://trid.trb.org/view/1245602 ER - TY - ABST AN - 01613983 TI - Development of Maintenance Decision Support System AB - The objectives of this project are to: (1) assess the need, potential benefit, and receptivity in participating state transportation departments for state and regional Maintenance Decision Support Systems; (2) define functional and user requirements for an operational Maintenance Decision Support System that can assess current road and weather conditions, forecast weather that will affect transportation routes, predict how road conditions will change in response to candidate maintenance treatments, suggest optimal maintenance strategies to maintenance personnel, and evaluate the effectiveness of maintenance treatments that are applied; (3) build and evaluate an operational Maintenance Decision Support System that will meet the defined functional requirements in the participating state transportation departments; and (4) improve the ability to forecast road conditions in response to changing weather and applied maintenance treatments. KW - Decision support systems KW - Maintenance practices KW - State departments of transportation KW - Surface treating KW - Weather conditions KW - Weather forecasting KW - Winter maintenance UR - http://www.pooledfund.org/Details/Study/240 UR - https://trid.trb.org/view/1427269 ER - TY - ABST AN - 01459468 TI - Sign Retroreflectivity Research Review AB - No summary provided. KW - Highway safety KW - Highway traffic control KW - Research projects KW - Retroreflectivity KW - Sign sheeting UR - https://trid.trb.org/view/1227681 ER - TY - ABST AN - 01563754 TI - Pacific Northwest Snowfighters AB - Phase 1 of this project will determine the longevity and cost effectiveness of corrosion inhibitors added to liquid and solid deicing chemicals and Phase 2 will evaluate the performance of liquid and solid deicing chemicals. Phase 1 funding is $250,000 and Phase 2 funding is $75,000 (if done in conjunction with Phase 1); $200,000 (if done separately) (If additional funding is received, a Phase 3 will be discussed by the Technical Advisory Committee.) The scope of this research is divided into two phases. Phase 1 will evaluate the longevity and cost effectiveness of the corrosion inhibitors that are added to deicers. An evaluation to determine the length of time the inhibitors remain effective within the products as it is applied to the road and also when stored in a variety of storage containment test sites over a period of time. Phase 2 is an evaluation of the performance of the various deicers based on corrosion inhibitors and additives. Each product will be applied at varying rates, road conditions, temperatures, and humidity in order to establish their performance. The products to be evaluated will be decided upon by the Pacific Northwest Snowfighters (PNS) and the technical committee. It is suggested that Phase 2 be conducted in conjunction with Phase 1 if the funding is available (if Phase 2 were conducted separately, we are projecting that the cost would more than double). As a starting point, the deicers that will be tested fall within the following PNS Categories (specific types will be determined by the Technical Advisory Committee (TAC)): - PNS Category 1 Corrosion Inhibited Liquid - Magnesium Chloride - PNS Category 2 Corrosion Inhibited Liquid - Calcium Chloride - PNS Category 4 Corrosion Inhibited Solid - Sodium Chloride. The PNS is now being funded through Clear Roads, TPF-5(218). The intent is that the PNS will continue to provide the Qualified Products List for deicer chemicals and keep a website available for all to access. KW - Corrosion resistant materials KW - Cost effectiveness KW - Deicing chemicals KW - Pacific Northwest KW - Performance evaluations KW - Winter maintenance UR - http://www.pooledfund.org/Details/Study/302 UR - https://trid.trb.org/view/1354936 ER - TY - ABST AN - 01463175 TI - Lithium Technology Research Studies and Reports for Mitigation of Alkali-Silica Reactivity (ASR) in Concrete AB - Alkali-silica reaction (ASR) is a significant durability problem that has resulted in premature deterioration of various types of concrete structures in the United States and throughout the world. The proposed study is to provide practitioners with the necessary information and guidance to test, specify, and use lithium compounds in new concrete construction, as well as in repair and service life extension applications. KW - Concrete KW - Lithium KW - Research projects KW - Studies KW - Technology UR - https://trid.trb.org/view/1231400 ER - TY - ABST AN - 01459679 TI - FHWA-LTPP AB - Long-Term Pavement Performance Program (LTPP) is a 20-year program initiated by SHRP in 1998 to monitor in service pavement sections over the United States and Canada with goals to improve pavement design, maintenance, and rehabilitation. The program was managed by SHRP for the first five years and is now managed by FHWA/TRB. new York has five GPS sections, one SPS8, and one Seasonal Monitoring Program (SMP) section. The objective of this project is to provide the staffing, expertise and all necessary assistance for FHWA-LTPP activities (GPS/SPS, Seasonal Monitoring, WIM, etc.) in New York State. KW - Global Positioning System KW - Monitoring KW - Pavement performance KW - Research projects KW - Weigh in motion UR - https://trid.trb.org/view/1227894 ER - TY - RPRT AN - 01531732 AU - Marquis, Brian AU - Peabody, Dale AU - Mallick, Rajib B AU - University of Wisconsin, Madison AU - University of New Hampshire, Durham AU - Federal Highway Administration TI - Using Foamed Asphalt as a Stabilizing Agent in Full Depth Reclamation of Route 8 in Belgrade, Maine PY - 2002/10//Final Report SP - 21p AB - This paper documents the construction of a full depth reclamation project in Belgrade, Maine along Rt. 8 that used foamed asphalt as a stabilizing agent. This includes the steps involved to design a foamed asphalt mix, construction of the foamed asphalt sections and a preliminary evaluation of the application. During the mix design process the use of the foamed asphalt laboratory equipment is important to optimizing the design as proper asphalt-water ratios are determined to maximize performance. Preliminary evaluation using Falling Weight Deflectometer data reveals the structural capacity of foamed asphalt sections are greater than typical full depth reclamation sections. Long term evaluation of performance is planned. KW - Belgrade (Maine) KW - Falling weight deflectometers KW - Foamed asphalt KW - Full-depth reclamation KW - Mix design KW - Pavement structural capacity KW - Road construction UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/P16final.pdf UR - https://trid.trb.org/view/1316352 ER - TY - RPRT AN - 01457238 AU - Soriano, Ariel AU - AEC Engineering Incorporated AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Alternative Sealants for Bridge Decks PY - 2002/10//Final Report SP - 49p AB - This project investigated potential concrete bridge deck crack and surface sealers, and their optimum application timing. The purpose of this project was to determine if there were better products than what the South Dakota Department of Transportation (SDDOT) was using (i.e. – linseed oil surface sealer and epoxy crack sealer) that can be applied by SDDOT maintenance personnel. The objectives and tasks for this project were accomplished by gathering and evaluating agency, field, laboratory, and literature data. A major portion of this research project focused on determining the optimum timing for treatment application. The results indicate the following: (1) SDDOT should discontinue use of linseed oil as a penetrating sealer. (2) SDDOT should adopt penetrating sealers such as silanes/siloxanes/siliconates for surface sealing. (3) SDDOT should continue to use crack sealers such as reactive methacrylates, modified polyurethanes, and epoxies with low viscosity (i.e. - = 15 cp). KW - Bridge decks KW - Cracking KW - Linseed oil KW - Sealing compounds KW - Silane KW - South Dakota KW - Surface treating UR - http://www.sddot.com/business/research/projects/docs/SD2001_04_Final_Report.pdf UR - https://trid.trb.org/view/1225422 ER - TY - RPRT AN - 01453766 AU - Jeong, Hyung Seok AU - Arboleda, Carlos A AU - Abraham, Dulcy M AU - Halpin, Daniel W AU - Bernold, Leonhard E AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Imaging and Locating Buried Utilities PY - 2002/10//Final Report SP - 258p AB - The urban underground has become a spider’s web of utility lines, including phones, electricity, gas, cable TV, fiber optics, traffic signals, street lighting circuits, drainage and sanitary sewers and water mains. Utility damages during construction are very significant and on the rise, resulting in construction delays, design changes, claims, property damages, service breakdowns, disruption of neighboring businesses and even injuries and lost lives. The American Institute of Constructors (AIC) reported that damage to utility lines is the third most significant crisis for contractors. The state-of-the-art and the state-of-the-practice imaging technologies that have potential for being applied in locating underground utilities were identified through literature review and case studies and the conditions under which use of these technologies are most appropriate were analyzed. Based on the characterizations of imaging technologies, a decision tool named IMAGTECH was developed in order to provide site engineers/technicians with a user-friendly tool in selecting appropriate imaging technologies. Quantitative data based on questionnaire surveys to State Department of Transportations (DOTs) and Subsurface Utility Engineering (SUE) providers was used to present comprehensive insight into the various aspects of the rapidly growing market in SUE. A multimedia educational tool was also developed to facilitate a better understanding of underground utility locating systems by the many in the construction domain, particularly entry-level engineers who are relatively unfamiliar with these technologies. KW - Ground penetrating radar KW - Imagery KW - Resistivity method KW - State of the art KW - Subsurface Utility Engineering KW - Underground utility lines UR - http://dx.doi.org/10.5703/1288284313237 UR - https://trid.trb.org/view/1218833 ER - TY - RPRT AN - 01442783 AU - Smith, K L AU - Titus-Glover, L AU - Evans, L D AU - United States. Federal Highway Administration (FHWA). Office of Pavement Technology TI - Pavement smoothness index relationships: final report PY - 2002/10 IS - FHWA-RD-02-057 SP - 59p + appendices KW - Accuracy KW - Accuracy KW - Asphalt KW - Bituminous pavements KW - Concrete KW - Concrete KW - Hot mix KW - Hot mix asphalt KW - International roughness index (IRI) KW - Pavement performance KW - Pavement performance KW - Profilometer KW - Profilometers KW - Quality control KW - Quality control KW - Roughness KW - Roughness UR - https://trid.trb.org/view/1210591 ER - TY - RPRT AN - 01442782 AU - Yau, A AU - Von Quintus, H L AU - United States. Federal Highway Administration (FHWA). Office of Infrastructure Research and Development TI - Study of LTPP laboratory resilient modulus test data and response characteristics: final report PY - 2002/10 IS - FHWA-RD-02-051 SP - 161p KW - Database KW - Databases KW - Laboratory test KW - Laboratory tests KW - Modulus KW - Modulus of deformation KW - Pavement components KW - Pavement layer KW - Pavement layers KW - Pavement materials KW - Pavement performance KW - Pavement performance KW - Pavement testing KW - Pavements KW - Tests for suitability, service and quality UR - http://www.fhwa.dot.gov/pavement/ltpp/02051.pdf UR - http://ntl.bts.gov/lib/46000/46500/46521/FHWA-RD-02-051.pdf UR - https://trid.trb.org/view/1210590 ER - TY - RPRT AN - 01025720 AU - Sargand, Shad AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Determination of Pavement Layer Stiffness on the Ohio SHRP Test Road Using Non-Destructive Testing Techniques PY - 2002/10//Final Report SP - 170p AB - In 1994-96, the Ohio Department of Transportation (ODOT) constructed a 3.5-mile long test pavement on US 23 in Delaware County for the Strategic Highway Research Program. This project contained a total of 40 test sections of asphalt concrete (AC) and portland cement concrete (PCC) pavement in the SPS-1, SPS-2, SPS-8 and SPS-9 experiments of the Specific Pavement Studies program. These experiments were designed to assess the effectiveness of different base types and thicknesses, different pavement thicknesses and other design parameters on the structural performance of highway pavements. During the construction of these sections, the Falling Weight Deflectometer (FWD) was used to measure the composite stiffness of the sections as each new material layer was completed and accepted by ODOT. In addition, the Dynaflect trailer was used to measure the composite stiffness of the completed sections prior to their being opened to traffic. The overall objectives of this research study were to evaluate the stiffness of the test sections on this experimental pavement as the new material layers were added to the sections, and to evaluate various analysis software packages currently available for the backcalculation of layer moduli. While the Ohio Strategic Highway Research Program (SHRP) Test Road was constructed in an area of flat terrain believed to have relatively uniform subgrade, FWD measurements indicated considerable subgrade variability between sections and within individual sections. None of the subgrade sections was considered to be good, about half were fair and the other half were poor to very poor. As expected, much of the variability was mitigated as successive material layers were placed in the sections, and especially with the addition of stabilized materials. Stiffness equivalencies were developed for the six types of base material used on the test road, and for AC and PCC pavement used on these bases. The final stiffness of the completed sections was consistent with early performance, in that the first six asphalt concrete sections which failed had the highest measured deflections with both the FWD and Dynaflect just prior to being opened to traffic. An excellent correlation was developed between FWD and Dynaflect output on the completed asphalt concrete pavement sections and clear trends were also apparent on PCC pavement, though the limited range of readings on PCC with both devices made it difficult to develop a definitive correlation on rigid pavement. The stiffness of the completed AC and PCC pavement sections, and load transfer across PCC pavement joints were quite similar when measured with the FWD and Dynaflect, demonstrating the usefulness of both instruments in evaluating structural performance. Four elastic layer programs were evaluated for their ability to calculate the moduli of the various material layers in the 40 test sections. Of these, MODULUS4.2 performed the best and was the most user friendly program to run. To obtain consistent results on any specific project, a standard operating procedure needs to be developed for those conditions and the analysis program being used, and the procedure needs to be closely followed for all calculations. KW - Asphalt concrete pavements KW - Backcalculation KW - Base course (Pavements) KW - Deflection KW - Dynaflect KW - Experimental roads KW - Falling weight deflectometers KW - Layer moduli KW - Load transfer KW - MODULUS (Computer program) KW - Nondestructive tests KW - Ohio KW - Pavement layers KW - Pavement performance KW - Portland cement concrete KW - Rigid pavements KW - Software packages KW - Specific Pavement Studies (LTPP) KW - Stiffness KW - Strategic Highway Research Program KW - Subgrade (Pavements) KW - Test sections KW - Thickness UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A52122061 UR - https://trid.trb.org/view/781716 ER - TY - RPRT AN - 01019052 AU - Meyer, Kevin G AU - US Forest Service AU - Federal Highway Administration TI - Managing Degraded Off-Highway Vehicle Trails in Wet, Unstable, and Sensitive Environments PY - 2002/10 SP - 52p AB - Environmental impacts associated with the degradation of off-highway vehicle (OHV) trails have become a serious concern in many regions. Where OHV trails indiscriminately cross alpine areas, wetlands, steep slopes, and other areas with sensitive soil conditions, trails can become rutted, mucky, and eroded. Such areas are referred to as degraded trail segments. Degraded trails develop when trail use exceeds the trail's natural carrying capacity. This document provides land managers and trail users with an introduction to OHV trail degradation and outlines a framework for management responses. The information presented is based on work conducted by the author in south central and interior Alaska, but it also applies to degraded trails in other parts of the country. Some of the principles also apply to degraded foot, mountain bike, and horse trails. The document presents some fundamental concepts of soil and site characteristics, and the mechanics of trail degradation. It also offers inventory methods to document trail conditions and prepare stabilization "prescriptions". In addition, it outlines a number of management options including trail rerouting, seasonal and type-of-use restrictions, use-level restrictions, trail hardening, and trail closure. KW - All terrain vehicles KW - Concrete hardening KW - Countermeasures KW - Degradation KW - Environmental impacts KW - Erosion KW - Inventory KW - Maintenance management KW - Restrictions KW - Rutting KW - Soils KW - Stability (Mechanics) KW - Trail closure KW - Trail rerouting KW - Trails KW - Wet conditions KW - Wet ground UR - https://trid.trb.org/view/775810 ER - TY - RPRT AN - 00982158 AU - Liu, Rongfang AU - Li, Jian AU - Chen, X AU - Chen, Yao AU - Xing, Hao-Feng AU - Liang, R AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - METHOD OF DETERMINING THE THICKNESS AND UNIFORMITY OF APPLICATION FOR THERMOPLASTIC PAVEMENT MARKING MATERIAL PY - 2002/10 SP - 41 p. AB - A laser thickness-measurement device for measuring the thickness of thermoplastic pavement marking material (TPMM) has been successfully developed. The system has been installed onto a pushcart for easy field operation. The device is based on a laser triangulation measurement system and it uses a position sensitive device (PSD) as the detector. The hardware developed includes a laser thickness detector, mechanical scanner, angle encoder, distance encoder, global positioning system (GPS) and interface circuitry, data acquisition and control circuitry, and data display. Software functions developed include data processing, embedded computer control, data filtering and the user interface. The system operates at a sampling rate of 175 kHz, which significantly increases the accuracy and speed of the thickness measurement and provides more quantitative information for determination of the TPMM and pavement profiles. The flexible hardware design enhances the system's performance under varied pavement conditions. The high response frequency allows the system to quickly adapt to sudden changes in slope and color. Lab and field tests demonstrated that the measured thicknesses were very close to the actual thickness of the tapes measured. Measurement error on smooth pavements (asphalt and concrete) was less than 5 mils. Measurement error on grade 3 surface treatments was within 10 mils. KW - Accuracy KW - Data displays KW - Data filtering KW - Detectors KW - Field tests KW - Global Positioning System KW - Information processing KW - Laboratory tests KW - Lasers KW - Measuring instruments KW - Performance KW - Position sensitive devices KW - Road marking materials KW - Scanners KW - Speed KW - Thermoplastic materials KW - Thickness KW - Triangulation KW - User interfaces (Computer science) UR - https://trid.trb.org/view/743272 ER - TY - CONF AN - 00980050 AU - Transportation Research Board AU - Federal Highway Administration TI - RESOURCE PAPERS FOR THE 3RD NATIONAL TRANSPORTATION FINANCE CONFERENCE, OCTOBER 27-30, 2002, CHICAGO, ILLINOIS PY - 2002/10 SP - 61p AB - This website contains the four resource papers prepared for the 3rd National Transportation Finance Conference. The papers are as follows: Meeting the TEA-21 Reauthorization Challenge: Will System Performance Continue to Be "Gone with the Wind"?, G.S. Yarema; Accelerating Project Development: Approaches and Techniques for Expedient Project Delivery, S. Greene and M. Schneider; The Institutional Framework for Innovative Transportation Finance, J.T. Taylor, II; and Finance and the Visible Hand of Technology, J.M. Giglio. U1 - Meeting the Funding Challenge Today and Shaping Policies for Tomorrow. 3rd National Transportation Finance ConferenceTransportation Research Board, Federal Highway AdministrationChicago, Illinois StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Finance KW - Innovation KW - Institutional issues KW - Project delivery KW - Project development KW - Reauthorization KW - Technology KW - Transportation KW - Transportation Equity Act for the 21st Century UR - http://onlinepubs.trb.org/onlinepubs/archive/conferences/2002FinancePapers.pdf UR - https://trid.trb.org/view/742447 ER - TY - CONF AN - 00980051 AU - Yarema, G S AU - Transportation Research Board AU - Federal Highway Administration TI - MEETING THE TEA-21 REAUTHORIZATION CHALLENGE: WILL SYSTEM PERFORMANCE CONTINUE TO BE "GONE WITH THE WIND"? PY - 2002/10 SP - p. 2-27 AB - At this point in the history of our surface transportation network, the United States may be at a crossroads, struggling to maintain system condition and performance, with goals not clearly stated and needed resources yet to be identified. This resource paper gathers together material generated from numerous congressional hearings, from actual experience in project delivery at the state and local level and from important academic and economic analyses completed since the 2000 conference. The issues raised here include: (1) What should be the goal of reauthorization? (2) Has TEA-21 met the goal of maintaining system condition and performance? (3) What funding level will reauthorization need to establish to maintain condition and performance? (4) What measure can reasonably be taken to achieve the goal? U1 - Meeting the Funding Challenge Today and Shaping Policies for Tomorrow. 3rd National Transportation Finance ConferenceTransportation Research Board, Federal Highway AdministrationChicago, Illinois StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Economic analysis KW - Finance KW - Project delivery KW - Reauthorization KW - Transportation KW - Transportation Equity Act for the 21st Century UR - http://onlinepubs.trb.org/onlinepubs/archive/conferences/2002FinancePapers.pdf UR - https://trid.trb.org/view/742448 ER - TY - CONF AN - 00980053 AU - Taylor, J T AU - Transportation Research Board AU - Federal Highway Administration TI - THE INSTITUTIONAL FRAMEWORK FOR INNOVATIVE TRANSPORTATION FINANCE PY - 2002/10 SP - p. 45-53 AB - This resource paper addresses the question: Are we creating financing mechanisms that will facilitate continued and timely investment in our nation's transportation infrastructure over the next 40 to 50 years or are we simply addressing our most pressing short-term capital needs? As a starting point, this paper highlights some of the new financing vehicles and partnership structures developed under the umbrella of "innovative finance" and questions where they might be leading us. The paper then examines certain institutional factors that may have influenced the types of financing approaches taken to date or that could inhibit further innovation. By acknowledging and addressing some of the tensions within and among the key players, transportation policymakers may be able to craft more effective strategies for fostering collaboration and increasing the overall level of transportation investment. U1 - Meeting the Funding Challenge Today and Shaping Policies for Tomorrow. 3rd National Transportation Finance ConferenceTransportation Research Board, Federal Highway AdministrationChicago, Illinois StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Finance KW - Infrastructure KW - Innovation KW - Institutional issues KW - Investments KW - Partnerships KW - Policy making KW - Strategic planning KW - Transportation UR - http://onlinepubs.trb.org/onlinepubs/archive/conferences/2002FinancePapers.pdf UR - https://trid.trb.org/view/742450 ER - TY - CONF AN - 00980052 AU - Greene, S AU - Schneider, M AU - Transportation Research Board AU - Federal Highway Administration TI - ACCELERATING PROJECT DEVELOPMENT: APPROACHES AND TECHNIQUES FOR EXPEDIENT PROJECT DELIVERY PY - 2002/10 SP - p. 28-44 AB - There are a host of non-financial factors that interact in project delivery and have the combined effect of reducing the positive value of new methods for generating and utilizing funds for capital project development. This resource paper explores such factors and their relationship to innovative finance, with the principal objective of defining more effective approaches for consideration in the "Next TEA" reauthorization process. U1 - Meeting the Funding Challenge Today and Shaping Policies for Tomorrow. 3rd National Transportation Finance ConferenceTransportation Research Board, Federal Highway AdministrationChicago, Illinois StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Finance KW - Innovation KW - Project delivery KW - Project development KW - Reauthorization KW - Transportation KW - Transportation Equity Act for the 21st Century UR - http://onlinepubs.trb.org/onlinepubs/archive/conferences/2002FinancePapers.pdf UR - https://trid.trb.org/view/742449 ER - TY - CONF AN - 00980054 AU - Giglio, J M AU - Transportation Research Board AU - Federal Highway Administration TI - FINANCE AND THE VISIBLE HAND OF TECHNOLOGY PY - 2002/10 SP - p. 54-61 AB - Finance is about more than just money. There is an interaction among finance, technology, customer service, and the management of departments of transportation. The general consensus is that money will be harder to find for TEA-3 than for TEA-21, a result of improving fuel economy, slower economic growth, higher oil prices, a tighter federal budget and perhaps some resentment over the success achieved six years ago. This implies a need for ideas that involve more than changes to our current financial toolbox. Such changes, in turn, may open the door for approaches that go beyond the traditional broad-based user fees, with or without some leveraging. U1 - Meeting the Funding Challenge Today and Shaping Policies for Tomorrow. 3rd National Transportation Finance ConferenceTransportation Research Board, Federal Highway AdministrationChicago, Illinois StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Customer service KW - Finance KW - Management KW - Reauthorization KW - State departments of transportation KW - Technology KW - Transportation KW - Transportation Equity Act for the 21st Century UR - http://onlinepubs.trb.org/onlinepubs/archive/conferences/2002FinancePapers.pdf UR - https://trid.trb.org/view/742451 ER - TY - RPRT AN - 00977169 AU - Tarefder, R A AU - Zaman, Musharraf AU - Manhattan College AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE RUTTING POTENTIAL OF HOT MIX ASPHALT USING THE ASPHALT PAVEMENT ANALYZER PY - 2002/10 SP - 180 p. AB - A comprehensive study involving rut potential of Hot Mix Asphalt (HMA) was conducted. Both cylindrical and beam specimens of HMA were prepared using a Superpave Gyratory Compactor (SGC) and an Asphalt Vibratory Compactor (AVC), respectively. Mixture rutting performance was determined in the Asphalt Pavement Analyzer (APA). Initially, rut tests were conducted on three laboratory-prepared HMA specimens for 8000 cycles of loading with 100 psi hose pressure, 100 lb wheel load, and 50 seating cycles. The rut values (8,000 cycles) varied between 2.0 mm and 6.4 mm. Rut depths were found to be sensitive to temperature when compared to asphalt content. Subsequently, this study evaluated rut potential of 10 plant-produced mixes. Of these, 3 were Type A, 6 were Type B insoluble and 1 was Type C. Only one mix showed a rut depth of more than 4 mm. The AVC beam specimens showed higher rut depth compared to cylindrical specimens. The APA rut test data were analyzed to identify the important contributing factors. Type A mixes were sensitive to percent asphalt content, whereas Type B insoluble mixes were sensitive to material passing the number 200 sieve. This research investigated the relationship between rheological and mechanical properties for various Oklahoma unmodified and modified binders based on the asphalt mixture's rutting performance. The test results showed that binder Performance Grade(PG) affects mixture performance significantly. In general, modified binder showed better performance compared to the unmodified binders. Modified binders of the same PG did not show the same performance when test parameters were held constant. Binder viscosity and rut factor did not show significant effects on rutting performance of both modified and unmodified binders. Linear and nonlinear regression analyses were performed to investigate the contributions of binder properties to rutting. The nonlinear regression prediction of rutting was better than the linear prediction. This study identified the most significant factors from a number of factors, which affect rut potential of HMA. KW - Aggregate gradation KW - Asphalt content KW - Asphalt mixtures KW - Asphalt Pavement Analyzer KW - Bituminous binders KW - Gyratory testing machines KW - Hot mix asphalt KW - Laboratory tests KW - Mechanical properties KW - Regression analysis KW - Rheological properties KW - Rutting KW - Vibratory equipment KW - Viscosity UR - https://trid.trb.org/view/703243 ER - TY - RPRT AN - 00973751 AU - Federal Highway Administration AU - Foundation for Pavement Preservation TI - JOINT SEALING PORTLAND CEMENT CONCRETE PAVEMENTS PY - 2002/10 SP - 20 p. AB - This pavement preservation checklist describes tasks and responsibilities to consider when joint sealing Portland cement concrete pavements. It discusses preliminary responsibilities, project inspection responsibilities, sealant installation, cleanup responsibilities, and common problems and solutions. KW - Checklists KW - Concrete pavements KW - Guidelines KW - Inspection KW - Installation KW - Joint sealing KW - Pavement joints KW - Pavement maintenance KW - Pavement performance KW - Portland cement concrete KW - Preservation KW - Project management KW - Sealing compounds UR - https://trid.trb.org/view/697672 ER - TY - RPRT AN - 00970619 AU - Deshpande, P G AU - Seddelmeyer, J D AU - Jung, C AU - Wheat, H G AU - Fowler, D W AU - Jirsa, James O AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - CORROSION PERFORMANCE OF POLYMER-COATED, METAL-CLAD, AND OTHER REBARS AS REINFORCEMENTS IN CONCRETE: LITERATURE REVIEW PY - 2002/10 SP - 94 p. AB - This report is a literature review of alternative reinforcement materials for concrete. The time period covered is the last 12 years and the review is restricted to metallic reinforcement materials which may or may not be coated. The materials include epoxy coated steels, galvanized steel, corrosion resistant steels, dual-phase steels, and stainless steels. Also included are steels coated with types of coatings (other than epoxy) and steels which use various types of paints for corrosion protection. KW - Coatings KW - Corrosion resistant steel KW - Dual phase steel KW - Epoxy coatings KW - Galvanizing KW - Literature reviews KW - Paint KW - Reinforced concrete KW - Reinforcing bars KW - Reinforcing steel KW - Stainless steel UR - http://www.utexas.edu/research/ctr/pdf_reports/4904_1.pdf UR - https://trid.trb.org/view/696591 ER - TY - RPRT AN - 00970606 AU - Charbeneau, R J AU - Henderson, A D AU - Murdock, R C AU - Sherman, L C AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - HYDRAULICS OF CHANNEL EXPANSIONS LEADING TO LOW-HEAD CULVERTS PY - 2002/10 SP - 114 p. AB - Channel improvements involving channel expansion upstream of culverts may result in increased sediment deposition near the structure, which in turn may result in decreased hydraulic performance and safety. These conditions are investigated through physical and numerical modeling. An improved understanding of the hydraulic performance of channel expansions is developed, improved performance curves for multiple-barrel box culverts are presented, design guidance for new structures are provided, and potential remedies for existing structures are suggested. KW - Box culverts KW - Channel expansions KW - Channels (Waterways) KW - Deposition KW - Design KW - Hydraulics KW - Improvements KW - Mathematical models KW - Performance KW - Scale models KW - Sediments UR - http://www.utexas.edu/research/ctr/pdf_reports/2109_1.pdf UR - https://trid.trb.org/view/696578 ER - TY - RPRT AN - 00970618 AU - Matthews, R D AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EMULSIFIED DIESEL FUELS: LITERATURE REVIEW AND CONSOLIDATION OF LUBRIZOL RECOMMENDATIONS PY - 2002/10 SP - 56 p. AB - The objective of this document is to summarize the available findings by Lubrizol and by third parties on the effects of PuriNOx on a variety of diesel engines operating over a variety of conditions. The information was obtained from the 19 documents provided by Lubrizol and additional documents obtained from the Engineering Library at the University of Texas. It is obvious from this synthesis that the available literature exhibits conflicting data, conclusions, and recommendations about the benefits of emulsified diesel fuels. However, it can be concluded with relative certainty that emulsified diesel fuels always provide benefits in terms of NOx and PM emissions when tested over any cycle. The magnitude of the advantage from using emulsified diesel fuels is, however, largely a function of the engine type, the operating conditions, the properties of the baseline diesel fuel, and the properties of the diesel fuel that is blended into the emulsion. In addition, it is known that emulsions offer a benefit in terms of thermal efficiency and lubricity. Questions relating to the cost effectiveness of using PuriNOx and engine durability were not adequately addressed in the available literature. The results from this synthesis will allow for an informed discussion of the scope of the current study. KW - Benefits KW - Cost effectiveness KW - Diesel fuels KW - Emulsified diesel fuels KW - Emulsions KW - Exhaust gases KW - Literature reviews KW - Lubricity KW - Nitrogen oxides KW - Particulates KW - Syntheses KW - Thermal efficiency UR - http://www.utexas.edu/research/ctr/pdf_reports/4576_1.pdf UR - https://trid.trb.org/view/696590 ER - TY - RPRT AN - 00970616 AU - Simon, E AU - Gibson, G E AU - Haas, C T AU - O'Connor, J T AU - Somali, B AU - Zhang, Z AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A TOOL FOR EXPEDITING HIGHWAY CONSTRUCTION WHILE RETAINING QUALITY PY - 2002/10 SP - 198 p. AB - Highway construction imposes substantial costs on the traveling public. Because of this, pressures exist to build projects faster and more efficiently. To make the most efficient use of funds for highway construction projects, and to minimize total road life cycle costs, a decision tool is needed for selecting the most appropriate methods to expedite highway construction, while maintaining value and quality. KW - Construction scheduling KW - Decision support systems KW - Life cycle costing KW - Quality control KW - Road construction UR - http://www.utexas.edu/research/ctr/pdf_reports/4386_1.pdf UR - https://trid.trb.org/view/696588 ER - TY - RPRT AN - 00970615 AU - Kim, S-M AU - McCullough, B F AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - RECONSIDERATION OF THICKNESS TOLERANCE FOR CONCRETE PAVEMENTS PY - 2002/10 SP - 98 p. AB - The sensitivity analysis of the concrete pavement thickness has been conducted to investigate if the current thickness tolerance can be loosened and to propose the acceptable thickness tolerance limits so that nondestructive testing for thickness measurements can be used with confidence. The current procedures to measure the concrete pavement thickness and the current thickness tolerance limits have been reviewed. The sensitivity of pavement performance to slab thickness has been investigated based on various models including the AASHTO model, mechanistic distress prediction model, and fatigue failure models. The variability of the thickness in the field has also been investigated. The reasonable thickness tolerance limits have finally been proposed by comparing the results obtained from this study. KW - Concrete pavements KW - Design standards KW - Fatigue (Mechanics) KW - Field studies KW - Mathematical models KW - Pavement distress KW - Pavement performance KW - Sensitivity analysis KW - Thickness UR - http://www.utexas.edu/research/ctr/pdf_reports/4382_1.pdf UR - https://trid.trb.org/view/696587 ER - TY - RPRT AN - 00970611 AU - Prozzi, Jolanda AU - Henk, R AU - McCray, J AU - Harrison, R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - INLAND PORTS: PLANNING SUCCESSFUL DEVELOPMENTS PY - 2002/10 SP - 96 p. AB - The consideration of multi-modal inland ports to enhance trade corridor performance and improve the efficiency of global supply chains is starting to emerge in the transportation community. Ultimately, it is believed that inland ports have the capability to create local employment, enhance corridor efficiencies and thus trade competitiveness, and reduce both public and private costs. The objective of 4083-1 was to create a classification methodology to better understand how different inland ports can support efficient supply chains and enhance corridor performance. The first year study recognized the importance of inland ports as international trade processing locations. In addition to this function, inland ports relieve congested traditional ports of entry, facilitate value-added services, and enhance local and regional development. The objectives of 4083-2 are to demonstrate the role and benefits of inland ports, provide a brief overview of the Texas Department of Transportation (TxDOT) highway planning and programming process, highlight the critical investments required and the level of TxDOT support that can be expected as the inland ports develop, consider the impacts of trade and trade truck flows on the locations of inland port developments, and finally, propose an evaluation framework that allows TxDOT planners to review potential inland port investment requests from a transportation planning perspective. Given the multi-modal components of inland port developments, it is foreseen that the findings of this study can be used to inform transportation planners considering the location of multi-modal terminals on the proposed Trans Texas Corridors. KW - Benefits KW - Highway planning KW - Impacts KW - International trade KW - Investments KW - Location KW - Multimodal transportation KW - Performance KW - River ports KW - Supply chain management KW - Texas KW - Transportation corridors KW - Transportation planning KW - Truck terminals KW - Truck traffic UR - http://www.utexas.edu/research/ctr/pdf_reports/4083_2.pdf UR - https://trid.trb.org/view/696583 ER - TY - RPRT AN - 00970593 AU - Rathje, E M AU - Rauch, A F AU - Folliard, K J AU - Trejo, D AU - Little, D AU - Viyanant, C AU - Ogalla, M AU - Esfeller, M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - RECYCLED ASPHALT PAVEMENT AND CRUSHED CONCRETE BACKFILL: RESULTS FROM INITIAL DURABILITY AND GEOTECHNICAL TESTS PY - 2002/10 SP - 84 p. AB - This report describes research results from the second year of a three-year study focused on the use of recycled asphalt pavement (RAP) and crushed concrete (CC) as backfill for mechanically stabilized earth (MSE) walls. The objectives of the research project are reviewed. The compaction characteristics of RAP and CC are presented, and the effect of compaction on particle breakdown is discussed. Tests to evaluate the accuracy of nuclear gauges, when used to measure the compacted density and water content of RAP and CC in the field, are also discussed. Results indicate that the nuclear gauge overpredicts the as-compacted moist density and water content of RAP and CC. Triaxial strength testing of RAP and CC are presented, and indicate that these materials exhibit adequate strength for MSE wall applications. Results are presented from expansion tests performed on various CC specimens to evaluate the potential for excessive heave or expansion after compaction. Expansion appears only to be a problem when the CC contains significant sulfates, but the sulfate levels necessary to cause problems are not expected to occur in the field. Preliminary results from corrosion tests indicate that RAP and CC do not adversely affect the corrosion rate of metallic strip reinforcement at early exposure periods. KW - Accuracy KW - Asphalt pavements KW - Compaction KW - Concrete KW - Corrosion KW - Crushed concrete KW - Density KW - Expansion KW - Mechanically stabilized earth KW - Moisture content KW - Nuclear gages KW - Recycled asphalt pavements KW - Recycled materials KW - Reinforcing materials KW - Retaining walls KW - Strength of materials KW - Sulfates KW - Trench backfill KW - Triaxial shear tests UR - http://www.utexas.edu/research/ctr/pdf_reports/4177_2.pdf UR - https://trid.trb.org/view/696565 ER - TY - RPRT AN - 00970604 AU - Topkaya, C AU - Yura, J A AU - Williamson, E B AU - Frank, K H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - UTRAP: FINITE-ELEMENT-BASED SOFTWARE FOR THE ANALYSIS OF CURVED TRAPEZOIDAL GIRDERS UNDER CONSTRUCTION LOADS PY - 2002/10 SP - 44 p. AB - Due to advances in fabrication technology, the use of steel trapezoidal box girders for curved interchange structures has become popular. The rapid erection, long span capability, economics, and aesthetics of these girders make them more favorable than other structural systems. The response of composite box girders with live loading, as well as the behavior of quasi-closed box girders during construction, must be considered during the design process. Considering both cases, the design for construction loading is the least understood and is the most important. Stresses due to construction loading can reach up to 60-70% of the total design stress for a given cross section. In this report, the authors document the development and usage of the software package UTrAp. This program allows for the analysis of curved girder bridge systems in a more rigorous manner than traditional grid analysis approaches. UTrAp utilizes a finite element methodology to determine stresses and strains throughout the cross-section of a bridge girder. In addition, internal and external brace members are modeled explicitly so that no assumptions are required (e.g., equivalent plate method) for determining member forces. Unlike currently available software, UTrAp has the capability of modeling the effects of semi-cured concrete. The developed software has been designed to be computationally efficient and easy to use for bridge designers. A graphical user interface has been developed along with the finite element analysis routines to aid in entering data and visualizing analysis results. A comparison to measured field data shows that UTrAp provides an accurate characterization of girder response under construction loads. KW - Accuracy KW - Box girder bridges KW - Bridge design KW - Composite structures KW - Construction loads KW - Curved bridges KW - Curved trapezoidal girders KW - Finite element method KW - Graphical user interfaces KW - Interchanges KW - Software packages KW - Strain (Mechanics) KW - Stresses UR - http://www.utexas.edu/research/ctr/pdf_reports/1898_3.pdf UR - https://trid.trb.org/view/696576 ER - TY - RPRT AN - 00970595 AU - MATTHEWS, R AU - HALL, M AU - Prozzi, Jolanda AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EMULSIFIED DIESEL EMISSION TESTING, PERFORMANCE EVALUATION, AND OPERATIONAL ASSESSMENT PY - 2002/10 SP - 28 p. AB - The objective of this document is to present the preliminary findings of the study examining the effects of using PuriNOx on the emissions, performance, and operations of the Texas Department of Transportation's diesel vehicles and equipment. This document briefly summarizes the available literature regarding emulsified diesel fuels, presents the preliminary findings of the effects on performance and operations, discusses other areas of concern, and summarizes the analysis still to be performed. All of the project's principle tasks are still ongoing, and have not yielded sufficient data to make any assessments or recommendations. KW - Construction and maintenance equipment KW - Diesel fuels KW - Emulsified diesel fuels KW - Emulsions KW - Exhaust gases KW - Literature reviews KW - Performance KW - Testing KW - Vehicle fleets UR - http://www.utexas.edu/research/ctr/pdf_reports/4576_2.pdf UR - https://trid.trb.org/view/696567 ER - TY - RPRT AN - 00970596 AU - Bhat, C AU - Handy, S AU - Kockelman, K AU - Mahmassani, H AU - Gopal, A AU - Srour, I AU - Weston, Lisa AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF AN URBAN ACCESSIBILITY INDEX: FORMULATIONS, AGGREGATION, AND APPLICATION PY - 2002/10 SP - 176 p. AB - This is the final report for the research project: Development of an Urban Accessibility Index. The objective was to select an accessibility measure and develop a methodology to aggregate disaggregate accessibility measures along several dimensions of interest: time of day, mode, trip purpose, and space. The main types of accessibility measures are presented and assessed for their relevance for the research objective. A gravity/logsum measure is chosen. Aggregation along individual dimensions are assessed for use in this research. Ultimately a method based on the multinomial logit model is developed for use. The accessibility measure and aggregation method are then coded in an add-in for use with the TransCAD geographic information system (GIS). The software program comes with the Dallas/Fort Worth and Austin data sets. However, data from any area can be used. Outputs from the software include a color-coded map indicating areas of relatively high and low accessibility and a table that can be manipulated in the same way as any other GIS layer. The User's Manual for the software is included as an appendix. KW - Accessibility KW - Cluster analysis KW - Computer output KW - Computer program documentation KW - Geographic information systems KW - Logits KW - Maps KW - Multinomials KW - Software KW - Tables (Data) KW - Urban areas UR - http://www.utexas.edu/research/ctr/pdf_reports/4938_4.pdf UR - https://trid.trb.org/view/696568 ER - TY - RPRT AN - 00970558 AU - Sebesta, S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF MAINTENANCE BASE REPAIRS OVER EXPANSIVE SOILS: YEAR 1 REPORT PY - 2002/10 SP - 122 p. AB - Some of the most prevalent cases of distress that pavement maintenance forces will encounter in expansive soil environments are roughness, longitudinal cracking, and structural deterioration. This report describes the findings from an extensive literature search, a multi-district survey, numerous field site investigations, and a laboratory testing sequence, all geared toward identifying what types of maintenance treatments and materials give good performance when used on the above distresses. For moderate cases of roughness, a blade-on patch to smooth the section is quick and is the most typically used treatment. Data collected indicate crack filling and sealing is just as effective as conventional full-depth patching for longitudinal cracking. For full-depth repairs due to longitudinal cracking, methods currently being used in the Bryan District of the Texas Department of Transportation (TxDOT) using geogrid reinforcement to prevent cracks from propagating through the pavement surface show promise. In general, all data collected indicate cement treatment is preferred to asphalt cold mixes for base repairs. TxDOT should consider constructing test sections utilizing the field guide developed as part of this project to verify its usefulness. TxDOT should also consider test sections reworking areas with longitudinal cracking utilizing different geosynthetics to determine if similar performance can be obtained with less costly geotextiles and grids. KW - Base course (Pavements) KW - Cement KW - Condition surveys KW - Crack filling and sealing KW - Deterioration KW - Field studies KW - Geogrids KW - Geosynthetics KW - Geotextiles KW - Laboratory tests KW - Literature reviews KW - Longitudinal cracking KW - Patching KW - Pavement maintenance KW - Repairing KW - Roughness KW - Swelling soils KW - Test sections UR - https://trid.trb.org/view/696528 ER - TY - RPRT AN - 00969844 AU - Szary, P AU - Wible, J AU - Zeller, M AU - Maher, A AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT AND IMPLEMENTATION OF THE DIVISION OF RESEARCH AND TECHNOLOGY WEB PAGE PY - 2002/10 SP - 29 p. AB - The New Jersey Department of Transportation (NJDOT) Research Division increased their output of technology transfer with the creation of an interactive web page. The web page provides technology transfer through information distribution of current as well as previous research to those who browse through the site. Current news and updates are available on the "what's new page." A photographic outline of the Research Division hierarchy, mission, strategic plan, and core values are available. Online distribution of resources for research associates provides a valuable tool for the university and research communities. Web page education of the NJDOT Research Division employees was included with the project. This allowed Research Division employees the ability to modify the graphics and other essential elements to the presentation of the website. The final placement of the website was to be located at the NJDOT site. This allows Research Division employees to update and change sections of the site to provide up-to-date information to research professionals and others who would be using the website resources. KW - Information dissemination KW - New Jersey Department of Transportation KW - Technology transfer KW - Websites (Information retrieval) UR - http://cait.rutgers.edu/files/FHWA-NJ-2002-024.pdf UR - https://trid.trb.org/view/680852 ER - TY - RPRT AN - 00962917 AU - Cleveland, G S AU - Button, J W AU - Lytton, R L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - GEOSYNTHETICS IN FLEXIBLE AND RIGID PAVEMENT OVERLAY SYSTEMS TO REDUCE REFLECTION CRACKING PY - 2002/10 SP - 298 p. AB - The primary objective of this research project was to evaluate geotextiles placed under or within a hot mix asphalt (HMA) overlay to reduce the severity or delay the appearance of reflection cracks. Researchers evaluated six geosynthetics, representing fabrics, grids, and composites in the laboratory using the TTI Overlay Tester. The overlay tester accommodates a 3x6x20-in. HMA beam and evaluates the relative ability of different beams (with and without a geosynthetic) to resist thermal cracking. Geosynthetics consistently increased number of cycles to failure in laboratory tests. Researchers then used fracture mechanics to evaluate the laboratory results and develop a new evaluation methodology termed the "reinforcing factor." Comparative field test pavements were established in three regions of Texas (Amarillo, Waco, and Pharr Districts) with widely different climates. Due to unavoidable delays, only the Pharr test pavements were constructed before this report was written. These planned field tests will be constructed and all three will be evaluated for several years particularly regarding reflective cracking. Syntheses of the findings from the literature and personal interviews were prepared. Supplementary benefits of additional tack coat and a leveling course in overlay systems were demonstrated. Significant changes in pertinent construction specifications were recommended. When placing a self-adhesive grid product, particularly on a high-traffic facility, a tack coat should be applied on top of the grid to minimize slippage problems. Generally, the cost effectiveness of fabrics for reducing reflection cracking appears to be marginal. Information on cost effectiveness of grids and composites is not available. An asphalt-impregnated fabric or composite is essentially impermeable to water and thus can provide significant benefits or possibly cause significant problems. The presence of an impermeable layer in an overlay system should be carefully considered during the design stage. Finally, researchers prepared comprehensive guidelines for using geosynthetics with HMA overlays to reduce reflection cracking and recommended they be printed in a handbook. KW - Benefits KW - Cost effectiveness KW - Fabrics KW - Field tests KW - Flexible pavements KW - Fracture mechanics KW - Geosynthetics KW - Geotextiles KW - Guidelines KW - Handbooks KW - Hot mix asphalt KW - Interviewing KW - Laboratory tests KW - Literature reviews KW - Overlays (Pavements) KW - Reflection cracking KW - Rehabilitation (Maintenance) KW - Rigid pavements KW - Road construction KW - Specifications KW - Tack coats UR - https://trid.trb.org/view/660945 ER - TY - RPRT AN - 00962907 AU - Orsborn, J F AU - Orsborn, M T AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - CULVERT DESIGN FLOWS FOR FISH PASSAGE AND STRUCTURAL SAFETY IN EAST CASCADE AND BLUE MOUNTAIN STREAMS PY - 2002/10 SP - 148 p. AB - The pervasive problem of restoring fish runs to their natal streams is characterized in many regions of Washington by improperly placed culverts. The replacement of these fish migration barriers requires knowledge of design flows: floods for structural safety and migration season high and low flows. High flows block fish passage with velocities that exceed their swimming capabilities. During low flows, the migration barrier is caused by a lack of enough water depth to support the bodies of the fish. The estimation of these fish passage and safety flows in ungaged streams is impeded in eastern Washington due to: the wide range of climatic conditions (5 to 110 in. per year of precipitation); diverse geology and soils; a lack of stream-gaging stations with long-term records; changes in land use; and the seasonal impacts of irrigation diversions and well pumpage on the remnant instream flows. Past efforts to estimate these flows have not been successful. Therefore, the Washington State University (WSU) project was undertaken to model the high migration season flow in all of eastern Washington. In addition, WSU established 20 stream-gaging stations on salmon streams along the east side of the Cascade Mountains plus the Blue Mountains. This complementary project was developed to estimate other design flows in the Water Resource Inventory Areas (WRIA) 29, 30, 32, 35, 38, 40, 45, 48 and 49, in which the WSU gage sites are located. United States Geological Survey (USGS) gage records in those WRIAs (and in WRIAs 39, 46 and 47) were used to develop models that estimate the following statistical flows: 100-year, 25-year and 2-year daily and peak floods; the average annual flow and its variability; ranges of mean monthly flows (maximum, average and low); the 7-day average, 2-year, 10-year, 20-year low flow; and the 30- and 60-day average low flows. The model results are, for the most part, very good. The standard error of estimate ranges are: for floods, 2-37%; average annual flow, 10-37%; maximum annual flow, 6-14%; minimum annual flow, 13-23%; and low flows, 3-22%. Monthly average flows reflected the strong influences of seasonal variability and irrigation withdrawals: 3-242%, due to winter frozen low flows (3%) in the Entiat-Wenatchee Region, and August low flows (242%) in the Blue Mountains due to irrigation. All flow estimation equations were based on USGS stream-gaging data from continuous gages located in the WRIAs. KW - Culverts KW - Design KW - Design flow KW - Fish passage KW - Fishes KW - Hydrology KW - Mathematical models KW - Migration KW - Stream gages KW - Streams KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/545.2.pdf UR - https://trid.trb.org/view/660934 ER - TY - RPRT AN - 00962203 AU - Pearson, D F AU - Ellis, P L AU - Farnsworth, S P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - CALIBRATION OF A PAST YEAR TRAVEL DEMAND MODEL FOR MODEL EVALUATION PY - 2002/10 SP - 114 p. AB - Planning decisions for transportation infrastructure are based largely on forecast travel demand. To make informed decisions, the forecast travel demand must accurately reflect the response in traveler behavior and patterns of travel to changes in the attributes of the transportation system and the people using the system. Travel demand models are one of the tools used to estimate and forecast travel demand. The objective of this project was to perform an evaluation of the ability of the current modeling process in Texas to forecast travel behavior and patterns within the context of a controlled experimental design. The project attempted to calibrate travel demand models using travel surveys conducted in the San Antonio-Bexar County area in 1969. These models would then be applied to forecast travel behavior and patterns for the years 1980 and 1990, with the results compared to observed conditions. Due to data limitations, researchers did not consider the model developed for 1970 acceptable in terms of meeting the calibration criteria that were established. This negated the application of the model to 1980 and 1990 since the results could not be interpreted with any confidence. A number of recommendations on the model information needs for retention in future model calibration/validation efforts are made. The recommendations provide the basis for examining travel demand models within controlled conditions as a routine part of the modeling process. KW - Calibration KW - Decision making KW - Forecasting KW - Mathematical models KW - Transportation planning KW - Travel behavior KW - Travel demand KW - Travel patterns KW - Travel surveys KW - Validation UR - https://trid.trb.org/view/660624 ER - TY - RPRT AN - 00962200 AU - Middleton, D AU - Parker, R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - VEHICLE DETECTOR EVALUATION PY - 2002/10 SP - 170 p. AB - Most vehicle detection today relies on inductive loop detectors. However, problems with installation and maintenance of these detectors have necessitated evaluation of alternative detection systems. Replacing loops with better detectors requires a thorough evaluation of the alternatives. This research included examination of the performance characteristics, reliability, and cost of these technologies. The detection technologies included in this study were: video image detection, radar, Doppler microwave, passive acoustic, and a system based on inductive loops. Research results clearly indicate promising non-intrusive alternatives to loops, but their limitations must be understood. This research solicited information from a variety of agencies pertaining to installation and use of non-intrusive technologies and conducted field tests on a high volume freeway to determine their suitability for implementation. Findings indicate that non-intrusive detectors have improved since recent detector research sponsored by the Texas Department of Transportation. Count accuracies of 95% and speed accuracies within 5 mph of true values are common during free-flow conditions. During slower congested flow traffic, all non-intrusive device count accuracies degraded to the range of 70 to 90%, and most speed accuracies worsened as well--differing by 10 to 30 mph from the baseline system. KW - Accuracy KW - Acoustic detectors KW - Costs KW - Doppler microwave KW - Evaluation KW - Field tests KW - Freeways KW - Installation KW - Loop detectors KW - Performance KW - Radar KW - Reliability KW - Traffic congestion KW - Traffic counts KW - Traffic speed KW - Utilization KW - Vehicle detectors KW - Video imaging detectors UR - https://trid.trb.org/view/660621 ER - TY - RPRT AN - 00962202 AU - Gates, T J AU - Hawkins, H G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF TXDOT THICKNESS MEASUREMENT PROCEDURES FOR THERMOPLASTIC PAVEMENT MARKINGS PY - 2002/10 SP - 32 p. AB - Research has shown that thickness plays a major role in the retroreflective performance of thermoplastic pavement markings, especially on newly seal coated roadway surfaces. Therefore, accurate thickness measurement by inspectors on striping jobsites is necessary to ensure adequate thickness is being achieved. This report presents the results of a statistical analysis comparing two thickness measurement methods for thermoplastic pavement markings that are commonly used by Texas Department of Transportation (TxDOT) inspectors. These two methods are: 1) measure thickness of thermoplastic pavement marking sample with a standard laboratory caliper; and 2) measure thickness of thermoplastic pavement marking sample with a needlepoint micrometer. The main difference between the two measurement methods is the accuracy of the instrument. The needlepoint micrometer allows for accurate measurement to the top of the binder material, while it is very difficult to get a measurement to the top of the binder material with a caliper. Therefore, caliper measurements are often made to the top of the drop-on beads. Current TxDOT policy states that thermoplastic thickness be specified and measured to the top of the binder material. However, many TxDOT field inspectors still use calipers to make thickness measurements. Therefore, it was deemed important to quantify the differences in the two measurement methods. Forty-seven thermoplastic pavement marking samples of varying thickness were taken from striping jobsites statewide and used in the analysis. The results show that the caliper measured an average of 20.5 mils (0.0205 in.) and 16.7 mils (0.0167 in.) thicker than the needlepoint micrometer for large and small bead samples, respectively. As such, the researchers recommend that needlepoint micrometers be used for all thermoplastic thickness inspection performed by TxDOT. Further findings and recommendations are made in the report. KW - Accuracy KW - Calipers KW - Measuring methods KW - Micrometers KW - Performance KW - Retroreflectivity KW - Road markings KW - Statistical analysis KW - Thermoplastic materials KW - Thickness UR - https://trid.trb.org/view/660623 ER - TY - RPRT AN - 00962091 AU - Cooner, S A AU - Fitzpatrick, K AU - Wooldridge, M D AU - Crawford, J A AU - Ford, G L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - OPERATIONS AND SAFETY AROUND SCHOOLS: REVIEW OF EXISTING GUIDELINES PY - 2002/10 SP - 340 p. AB - The state of Texas, particularly in the large urban areas, has experienced considerable population growth in recent years. This growth has produced new schools in areas near highways originally designed for low volumes and relatively high speeds. Another trend is the higher proportion of children being transported to and from schools in private vehicles. These realities, and many of the other issues associated with traffic around schools, make it important to aggressively consider the design of roadways within and around schools to ensure the safest possible traffic environment. Equally important is the consideration of the location and design of the school site, preferably during the planning stages, in order to establish safe and efficient operations. The Texas Department of Transportation (TxDOT) is currently focusing attention on these issues through its Precious Cargo Program. Precious Cargo allows TxDOT staff to review school site plans and make recommendations before the schools are built. Since the program's inception, more than 180 schools in 70 various school districts statewide have seen traffic safety improvements around their schools or future school sites. This research will develop guidelines and good examples for the design and operation of roadway facilities within and around schools in order to improve safety and reduce local congestion. This report documents the first-year project activities including (a) a state-of-the-practice literature review; (b) interviews and surveys with architects, school district personnel, and consulting engineers with considerable experience in school site planning and design; (c) surveys of site review practices of TxDOT and municipal engineers; (d) findings and observations from case studies of 14 school campuses; and (e) a review of existing guidelines. The second-year project activities will basically consist of intensive field studies at school sites throughout the state of Texas. Researchers will use these data and the review of existing guidelines to develop a final document containing design and operations guidelines for school transportation-related elements such as bus and parent drop-off/pick-up zones, pedestrian/bicycle facilities, parking lots, driveways, traffic control devices, signs, and markings. KW - Bicycle facilities KW - Case studies KW - Driveways KW - Drop off/pick up zones KW - Guidelines KW - Improvements KW - Interviewing KW - Literature reviews KW - Parking lots KW - Pedestrian areas KW - Planning and design KW - Road markings KW - Schools KW - State of the practice KW - Surveys KW - Texas KW - Traffic control KW - Traffic control devices KW - Traffic safety KW - Traffic signs UR - https://trid.trb.org/view/660550 ER - TY - RPRT AN - 00962089 AU - Harris, J P AU - Scullion, T AU - Sebesta, S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - LABORATORY AND FIELD PROCEDURES FOR MEASURING THE SULFATE CONTENT OF TEXAS SOILS PY - 2002/10 SP - 100 p. AB - Project 0-4240 was initiated to provide guidelines on how to effectively stabilize sulfate rich soils. The first tasks in this project involved evaluating the various methods of measuring the sulfate content of soils both in the laboratory and in the field. In the laboratory, two test procedures were investigated, namely Texas Department of Transportation (TxDOT) Test Method Tex-620-J gravimetric approach and the Ion Chromatography approach. For this comparison, control samples with known sulfate contents were fabricated in the laboratory. The samples were treated with known amounts of fine-grained and coarse-grained sulfate crystals. A range of samples was sent to TxDOT and several private laboratories. In terms of both accuracy and repeatability, the researchers concluded that the Ion Chromatography approach is superior to TxDOT Test Method Tex-620-J. Recommendations are submitted to improve the Tex-620-J procedure. The main conclusion is that TxDOT should consider replacing Tex-620-J with the Ion Chromatography approach. Sulfate swell problems are frequently localized, so substantial effort was placed on evaluating rapid field tests. Four potential tests were evaluated; two were found to provide good results. Both the Colorimetric/Spectrophotometric and Conductivity tests should be considered for full-scale implementation. A survey of both automated and map systems revealed that the existing geological maps provide a good first-cut indication of locations with potentially high sulfate contents. The automated Soil Survey Geographic (SSURGO) maps hold great potential for future use, however, they are available for less than half of the Texas districts and some errors and inconsistencies were found. KW - Accuracy KW - Colorimetry KW - Electrical conductivity KW - Field tests KW - Geological surveying KW - Gravimetric analysis KW - Ion exchange chromatography KW - Laboratory tests KW - Maps KW - Recommendations KW - Repeatability KW - Soils KW - Spectrophotometers KW - Spectrophotometry KW - Sulfate content KW - Sulfates KW - Swelling soils KW - Texas UR - https://trid.trb.org/view/660548 ER - TY - RPRT AN - 00960505 AU - Hrabowska, M AU - Glogowski, L AU - Wilson, G AU - New York Metropolitan Transportation Council AU - Federal Highway Administration AU - New York State Department of Transportation TI - REVIEW OF TECHNOLOGIES USED IN FREIGHT TRANSPORTATION IN THE NEW YORK METROPOLITAN REGION PY - 2002/10 SP - 61 p. AB - The objective of this report is to survey and identify the most significant existing and emerging technologies, which affect or could affect the future of freight transportation in the New York Metropolitan Transportation Council (NYMTC). The technology and information revolution has greatly improved the accuracy of freight shipping data and the speed with which information can be shared. Just-In-Time service may occur only when pertinent real-data shipping information has been developed and shared. This report describes the development and use of technology in the freight transportation industry, particularly in the NYMTC region. Some significant experiences from other parts of the world are also mentioned, since they may have had some impact on the New York region. KW - Freight transportation KW - Freight transportation support businesses KW - Information systems KW - Just in time production KW - Metropolitan areas KW - New York Metropolitan Area KW - Real time information KW - Technology KW - Transportation planning UR - http://www.nymtc.org/files/techfreight.pdf UR - https://trid.trb.org/view/659983 ER - TY - RPRT AN - 00960067 AU - Frosch, R AU - Mosley, C AU - Tureyen, A K AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE RELATED SPECIFICATIONS FOR CONCRETE BRIDGE SUPERSTRUCTURES - VOLUME 3 - NONMETALLIC REINFORCEMENT PY - 2002/10 SP - 73 p. AB - In Volume 3 of the final report, research work conducted to investigate the behavior of fiber reinforced polymer (FRP) reinforcement is summarized. This study focused on the behavior of FRP reinforced concrete structures with an emphasis on bond and shear. For the bond investigation, three series of beam splice tests were performed on specimens reinforced with steel, glass FRP, and aramid FRP to determine the effect of the different types of reinforcement on bond, cracking, and deflections. The test results indicate that the use of FRP reinforcement leads to lower bond strengths and, therefore, requires longer development lengths. The specimen crack widths and deflections were substantially larger for FRP specimens than steel specimens due to the significantly lower modulus of elasticity. Analysis of the test results resulted in recommendations for modifying the empirical development length equation of ACI 318-99 design code for use with FRP reinforcement. For the shear investigation, two series of beam tests were conducted on specimens reinforced with steel, glass FRP, and aramid FRP to determine the effect of the different types of reinforcement on the concrete shear strength. All specimens did not contain transverse reinforcement. The test results indicate that the use of FRP reinforcement leads to lower concrete shear strengths than steel reinforcement for equal reinforcement cross-sectional areas (longitudinal reinforcement percentages). Analysis of the test results resulted in recommendations for the calculation of concrete shear strength. Based on the findings of this research, design and construction recommendations are provided that can be used for the design and construction of FRP reinforced bridge decks. KW - Aramid fibers KW - Bond strength (Materials) KW - Bridge decks KW - Bridge superstructures KW - Concrete bridges KW - Cracking KW - Deflection KW - Fiber reinforced plastics KW - Indiana KW - Modulus of elasticity KW - Performance based specifications KW - Polymer concrete KW - Shear strength KW - Steel fibers UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1639&context=jtrp UR - https://trid.trb.org/view/659847 ER - TY - RPRT AN - 00960065 AU - Smith, J P AU - Ramirez, J A AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE RELATED SPECIFICATIONS FOR CONCRETE BRIDGE SUPERSTRUCTURES - VOLUME 1 - PERFORMANCE PARAMETERS AND RELATED PROCEDURE FOR CONCRETE BRIDGE SUPERSTRUCTURES PY - 2002/10 SP - 82 p. AB - In Volume 1 of the final report, the identification of performance levels and parameters, and the development of acceptance criteria, have been addressed. Emphasis has been placed on the development of a methodology for a Performance Related Specification, PRS, for concrete bridge superstructures. The implementation of the methodology, presented in the form of a user-friendly computer program, is project specific. It requires the mean and standard deviation (or definition of a probability distribution) of the input parameters for the performance predictive models. This is done for both the as-designed condition and the as-built condition of the structure. The contractor is expected to achieve certain level of compliance during the construction as dictated by the as-designed condition (which is defined based on the submitted design in compliance with agency specifications). Based on performance predictive models, cost models, and statistical simulation, the methodology reports a ratio of the as-built/as-designed Life-Cycle Cost (LCC). This LCC ratio measures the level of compliance of the as-built structure with the design. This approach enables the agency (Indiana Department of Transportation) implementing the methodology to consider the LCC ratio in the form of a pay factor modifying the contractor's bid price. In the proposed methodology, statistical simulation is conducted to evaluate the effects of the variations in the input parameters for the performance predictive models. The differences in the LCC for the as-designed and as-built elements come from the differences in the input parameters that are under the control of the contractor (referred to as quality characteristics). The framework of the methodology has been fully developed with the case study of a simply supported reinforced bridge deck or slab. The proposed methodology is further illustrated with four numerical examples. Based on the work in this phase of the research program, it was concluded that the most practical implementation of the methodology considers the corrosion deterioration problem as the only distress determining/affecting the LCC of the structure. It was also concluded that other distress indicators applied at "a section level" can be included in the framework of a PRS to give more integrity to the process of quality control. It must be noted that corrosion deterioration represents almost 50% of the problems in the current bridge infrastructure in Indiana. KW - Bridge decks KW - Bridge superstructures KW - Case studies KW - Compliance KW - Concrete bridges KW - Contractors KW - Corrosion KW - Deterioration KW - Implementation KW - Indiana KW - Life cycle costing KW - Methodology KW - Pay factor KW - Performance based specifications KW - Quality control UR - http://docs.lib.purdue.edu/jtrp/166/ UR - https://trid.trb.org/view/659845 ER - TY - RPRT AN - 00960066 AU - Olek, J AU - Lu, A AU - Feng, X AU - Magee, B AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - PERFORMANCE RELATED SPECIFICATIONS FOR CONCRETE BRIDGE SUPERSTRUCTURES - VOLUME 2 - HIGH PERFORMANCE CONCRETE PY - 2002/10 SP - 192 p. AB - Volume 2 of the final report deals with the topic of high performance concrete (HPC). The investigation of HPC included the development of optimized concrete mixtures and identifying their performance characteristics related to durability for the purpose of using these characteristics in performance-related specifications in the state of Indiana. The research effort described in this report was divided into two phases. Phase I was focused on development of concrete mixtures optimized with respect to selected performance-related parameters. During this phase, ten optimum concrete mixes have been identified from 45 mixes in terms of compressive strength, Young's modulus of elasticity, rapid chloride penetration and chloride conductivity using a statistical design procedure. Through surface response methodology, 27 statistical models were developed for each of four parameters. Based on the models developed, 81 contour maps were generated, which indicated how performance of concrete varied in response to the change of dosages of binders at constant water-binder ratio. Based on the overlaid contour maps and the threshold values chosen for the properties of concrete, optimum concrete mixtures including portland cement and the combinations with fly ash, silica fume and slag were identified. In Phase II of this study, the ten optimum mixtures were further evaluated with respect to mechanical properties and durability characteristics. Several different tests related to the evaluation of the resistance of concrete to chloride permeability were used: rapid chloride permeability test, chloride conductivity test, test for the resistance of concrete under DC electrical field, ponding test for the determination of the resistance of concrete to chloride penetration, and rapid test for the determination of diffusion coefficient from chloride migration. Tests related to the resistance of concrete to freezing and thawing, and scaling were also investigated. Other tests, such as the determination of drying shrinkage and test for curing effects on the properties of HPC, were also evaluated in this research. Special emphasis was placed on determining and quantifying those parameters that control the ingress of the chloride ions. Based on the results generated during this research, models have been developed that allow for prediction of certain mechanical and durability-related parameters related to the mixture composition. The parameters that can be predicted include strength, rapid chloride permeability values, and chloride diffusion coefficient. Limited validation of these models was performed using field data provided by the Indiana Department of Transportation. The strength and chloride diffusion coefficient values generated by these models can serve as an input for the life-cycle costing model described in volume 1 of this report. KW - Bridge superstructures KW - Chlorides KW - Compressive strength KW - Concrete bridges KW - Concrete curing KW - Contour maps KW - Drying KW - Durability KW - Fly ash KW - Freeze thaw durability KW - High performance concrete KW - Indiana KW - Mathematical models KW - Mix design KW - Modulus of elasticity KW - Performance based specifications KW - Permeability KW - Portland cement KW - Rapid chloride permeability KW - Scaling (Concrete) KW - Shrinkage KW - Silica fume KW - Slag UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1638&context=jtrp UR - https://trid.trb.org/view/659846 ER - TY - RPRT AN - 00960062 AU - Lamanna, A J AU - Scholer, C F AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - DESIGN OF DURABLE CONCRETE RAILROAD CROSSINGS PY - 2002/10 SP - 106 p. AB - Existing precast concrete railroad crossings in the state of Indiana are experiencing too short a life expectancy. This study proposes methods that can be used to produce durable concrete railroad crossings with satisfactory rideability, durability, and longevity. Thirty-two precast concrete railroad crossings were visited in central and northern Indiana. Failures were determined to belong to three major categories: structural capacity causes, environmental causes, and material property causes. A concrete mix was evaluated at three different polyolefin fiber contents and without fibers. Beams were tested in flexure, and modulus of rupture and first crack deflection were recorded for each beam. Cylinders were cast for compressive testing and splitting tensile testing. Modulus of rupture was increased by the addition of fibers. The spread in data was observed to increase with an increase in fiber content. Compressive strength and splitting tensile strength were increased slightly by the addition of fibers. Panels are currently being produced that utilize posttensioning. These panels are less likely to crack under extreme loading conditions. If a crack forms, it closes upon removal of the load. KW - Compression tests KW - Compressive strength KW - Cracking KW - Durability KW - Environment KW - Failure analysis KW - Fiber content KW - Flexure KW - Indiana KW - Laboratory tests KW - Mix design KW - Modulus of rupture KW - Pavement design KW - Polymer concrete KW - Posttensioning KW - Precast concrete pavements KW - Properties of materials KW - Railroad grade crossings KW - Ride quality KW - Service life KW - Structural design KW - Tensile strength KW - Tension tests UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1521&context=jtrp UR - https://trid.trb.org/view/659842 ER - TY - RPRT AN - 00960037 AU - Younce, R AU - Hopwood, T AU - Palle, S AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EXPERIMENTAL MAINTENANCE PAINTING OF I65 IN LOUISVILLE PY - 2002/10 SP - 137 p. AB - The I-65 project in downtown Louisville consisted of 27 bridges having approximately 1,493,100 sq ft of steel. The structures had existing coatings that contained lead. The project posed significant operational and public safety and operational constraints due to close proximity of the structures with residences and businesses along the entire route. In 2000, the Central Office Project Design Team developed experimental specifications to abrasive blast and re-paint the bridges. Surface preparation procedures included solvent cleaning, pack rust removal and abrasive blast cleaning. Containment enclosures were employed throughout the project, air monitoring was performed to assure satisfactory containment, and hazardous wastes were collected and disposed of. The I-65 bridges were painted with an organic zinc rich primer and a coat of tinted moisture cure aluminum polyurethane intermediate coat and an acrylic polyurethane finish coat. The project was let at a cost of about $9.30/sq ft. The painting project started in April, 2001 and was successfully completed in November, 2001. KW - Abrasives KW - Acrylic resins KW - Aluminum paint KW - Blast cleaning KW - Coatings KW - Containment enclosures KW - Costs KW - Hazardous wastes KW - Highway bridges KW - Lead based paint KW - Louisville (Kentucky) KW - Maintenance KW - Organic coatings KW - Painting KW - Polyurethane resins KW - Rust removal KW - Solvents KW - Surface preparation KW - Zinc rich paint UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_25_FR108_01_1F.pdf UR - http://ntl.bts.gov/lib/23000/23700/23754/KTC_02_25_FR108_01_1F.pdf UR - https://trid.trb.org/view/659817 ER - TY - RPRT AN - 00960035 AU - Higgins, L L AU - Gilliland, C W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ONE-STOP TRANSIT INFORMATION: GUIDELINES FOR DEVELOPMENT OF REGIONAL TRANSIT INFORMATION SYSTEMS IN TEXAS PY - 2002/10 SP - 66 p. AB - The lack of readily available, easily understood information about public and private transportation services has been a deterrent to use of the systems. Navigating within a single system can be a challenge, but information has not existed for planning multiple-system trips. With the advent of automated information systems, individual transit systems (both public and private) are beginning to offer trip-planning information to the public via the Internet and telephone customer service lines. Some regions of the country have recently implemented or are developing shared database systems to allow transit trip planning for trips requiring multiple transit providers and, in some cases, trip itinerary planning from point to point. This research effort investigated the state of the practice in regional transit information systems and the possible implementation in three case study areas--the Dallas-Fort Worth metropolitan area, the Laredo area, and the Austin-San Antonio corridor. Researchers produced guidelines, which are contained within this research report, to provide for the consideration of the implementation of systems in the three case study areas. KW - Austin (Texas) KW - Case studies KW - Customer service KW - Dallas-Fort Worth Metropolitan Area KW - Guidelines KW - Information services KW - Internet KW - Itinerary KW - Laredo (Texas) KW - Public transit KW - San Antonio (Texas) KW - Shared databases KW - State of the practice KW - Telephone KW - Texas KW - Traveler information and communication systems KW - Trip planning UR - https://trid.trb.org/view/659815 ER - TY - RPRT AN - 00943499 AU - Bullard, D L AU - Williams, W F AU - Menges, W L AU - Haug, R R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DESIGN AND EVALUATION OF THE TXDOT F411 AND T77 AESTHETIC BRIDGE RAILS PY - 2002/10 SP - 176 p. AB - The objective of this project was to develop two aesthetically pleasing and crashworthy bridge rails for use by the Texas Department of Transportation (TxDOT). Texas Transportation Institute and TxDOT worked cooperatively to conceptualize several aesthetically pleasing rail designs. Researchers performed full-scale crash tests in accordance with National Cooperative Highway Research Program (NCHRP) Report 350. A new aesthetically pleasing bridge rail, the Texas F411 successfully met the evaluation criteria in NCHRP Report 350 for Test 3-11 and is ready for implementation. The second aesthetic bridge rail developed, the Texas T77, successfully met the evaluation criteria in NCHRP Report 350 for Test 3-10. However, the Texas T77 did not meet the evaluation criteria for Test 3-11 due to the vehicle snagging at the rail splice joint and thus causing excessive occupant compartment deformation. Additional crash testing on a splice and/or rail modification will be necessary prior to implementing the Texas T77. KW - Aesthetics KW - Bridge railings KW - Crashworthiness KW - Design KW - Impact tests KW - NCHRP Report 350 UR - https://trid.trb.org/view/643586 ER - TY - RPRT AN - 00943420 AU - Roop, S S AU - Roco, C E AU - Morgan, C A AU - Olson, L E AU - Warner, J E AU - Kang, D-H AU - Bierling, D H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - YEAR 3 REPORT ON THE TECHNICAL AND ECONOMIC FEASIBILITY OF A FREIGHT PIPELINE SYSTEM IN TEXAS PY - 2002/10 SP - 180 p. AB - Planning for increased freight transportation has become a major issue in the U.S. in its own right. Tremendous quantities of goods now flow between the U.S. and Mexico, mostly transported by truck. In fact, Texas, because of its geographic location, serves as the principal landside gateway to Mexico, and, as a consequence, hosts truck traffic from all over the U.S., Mexico, and Canada. This truck traffic is beginning to dominate certain Texas highways with adverse ramifications that include diminished safety, decreased roadway life, and increased congestion and air pollution. The current research is aimed at determining whether freight-conveying pipelines can offer an improved alternative to the existing surface modes. This third year report addresses key technical issues and the economics of freight pipeline construction, operation, and maintenance. Results suggest that an underground system is technically feasible and cost, while substantial in terms of the initial investment, may prove low in the long term, with significant social benefits accruing through avoided costs. KW - Cost effectiveness KW - Economic analysis KW - Feasibility analysis KW - Freight transportation KW - Pipelines KW - Social benefits KW - Texas KW - Underground freight pipeline system UR - https://trid.trb.org/view/643497 ER - TY - RPRT AN - 00942570 AU - Morgan, C A AU - Roop, S S AU - Warner, J E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TEXAS RURAL RAIL TRANSPORTATION DISTRICTS: NEW ROLES AND RELATIONSHIPS PY - 2002/10 SP - 46 p. AB - The first year of this project found that several factors have prevented Texas Rural Rail Transportation Districts (RRTDs) from meeting their full potential. This report covers research activities that have been undertaken during a second year of study as an extension to the original project. Instead of looking back at what has historically happened with the state's RRTDs, the research summarized in this report explores the impacts that RRTDs may have on the Texas Department of Transportation's (TxDOT's) statewide transportation planning responsibilities in the future. The three main topics discussed in this report include: development of a framework through which TxDOT may work more effectively with RRTDs; development of initial evaluation criteria or factors for abandoned rail corridors that TxDOT can use during the public hearing process for its rulemaking requirements under Senate Bill 406 of the 77th Legislature; and evaluation of the implications that increased formation of single-county RRTDs for economic development purposes may have on TxDOT's planning needs for rail and other transportation modes. KW - Abandonment KW - Economic development KW - Impacts KW - Public hearings KW - Railroads KW - Rural Rail Transportation Districts (Texas) KW - Texas KW - Transportation planning UR - https://trid.trb.org/view/643214 ER - TY - RPRT AN - 00942572 AU - Eisele, W L AU - Frawley, W E AU - Griffin, A T AU - Miles, J D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ESTIMATING THE IMPACTS OF ACCESS MANAGEMENT TECHNIQUES: METHODOLOGY AND PRELIMINARY FINDINGS PY - 2002/10 SP - 128 p. AB - This research report describes the first year activities and preliminary findings of a two-year research study to investigate the impacts of access management treatments. The first objective of the research is to estimate the impacts of access management techniques through field data collection at selected sites in Texas and to perform simulation of traffic performance. Preliminary findings of one such case study are provided in this report. Further case studies will be investigated in the second year of this research. Simulation will also be performed in the second year of this research on theoretical scenarios. The theoretical scenarios are intended to assist the Texas Department of Transportation in alternatives analysis. Two additional case study locations will also be simulated in the second year of the study. The second objective of the research is to estimate the safety benefits of access management treatments by investigating crash data from select corridors where access management treatments have been installed. A key part of this analysis is the assessment of the crash information used in the analysis. This report includes preliminary analysis of crash analysis from one case study corridor, and researchers anticipate investigation of at least four additional case study locations in the second year of the research study. KW - Access control (Transportation) KW - Alternatives analysis KW - Case studies KW - Crash data KW - Data collection KW - Field studies KW - Impacts KW - Methodology KW - Texas KW - Traffic safety KW - Traffic simulation UR - https://trid.trb.org/view/643216 ER - TY - RPRT AN - 00942434 AU - Eck, R W AU - French, L J AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - EFFECTIVE SUPERELEVATION FOR LARGE TRUCKS ON SHARP CURVES AND STEEP GRADES PY - 2002/10 SP - 43 p. AB - This project was undertaken to identify the particular problems faced by trucks on sharp curves on steep grades, such as rebuilt switchback curves on mountainous two-lane, two-way roads and the high-speed downgrade curves found on West Virginia's limited access roadways, to determine appropriate superelevation rates for trucks under these circumstances. A review of the engineering literature relative to the influence of roadway design and truck characteristics on vehicle handling and stability indicated that for large trucks on such geometry the margin of safety is small. Several analytical models (static in nature) were developed to evaluate the situation. It was concluded that on sharp curves on steep downgrades additional superelevation in indicated in the downgrade direction, while less superelevation is needed in the upgrade direction. However, this preliminary analysis left many unanswered questions. Crash data were analyzed, spot speed data collected and truck drivers interviewed in an effort to gain additional insight into the problem. Before using the models developed in this research in the geometric design of roadways, the models need to be critically reviewed and further enhanced, including inclusion of vehicle dynamics. KW - Crash data KW - Downgrades (Roads) KW - Highway curves KW - Interviewing KW - Mathematical models KW - Mountain roads KW - Speed data KW - Superelevation KW - Truck drivers KW - Trucks KW - Two lane highways KW - Upgrades (Roads) KW - West Virginia UR - http://ntl.bts.gov/lib/23000/23200/23230/EFFECTIVE_SUPERELEVATION.PDF UR - https://trid.trb.org/view/643170 ER - TY - RPRT AN - 00941346 AU - Eger, R J AU - Knudson, D A AU - Marlowe, J AU - Verbos, A K AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - WISCONSIN'S OFF-ROAD FUEL-TAX COLLECTION PROCESS: A MIDWESTERN COMPARATIVE ANALYSIS AND ASSESSMENT PY - 2002/10 SP - 71 p. AB - Over the past several years, governments around the country have engaged in a variety of new efforts to curb motor fuels tax evasion. Unlike the income tax, which is typically evaded through simple reporting error or other manipulation, motor fuels tax evasion often occurs because potential evaders are able to exploit the complexity of its audit, collection, and exemption processes. Estimates of annual revenue losses related to this sort of evasion are substantial, ranging from $1.5 billion to $2.5 billion. This paper specifically examines the potential for evasion that results from the fuel tax exemptions that Wisconsin provides for various "off-road" uses. The findings of this study offer a series of policy options to improve the enforcement of Wisconsin's Motor Vehicle Fuel Tax law. KW - Exemption KW - Fuel tax collection KW - Fuel tax evasion KW - Fuel taxes KW - Law enforcement KW - Off-road fuel uses KW - Policy KW - Revenue losses KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/02-08off-roadfueltax-f1.pdf UR - https://trid.trb.org/view/642623 ER - TY - RPRT AN - 00941352 AU - Sargand, S AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - HOT WEATHER LOAD TEST PY - 2002/10 SP - 22 p. AB - The objectives of this project were to conduct vehicle loading tests on the Ohio SHRP Test Pavement (US23) sections under hot weather conditions, collect and analyze pavement response and vehicle dynamic load data, and examine the validity of existing rutting models. To accomplish these objectives, additional sensors (strain gauges and thermocouples) were installed at the SPS-8 sections of the Ohio-SHRP U.S. 23 Test Road. The Federal Highway Administration (FHWA) Heavy Vehicle Test Truck was used to conduct load tests. The truck was loaded to 19.25 kips for all test series. Each series of test was repeated at least three times or until three different tire prints around the gauges were achieved. Four different sets of tires were used for these tests--two wide base tires and two sets of dual tires (M445 and G286 wide base tires and G159 and M275 dual tires). Pavement temperatures and strain responses under truck loading test were collected during July 1996. The processed and cleaned load test data were delivered to the Ohio Department of Transportation (ODOT) and FHWA in CD-ROM as text files. Laboratory tests were performed on the cores taken from the test pavements following laboratory test program prepared by FHWA. The laboratory test program included creep and relaxation tests, triangular pulse load tests with rise time varying from 4.5 to 36 milliseconds, with peak load varying from 360 to 2880 lb. For selected specimens, repeated load tests were performed. Processed and cleaned laboratory test data were also submitted to ODOT and FHWA for further analysis. KW - Asphalt pavements KW - Cores (Specimens) KW - Creep tests KW - Data collection KW - Dual tires KW - Dynamic loads KW - Hot weather KW - Laboratory tests KW - Load tests KW - Pulse load tests KW - Relaxation tests KW - Repeated loads KW - Rutting KW - Strain (Mechanics) KW - Strain gages KW - Surface temperature KW - Test sections KW - Test vehicles KW - Thermocouples KW - Trucks KW - Wide base tires UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51882828 UR - https://trid.trb.org/view/642629 ER - TY - RPRT AN - 00941311 AU - Amin, N S AU - Sapkota, V A AU - Christensen, C T AU - Bucher, Willis and Ratliff Corporation AU - Arizona Department of Transportation AU - Federal Highway Administration TI - CONGESTION MITIGATION RESOURCES AND STRATEGIES FOR ARIZONA'S STATE HIGHWAY SYSTEM. VOLUME II: CONGESTION MITIGATION STRATEGIES RESOURCES PY - 2002/10 SP - 294 p. AB - Growing traffic congestion is one of the most significant problems for the transportation system in Arizona, and the nation. Our propensity for single-occupant vehicles has produced not only the well-documented metropolitan congestion but has become a universal problem, spreading to smaller urban and rural locations. Congestion affects the movement of people, the flow of goods to market, quality of life, energy consumption and the environment, including regional air quality. It impacts the ability to compete in the modern marketplace. As Arizona's population grows, congestion on the state's urban freeways and rural highways will only worsen. A challenge for the Arizona Department of Transportation (ADOT) will be to use a variety of practical, relevant congestion mitigation options in appropriate, collaborative and innovative ways to address current and future congestion problems. To meet this challenge, ADOT has undertaken the development of a comprehensive Congestion Mitigation Methodology for the implementation of a consistent and sustained approach to assess and manage the growing congestion problem on all elements of the state highway system. This effort has resulted in the development of practical strategies to solve Arizona's mobility and congestion problems. A significant step in the development of the Congestion Mitigation Methodology was building a consensus among traffic management stakeholders on effective definitions for congestion and for congestion management. Input on the definitions and state of the practice in congestion mitigation came from a national survey of Metropolitan Planning Organizations and State Departments of Transportation and from a statewide conference on congestion mitigation. The research project has produced recommendations for systematically quantifying congestion on Arizona's highways using a state-specific congestion index, and has also produced a database of available congestion mitigation strategies in Microsoft Access. The Arizona congestion index, mitigation strategies database, and a set of sound, practical project programming procedures are the primary elements of the emerging ADOT congestion mitigation toolset. This volume, Volume II, contains Appendices E, F and G. Volume I contains the seven-chapter final report and Appendices A through D. KW - Arizona KW - Definitions KW - Institutional issues KW - Measurement KW - Monitoring KW - Rural areas KW - State highways KW - State of the practice KW - Strategic planning KW - Traffic congestion KW - Traffic mitigation KW - Urban areas UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ542(2).pdf UR - https://trid.trb.org/view/642587 ER - TY - RPRT AN - 00941310 AU - Amin, N S AU - Sapkota, V A AU - Christensen, C T AU - Bucher, Willis and Ratliff Corporation AU - Arizona Department of Transportation AU - Federal Highway Administration TI - CONGESTION MITIGATION RESOURCES AND STRATEGIES FOR ARIZONA'S STATE HIGHWAY SYSTEM. VOLUME I: RESEARCH GOALS, ACTIVITIES AND CONCLUSIONS PY - 2002/10 SP - 178 p. AB - Growing traffic congestion is one of the most significant problems for the transportation system in Arizona, and the nation. Our propensity for single-occupant vehicles has produced not only the well-documented metropolitan congestion but has become a universal problem, spreading to smaller urban and rural locations. Congestion affects the movement of people, the flow of goods to market, quality of life, energy consumption and the environment, including regional air quality. It impacts the ability to compete in the modern marketplace. As Arizona's population grows, congestion on the state's urban freeways and rural highways will only worsen. A challenge for the Arizona Department of Transportation (ADOT) will be to use a variety of practical, relevant congestion mitigation options in appropriate, collaborative and innovative ways to address current and future congestion problems. To meet this challenge, ADOT has undertaken the development of a comprehensive Congestion Mitigation Methodology for the implementation of a consistent and sustained approach to assess and manage the growing congestion problem on all elements of the state highway system. This effort has resulted in the development of practical strategies to solve Arizona's mobility and congestion problems. A significant step in the development of the Congestion Mitigation Methodology was building a consensus among traffic management stakeholders on effective definitions for congestion and for congestion management. Input on the definitions and state of the practice in congestion mitigation came from a national survey of Metropolitan Planning Organizations and State Departments of Transportation and from a statewide conference on congestion mitigation. The research project has produced recommendations for systematically quantifying congestion on Arizona's highways using a state-specific congestion index, and has also produced a database of available congestion mitigation strategies in Microsoft Access. The Arizona congestion index, mitigation strategies database, and a set of sound, practical project programming procedures are the primary elements of the emerging ADOT congestion mitigation toolset. This volume, Volume I, contains the seven-chapter final report and Appendices A through D. Volume II contains Appendices E, F and G. KW - Arizona KW - Definitions KW - Institutional issues KW - Measurement KW - Monitoring KW - Rural areas KW - State highways KW - State of the practice KW - Strategic planning KW - Traffic congestion KW - Traffic mitigation KW - Urban areas UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ542(1).pdf UR - https://trid.trb.org/view/642586 ER - TY - RPRT AN - 00941301 AU - Leshchinsky, D AU - Vulova, C AU - University of Delaware, Newark AU - Delaware Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF GEOSYNTHETIC REINFORCEMENT SPACING ON THE PERFORMANCE OF MECHANICALLY STABILIZED EARTH WALLS PY - 2002/10 SP - 267 p. AB - The behavior of mechanically stabilized earth walls (MSEW) with modular block facing and geosynthetic reinforcement was investigated with numerical models that simulate construction of the wall layer by layer until it fails under gravity loading. The two-dimensional finite difference program FLAC (Version 3.40, Itasca 1998) was used to carry out the numerical analysis. The material properties were based on data reported in the literature, which represent typical values used in design practice. Failure mechanisms of MSEW were identified as a function of geosynthetic spacing considering the effects of soil strength, reinforcement stiffness, connection strength, secondary reinforcement layers and foundation stiffness. The effects of reinforcement length on reinforcement stresses and wall stability were also investigated. FLAC predictions were compared with AASHTO design method. Additional numerical experiments were carried out to investigate the effects of some modeling parameters on wall response. Four failure modes of MSEW were identified: external, deep-seated, compound and connection mode. The reinforcement spacing was identified as a major factor controlling the behavior of MSEW. Two types of spacing were considered in studying the effects of spacing: small (less than or equal to 0.4 m) and large (larger than 0.4 m). The increase in reinforcement spacing, decreased the wall stability and changed the predominant failure mode from external or deep-seated to compound and connection mode. Similar effects were identified when the soil strength, reinforcement stiffness, or foundation stiffness were decreased. Connection strength appeared to affect only the behavior of walls with large reinforcement spacing, i.e., the increase of connection strength decreased wall displacements, improved wall stability and changed the failure mode. Similar effects were identified when secondary reinforcement layers were introduced in a model with large reinforcement spacing. The increase of reinforcement length improved wall stability and decreased wall displacements and reinforcement forces. A comparison between FLAC predictions and AASHTO calculations demonstrated a good agreement. It indicated that the existing design method is capable to distinguish the modes of failure identified by FLAC analysis, especially those due to external instability. However, AASHTO disregards the effect of reinforcement spacing and thus considers an internal wedge to always develop internally. KW - Earth walls KW - Failure analysis KW - Failure modes KW - FLAC (Computer program) KW - Geosynthetics KW - Mathematical models KW - Mechanically stabilized earth KW - Reinforcement (Engineering) KW - Reinforcement spacing KW - Stability (Mechanics) KW - Stiffness KW - Structural connection UR - https://trid.trb.org/view/642578 ER - TY - RPRT AN - 00939685 AU - Cook, R A AU - Beresheim, S D AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - POST-INSTALLED ADHESIVE-BONDED SPLICES IN BRIDGE DECKS PY - 2002/10 SP - 83 p. AB - The purpose of this study was to investigate the feasibility of using post-installed adhesive-bonded splices for bridge deck additions. Current bridge deck additions involve the removal of part of the existing bridge deck so that reinforcing bars for the new deck can be spliced with those in the existing deck. The alternative presented is to drill into the side of the existing deck and install reinforcing bars using a structural adhesive. The study includes both constructability concerns and structural requirements for the splices. The specific objectives were to: examine the methods used to install adhesive splices and determine if the methods are practical for use on a job site; perform flexural tests to determine the splice length required to achieve full flexural strength when using an adhesive-bonded splice; perform shear tests to determine the shear strength of adhesive-bonded dowel bars; provide design recommendations for splice lengths for adhesive-bonded reinforcement in bridge deck additions; and provide design recommendations for determining the shear strength of adhesive-bonded dowel bars in bridge deck additions. Four test series were performed to investigate the moment and shear capacity of post-installed adhesive-bonded reinforcement. Each test series consisted of a control specimen with no spliced reinforcement and four test specimens using adhesive-bonded splices with varied locations and embedment lengths. The results of these tests indicated that the splice length provisions of the ACI 318 and AASHTO codes are adequate and that the Florida Department of Transportation specifications for anchorage of adhesive-bonded anchors could be used with some modifications to account for splice length. For shear strength of adhesive-bonded dowel bars, the shear-friction provisions of ACI 318 and AASHTO are appropriate. KW - Adhesives KW - Anchoring KW - Bridge deck widening KW - Bridge decks KW - Constructability KW - Flexural strength KW - Installation KW - Length KW - Moments (Mechanics) KW - Recommendations KW - Reinforcing bars KW - Shear strength KW - Shear tests KW - Specifications KW - Splicing KW - Structural design UR - https://trid.trb.org/view/731139 ER - TY - RPRT AN - 00938127 AU - Scheibe, R R AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - AN OVERVIEW OF STUDDED AND STUDLESS TIRE TRACTION AND SAFETY PY - 2002/10 SP - 80 p. AB - Studded tires have generated much controversy over the years; a number of states have banned them, while others, including Washington, have restricted their use and passed legislation to require lighter-weight studs. This report reviews recent studies that have addressed the performance and safety of the current generation of studded tires as well as the new "studless" winter tires on late-model vehicles. The well-documented correlation between studded tires and pavement wear was not the focus of this work. The issues surrounding studded tire performance and safety are complex. From the standpoint of traction alone, studded tires, when new, often provide some benefit over other tire types on ice-covered roads when the temperature is near freezing. However, the advent of the new studless tires has diminished the marginal benefit, and recent studies suggest that the infrequent, narrow range of conditions necessary for benefit from studded tires may not outweigh their detrimental effect on traction in dry or wet conditions on certain pavement types. In addition, a host of primary and secondary safety factors are related to studded tire use, many of which are very difficult to quantify, including facets of driver behavior and safety perception. KW - Behavior KW - Drivers KW - Driving KW - Dry weather KW - Ice KW - Performance KW - Safety KW - Studded tires KW - Tire studs KW - Tires KW - Traction KW - Wet weather KW - Winter UR - http://www.wsdot.wa.gov/research/reports/fullreports/551.1.pdf UR - https://trid.trb.org/view/730502 ER - TY - RPRT AN - 00938509 AU - Arduino, P AU - Kramer, S L AU - Li, P AU - Baska, D A AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - DYNAMIC STIFFNESS OF PILES IN LIQUEFIABLE SOILS PY - 2002/10 SP - 164 p. AB - This research developed tools and procedures for evaluating the stiffness of pile foundations in liquefiable soils during earthquakes. Previous research on dynamic stiffness performed for the Washington State Department of Transportation (WSDOT) resulted in the development of a Manual that provided simple charts for estimating the stiffnesses of typical pile foundations in soil deposits typical of those encountered in Washington state. The tools and procedures developed in the current project were based on up-to-date models for liquefiable soil and for soil-pile interaction, which obviated the need for many of the simplifying assumptions used in the Manual. The tools were developed by updating and extending the capabilities of two computer programs developed in part during previous WSDOT research studies. A greatly improved model for describing the seismic response of liquefiable soil was implemented into a nonlinear, effective stress site response analysis (WAVE). This model, termed the UW sand model, allows estimation of the response of typical sands to the stresses induced by earthquake shaking. The model has the important advantage of being easily calibrated with commonly available data. It captures important aspects of the behavior of liquefiable soils, including the phase transformation behavior associated with cyclic mobility that strongly influences free-field response and soil-pile interaction. The model has been successfully validated against field observations of soil liquefaction. Soil-pile interaction analyses were performed with an extended version of the program DYNOPILE. DYNOPILE was modified to allow different pile head loading conditions, including the attachment of a single-degree-of-freedom structure to the pile head to allow coupled analysis of soil-pile-structure interaction. A Windows-based version of DYNOPILE was developed. The modified WAVE and DYNOPILE programs were used to improve and extend the stiffness charts for liquefiable soils that were presented in the Manual. WAVE and DYNOPILE can also be applied to site-specific evaluation of dynamic pile stiffness by using the same procedures used to develop the improved charts. KW - Charts KW - DYNOPILE (Computer program) KW - Earthquakes KW - Liquefaction KW - Liquefiable soils KW - Manuals KW - Pile foundations KW - Sand KW - Soil structure interaction KW - Stiffness KW - Washington (State) KW - WAVE (Computer program) UR - http://www.wsdot.wa.gov/research/reports/fullreports/514.1.pdf UR - https://trid.trb.org/view/730730 ER - TY - RPRT AN - 00936890 AU - Cox, D O AU - Molenaar, K R AU - Ernzen, J J AU - Henk, G AU - Matthews, T C AU - SMITH, N AU - Levy, A AU - Williams, R C AU - Gee, F AU - Kolb, J AU - Sanderson, L AU - Whited, G C AU - Wight, J W AU - Yakowenko, G AU - American Trade Initiatives AU - Federal Highway Administration TI - CONTRACT ADMINISTRATION: TECHNOLOGY AND PRACTICE IN EUROPE PY - 2002/10 SP - 112 p. AB - In June 2001 a team comprising Federal, State, contracting, legal, and academic representatives traveled to Portugal, the Netherlands, France, and England to investigate and document alternative contract administration procedures for possible implementation in the United States. The scan team discovered that European highway agencies appear to be better at exploiting the efficiencies and resources that the private sector offers, through the use of innovative financing, alternative contracting techniques, design-build, concessions, performance contracting, and active asset management. European agencies have created contracts that focus on the users, while seeking to allocate risk appropriately and establish an atmosphere of trust in the implementation of procedures. The United States can directly and immediately employ many European procedures to help cope with its most urgent transportation needs. KW - Asset management KW - Concessions KW - Contract administration KW - Contracting KW - Design build KW - England KW - Europe KW - Financing KW - France KW - Highway departments KW - Innovation KW - Netherlands KW - Performance KW - Portugal KW - Private enterprise KW - Public private partnerships KW - Technology KW - United States UR - http://international.fhwa.dot.gov/contractadmin/contractadmin.pdf UR - https://trid.trb.org/view/730130 ER - TY - RPRT AN - 00936891 AU - Beatty, T L AU - Jackson, D C AU - Dawood, D A AU - Ford, R A AU - Moulthrop, J S AU - Taylor, G D AU - Danchetz, F L AU - Blanck, D A AU - Fay, J M AU - Keough, D S AU - Rodriguez, L M AU - Voth, M D AU - Webb, Z L AU - American Trade Initiatives AU - Federal Highway Administration TI - PAVEMENT PRESERVATION TECHNOLOGY IN FRANCE, SOUTH AFRICA, AND AUSTRALIA PY - 2002/10 SP - 56 p. AB - An increasing number of highway agencies have found that applying relatively low-cost surface preservation treatments can extend the service life of pavement. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of France, South Africa, and Australia to investigate innovative programs for pavement preservation. The U. S. delegation observed that the countries visited are committed to designing and building long-lasting structural pavement sections on their national roadway networks. The countries focus on road maintenance, using low-cost seals and thin overlays on surfaces to protect their investment in underlying layers, rather than on more costly rehabilitation. The scanning team's recommendations for U.S. application include developing demonstration projects using deep subbase and deep base roadway designs, testing innovative procedures to improve chip seal performance, conducting a best-practices seminar on long-term maintenance contacts, and evaluating pavement condition survey vehicles. KW - Australia KW - Base course (Pavements) KW - Best practices KW - Chip seals KW - Condition surveys KW - Contracts KW - Evaluation KW - France KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement performance KW - Pavements KW - Preservation KW - Seal coats KW - Service life KW - South Africa KW - Subbase (Pavements) KW - Surface course (Pavements) UR - http://international.fhwa.dot.gov/paveprestech/ UR - http://international.fhwa.dot.gov/paveprestech/pprt.pdf UR - https://trid.trb.org/view/730131 ER - TY - RPRT AN - 00933773 AU - Taylor, P AU - Wells, G AU - Grandjean, B AU - Anatchokova, B AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - WYDOT STATEWIDE CUSTOMER SATISFACTION SURVEY - 2002 PY - 2002/10 SP - 109 p. AB - In the spring of 2002, the Survey Research Center at the University of Wyoming conducted a statewide survey on behalf of the Wyoming Department of Transportation (WYDOT). The questionnaire covered highway construction and maintenance, signage, rest areas, the Wyoming Highway Patrol, drivers' license offices, airport facilities and air transportation, and WYDOT communication with the public. This report discusses the results of the survey. Wyoming citizens had a positive response to almost all of the satisfaction questions asked of them regarding the work of WYDOT. Only two approval ratings fell below 50%. The services of the Wyoming Highway Patrol and the drivers' license offices are held in particularly high regard. Over 80% of the respondents agreed that Wyoming Highway Patrol troopers treat people with courtesy, and about 90% were satisfied with the staff of the drivers' license offices around Wyoming. WYDOT's communication with the public presented a paradox. On the one hand, those who use the toll-free telephone number, log onto the website, or attend WYDOT public meetings were highly satisfied with the utility of these channels of communication. On the other hand, relatively few people do so and others seemed unaware that such channels of communication are available. KW - Customer satisfaction KW - Questionnaires KW - State departments of transportation KW - Surveys KW - Wyoming Department of Transportation UR - https://trid.trb.org/view/724871 ER - TY - RPRT AN - 00933766 AU - Kindler, C E AU - Harwood, D W AU - Antonucci, N D AU - Potts, I B AU - Neuman, T R AU - Wood, R M AU - ITT Industries AU - Midwest Research Institute AU - CH2M HILL AU - Federal Highway Administration TI - IHSDM INTERSECTION DIAGNOSTIC REVIEW MODEL KNOWLEDGE BASE REPORT PY - 2002/10 SP - 188 p. AB - This report documents the results of the study, "Development of an Expert System for the Interactive Highway Safety Design Model (IHSDM)." The objective was to develop software to perform a diagnostic review of intersections on rural two-lane highways, referred to as the Intersection Diagnostic Review Model (IDRM). This report focuses on documenting the knowledge base developed for the IDRM software. It also documents the software in that it identifies the knowledge structure, problem definitions, models, decision algorithms, formulas, and parameter values implemented in the software. KW - Expert systems KW - Highway safety KW - Interactive Highway Safety Design Model KW - Intersection Diagnostic Review Model KW - Intersections KW - Knowledge acquisition (Expert systems) KW - Rural highways KW - Software KW - Two lane highways UR - http://www.fhwa.dot.gov/publications/research/safety/ihsdm/02045/index.cfm UR - https://trid.trb.org/view/724864 ER - TY - RPRT AN - 00933744 AU - Kirkpatrick, T J AU - Weyers, R E AU - Anderson-Cook, C AU - Sprinkel, M M AU - Brown, M C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A MODEL TO PREDICT THE IMPACT OF SPECIFICATION CHANGES ON CHLORIDE-INDUCED CORROSION SERVICE LIFE OF VIRGINIA BRIDGE DECKS PY - 2002/10 SP - 65 p. AB - A model to determine the time to first repair and subsequent rehabilitation of concrete bridge decks exposed to chloride deicer salts that recognizes and incorporates the statistical nature of factors affecting the corrosion process is developed. The model expands on an existing deterministic model by using statistical computing techniques, including resampling techniques such as the parametric and simple bootstrap. Emphasis was placed on the diffusion portion of the diffusion-cracking model, but advances can be readily included for the time for corrosion deterioration after corrosion initiation. Data collected from ten bridge decks built in Virginia between 1981 and 1994 were used to model the surface chloride concentration, apparent diffusion coefficient, and clear cover depth. Several ranges of the chloride corrosion initiation concentration, as determined from the available literature, were investigated. The time to first repair and subsequent rehabilitation predicted by the stochastic model is shorter than the time to first repair and subsequent rehabilitation predicted by the deterministic model. The stochastic model is believed to more accurately reflect the true nature of bridge deck deterioration because it takes into account the fact that data for each of the parameters affecting chloride diffusion and corrosion initiation are not necessarily normally distributed. The model was validated by comparison of projected service lives of bridge decks built from 1981 to 1994 derived from the model to historical service life data for 129 bridge decks built in Virginia between 1968 and 1972. The time to rehabilitation predicted for the set of bridge decks built between 1981 and 1994 by the stochastic model was approximately 13 years longer than the normalized time to rehabilitation projected for the bridge decks built between 1968 and 1972 using historical data. The time to first repair and rehabilitation predicted by the probabilistic method more closely matches that of historical data than the time to first repair and rehabilitation predicted by the average value solution. The additional service life expected for the set of bridges built between 1981 and 1994 over those constructed from 1968 to 1972 can be attributed to the decrease in w/c ratio from 0.47 to 0.45 and slight increase in as-built cover depth from approximately 50 mm (2 in.) to 63.5 to 76 mm (2.5 to 3.0 in.). KW - Bridge decks KW - Chlorides KW - Corrosion KW - Cover depth KW - Deicing chemicals KW - Mathematical models KW - Mathematical prediction KW - Rehabilitation (Maintenance) KW - Service life KW - Specifications KW - Stochastic processes KW - Thickness KW - Time duration KW - Validation KW - Virginia KW - Water cement ratio UR - http://ntl.bts.gov/lib/37000/37100/37109/03-cr4.pdf UR - https://trid.trb.org/view/724845 ER - TY - RPRT AN - 00933745 AU - Brich, S C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A DETERMINATION OF THE APPROPRIATENESS OF VIRGINIA'S RETROREFLECTIVE SIGN SHEETING SPECIFICATION FOR FLUORESCENT ORANGE CONSTRUCTION AND MAINTENANCE SIGNS PY - 2002/10 SP - 41 p. AB - To ensure the safe and efficient movement of traffic through a highway network during nighttime conditions, traffic signs are either illuminated or made retroreflective. The Virginia Department of Transportation (VDOT) requires that retroreflective sheeting used on construction and maintenance activity signs be a fluorescent prismatic lens type capable of being retroreflective at entrance angles as great as 50 deg with observation angles of 0.2 and 0.5 deg. Because the validity of the 50-deg entrance angle requirement was questioned, this research was conducted to determine if VDOT's specification is appropriate. Since this project was concerned with fluorescent orange construction and maintenance signs, 232 work zones in Virginia for the 1999 construction season were identified and inventoried. From these sites, 1,865 signs were investigated. The information collected included position, offset, height, shape and dimensions, whether tilted forward or back, rotation and twist, and the number of approach lanes facing the sign. This information was compiled in a spreadsheet, and a vector-based model was developed to determine the entrance, observation, rotation, and orientation angles for each sign. The results indicated that VDOT's 50-deg entrance angle requirement is not appropriate for fluorescent orange construction and maintenance signs. However, the results also indicated that more emphasis should be placed on observation angle requirements than on entrance angle requirements. Every motorist on the approach to a sign will have an observation angle of 0.2, 0.5, 1.0, 1.5, and possibly 2.0 deg depending on the type of vehicle being driven. The study recommends that VDOT specify a 40-deg entrance angle and a 1.0-deg observation angle for prismatic fluorescent orange work zone signs. In addition, the study recommends that the specification include requirements for orientation and rotation angles. KW - Entrance angle KW - Fluorescence KW - Observation angle KW - Orange KW - Orientation angle KW - Retroreflectivity KW - Rotation angle KW - Sign sheeting KW - Specifications KW - Traffic signs KW - Virginia KW - Work zone traffic control UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/03-r5.pdf UR - http://ntl.bts.gov/lib/19000/19800/19891/PB2003101353.pdf UR - http://ntl.bts.gov/lib/37000/37100/37108/03-r5.pdf UR - https://trid.trb.org/view/724846 ER - TY - RPRT AN - 00933743 AU - Lynn, C AU - Schreiner, C AU - Campbell, R AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - REDUCING FOG-RELATED CRASHES ON THE AFTON AND FANCY GAP MOUNTAIN SECTIONS OF I-64 AND I-77 IN VIRGINIA PY - 2002/10 SP - 44 p. AB - The Fancy Gap and Afton Mountain interstates have a long history of fog-related, multivehicle crashes. Within a 3-week period in 1998, two major fog-related crashes occurred on I-64 where it crosses Afton Mountain. The first involved 65 vehicles and 40 injuries and lasted almost 20 minutes. The second occurred 17 days later and involved 21 vehicles. Similar crashes have occurred on I-77 over Fancy Gap Mountain in Carroll County, Virginia. Because of its involvement in evaluating the original Afton Mountain fog mitigation system, the Virginia Transportation Research Council created an expert panel of decision makers from the Virginia Department of Transportation and the Virginia State Police and with the help of the Virginia Tech Transportation Institute staffed the panel. After detailed crash analyses, a review of the literature on fog and its effects, and an extensive survey of fog mitigation systems in the United States and abroad, the panel issued the following recommendations: (1) Install variable message signs "immediately prior" to the most fog-prone areas to warn drivers of detected incidents or fog-related vehicle stops or slowdowns ahead. Use high advisory radio within the fog zone to communicate with drivers. (2) Install video cameras in the Afton and Fancy Gap fog areas. Explore the use of ultra-low-temperature, infrared video cameras to penetrate fog. (3) Increase police visibility, including increased patrols and possible staff assignments to I-77 at Fancy Gap and I-64 at Afton. (4) Seek authorization for experimental use of advisory and regulatory variable speed limits on I-77 as part of the new Fancy Gap fog mitigation system. (5) Conduct research to improve the legibility and visibility of variable message signs in fog. Study the effectiveness of static signs augmented with strobes and lasers to warn drivers of detected incidents and slowdowns in the fog zone. Because the panel included experts from numerous levels of the Virginia Department of Transportation and Virginia State Police and had extensive knowledge and experience with the fog problems under consideration, they were able to discuss their disagreements and come to a consensus on how to proceed. Because the group also had Intelligent Transportation Systems (ITS) representatives with extensive technical expertise to advise them, they had confidence that their recommendations were workable and effective. It may be that this method of building consensus and support can be used as a model to promote deployment of ITS technologies. KW - Afton Mountain KW - Consensus KW - Countermeasures KW - Crash analysis KW - Decision making KW - Deployment KW - Expert panels KW - Fancy Gap Mountain KW - Fog KW - Fog mitigation systems KW - Highway advisory radio KW - Intelligent transportation systems KW - Interstate highways KW - Lasers KW - Legibility KW - Literature reviews KW - Mountains KW - Multiple vehicle crashes KW - Panel studies KW - Police patrol KW - Recommendations KW - Strobes KW - Surveys KW - Traffic signs KW - Variable message signs KW - Variable speed limits KW - Video cameras KW - Virginia KW - Visibility UR - http://ntl.bts.gov/lib/19000/19800/19859/PB2003100885.pdf UR - https://trid.trb.org/view/724844 ER - TY - RPRT AN - 00933735 AU - Smith, B L AU - Grimes, M C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - INCORPORATING ADVANCED SIGNAL CONTROL SYSTEMS INTO AN ARCHIVED DATA USER SERVICE PROGRAM PY - 2002/10 SP - 33 p. AB - The deployment of Intelligent Transportation Systems (ITS) that incorporate some type of data collection or traffic surveillance capabilities has been rapidly increasing over the past decade. More recently it has been recognized that these data collection systems can be used as additional sources of mobility data, augmenting traditional data sources such as relatively sparsely distributed permanent count stations and supplementary 48-hour volume counts. Most of the research conducted to date has focused on data archiving systems that have freeway system data collection equipment as their primary data source. However, little is known about the feasibility of using advanced signal control systems (ASCSs) as sources of mobility data. A possible cause for the relative inattention to the use of advanced signal system equipment is that using an intersection as a source for road segment volume counts is contrary to conventional traffic data collection principles, which stipulate that road segment volume counts be taken outside the influence area of intersections. The purpose of this research was to determine if data collected from an advanced arterial signal control system could be used to generate information that would be useful for transportation engineering analyses other than signal optimization and control. This research also looked at some of the technical challenges and limitations to using data collected by an arterial signal control system and presents an analysis of the validity of the data. The premise investigated is that data from signal control system surveillance equipment can be used to calculate daily volume counts for a roadway segment. This premise was tested by screening and aggregating data from signal system data collection equipment and comparing it with data from traffic monitoring equipment located in close proximity to the intersections being analyzed. The results of this research support the conclusion that reasonable volume estimates can be generated from system detectors located upstream of the intersection stop bars if the system detectors are deployed on all major approach through lanes. This research also demonstrated that the utility of ITS data requires more than simply the deployment of ASCS or other ITS data collection equipment. In order for an ITS archived data management system to be successfully implemented, the data product needs of the end users must be considered in the design and deployment of the traffic monitoring and control system, as well as the data management system. KW - Advanced signal control systems KW - Approach lanes KW - Data banks KW - Data collection KW - Deployment KW - Intelligent transportation systems KW - Intersections KW - System design KW - Traffic counts KW - Traffic surveillance UR - http://www.mautc.psu.edu/docs/UVA-2000-07.pdf UR - http://ntl.bts.gov/lib/19000/19800/19844/PB2003100574.pdf UR - https://trid.trb.org/view/724836 ER - TY - RPRT AN - 00932153 AU - Stuart, K D AU - Mogawer, W S AU - Romero, P AU - Federal Highway Administration TI - VALIDATION OF THE SUPERPAVE ASPHALT BINDER FATIGUE CRACKING PARAMETER USING AN ACCELERATED LOADING FACILITY PY - 2002/10 SP - 87 p. AB - An Accelerated Loading Facility (ALF) was used to validate the Superpave asphalt binder parameter for fatigue cracking, G*sin(delta). The ALF is a full-scale pavement testing machine that applies one-half of a single rear truck axle load. The speed of the ALF and the applied load were constant in this study. Two unmodified asphalt binders were used. These binders had Superpave performance grades (PGs) of 58-34 and 64-22, and continuous intermediate-temperature PGs of 9 and 17, respectively. Both asphalt binders were from the same crude source. A single aggregate gradation and a single asphalt binder content were used. Two asphalt pavement layer thicknesses were tested: 100 mm and 200 mm. Each pavement was tested at three temperatures: 28, 19, and 10 deg C. A total of 12 pavement sites (2 binders x 2 thicknesses x 3 temperatures) was tested by the ALF. The pavements failed sooner at the middle test temperature of 19 deg C for a given asphalt binder and asphalt pavement layer thickness. Neither the strain-control asphalt binder parameter, G*sin(delta), nor the stress-control asphalt binder parameter, G*/sin(delta), can, by itself, explain the effect of temperature. As expected, each 100-mm-thick pavement failed sooner than the 200-mm-thick pavement layer with the same asphalt binder and pavement test temperature. Only one of six comparisons used to evaluate the effect of asphalt binder grade on fatigue cracking performance showed that the mode of loading was strain control, which is the mode of loading used by the Superpave asphalt binder specification. Four of six comparisons indicated that the mode of loading was stress control, although the stress-control parameter, G*/sin(delta), could not explain the effect of test temperature on fatigue cracking performance. The sixth comparison was inconclusive in regards to the applicable mode of loading. The pavement data indicated that the mode of loading can change with temperature. The mode of loading for the 100-mm-thick pavements changed from strain to stress control with a change in temperature from 28 to 19 deg C. Fatigue cracks in all pavements started at the bottom of the asphalt pavement layer. KW - Accelerated loading facilities KW - Accelerated tests KW - Aggregate gradation KW - Binder content KW - Bituminous binders KW - Cracking KW - Fatigue (Mechanics) KW - Pavement layers KW - Strain (Mechanics) KW - Stresses KW - Superpave KW - Temperature KW - Thickness KW - Validation UR - https://trid.trb.org/view/724373 ER - TY - RPRT AN - 00932107 AU - Sharp, S R AU - Clemena, G G AU - Virmani, Y P AU - Stoner, G E AU - Kelly, R G AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - ELECTROCHEMICAL CHLORIDE EXTRACTION: INFLUENCE OF CONCRETE SURFACE ON TREATMENT PY - 2002/10 SP - 49 p. AB - One bridge restoration technique available for reducing corrosion-induced concrete deterioration, which removes chloride ions while simultaneously realkalizing the concrete adjacent to the steel is electrochemical chloride extraction (ECE). Studies have shown that ECE is capable of removing, in a single application, a significant portion of the chloride ions from a reinforced concrete structure. Prior research has also shown that the quantity of chloride ions removed is dependent on numerous factors including quantity and spacing of reinforcing steel, applied voltage, initial chloride concentration, etc. In addition, investigations into chloride binding and competition between other ions as current carriers have helped to clarify the probable mechanisms responsible for decreases in current efficiency with time during chloride removal. This portion of the investigation has focused on the influence of water-to-cement (w/c) ratio. In addition, an investigation was conducted to identify the cause of decrease in efficiency during chloride removal. A clear relationship between the w/c ratio and the chloride extraction rate was not evident. However, the investigation revealed that the resistance of the concrete surface layer increases considerably during ECE, which effectively restricts the current flow, while the resistance of the underlying layer of concrete either decreases or remains constant. It appears that the increased resistance of the surface layer concrete is accompanied by the formation of a tightly adhering residue on the concrete surface. Preliminary analysis of the surface formation indicates it contains calcium carbonate and calcium chloride. KW - Calcium carbonate KW - Calcium chloride KW - Cathodic protection KW - Chlorides KW - Deposition KW - Efficiency KW - Electrical resistivity KW - Electrochemical chloride extraction KW - Electrochemical processes KW - Rehabilitation (Maintenance) KW - Reinforced concrete bridges KW - Surfaces KW - Water cement ratio UR - http://ntl.bts.gov/lib/19000/19900/19934/PB2003101517.pdf UR - http://ntl.bts.gov/lib/46000/46500/46522/FHWA-RD-02-107.pdf UR - https://trid.trb.org/view/724356 ER - TY - RPRT AN - 00932104 AU - Von Quintus, H L AU - Simpson, A L AU - Fugro-BRE, Incorporated AU - Federal Highway Administration TI - BACK-CALCULATION OF LAYER PARAMETERS FOR LTPP TEST SECTIONS, VOLUME II: LAYERED ELASTIC ANALYSIS FOR FLEXIBLE AND RIGID PAVEMENTS PY - 2002/10 SP - 144 p. AB - This report documents the procedure and steps used to back-calculate the layered elastic properties (Young's modulus and the coefficient and exponent of the nonlinear constitutive equation) from deflection basin measurements for all of the Long-Term Pavement Performance (LTPP) test sections with a level E data status. The back-calculation process was completed with MODCOMP4 for both flexible and rigid pavement test sections in the LTPP program. The report summarizes the reasons why MODCOMP4 was selected for the computations and analyses of the deflection data, provides a summary of the results using the linear elastic module (Young's modulus) for selected test sections, and identifies those factors that can have a significant effect on the results. Results from this study do provide elastic layer properties that are consistent with previous experience and laboratory material studies related to the effect of temperature, stress-state, and season on material load-response behavior. In fact, over 75% of the deflection basins analyzed with the linear elastic module of MODCOMP4 resulted in solutions with a root mean squared (RMS) error less than 2.5%. Those pavements exhibiting deflection-softening behavior with Type II deflections basins were the most difficult to analyze and were generally found to have RMS errors greater than 2%. In summary, the nonlinear module of MODCOMP did not significantly improve on the number of reasonable solutions, and it is recommended that nonlinear constitutive equations not be used in a batch mode basis. KW - Backcalculation KW - Deflection KW - Elastic analysis KW - Flexible pavements KW - Layer coefficient (Pavements) KW - Long-Term Pavement Performance Program KW - MODCOMP (Computer program) KW - Rigid pavements KW - Test sections KW - Young's modulus UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/01113/01113.pdf UR - http://ntl.bts.gov/lib/46000/46500/46518/FHWA-RD-00-113.pdf UR - https://trid.trb.org/view/724353 ER - TY - RPRT AN - 00932106 AU - Smith, K L AU - Titus-Glover, L AU - Evans, L D AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - PAVEMENT SMOOTHNESS INDEX RELATIONSHIPS PY - 2002/10 SP - 116 p. AB - Nearly all State highway agencies use smoothness specifications to ensure that hot-mix asphalt (HMA) and portland cement concrete (PCC) pavements are built to high levels of smoothness. Not only is an initially smooth pavement generally indicative of quality workmanship, but it has been shown to last longer than a pavement built rougher. About half of all current State smoothness specifications for HMA and more then three-fourths of all current PCC smoothness specifications are centered around the Profile Index (PI), as often measured using a profilograph. The vast majority of these specifications utilize a 5-mm (0.2-in.) blanking band in computing PI (i.e., PI5-mm). Unfortunately, because of the technical limitations of the profilograph equipment and PI computation procedures, the adequacy of PI5-mm in characterizing roughness and having it relate to user response has come into question. The International Roughness Index (IRI) or the Profile Index using a 0.0-mm blanking band (PI0.0) seem to provide better measures of smoothness and better correlation with user response. However, one barrier to more widespread implementation of these new smoothness standards is the lack of objective, verifiable correlation methods for use in establishing specification limits using the IRI or PI0.0. Assistance in selecting appropriate IRI and PI0.0 specification limits is needed to provide a basis for modifying current specifications to these more reproducible and portable smoothness indices. This research effort has developed a series of relationships between IRI and PI that can assist States in transitioning to IRI or PI0.0 smoothness specification for HMA and PCC pavements. KW - Asphalt pavements KW - Concrete pavements KW - Correlation analysis KW - Hot mix asphalt KW - International Roughness Index KW - Portland cement concrete KW - Profile index KW - Profilographs KW - Roughness KW - Smoothness KW - Specifications UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/02057/02057.pdf UR - https://trid.trb.org/view/724355 ER - TY - RPRT AN - 00932105 AU - Yau, A AU - Von Quintus, H L AU - Fugro-BRE, Incorporated AU - Federal Highway Administration TI - STUDY OF LTPP LABORATORY RESILIENT MODULUS TEST DATA AND RESPONSE CHARACTERISTICS PY - 2002/10 SP - 173 p. AB - The resilient modulus of every unbound structural layer of the Long-Term Pavement Performance (LTPP) Specific Pavement and General Pavement Studies Test Sections is being measured in the laboratory using LTPP test protocol P46. A total of 2,014 resilient modulus tests have passed all quality control checks and are included in the LTPP database with a Level E data status. As of October 2000, there were 1,639 resilient modulus tests yet to be performed. In some cases, these missing tests may have been performed, but did not achieve a Level E status (did not pass all quality control checks) in the LTPP database. However, these test results have not been evaluated in detail. This report documents the first comprehensive review and evaluation of the resilient modulus test data measured on pavement materials and soils recovered from the LTPP test sections. The resilient modulus data were reviewed in detail to identify anomalies or potential errors in the database. From this review, a total of 185 resilient modulus tests were identified with possible problems or data entry errors. These tests were reported to the Federal Highway Administration for further review and/or retesting. The resilient modulus test data were found generally to be in excellent condition with less than 10% of the tests exhibiting potential anomalies or discrepancies in the data. The resilient modulus test data were then studied for the effect of test variables, such as the test and sampling procedures, on the resulting resilient moduli. These data were analyzed by material code for the base and subbase aggregate layers and by soil type for the subgrade. Sampling technique (auger versus test pit) was found to have the most effect on the crushed stone aggregate and uncrushed gravel base materials. For the subgrade soils, sampling technique (Shelby tubes versus auger samples) had the most effect on the clay soils. Sampling technique was found to have little to no effect on the sand base/subbase materials and sand soils. The resilient modulus data were further investigated to evaluate relationships between resilient modulus and the physical properties of the unbound materials and soils. Using nonlinear regression optimization techniques, equations for each base and soil type were developed to calculate the resilient modulus at a specific stress state from physical properties of the base materials and soils. The primary result from these studies is that the resilient modulus can be reasonably predicted from the physical properties included in the LTPP database, but there is a bias present in the calculated values. Thus, until additional test results become available to improve or confirm these relationships, it is recommended that at least some laboratory tests be performed to measure the resilient modulus for unbound pavement materials and soils. KW - Base course (Pavements) KW - Bias (Statistics) KW - Clay soils KW - Crushed aggregates KW - Equations KW - Errors KW - Gravel KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Mathematical prediction KW - Modulus of resilience KW - Physical properties KW - Quality control KW - Sampling KW - Subbase (Pavements) KW - Subgrade (Pavements) KW - Test procedures KW - Test sections UR - https://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/02051/02051.pdf UR - https://trid.trb.org/view/724354 ER - TY - CONF AN - 00931918 AU - Federal Highway Administration TI - FINANCING FREIGHT TRANSPORTATION IMPROVEMENTS WORKSHOP PY - 2002/10 SP - v.p. AB - Over the past 18 months, several outreach events designed to examine freight issues, problems and identify solutions, have been presented. The broad range of topics covered are: freight in the transportation planning process; multi-state/jurisdictional freight transportation decision making; freight operations strategies and financing freight transportation improvements. This workshop, Financing Freight Transportation Improvements Workshop, focused on funding and financing for navigation issues, railway terminals, ports, supply-chain challenges, current practices and future options. U1 - Financing Freight Transportation Improvements WorkshopFederal Highway AdministrationSt. Louis, Missouri StartDate:20010429 EndDate:20010501 Sponsors:Federal Highway Administration KW - Finance KW - Financial analysis KW - Freight terminals KW - Freight transportation KW - Infrastructure KW - Intermodal terminals KW - Navigation KW - Ports KW - Supply chain management UR - http://www.dot.ca.gov/hq/tpp/offices/ogm/key_reports_files/Financing_Freight/FHWA_Financing_Freight_Workshop_2001.pdf UR - https://trid.trb.org/view/725690 ER - TY - CONF AN - 00931921 AU - Federal Highway Administration TI - BUILDING FREIGHT CAPACITY THROUGH BETTER OPERATIONS: DEFINING THE NATIONAL AGENDA PY - 2002/10 SP - v.p. AB - Over the past 18 months, several outreach events designed to examine freight issues, problems and identify solutions, have been presented. The broad range of topics covered are: freight in the transportation planning process; multi-state/jurisdictional freight transportation decision making; freight operations strategies and financing freight transportation improvements. This meeting, Building Freight Capacity Through Better Operations: Defining the National Agenda, concerned itself with trying to reach a consensus of the issues confronting freight operations planners and identify possible solutions. With public and private industry representatives, key issues discussed were data accumulation, value of data stored, education/training, environmental, fiscal, infrastructure, reforms, technology and working conditions. U1 - Building Freight Capacity Through Better Operations: Defining the National AgendaFederal Highway AdministrationLong Beach, California StartDate:20010726 EndDate:20010727 Sponsors:Federal Highway Administration KW - Data collection KW - Education and training KW - Environmental policy KW - Freight traffic KW - Freight transportation KW - Infrastructure KW - Technological innovations KW - Working conditions UR - https://trid.trb.org/view/725693 ER - TY - CONF AN - 00931922 AU - Federal Highway Administration TI - NATIONAL FREIGHT PLANNING AND PROGRAMMING CONFERENCE PY - 2002/10 SP - v.p. AB - Over the past 18 months, several outreach events designed to examine freight issues, problems and identify solutions, have been presented. The broad range of topics covered are: Freight in the transportation planning process; multi-state/jurisdictional freight transportation decision making; freight operations strategies and financing freight transportation improvements. This meeting, National Freight Planning and Programming Conference, sought to bring together public and private representatives to discuss a national strategic focus on freight transportation planning and programming; recommended new way to do business; narrowed the gap between planning and programming in freight; aimed at creating better public and private partnerships and streamlined environmental issues and concerns. U1 - National Freight Planning and Programming ConferenceFederal Highway AdministrationMemphis, Tennessee StartDate:20011001 EndDate:20011003 Sponsors:Federal Highway Administration KW - Decision making KW - Education KW - Environmental protection KW - Freight traffic KW - Freight transportation KW - Planning KW - Programming (Planning) KW - Public private partnerships KW - Training UR - https://trid.trb.org/view/725694 ER - TY - CONF AN - 00931919 AU - Federal Highway Administration TI - NATIONAL FORUM ON CHALLENGES WITH MULTI-STATE/JURISDICTIONAL TRANSPORTATION ISSUES PY - 2002/10 SP - n.p. AB - Over the past 18 months, several outreach events designed to examine freight issues, problems and identify solutions, have been presented. The broad range of topics covered are: freight in the transportation planning process; multi-state/jurisdictional freight transportation decision making; freight operations strategies and financing freight transportation improvements. This forum, National Forum on Challenges with Multi-State/Jurisdictional Transportation Issues, emphasized jurisdictional issues, challenges, collaboration and coalitions designed to examine problems, concerns and solutions to commonly experienced and shared transportation needs and issues. The I-95 Corridor and the Appalachian region are but two examples of a number of states sharing a common transportation interest which provides benefits and challenges to an entire region. U1 - National Forum on Challenges with Multi-State/Jurisdictional Transportation IssuesFederal Highway AdministrationArlington, Virginia StartDate:20010618 EndDate:20010619 Sponsors:Federal Highway Administration KW - Coalitions KW - Economic development KW - Economic growth KW - Freight traffic KW - Local government KW - Passenger traffic KW - Politics KW - Private enterprise KW - Regional planning KW - State government KW - Transportation KW - Transportation corridors UR - https://trid.trb.org/view/725691 ER - TY - CONF AN - 00931920 AU - Federal Highway Administration TI - FHWA FREIGHT TRANSPORTATION PLANNING WORKSHOP PY - 2002/10 SP - v.p. AB - Over the past 18 months, several outreach events designed to examine freight issues, problems and identify solutions, have been presented. The broad range of topics covered are: freight in the transportation planning process; multi-state/jurisdictional freight transportation decision making; freight operations strategies and financing freight transportation improvements. This workshop, FHWA Freight Transportation Planning Workshop, promoted the concept of "freight" and "passenger" transportation rather than "modes"; promoted the establishment of freight specific performance measures; recognized the need to expand public involvement with freight issues; proposed expanded freight education/awareness among the public and decision-makers and suggested improving analytic models/tools and data access. U1 - FHWA Freight Transportation Planning WorkshopFederal Highway AdministrationDetroit, Michigan StartDate:20010710 EndDate:20010712 Sponsors:Federal Highway Administration KW - Access KW - Freight and passenger handling KW - Freight and passenger services KW - Freight and passenger traffic KW - Impacts KW - Performance evaluations KW - Planning KW - Public information programs KW - Trucking UR - https://trid.trb.org/view/725692 ER - TY - SER AN - 00932048 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - MODIFICATIONS OF HIGHWAY AIR POLLUTION MODELS FOR COMPLEX SITE GEOMETRIES (CANYON PLUME BOX MODEL [CPB-3.6]). VOLUME I: DATA ANALYSES AND MODEL DEVELOPMENT AND VOLUME II: WIND TUNNEL TEST PROGRAM PY - 2002/10 SP - 4 p. AB - This TechBrief announces the two volumes in this series documenting the study entitled "Modifications of Highway Air Pollution Models for Complex Site Geometries." The report numbers of the two volumes are FHWA-RD-02-036 and -037. The study's purpose was the evaluation of the limitations of flat, open terrain highway air pollution dispersion models for complex site geometries such as found within semi-confined spaces, such as highway cut-sections and street canyons. This included the development of modifications or the refinement of existing models or new models applicable to these situations and more appropriate than open terrain, straight-line highway air pollutant models, typically represented by Gaussian plume formulations. A major component of this study involved an extensive wind tunnel measurement program of the flows, turbulent velocity variances, and concentration fields within a wide range of street canyon and highway cut-section geometries. This Federal Highway Administration investigation was subsequently augmented to address the concerns of the Federal Aviation Administration and the U.S. Air Force, who have concerns about the wind-perturbing environmental impacts of buildings at airports and air bases. KW - Air pollution KW - Airports KW - Atmospheric diffusion KW - Dispersions (Chemistry) KW - Environmental impacts KW - Geometric design KW - Mathematical models KW - Measurement KW - Perturbations KW - Semi-confined spaces KW - Structures KW - Urban highways KW - Wind KW - Wind tunnels UR - http://www.fhwa.dot.gov/publications/research/.../pavements/.../research/infrastructure/structures/02036/index.cfm UR - https://trid.trb.org/view/726714 ER - TY - ABST AN - 01573252 TI - Long-Term Pavement Performance Data Analysis Activities AB - The objective of this contract is to conduct Long-Term Pavement Performance (LTPP) data analysis and related activities that support achievement of the analysis objectives set forth in the Strategic Plan for Long-Term Pavement Performance Data Analysis. The document is posted at http://www.fhwa.dot.gov/pavement/ltpp/analysis.cfm under “Strategic Plan.” The contractor shall furnish all necessary facilities, materials, personnel, and shall perform all services necessary to perform the required nonpersonal services under this contract entitled, “Long-Term Pavement Performance (LTPP) Data Analysis Program.” KW - Contractors KW - Data analysis KW - Data collection KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Strategic planning UR - https://trid.trb.org/view/1366322 ER - TY - ABST AN - 01464907 TI - LTPP Data Analysis for 5 Years--Contractor #3 AB - The objective of this contract is to conduct LTPP data analysis and related activities that support achievement of the analysis objectives set forth in the Strategic Plan for Long Term Pavement Performance Data Analysis. On a task order basis, the Contractor will: (1) Provide assistance to the FHWA in planning, assessment, coordination and integration of the overall LTPP data analysis program. (2) Conduct LTPP data analysis. (3) Develop products based on LTPP data analysis outcomes. (4) Participate in technology transfer activities for promising analytical results and products. KW - Flexible pavements KW - Life span KW - Long range planning KW - Pavement cracking KW - Pavement design KW - Pavement distress KW - Pavement layers KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Research projects KW - Rigid pavements KW - Thickness KW - Traffic loads UR - http://www.fhwa.dot.gov/pavement/ltpp/analysis.cfm UR - https://trid.trb.org/view/1233140 ER - TY - ABST AN - 01464906 TI - LTPP Data Analysis for 5 Years--Contractor #2 AB - The objective of this contract is to conduct LTPP data analysis and related activities that support achievement of the analysis objectives set forth in the Strategic Plan for Long Term Pavement Performance Data Analysis. On a task order basis, the Contractor will: (1) Provide assistance to the FHWA in planning, assessment, coordination and integration of the overall LTPP data analysis program. (2) Conduct LTPP data analysis. (3) Develop products based on LTPP data analysis outcomes. (4) Participate in technology transfer activities for promising analytical results and products. KW - Flexible pavements KW - Life span KW - Pavement cracking KW - Pavement design KW - Pavement distress KW - Pavement layers KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Research projects KW - Rigid pavements KW - Thickness KW - Traffic loads UR - http://www.fhwa.dot.gov/pavement/ltpp/analysis.cfm UR - https://trid.trb.org/view/1233139 ER - TY - ABST AN - 01464905 TI - LTPP Data Analysis for 5 Years--Contractor #1 AB - The objective of this contract is to conduct LTPP data analysis and related activities that support achievement of the analysis objectives set forth in the Strategic Plan for Long Term Pavement Performance Data Analysis. On a task order basis, the Contractor will: (1) Provide assistance to the FHWA in planning, assessment, coordination and integration of the overall LTPP data analysis program. (2) Conduct LTPP data analysis. (3) Develop products based on LTPP data analysis outcomes. (4) Participate in technology transfer activities for promising analytical results and products. KW - Life span KW - Pavement cracking KW - Pavement design KW - Pavement distress KW - Pavement layers KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Research projects KW - Thickness UR - http://www.fhwa.dot.gov/pavement/ltpp/analysis.cfm UR - https://trid.trb.org/view/1233138 ER - TY - ABST AN - 01460909 TI - Transportation Planning Analysis Technology Transfer and Program Support for the Travel Model Improvement Program (TMIP) AB - No summary provided. KW - Improvements KW - Program management KW - Research projects KW - Technology transfer KW - Transportation planning KW - Travel UR - https://trid.trb.org/view/1229127 ER - TY - ABST AN - 01458676 TI - Transportation Management Center Clearinghouse Development and Initiation AB - No summary provided. KW - Data collection KW - Development KW - Management KW - Research projects KW - Transportation KW - Warehouses UR - https://trid.trb.org/view/1226887 ER - TY - ABST AN - 01458609 TI - Integrated Driver Information, Safety and Commerce (DISC) Program AB - This project is a FY 2002 ITS Integration Program earmark for Virginia. The goal of this project is to assist in the integration of driver information systems, safety systems and commerce systems on the I-81 corridor. The focus will be research activities needed to develop a prototype integrated system that will ultimately be regionally deployed. KW - Driver information systems KW - Intelligent transportation systems KW - Management information systems KW - Real time information KW - Tourists KW - Traffic conflicts KW - Traffic incidents KW - Traveler information and communication systems KW - Travelers KW - Virginia UR - https://trid.trb.org/view/1226820 ER - TY - ABST AN - 01458608 TI - Next Generation Simulation (NGSIM)) Core Algorithms and Data Sets AB - The objective of this project is to develop a core of open behavioral algorithms in support of microscopic traffic simulation, with supporting documentation and validation data sets that describe the interactions of multi-modal travelers, vehicles and highway systems, and interactions presented to them from traffic control devices, delineation, congestion and other features of the environment. These products will be openly distributed and made freely available to the broad transportation community. KW - Algorithms KW - Data communications KW - Highway traffic control systems KW - Multimodal transportation KW - Research projects KW - Traffic congestion KW - Traffic control devices KW - Traffic simulation UR - https://trid.trb.org/view/1226819 ER - TY - ABST AN - 01459370 TI - Durability of Segmental Retaining Wall Block AB - No summary provided. KW - Blocks KW - Durability KW - Research projects KW - Retaining walls KW - Strength of materials UR - https://trid.trb.org/view/1227583 ER - TY - ABST AN - 01459193 TI - Conduct Safety Conscious Planning Activities AB - No summary provided. KW - Activity choices KW - Planning KW - Research projects KW - Safety KW - Transportation safety UR - https://trid.trb.org/view/1227405 ER - TY - ABST AN - 01458659 TI - Low Frequency Transmitter For GPS AB - No summary provided. KW - Frequency (Electromagnetism) KW - Global Positioning System KW - Low frequency KW - Research projects KW - Transmittance (Electromagnetism) UR - https://trid.trb.org/view/1226870 ER - TY - ABST AN - 01459191 TI - Conduct Research on Land Monitoring Metropolitan Capacity Building Program AB - No summary provided. KW - Building KW - Highway capacity KW - Land use KW - Metropolitan areas KW - Monitoring KW - Research KW - Research projects UR - https://trid.trb.org/view/1227403 ER - TY - ABST AN - 01459005 TI - Analysis and Testing of W-Beam on Light Post Median Barrier AB - No summary provided. KW - Analysis KW - Beams KW - Median barriers KW - Posts KW - Research projects KW - Testing UR - https://trid.trb.org/view/1227217 ER - TY - ABST AN - 01459371 TI - Analysis, Knowledge Extraction and Data Fusion Methods for Highway Related Processes and DBS AB - No summary provided. KW - Analysis KW - Data fusion KW - Highway planning KW - Knowledge acquisition (Expert systems) KW - Research projects KW - Transportation planning UR - https://trid.trb.org/view/1227584 ER - TY - ABST AN - 01458660 TI - Tricalciums Silcate Specimens for Nuclear Resonance AB - No summary provided. KW - Nuclear engineering KW - Research projects KW - Resonance KW - Silicates KW - Specimens KW - Tricalcium silicate UR - https://trid.trb.org/view/1226871 ER - TY - RPRT AN - 01379846 AU - Park, Si-Hwan AU - Robertson, Ian N AU - Riggs, H Ronald AU - University of Hawaii, Manoa AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - A Primer for FRP Strengthening of Structurally Deficient Bridges PY - 2002/09/20/Final Report SP - 88p AB - Although fiber-reinforced polymers (FRP) have been used widely in the aerospace and automobile industries, its use in bridges and buildings is relatively new. Engineers and contractors in this area are not as comfortable designing with FRP as with the familiar materials of concrete, steel, and wood. In addition, the material itself does not have as long a track record in these applications. Nevertheless, the advantages of FRP for specific applications result in it being used more and more frequently for structural engineering applications, especially for strengthening and retrofitting existing structures made of reinforced concrete or masonry. One area in which FRP is being used more frequently is the strengthening of structurally deficient concrete bridges. Incentives for the use of FRP over traditional materials include the material’s high stiffness-to-weight and strength-to-weight ratios, corrosion resistance, and constructability. Disincentives include unfamiliarity by engineers, cost, proprietary nature of the material, and lack of experienced construction personnel. The objective of this report is to provide the Hawaii Department of Transportation with a ‘primer’ for the use of FRP in strengthening structurally deficient concrete bridges. Its aim is to increase the engineer’s familiarity with the products, and thereby contribute to the consideration of FRP for specific projects based on technical merit. It represents a first reference that engineers can use for a concise description of FRP, recent relevant applications, overview of the materials, and basic how-to design procedures and guidelines, including possible design solutions for common situations. Because FRP is a relatively new material with a relatively short track record in the area of bridge strengthening, field instrumentation, testing, and monitoring of the immediate and long-term behavior of FRP strengthened bridges are also discussed. This report draws heavily on other published reports and papers. It is not meant as a complete reference, but rather it directs the reader to more comprehensive documents for specific issues. KW - Concrete bridges KW - Design methods KW - Fiber reinforced polymers KW - Guidelines KW - Literature reviews KW - Monitoring KW - Strengthening (Maintenance) UR - http://www.cee.hawaii.edu/wp-content/uploads/UHM-CEE-02-03.pdf UR - https://trid.trb.org/view/1147565 ER - TY - RPRT AN - 00961923 AU - Boston Metropolitan Planning Organization, CTPS AU - Massachusetts Highway Department AU - Federal Highway Administration AU - Federal Transit Administration TI - TRANSPORTATION IMPROVEMENT PROGRAM AND AIR QUALITY CONFORMITY DETERMINATION FISCAL YEARS 2003-2008 PY - 2002/09/19 SP - 168 p. AB - This report presents transportation improvement program and air quality determination options in the Boston (Massachusetts) metropolitan region for fiscal years 2003-2008. The table of contents lists the following chapter headings: Chapter 1 The Continuing, Cooperative, and Comprehensive Transportation Planning (3C) Process; Chapter 2 The Transportation Improvement Program (TIP) Process; Chapter 3 Projects in FY 2003; Chapter 4 Projects in FY 2004; Chapter 5 Projects in FY 2005; Chapter 6 Projects in FY 2006; Chapter 7 Projects in FY 2007; Chapter 8 Projects in FY 2008; Chapter 9 The Determination of Air Quality Conformity; Chapter 10 Financial Constraint; Appendix A Index of Projects; Appendix B Supplemental List of Projects; Appendix C Regional Enhancement Projects; Appendix D Status of FY 2002 Highway Projects (Non-Artery); Appendix E Status of FY 2002 Transit Projects. KW - Air quality KW - Boston Metropolitan Area KW - City planning KW - Conformity KW - Financing KW - Highways KW - Improvements KW - Metropolitan areas KW - Metropolitan planning organizations KW - Public transit KW - Regional planning KW - Regional transportation KW - Transportation planning KW - Urban areas UR - http://books.google.com/books/about/Transportation_Improvement_Program_and_A.html?id=1eSUPAAACAAJ UR - https://trid.trb.org/view/660482 ER - TY - ABST AN - 01459213 TI - Phase Two Analysis for the Compendium of N. Border Assessment Needs AB - No summary provided. KW - Assessments KW - Border regions KW - Needs assessment KW - Research projects UR - https://trid.trb.org/view/1227425 ER - TY - ABST AN - 01459202 TI - Development of a GIS Habitat Database & Mapping AB - No summary provided. KW - Databases KW - Development KW - Ecology KW - Geographic information systems KW - Habitat (Ecology) KW - Mapping KW - Research projects UR - https://trid.trb.org/view/1227414 ER - TY - ABST AN - 01460854 TI - Support Services for FHWA Human Centered Systems AB - No summary provided. KW - Highway planning KW - Human characteristics KW - Research projects UR - https://trid.trb.org/view/1229072 ER - TY - ABST AN - 01459201 TI - NEPA Streamlining Activities AB - No summary provided. KW - Administration KW - Environmental impacts KW - Environmental protection KW - Planning methods KW - Protection KW - Research projects KW - Streamlining UR - https://trid.trb.org/view/1227413 ER - TY - ABST AN - 01458900 TI - Environmental Investigation for Nationwide GPS AB - No summary provided. KW - Analysis KW - Environment KW - Environmental impacts KW - Global Positioning System KW - Research projects UR - https://trid.trb.org/view/1227112 ER - TY - RPRT AN - 00935465 AU - Science Applications International Corporation AU - Federal Highway Administration TI - PHASE II (BASELINE) REPORT FOR THE GREATER YELLOWSTONE REGIONAL TRAVELER AND WEATHER INFORMATION SYSTEM (GYRTWIS) PY - 2002/09/11 SP - 49 p. AB - In an effort to make road and weather information more readily available to travelers and maintenance personnel, Montana is implementing the Greater Yellowstone Regional Traveler and Weather Information System (GYRTWIS). This evaluation builds upon and complements the ongoing GYRTWIS evaluation being conducted by Western Transportation Institute/Montana State University. This evaluation investigates the following three areas: System impacts of the 511 telephone system on usage and customer satisfaction; Pavement Thermal Model accuracy; and Case study of the business model, institutional issues, and 511 implementation issues. This document focuses on the methods, baseline results, and conclusions from Phase II of the evaluation. As such, the results and lessons learned reported here are based on the Before (or baseline) data collection effort. The Phase II evaluation of the GYRTWIS project has identified several interesting preliminary findings. The traveler surveys revealed the perceptions of accuracy, availability, usefulness, and understandability of Montana Department of Transportation's road and weather information phone service. Also identified were the traveler information needs and desires, preferences for information dissemination methods, and when the information is wanted. The maintenance personnel survey identified where they get their current weather conditions and forecasts, where they would like to get information, and what types of information is most useful. The GYRTWIS Business Model case study investigated how the services are being funded and where funding for ongoing operations will be obtained. Many of the institutional and implementation challenges identified were typical of other ITS deployments. KW - 511 (National Travel Information Number) KW - Accuracy KW - Case studies KW - Customer satisfaction KW - Financing KW - Greater Yellowstone Regional Traveler and Weather Information System KW - Impacts KW - Implementation KW - Institutional issues KW - Maintenance personnel KW - Montana KW - Pavement thermal model KW - Road weather information systems KW - Surveys KW - Traveler information and communication systems KW - Travelers UR - http://ntl.bts.gov/lib/30000/30800/30849/13758.pdf UR - https://trid.trb.org/view/725399 ER - TY - ABST AN - 01459401 TI - Dynamic Testing of a Full-Scale Steel Curved Girder Bridge AB - No summary provided. KW - Bridges KW - Dynamic tests KW - Girder bridges KW - Girders KW - Research projects KW - Steel structures UR - https://trid.trb.org/view/1227614 ER - TY - RPRT AN - 00939708 AU - Anderson, J A AU - Davenport, A F AU - Horton, M A AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - RAC MENTORING AND TRAINING FRAMEWORK EDUCATIONAL GUIDELINES PY - 2002/09/10 SP - 49 p. AB - The American Association of State Highway and Transportation Officials (AASHTO) Research Advisory Board (RAC) advises the AASHTO Standing Committee on Research (SCOR), works with the National Cooperative Highway Research Program (NCHRP), performs high-value research, and works with the Transportation Research Information System (TRIS) and Research in Progress (RIP) systems. As such, RAC members perform many important functions. When they are promoted to their positions, many new RAC members lack a working knowledge of RAC's background, function, and resources. This knowledge is necessary to operate their state department of transportation (DOT) research program successfully, and maximize their function within the committee. New RAC members run the risk of being generally unaware and uninformed of the full scope of their duties, responsibilities, capabilities, contacts, and resources as RAC members. New RAC members need proper orientation instruction. As part of a program to inform, instruct, and provide assistance to new RAC members, RAC has developed an orientation program called RAC 101, and designed a Mentor-Protege Program. The objective of both RAC 101 and the Mentor-Protege Program is that new RAC members quickly and easily assimilate into the RAC community to maximize their effectiveness in their new roles and for their state DOT. RAC has long needed vehicles to build organizational identify and develop knowledge among its members. These two initiatives can help the organization move toward those goals. The pilot RAC 101 session was well received and is already being modified for future use. The mentoring program has been fleshed out and awaits implementation. Both programs have a good chance of success, but their ultimate fate depends on senior RAC member support. KW - AASHTO Research Advisory Board KW - American Association of State Highway and Transportation Officials KW - Committees KW - Education and training KW - Mentoring KW - New member orientation KW - Professional personnel KW - Research management UR - http://ntl.bts.gov/lib/19000/19900/19992/PB2003101945.pdf UR - https://trid.trb.org/view/731161 ER - TY - ABST AN - 01459205 TI - Smart Growth Research AB - No summary provided. KW - Administration KW - Land use planning KW - Research projects KW - Smart structures KW - Transportation planning KW - Urban development UR - https://trid.trb.org/view/1227417 ER - TY - ABST AN - 01464902 TI - High Occupancy Vehicle (HOV) Systems AB - The goal of this study is to assemble regional, State, and local agencies, service providers, and FHWA to: 1) identify issues common among high occupancy vehicle (HOV) systems managers, operators, and service providers; 2) suggest approaches to address those issues; 3) initiate and monitor projects intended to address identified issues; 4) disseminate results, and; 5) assist in solution deployment. KW - Deployment KW - High occupancy vehicle lanes KW - High occupancy vehicle lanes KW - High occupancy vehicles KW - Operations KW - Operators (Persons) KW - Policy making KW - Safety UR - http://hovpfs.ops.fhwa.dot.gov/ UR - https://trid.trb.org/view/1233135 ER - TY - ABST AN - 01460972 TI - Aesthetic Concrete Barrier and Bridge Rail Designs AB - The objectives of this research are to (1) assemble a collection of examples of longitudinal traffic barriers exhibiting aesthetic characteristics, (2) develop design guidelines for aesthetic concrete roadway barriers, and (3) develop specific designs for "see- through" bridge rails. KW - Barriers (Roads) KW - Bridge design KW - Bridge railings KW - Concrete KW - Concrete bridges KW - Concrete structures KW - Guidelines KW - National Cooperative Highway Research Program KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=692 UR - https://trid.trb.org/view/1229190 ER - TY - ABST AN - 01459192 TI - Leaching from Granular Materials Used in Highway Construction Intermittent Wetting AB - Many secondary materials are being considered for use as aggregate substitutes in highway construction applications. Such applications may include use of secondary materials as aggregate in road base, shoulders, embankments, and other fill applications. For these applications, leaching of constituents of concern during intermittent infiltration as a consequence of precipitation events is a primary potential pathway for environmental impact during use and subsequent disposal. The overall goal of this project is to develop testing and interpretation protocols to estimate constituent leaching from granular waste materials that are utilized as aggregate in highway construction applications. The resulting test methods and interpretation protocols, including appropriate mathematical models, can then be used to evaluate environmental impact of specific proposed secondary material utilization applications through the leaching pathway. The primary focus will be on leaching conditions that occur as a consequence of intermittent infiltration into the granular material. The resulting constituent release mechanisms are by (a) percolation through the granular material, and (b) mass transfer from the secondary material to surrounding materials (e.g., underlying soil) by either capillary flow or diffusion, when percolation is not occurring. Motivation for end-users to adopt the protocols will be based on the need to evaluate potential environmental impacts for both liability and regulatory assessment. KW - Concrete KW - Construction KW - Highways KW - Leaching KW - Mathematical models KW - Research projects UR - https://trid.trb.org/view/1227404 ER - TY - RPRT AN - 01044305 AU - Niehus, Colin A AU - U.S. Geological Survey AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Estimation of Ice Thickness and Strength for Determination of Lateral Ice Loads on Bridge Substructures in South Dakota PY - 2002/09/01/Final Report SP - 122p AB - During 1998-2002, the U.S. Geological Survey (USGS), in cooperation with South Dakota Department of Transportation (SDDOT), conducted a study to evaluate factors affecting ice forces at selected bridges in South Dakota. The focus of this ice-force evaluation was on maximum ice thickness and ice-crushing strength, which are the most important variables in the American Association of State Highway and Transportation Officials (AASHTO) bridge-design equations for ice forces. Ice thickness was measured at six sites in South Dakota during 1999-2001 and ranged from 0 to 2.3 ft. Historical ice-thickness data measured by the USGS at eight selected streamflow-gaging stations in South Dakota also were compiled for 1970-97. Three ice-thickness-estimation equations that potentially could be used for bridge design in South Dakota were selected and included the Accumulative Freezing Degree Day (AFDD), Incremental Accumulative Freezing Degree Day (IAFDD), and Simplified Energy Budget (SEB) equations. An analysis of the data indicated that the AFDD equation best estimated ice thickness in South Dakota using available data sources with an average variation about the measured value of about 0.4 ft. Maximum potential ice thickness was estimated using the AFDD equation at 19 National Weather Service stations located throughout South Dakota. The estimated maximum potential ice thicknesses generally are largest in northeastern South Dakota at about 3 ft and are smallest in the southwest and south-central South Dakota at about 2 ft. Ice-crushing strength measured at the six sites from 1999 to 2001 ranged from 58 to greater than 1,046 lb/in² (pounds per square inch). From an analysis of the ice-crushing-strength data, ice-crushing strengths of about 1,000 lb/in² could be expected at any site in South Dakota if enough water is available for freezing and if the winter is as cold as the 2001 winter. Ice-crushing-strength data were evaluated to a limited degree to see how the ice-crushing strengths compared to the strengths used in bridge design in South Dakota. The ice-crushing strengths measured during spring breakup probably are the most applicable values for bridge design. The average ice-crushing strength measured near breakup at the six ice-data collection sites in South Dakota ranged from 75 to 300 lb/in². An ice-crushing strength of 250 lb/in² would not be anomalous for expected ice-crushing strengths near spring breakup in South Dakota. A more extensive ice-data collection effort is needed to accurately characterize ice thickness and ice-crushing strength for SDDOT bridge design in South Dakota. A direct measurement of ice forces acting on bridge structures also would be beneficial for bridge design. KW - Accumulative freezing degree day KW - American Association of State Highway and Transportation Officials KW - Bridge design KW - Bridge substructures KW - Bridges KW - Data collection KW - Ice KW - Ice-crushing strength KW - Incremental accumulative freezing degree day KW - Measurement KW - Simplified energy budget KW - South Dakota KW - Streamflow KW - Thickness KW - U.S. National Weather Service KW - United States Geological Survey KW - Winter UR - http://www.sddot.com/business/research/projects/docs/SD1998_04_Final_Report.pdf UR - https://trid.trb.org/view/804659 ER - TY - JOUR AN - 01442668 JO - Public Roads PB - Federal Highway Administration AU - Moler, S TI - Stop you're going the wrong way PY - 2002/09 VL - 66 IS - 2 SP - 24-9 KW - Access road KW - Access roads KW - Accident severity KW - Crash severity KW - Drink driving KW - Drunk driving KW - Freeway KW - Freeways KW - Highway safety KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Interchange KW - Interchanges KW - Risk taking KW - Risk taking KW - Road safety KW - Stop sign KW - Stop signs KW - Traffic sign KW - Traffic signs KW - Usa KW - Variable message sign KW - Variable message signs KW - Wrong way driving KW - Wrong way driving UR - https://trid.trb.org/view/1210476 ER - TY - JOUR AN - 01442667 JO - Public Roads PB - Federal Highway Administration AU - Do, A H TI - Walking the safety walk [improved pedestrian facilities] PY - 2002/09 VL - 66 IS - 2 SP - 2-5 KW - City planning KW - Highway safety KW - Improvement KW - Local area traffic management KW - Neighborhoods KW - Neighbourhood KW - Pedestrian KW - Pedestrian areas KW - Pedestrian facilities KW - Pedestrians KW - Road safety KW - Town planning KW - Traffic calming KW - Usa KW - Walking KW - Walking UR - https://trid.trb.org/view/1210475 ER - TY - RPRT AN - 01160532 AU - Consolazio, Gary AU - Nassif, Hani AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - 3D/4D Sign Review Support PY - 2002/09//Final Report SP - 34p AB - This report discusses the development of a new software system that supports 3D/4D modeling and visualization efforts related to the review of roadside signage. By using 3D renderings of proposed signage projects and 4D “virtual drive-throughs”, engineers can evaluate newly proposed signage projects directly from the point of view of a driver moving along the roadway, reading the signage. In order to generate such visualization, the engineer must be able to model the roadway and signage in three-dimensional space and then render the model graphically from various points of view in the model. The software developed for this project addresses these needs and is made up of two components: a visualization model generation tool; and a visualization-rendering tool. The model generation component permits the user to import geometry data and image data and convert those data into a format appropriate for use by the rendering component of the system. The rendering component is capable of rendering a 3D model with sign faces, textures, etc. from any desired point of view. A virtual drive-through of a proposed signage project can be simulated using the rendering component by defining a driver-motion path through the 3D model and moving along that path at a prescribed rate. Potential problems of excessive sign density, inadequate sight distance, and obstruction of sign faces can be identified prior to actually installing the signage in the field. By identifying such problem areas using 3D/4D modeling and visualization, expensive changes involving signage already installed in the field can be avoided. KW - Four dimensional models KW - Software KW - Three dimensional models KW - Traffic signs KW - Virtual reality KW - Visualization UR - http://cait.rutgers.edu/files/FHWA-NJ-2002-010.pdf UR - https://trid.trb.org/view/920656 ER - TY - RPRT AN - 01155834 AU - Scaglione, Nick AU - Concrete Research & Testing, LLC AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Durability of ODOT Prestressed/Precast Concrete in Ohio PY - 2002/09//Final Report SP - 49p AB - The Ohio Department of Transportation (ODOT) wanted to determine the permeability of prestressed/precast concrete supplied to them for bridge components. Permeability testing was performed using the rapid chloride permeability test method (ASTM c 1202) on concrete cores removed from precast test sections that were prepared at each of ODOT’s prestressed/precast suppliers. The test sections were cast and cured along with production bridge components. The results of this testing were compared with previous rapid chloride permeability results from ODOT high performance concrete bridge projects. ODOT’s high performance concrete used for cast-in-place bridge decks contains supplementary cementitious materials (fly ash, GGBF Slag, micro-silica), while the prestressed/precast concrete supplied to ODOT contains only Type III Portland cement such as the cementitious components. The precast concrete typically has a reduced water-cementitious ratio compared to the cast-in-place concrete. Some of the prestressed/precast manufacturers produced concrete which obtained very low permeability values at 90 days (<1000 Coulombs). However, the permeability results of the prestressed/precast concrete varied widely between individual manufacturers. The results of the permeability testing showed that the prestressed/precast concrete has a higher permeability compared to ODOT’s high performance cast-in-place concrete. The effect of heat testing on the permeability of the prestressed/precast concrete was also examined. For the conditions of the present study, the specimens that were heat cured have similar permeability values compared to companion specimens that were not heat cured. Compressive strength testing was performed as part of the study to determine if the strengths that the prestressed/precast manufacturers measure on test cylinders for release strengths are representative of the cast-in-place concrete strength. The test results from this study showed that the strength of the concrete test cylinders correlated well with concrete cores taken from the precast test section. KW - Box beams KW - Compressive strength KW - Durability KW - Heat curving KW - Ohio KW - Permeability KW - Precast concrete pavements KW - Prestressed concrete KW - Rapid chloride permeability test UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2002/Structures/14787-FR.pdf UR - https://trid.trb.org/view/916390 ER - TY - RPRT AN - 01104368 AU - Miller, C Cameron AU - Heimer, Todd AU - Early, Edward E AU - National Institute of Standards and Technology AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration TI - National Calibration Facility for Retroreflective Traffic Control Materials-Phase I PY - 2002/09 SP - 56p AB - Congress has directed the United States Department of Transportation to establish ‘a standard for a minimum level of retroreflectivity that must be maintained for pavement markings and signs which apply to all roads open to public travel.' Presented are the preliminary plans for the National Calibration Facility for Retroreflective Traffic Control Materials. Stated is the problem statement along with the research approach for solving this problem. The requirements for the reference retroreflectometer are based on information collected from national and international standards and from meetings with various people knowledgeable in the field of retroreflective measurements. The reference retroreflectometer plans include a discussion of the design of the source, the goniometer and the detectors. Most importantly, an in-depth description of how the reference retroreflectometer will be aligned and absolutely calibrated for parameters is presented. The uncertainty expectations for these parameters plus parameters are calculated. Traceability to the National Institute of Standards and Technology is defined and the method of achieving traceability is described. The role of accreditation through the National Voluntary Laboratory Accreditation Program or the Measurement Assurance Program is discussed. KW - Calibration KW - Fluorescence KW - Highway traffic control KW - Reflectorized materials KW - Reflectorized road markings KW - Traffic control devices KW - Traffic signals KW - Visibility UR - http://ntl.bts.gov/lib/19000/19900/19951/PB2003101573.pdf UR - https://trid.trb.org/view/863691 ER - TY - RPRT AN - 01074183 AU - Federal Highway Administration TI - State Route 120 from Post Mile 3.0 to Post Mile R12.9, near Oakdale, Stanislaus County : environmental impact statement PY - 2002/09//Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/833577 ER - TY - RPRT AN - 01074033 AU - Federal Highway Administration TI - Colorado Forest Highway 80, Guanella Pass Road : environmental impact statement PY - 2002/09//Volumes held: Supplement to the draft, Final(2v) KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/833427 ER - TY - RPRT AN - 01062294 AU - Federal Highway Administration TI - Industrial parkway connector project, transportation improvement from Lott Road (AL-217) to U.S. 45, Mobile County : environmental impact statement PY - 2002/09//Volumes held: Draft, Final KW - Alabama KW - Environmental impact statements UR - https://trid.trb.org/view/821791 ER - TY - RPRT AN - 01003773 AU - Pigman, Jerry G AU - Hartman, Donald L AU - Stamatiadis, Nikiforos AU - Aultman-Hall, Lisa AU - Oldham, Sally G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Documentation of Context-Sensitive Design Case Studies PY - 2002/09 SP - v.p. AB - This project documented 15 case studies to illustrate applications of context sensitive design (CSD), with emphasis on community-based solutions. Attention was given to the documentation of tools and techniques to support CSD principles and practices. It is intended that the results from this documentation of CSD case studies will provide a series of applications of flexible design concepts serving as practical examples for roadway designers and others involved in the project development process. The case study examples and supporting materials are expected to foster a more flexible approach to the project development process and illustrate the wide range of workable solutions that have been implemented. KW - Case studies KW - Context sensitive design KW - Highway design KW - Project development UR - https://trid.trb.org/view/760095 ER - TY - RPRT AN - 00988112 AU - Yildirim, Y AU - Kennedy, T W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - HAMBURG WHEEL TRACKING DEVICE RESULTS ON PLANT AND FIELD CORES PRODUCED MIXTURES PY - 2002/09 SP - 72 p. AB - This project was conducted to determine the correlation of field performance to Hamburg Wheel Tracking Device (HWTD) testing results. HWTD measures the combined effects of rutting and moisture damage by rolling a steel wheel across the surface of an asphalt concrete specimen that is immersed in hot water. The test results from this laboratory equipment have been promising in regard to evaluating the moisture susceptibility of hot mix asphalt mixtures. While there is some information on the relationship between the laboratory results from this test and the field performance, it is quite limited. This 5-year research project will be an important step in validating the test and ensuring that the test results could be reliably used to predict performance. Three designs (Superpave, CMHB-C, and Type C) and three aggregate sources (siliceous gravel, sandstone, and quartzite) were used for this study. The test sections including nine different mixture designs were constructed on IH 20 in Harrison County to observe the performance of the overlays under real traffic conditions. Field performance will be observed through visual pavement condition surveys and non-destructive tests for four years. In the second year of this project, the samples from plant mixes and cores from the test sections were taken for each mixture type. The samples were tested using a HWTD by TxDOT's Flexible Pavements Branch of the Materials and Pavements Section of the Construction Division. KW - Aggregates KW - Asphalt concrete pavements KW - CMHB-C (Pavement design) KW - Field tests KW - Gravel KW - Hamburg Wheel Tracking Device KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Nondestructive tests KW - Overlays (Pavements) KW - Pavement conditions KW - Pavement performance KW - Quartzite KW - Rutting KW - Sandstones KW - Superpave KW - Texas KW - Traffic loads KW - Type C (Pavement design) KW - Water UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4185_2.pdf UR - https://trid.trb.org/view/753754 ER - TY - RPRT AN - 00978488 AU - Nassif, H AU - Abu-Amra, T AU - Shah, N AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - FINITE ELEMENT MODELING OF BRIDGE APPROACH AND TRANSITION SLABS PY - 2002/09 SP - 79 p. AB - The objective of this research study is to identify the probable causes of cracking, location of cracks, and factors influencing crack development, and to recommend new design alternatives that could reduce or eliminate crack development in approach and transition slabs. The study included the development of a finite element model that is based on soil-structure interaction using commercial computer software, ABAQUS. A field study was also conducted to determine the extent and probable causes of crack development in approach and transition slabs in different bridge sites. The data collected from field observations were compared with those predicted by the finite element model to determine the reliability and the consistency of the results predicted by the finite element model. Subsequently, a parametric study was developed in order to study the sensitivity of the model to several designs as well as soil parameters. Based on the results of the finite element model, several design alternatives were studied and compared to determine their effectiveness in reducing the possibility of crack development and tolerating higher vehicular loads. Two new design alternatives are recommended based on results from the parametric study and field observations. KW - Alternatives analysis KW - Approach slabs KW - Bridge approaches KW - Cracking KW - Design KW - Field studies KW - Finite element method KW - Soil structure interaction KW - Transition slabs UR - http://cait.rutgers.edu/files/FHWA-NJ-2002-007.pdf UR - https://trid.trb.org/view/740329 ER - TY - RPRT AN - 00974981 AU - Zhou, F AU - Scullion, T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - VESYS5 RUTTING MODEL CALIBRATIONS WITH LOCAL ACCELERATED PAVEMENT TEST DATA AND ASSOCIATED IMPLEMENTATION PY - 2002/09 SP - 88 p. AB - The Texas Department of Transportation (TxDOT) in cooperation with the Federal Highway Administration (FHWA) has established a Pooled Fund Study. The objective of this study is to integrate the accelerated pavement test technologies of Texas and other participating states with modeling capabilities developed by the FHWA in their Truck Pavement Interaction (TPI) program. This study will focus on the calibration and implementation of the latest version of the TPI software: VESYS5 to address truck size and weight policy issues related to the economic impact of heavy loads along the NAFTA corridor. This report summarizes the research accomplishments of the Texas Transportation Institute (TTI). First, a comprehensive framework of calibrating performance model using APT data is developed. Then, as the full case study, TxMLS data on US281 are used to calibrate the VESYS5 model. The reasonable rutting parameters (GNU and ALPHA) of asphalt mixtures are backcalculated and used to calibrate the laboratory-determined rutting parameters which are measured based on the test protocol developed at TTI. In addition, the effectiveness of VESYS test methodology is validated by US281-SPS1 and LA-ALF field data. The information of truck size and weight in the U.S., Mexico, and Canada is compiled based on the comprehensive literature review. Then this information is used as the input of the calibrated VESYS5 model to demonstrate the influence of different types of trucks in the U.S., Mexico, and Canada on pavement rutting damage. KW - Accelerated tests KW - Calibration KW - Canada KW - Case studies KW - Computer models KW - Economic impacts KW - Field data KW - Implementation KW - Literature reviews KW - Mexico KW - Pavement performance KW - Policy KW - Rutting KW - Size and weight regulations KW - United States KW - Validation KW - VESYS5 (Computer program) UR - https://trid.trb.org/view/698311 ER - TY - RPRT AN - 00973748 AU - Federal Highway Administration AU - Foundation for Pavement Preservation TI - THIN HOT-MIX ASPHALT OVERLAY PY - 2002/09 SP - 20 p. AB - This pavement preservation checklist describes tasks and responsibilities to consider when applying thin hot-mix asphalt overlay to pavements. It discusses preliminary responsibilities, preoverlay inspection responsibilities, project operational considerations, opening to traffic, and common problems and solutions. KW - Asphalt mixtures KW - Checklists KW - Guidelines KW - Hot mix asphalt KW - Inspection KW - Open to traffic KW - Operations KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement performance KW - Preservation KW - Project management UR - https://trid.trb.org/view/697669 ER - TY - RPRT AN - 00973749 AU - Federal Highway Administration AU - Foundation for Pavement Preservation TI - FOG SEAL APPLICATION PY - 2002/09 SP - 16 p. AB - This pavement preservation checklist describes tasks and responsibilities to consider when applying fog seal to pavements. It discusses preliminary responsibilities, preapplication inspection responsibilities, project inspection responsibilities, cleanup responsibilities, and common problems and solutions. KW - Checklists KW - Fog seals KW - Guidelines KW - Inspection KW - Pavement maintenance KW - Pavement performance KW - Preservation KW - Project management KW - Seal coats KW - Sealing compounds UR - https://trid.trb.org/view/697670 ER - TY - RPRT AN - 00973747 AU - Federal Highway Administration AU - Foundation for Pavement Preservation TI - CHIP SEAL APPLICATION PY - 2002/09 SP - 20 p. AB - This pavement preservation checklist describes tasks and responsibilities to consider when applying chip seal to asphalt pavements. It discusses preliminary responsibilities, preapplication inspection responsibilities, project inspection responsibilities, opening the chip seal to traffic, cleanup responsibilities, and common problems and solutions. KW - Asphalt pavements KW - Checklists KW - Chip seals KW - Guidelines KW - Inspection KW - Open to traffic KW - Pavement maintenance KW - Pavement performance KW - Preservation KW - Project management UR - https://trid.trb.org/view/697668 ER - TY - RPRT AN - 00973750 AU - Federal Highway Administration AU - Foundation for Pavement Preservation TI - MICROSURFACING APPLICATION PY - 2002/09 SP - 16 p. AB - This pavement preservation checklist describes tasks and responsibilities to consider when applying microsurfacing to pavements. It discusses preliminary responsibilities, pre-seal inspection responsibilities, project inspection responsibilities, cleanup responsibilities, and common problems and solutions. KW - Checklists KW - Guidelines KW - Inspection KW - Microsurfacing KW - Pavement maintenance KW - Pavement performance KW - Preservation KW - Project management UR - https://trid.trb.org/view/697671 ER - TY - RPRT AN - 00970609 AU - Bhat, C R AU - Srinivasan, S AU - Guo, J Y AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ACTIVITY-BASED TRAVEL-DEMAND ANALYSIS FOR METROPOLITAN AREAS IN TEXAS: DATA SOURCES, SAMPLE FORMATION, AND ESTIMATION RESULTS PY - 2002/09 SP - 118 p. AB - The project aims to comprehensively model the activity-travel patterns of workers as well as nonworkers in a household. The activity-travel system will take as input various land-use, sociodemographic, activity system, and transportation level-of-service attributes. It will provide as output the complete daily activity-travel patterns for each individual in the household. In addition to the short-term activity-travel decisions, longer-term decisions of household location, employment, and auto-ownership are also considered. This report presents detailed frameworks for modeling both the medium-term and the short-term decisions. Models were estimated using data from the Dallas-Fort Worth area. These empirical model results are presented and discussed in detail. KW - Activity choices KW - Automobile ownership KW - Dallas-Fort Worth Metropolitan Area KW - Econometric models KW - Empirical methods KW - Employment KW - Households KW - Land use KW - Level of service KW - Location KW - Metropolitan areas KW - Travel behavior KW - Travel demand KW - Travel patterns UR - http://www.utexas.edu/research/ctr/pdf_reports/4080_3.pdf UR - https://trid.trb.org/view/696581 ER - TY - RPRT AN - 00970553 AU - Chaudhary, N A AU - Kovvali, V G AU - Alam, SMM AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR SELECTING SIGNAL TIMING SOFTWARE PY - 2002/09 SP - 28 p. AB - This report contains guidelines for selecting software for use in arterial signal timing projects. These guidelines are based on an extensive comparison of four signal timing programs using several real arterials and a range of traffic conditions. These programs include: TRANSYT 7F, Synchro, PASSER II, and PASSER V. PASSER V is a new program developed in this project. It contains many of the best features of the other programs. These features include: PASSER II's bandwidth maximization algorithm, a traffic model that is similar to TRANSYT 7F's link-based model, and a genetic algorithm to develop timings for minimizing delay or maximizing bandwidth. It was found that Synchro produces best solutions when delay-minimization is the primary objective, and PASSER V produces the best timings when bandwidth maximization is the primary objective. In addition PASSER V's delay-minimization tool produces timings similar to Synchro. KW - Algorithms KW - Arterial highways KW - Bandwidth (Traffic signals) KW - Genetic algorithms KW - Guidelines KW - Maximization KW - Minimization KW - Optimization KW - PASSER (Computer program) KW - Software KW - Synchro (Computer program) KW - Traffic delays KW - Traffic models KW - Traffic signal control systems KW - Traffic signal timing KW - TRANSYT (Computer program) UR - https://trid.trb.org/view/696523 ER - TY - RPRT AN - 00969916 AU - Turnbull, K F AU - Texas Transportation Institute AU - Federal Highway Administration TI - EXECUTIVE REPORT: EFFECTS OF CHANGING HOV LANE OCCUPANCY REQUIREMENTS: EL MONTE BUSWAY CASE STUDY PY - 2002/09 SP - 28 p. AB - In 1999, the California Legislature passed Senate Bill 63, which lowered the vehicle-occupancy requirement on the El Monte Busway on the San Bernardino (I-10) Freeway from three persons per vehicle (3+) to two persons per vehicle (2+) full time. The California Department of Transportation (Caltrans) was directed to implement this change on January 1, 2000 and to monitor and evaluate the effects of the 2+ requirement on the operation of the Busway and the freeway. Based on the operational effects that resulted from this change, emergency legislation was approved increasing the vehicle-occupancy requirement back to 3+ during the morning and afternoon peak periods effective July 24, 2000. This report summarizes information on the effect the change in the vehicle-occupancy requirement had on the operation of the Busway and freeway, public transit services, violation rates, accidents, and public response. Lowering the vehicle-occupancy requirement from 3+ to 2+ full time had a detrimental effect on the Busway. At the same time, significant improvements were not realized in the general-purpose freeway lanes. Morning peak-period travel speeds in the Busway were reduced from 65 mph to 20 mph, while travel speeds in the general-purpose lanes decreased from 25 mph to 23 mph for most of the demonstration. Hourly Busway vehicle volumes during the morning peak-period increased from 1,100 to 1,600 with the 2+ designation, but the number of persons carried declined from 5,900 to 5,200. The freeway lane vehicle volumes and passengers per lane per hour remained relatively similar. Peak-period travel times on the Busway increased by 20 to 30 minutes. Bus schedule adherence and on-time performance declined significantly and passengers reported delays. KW - Busways KW - California KW - Case studies KW - Freeway operations KW - Freeways KW - High occupancy vehicle lanes KW - Impacts KW - Monitoring KW - On time performance KW - Passenger volume KW - Peak periods KW - Traffic speed KW - Traffic volume KW - Travel time KW - Vehicle occupancy UR - https://trid.trb.org/view/681053 ER - TY - RPRT AN - 00935519 AU - Winkelman, T J AU - Illinois Department of Transportation AU - Federal Highway Administration TI - FIBERGLASS REINFORCED POLYMER COMPOSITE BRIDGE DECK CONSTRUCTION IN ILLINOIS PY - 2002/09 SP - 26 p. AB - An experiment was conducted using a fiber reinforced polymer composite material for the bridge deck of a low volume bridge. The test location was on South Fayette Street over the Town Brook in Jacksonville, Illinois. This project included removal of the existing single span pony truss structure and replacement with a wider, and longer, three-span plate girder structure with the experimental decking material. The fiber reinforced polymer composite material used was "DuraSpan (Trademark)" manufactured by Martin Marietta Composites. The composite tubes are manufactured by the pultrusion process. The tubes are pre-cut to fit the dimensions of each individual bridge and bonded together in the factory to form panels. The panels are assembled on the bridge deck with epoxied field joints to form the completed bridge deck. This report summarizes the construction activities for the structure on South Fayette Street in Jacksonville. Details of the planning, design, construction methods, and construction costs are addressed. KW - Bridge decks KW - Composite materials KW - Construction KW - Costs KW - Design KW - Fiber reinforced plastics KW - Girder bridges KW - Jacksonville (Illinois) KW - Low volume bridges UR - http://www.dot.state.il.us/materials/research/pdf/145.pdf UR - http://ntl.bts.gov/lib/19000/19800/19897/PB2003101360.pdf UR - http://ntl.bts.gov/lib/23000/23200/23218/145.pdf UR - https://trid.trb.org/view/725424 ER - TY - RPRT AN - 00967105 AU - Karamihas, S M AU - Gillespie, T D AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - SMOOTHNESS CRITERIA FOR WIM SCALE APPROACHES PY - 2002/09 SP - 81 p. AB - This document reports on the development of smoothness criteria for weigh-in-motion (WIM) scale approaches. The criteria are meant to screen sites for excessive truck dynamic loading that exacerbates WIM scale error beyond levels recommended by the American Society of Testing and Materials (ASTM). WIM scale error was related to pavement profile characteristics using a large simulation study of the response of virtual trucks over measured profiles. A distribution error was compiled over the truck population for steer axle, tandem axle, and total vehicle weight at each site. The error distributions were summarized by their 95th percentile absolute error levels. The error levels assigned to each site were then used as a correlation standard for the proposed roughness indices and for the selection of corresponding threshold values. Instead of a single index, two versions of the Butterworth filter were selected for use in the specifications. One addresses "Short Range" roughness and the other "Long Range" roughness. The Short and Long Range WIM error indices were then statistically related to WIM scale error to set the threshold values. KW - Axles KW - Dynamic loads KW - Errors KW - Longitudinal profile KW - Pavement performance KW - Pavements KW - Roughness KW - Simulation KW - Smoothness KW - Surface course (Pavements) KW - Trucks KW - Vehicles KW - Weigh in motion scales KW - Weight UR - https://trid.trb.org/view/678480 ER - TY - RPRT AN - 00935464 AU - Robinson, M AU - McGowen, P AU - Habets, A AU - Strong, C AU - Science Applications International Corporation AU - Federal Highway Administration TI - SAFETY APPLICATIONS OF ITS IN RURAL AREAS PY - 2002/09 SP - 76 p. AB - Traffic safety in rural areas continues to be a source of concern among the nation's highway users. Reducing crashes in rural areas is an important national transportation goal, and Intelligent Transportation Systems (ITS) could play a critical role in achieving this goal. This report examines current, past and planned infrastructure-based technology applications aimed at reducing the frequency and/or severity of rural crashes. Although the report covers a range of technology applications, the main focus is on Variable Speed Limit (VSL) Systems and Safety Warning Systems (SWS). The information contained in this report was gathered from a literature review and direct contacts with ITS Specialists in Federal Highway Administration Division Offices, State departments of transportation and foreign road authorities. The population of rural fatal crashes addressed by each technology category and the situations where deployment of such systems should have the greatest potential payoff were identified. KW - Crashes KW - Intelligent transportation systems KW - Interviewing KW - Literature reviews KW - Prevention KW - Rural areas KW - Safety warning systems KW - Technological innovations KW - Traffic safety KW - Variable speed limits UR - http://ntl.bts.gov/lib/29000/29000/29050/13609.html UR - https://trid.trb.org/view/725398 ER - TY - RPRT AN - 00964960 AU - Landphair, H C AU - Li, M-H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INVESTIGATING THE APPLICABILITY OF BIOTECHNICAL STREAMBANK STABILIZATION IN TEXAS PY - 2002/09 SP - 174 p. AB - The Texas Department of Transportation has commonly utilized concrete and other non-biodegradable measures to stabilize stream channels throughout Texas. This research project investigated an alternative stabilization method specifically geared toward the warm regions of Texas, which utilizes live plant materials combined with inert materials such as geosynthetics and rocks to provide protection of streambanks or slopes. In this project, researchers designed five demonstration projects and conducted plant dormancy extension experiments on black willow (Salix nigra). Two of five designed projects were let, and only one project was built. Researchers found that in biotechnical engineering, live plant cuttings are harvested and planted in the dormant period. Texas's short dormant periods make biotechnical construction scheduling very difficult. Following the definition of short dormant period in Texas, researchers conducted the dormancy extension research, which investigated the possibility of extending the dormancy window of live cuttings for construction of biotechnical techniques. The result of the dormancy extension research indicates that black willow cuttings may be able to be artificially cooled in a refrigerator to extend the dormant period for up to approximately 90 days. KW - Bank protection KW - Banks (Waterways) KW - Demonstration projects KW - Erosion control KW - Geosynthetics KW - Plant dormancy extension KW - Plants KW - Rocks KW - Slope stability KW - Soil stabilization KW - Streams KW - Technology KW - Texas UR - https://trid.trb.org/view/661605 ER - TY - RPRT AN - 00962850 AU - Finley, M D AU - Carlson, P J AU - Trout, N D AU - Jasek, D L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - SIGN AND PAVEMENT MARKING VISIBILITY FROM THE PERSPECTIVE OF COMMERCIAL VEHICLE DRIVERS PY - 2002/09 SP - 124 p. AB - In Texas, commercial vehicle safety is increasing in priority due to the rising volume of truck traffic and the disproportionate percentage of crashes and fatalities involving large trucks. One particular safety issue is the visibility of signing and pavement markings at night from a commercial vehicle driver's perspective. Through a nighttime controlled field study, the relationship between vehicle type (passenger car versus commercial vehicle) and sign/pavement marking material was evaluated in terms of the legibility distance of signs and the end detection distance of pavement markings. Additional research issues included investigations among sign type (guide, destination, and speed limit) and age (young, middle-aged, and old). The findings indicate that the commercial vehicle provided statistically longer legibility distances than the passenger car. However, an examination of headlamp illuminance suggests that the headlamp illuminance of the commercial vehicle used in the nighttime controlled field study was higher than the average headlamp illuminance of on-road commercial vehicles. In addition, the type of retroreflective material was found to be a significant factor for the speed limit signs and the pavement markings, but not for the guide signs or destination signs. The relationship between vehicle type and material type was found to be statistically significant only for the speed limit signs. However, the practical difference was small and the legibility distance did not clearly depend on any particular combination of vehicle type and material type. KW - Age KW - Commercial vehicle operations KW - Commercial vehicles KW - Field studies KW - Guide signs KW - Highway safety KW - Legibility KW - Night visibility KW - Retroreflectivity KW - Road marking materials KW - Road markings KW - Sign sheeting KW - Speed signs KW - Traffic signs KW - Truck drivers KW - Visibility distance UR - https://trid.trb.org/view/660877 ER - TY - RPRT AN - 00962201 AU - Chrysler, S T AU - Carlson, P J AU - Hawkins, H G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - NIGHTTIME LEGIBILITY OF GROUND-MOUNTED TRAFFIC SIGNS AS A FUNCTION OF FONT, COLOR, AND RETROREFLECTIVE SHEETING TYPE PY - 2002/09 SP - 76 p. AB - A closed course nighttime legibility study measured legibility distance for 6-in. letters using Highway Series D and two experimental fonts, Clearview Condensed Road and a D-Modified font. The Clearview font has a thinner stroke width than Series D and was used for white-on-green signs. The D-Modified font has a thicker stroke width than Series D and was used for black letters on white, yellow, and orange backgrounds. Three types of retroreflective sheeting were tested: ASTM Types III, VIII, and IX. Forty-eight signs were used; all sign blanks were 12 in. x 30 in. with a border. Twenty-four participants, aged 55-75, drove a passenger sedan around a closed course at 30 mph while attempting to read ground-mounted signs on the right shoulder. Results showed no difference between drivers aged 55-64 and those aged 65-75. Overall legibility distances ranged from 143 ft to 206 ft, producing legibility indexes in the range of 24-34 ft of legibility per inch of letter height. Color was found to be a significant factor in legibility with yellow and white producing the longest legibility distances followed by green and then orange. Across all colors, retroreflective sheeting type was a significant factor with specific differences among sheetings dependent on color. The font results were surprising in that Highway Series D was better than or equivalent to both alternatives tested and the version of Clearview tested performed slightly worse than the standard font. KW - Age groups KW - Aged drivers KW - Color KW - Drivers KW - Fonts KW - Height KW - Legibility KW - Lettering KW - Night KW - Retroreflectivity KW - Sign sheeting KW - Traffic signs UR - https://trid.trb.org/view/660622 ER - TY - RPRT AN - 00960080 AU - Tymvios, N M AU - McCullouch, B G AU - Sinha, K C AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - AN INITIAL EVALUATION OF DESIGN-BUILD HIGHWAY PROJECTS PERFORMED BY THE INDIANA DEPARTMENT OF TRANSPORTATION PY - 2002/09 SP - 117 p. AB - Design-Build has been an effective contracting method in the private and public arenas. State departments of transportation (DOTs) have used this contracting method on various projects for a variety of reasons. The Indiana Department of Transportation (INDOT) has used this contract delivery method on a few projects with mixed responses from those involved in the process. INDOT therefore felt that an evaluation of the Design-Build program was appropriate to determine its future use in Indiana. This report gives an historical perspective of Design-Build and how the program has been received and perceived by INDOT; describes the project's survey and the data collected from the designer and contractor perspectives; relates the experiences of other DOTs with Design-Build; provides a somewhat limited comparison with the Design-Bid-Build approach; and makes recommendations for INDOT's future Design-Build practices. KW - Design build KW - Evaluation and assessment KW - Indiana KW - Recommendations KW - State departments of transportation KW - Surveys UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1490&context=jtrp UR - https://trid.trb.org/view/659860 ER - TY - RPRT AN - 00960069 AU - LaBreche, TMC AU - Jacko, R B AU - Partridge, B K AU - SCHNEIDER, W AU - Soliman, A AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EFFECTIVENESS OF THE BORMAN EXPRESSWAY ITS PROGRAM ON LOCAL AIR QUALITY PY - 2002/09 SP - 91 p. AB - Particulate matter less than 2.5 microns in diameter, carbon monoxide, and meteorological parameters were monitored at 10 second averaging intervals adjacent the Borman Expressway in Northwestern Indiana before and during the implementation of an Intelligent Transportation System (ITS). Traffic data were collected from sensors on the expressway. The high-resolution data permitted the expressway contribution to local air quality to be separated from background components of local air quality and significant correlations were made between pollutant flux and traffic flow and pollutant flux and highway occupancy. Traffic incidents (accidents/congestion) were shown to have a rapid impact on local air quality. In many examples, during-incident pollution flux increased 2 to 3 times pre-incident levels. Oversaturated traffic operating conditions deleteriously affected local air quality and if avoided by ITS or other methods would significantly improve local air quality. KW - Air pollution KW - Air quality KW - Carbon monoxide KW - Environmental impacts KW - Expressways KW - Indiana KW - Intelligent transportation systems KW - Monitoring KW - Particulates KW - Traffic data KW - Traffic flow KW - Traffic incidents KW - Weather conditions UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1546&context=jtrp UR - https://trid.trb.org/view/659849 ER - TY - RPRT AN - 00960063 AU - Afzal, W AU - Jacko, R B AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - WORKER EXPOSURE TO AIRBORNE CONTAMINATES WHEN USING WASTE FOUNDRY SAND IN THE CONSTRUCTION OF ROAD EMBANKMENTS PY - 2002/09 SP - 28 p. AB - A section of road was constructed in Northeastern Indiana in the summer of 1996 using waste foundry sand as the embankment construction material. Initial testing on the waste sand had determined no detrimental health effects. However, it was observed during construction that once the sand had dried, tire-road interaction raised copious clouds of black dust. This led to worker concern regarding airborne silica and silicosis. This study aimed at determining whether the threat of overexposure to airborne crystalline silica existed in regard to Occupational Safety and Health Administration's (OSHA's) Permissible Exposure Limit (PEL). Experiments carried out at the Auburn Foundry waste sand monofill in the summer of 1998 in which clouds of dust were purposefully generated and sampled by both respirable personal samplers and high volume area samplers showed that respirable crystalline silica dust did not overexpose the workers relative to the OSHA PEL. The negative findings of crystalline silica in the respirable samples were confirmed in the area samples by a second, independent laboratory. Calculations show that up to an average of 20% by weight of respirable size dust such as baghouse hopper dust can be allowed in the waste foundry sand. Specifying this amount of fine dust for waste foundry sand will provide a worker exposure safety factor of about 2.0 for protection against overexposure to crystalline silica dust. Removing the baghouse hopper dust material from the waste sand would reduce dust generation considerably. Recommended methods of dust abatement include watering down the dust during transportation, dumping, and compacting and keeping the sand wet during construction. KW - Dust KW - Dust control KW - Embankments KW - Foundry sand KW - Laboratory tests KW - Occupational safety KW - Occupational Safety and Health act KW - OSHA Permissible Exposure Limit KW - Road construction KW - Silica KW - Wastes UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1700&context=jtrp UR - https://trid.trb.org/view/659843 ER - TY - RPRT AN - 00960058 AU - Fitzpatrick, K AU - Parham, A H AU - Wooldridge, M D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ISSUES TO CONSIDER IN DEVELOPING AN "INTERSECTION DESIGN GUIDE" PY - 2002/09 SP - 62 p. AB - The safe and efficient operation of an intersection is directly related to its design. For example, when signal heads or signs are poorly placed, motorists can make decisions that cause the traffic to proceed slower than optimal and, in worse cases, cause crashes. Decisions made during the design of an intersection occur after examining a series of tradeoffs. A document is needed that discusses all related geometric and operational issues involved in the design of an urban intersection. This document, to be called the "Intersection Design Guide," would assist in producing an intersection design that results in accommodating motorists (including large trucks, where applicable) and other users (e.g., pedestrians and bicyclists) in a safe and efficient manner. At the conclusion of the project, the "Intersection Design Guide" is to be an online manual with appropriate connections to the Texas Department of Transportation's other online manuals. KW - Design KW - Geometric design KW - Guidelines KW - Highway operations KW - Intersections UR - http://tti.tamu.edu/documents/4365-1.pdf UR - https://trid.trb.org/view/659838 ER - TY - RPRT AN - 00960034 AU - Fitzpatrick, K AU - Brewer, M A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ADDITIONAL CHARACTERISTICS OF CRASHES ON RURAL TWO-LANE HIGHWAYS PY - 2002/09 SP - 78 p. AB - This report provides information on year 2 activities for Texas Department of Transportation (TxDOT) Project 0-4048 including: characteristics of animal crashes and potential treatments; additional insight into characteristics of crashes on low-volume, rural two-lane highways using information provided by officers in their crash narratives; a methodology for conducting before-and-after studies; and findings for before-and-after evaluations performed at four sites. Approximately 3800 animal crashes occurred on Texas on-system, rural highways in 1999. Animal crashes are most likely to occur at night; are more common during October, November, and December; and usually involve deer or cows. A study in four selected Texas counties revealed driver inattention was a factor in 25% of all crashes. Other predominant factors were failure to control speed, failure to yield right-of-way, unsafe speeding, and faulty evasive action. The before-and-after methodology used in this project involves a 16-step process in which researchers gathered, reduced, and analyzed information on site characteristics, crash and volume history, and improvement details. The success of this process is dependent on a variety of individuals such as researchers, survey respondents, recordkeepers, and their respective staffs. Before-and-after evaluations performed at four sites with improvements produced mixed results on definitive measures of effectiveness. Some improvements appeared to be effective at reducing crashes, while others had too few crashes or too little traffic volume (or both) during the study period to make a conclusive determination. KW - Animals KW - Attention lapses KW - Before and after studies KW - Countermeasures KW - Cows KW - Crashes KW - Deer KW - Drivers KW - Failure to yield right-of-way KW - High risk drivers KW - Low volume roads KW - Measures of effectiveness KW - Police reports KW - Rural highways KW - Speeding KW - Texas KW - Time of crashes KW - Two lane highways UR - https://trid.trb.org/view/659814 ER - TY - RPRT AN - 00960032 AU - Postma, S AU - Cisneros, R AU - Roberts, J AU - Wilkison, R AU - Clevenger, J AU - Eastwood, A AU - Carter & Burgess, Incorporated AU - Utah Department of Transportation AU - Federal Highway Administration TI - I-15 CORRIDOR RECONSTRUCTION PROJECT DESIGN/BUILD EVALUATION PY - 2002/09 SP - 148 p. AB - This report is the final report to be produced under a four-year project of evaluation and research into the I-15 design/build project. The Research Division of the Utah Department of Transportation commenced this research project as partial fulfillment of the commitments made to the Federal Highway Administration (FHWA) when design/build was permitted for this project. The project was designated as a Special Experimental Project (SEP-14). The purpose of the evaluation is to collect and evaluate information derived from the process used in this project and provide this information to other agencies or entities interested in pursuing similar design/build projects in transportation. This report is the final report and summarizes all of the evaluations completed for the project. It includes reports on seven specific areas: selection/award, design, quality assurance/quality control, innovative construction methods, performance specifications, partnering, and public involvement. KW - Construction management KW - Design build KW - Innovation KW - Interstate highways KW - Partnerships KW - Performance based specifications KW - Public participation KW - Quality assurance KW - Quality control KW - Reconstruction UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=12143 UR - http://www.udot.utah.gov/main/uconowner.gf?n=200309261842572 UR - https://trid.trb.org/view/659812 ER - TY - RPRT AN - 00943498 AU - Kuhn, B AU - Jasek, D AU - Brydia, R AU - Parham, A AU - Ullman, B AU - Blaschke, B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - UTILITY CORRIDOR STRUCTURES AND OTHER UTILITY ACCOMMODATION ALTERNATIVES IN TXDOT RIGHT OF WAY PY - 2002/09 SP - 132 p. AB - With the deregulation of the utility industry and the consequential increase in the number of public utilities vying for space within the state's right of way, this finite resource has reached an ultimate condition. The resulting congested right of way dramatically increases associated liability and costs attributable to engineering, construction and maintenance of these facilities. Whether paid by the utility entity directly or by the Texas Department of Transportation (TxDOT) under the state's Utility Accommodation Policy, these costs are inevitably borne by the utility rate- and tax-paying citizens of our state. A potential solution to the congestion and liability problems is the use of utility corridors along the right of way. Thus, a need existed to evaluate the questions associated with utility corridors including legal, revenue-generating potential, design, construction, and maintenance issues. The objective of this research was to determine the feasibility of creating utility corridors within TxDOT right of way (ROW). The work presented in this report includes basic guidelines for choosing an accommodation strategy; sample specifications and drawings; sample legislation and changes to the Utility Accommodation Policy, focusing on giving TxDOT the legislative authority to pursue the use of utility corridors and ROW acquisition for same, when warranted; and draft occupancy agreements for utility corridor structures, along with draft specifications and standards for utility corridor structures. These are all significant advances for the purpose of accommodating utilities within the ROW for TxDOT. KW - Costs KW - Drawings KW - Feasibility analysis KW - Guidelines KW - Legislation KW - Liability KW - Public utilities KW - Right of way (Land) KW - Specifications KW - Texas KW - Utility accommodation policy KW - Utility corridor structures UR - https://trid.trb.org/view/643585 ER - TY - RPRT AN - 00943497 AU - Davis, P AU - Sunkari, S AU - Dudek, C AU - Balke, K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - REQUIREMENTS SPECIFICATION FOR DMS MESSAGE OPTIMIZATION SOFTWARE TOOL (MOST) PY - 2002/09 SP - 110 p. AB - Composing a message for a dynamic message sign (DMS) requires managers and supervisors at the Texas Department of Transportation (TxDOT) Traffic Management Centers to consider numerous factors. For example, they must consider the content and length of the message as well as memory load for motorists. Following documented guidelines about formatting and phrasing of messages, the requirements for a software system called the DMS Message Optimization Software Tool, or MOST, are discussed. The system is designed to accept input data through a graphical user interface, to allow selection of terms, and to produce a message suitable for display in a DMS. The application automatically applies principles of good message design and allows users to customize their messages. The design of the system follows work done previously in TxDOT Project 0-4023. KW - Automation KW - Design KW - Graphical user interfaces KW - Messages (Communications) KW - Optimization KW - Software KW - Variable message signs UR - https://trid.trb.org/view/643584 ER - TY - RPRT AN - 00943419 AU - Davis, P AU - Sunkari, S AU - Dudek, C AU - Balke, K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - REQUIREMENTS SPECIFICATION FOR DMS MESSAGE OPTIMIZATION SOFTWARE TOOL (MOST) PY - 2002/09 SP - 110 p. AB - Composing a message for a dynamic message sign (DMS) requires managers and supervisors at the Texas Department of Transportation (TxDOT) Traffic Management Centers to consider numerous factors. For example, they must consider the content and length of the message as well as memory load for motorists. Following documented guidelines about formatting and phrasing of messages, the requirements for a software system called the DMS Message Optimization Software Tool, or MOST, are discussed. The system is designed to accept input data through a graphical user interface, to allow selection of terms, and to produce a message suitable for display in a DMS. The application automatically applies principles of good message design and allows users to customize their messages. The design of the system follows work done previously in TxDOT Project 0-4023. KW - Automation KW - Design KW - Graphical user interfaces KW - Guidelines KW - Messages (Communications) KW - Optimization KW - Software KW - Specifications KW - Texas KW - Variable message signs UR - https://trid.trb.org/view/643496 ER - TY - RPRT AN - 00942573 AU - Bochner, B S AU - Lewis, C A AU - Rabinowitz, R I AU - Higgins, L L AU - Zietsman, Josias AU - Texas Transportation Institute AU - Texas Southern University, Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - INTRODUCING SMART GROWTH TO TEXAS: RESEARCH REPORT PY - 2002/09 SP - 134 p. AB - This project examines smart growth principles, concepts, and sample results. There are five primary documents produced in this project: research report, primer on smart growth, workshop participants workbook, workshop presenter's guide, and a PowerPoint (Trademark) presentation to support the workshop. The research report reviews the origins and background of smart growth development in the United States, and describes smart growth programs, practices, and applications at various levels (state, region, municipality, neighborhood, site, etc.). Case studies included in this report explore the involvement of state departments of transportation in California and Oregon, and examine a local application of smart growth in the Kentlands subdivision in Gaithersburg, Maryland. The primer provides a basic background on smart growth and is intended to be an introduction to smart growth for transportation professionals. The primer contains much of the general material in the research report, but is intended to be a stand-alone document. A workshop presentation on smart growth was also developed and is available as a separate resource in PowerPoint form as well as in hardcopy in a participant's workbook. A presenter's guide has also been prepared to facilitate presentation of the workshop. The workshop is intended to assist the Texas Department of Transportation in teaching smart growth principles, practices, and applications to state, regional, and local planners; engineers; transportation professionals; and other interested parties. To reinforce the principles of smart growth, and to introduce the smart growth design process, the workshop includes a hands-on case study to teach the practical application of smart growth in a simulated situation. Included in the workshop materials are workbooks for the instructor and workshop participants. KW - California KW - Case studies KW - Gaithersburg (Maryland) KW - Land use KW - Oregon KW - Reports KW - Smart growth KW - Texas KW - Transportation planning KW - United States KW - Workshops UR - https://trid.trb.org/view/643217 ER - TY - RPRT AN - 00941457 AU - Bonneson, J AU - Abbas, M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - VIDEO DETECTION FOR INTERSECTION AND INTERCHANGE CONTROL PY - 2002/09 SP - 96 p. AB - Video imaging vehicle detection systems (VIVDSs) are becoming an increasingly common means of detecting traffic at intersections and interchanges in Texas. This interest stems from the recognition that video detection is often cheaper to install and maintain than inductive loop detectors at multi-lane intersections. It is also recognized that video detection is more readily adaptable to changing conditions at the intersection (e.g., lane reassignment, temporary lane closure for work zone activities). The benefits of VIVDSs have become more substantial as the technology matures, its initial cost drops, and experience with it grows. This research was conducted to gather information about VIVDS planning, design, and operations and to develop guidelines that describe the "best" practices for Texas conditions. This report documents the findings from the information gathering and guideline development activities. The guidelines are intended to inform engineers about critical issues associated with each stage, to guide them in making appropriate decisions during each stage, and to enable them to thoughtfully direct others during VIVDS installation and maintenance activities. KW - Best practices KW - Guidelines KW - Interchanges and intersections KW - Multilane highways KW - Operations KW - Planning and design KW - Texas KW - Traffic control KW - Video imaging detectors UR - https://trid.trb.org/view/642699 ER - TY - RPRT AN - 00941458 AU - Bonneson, J AU - Abbas, M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INTERSECTION VIDEO DETECTION MANUAL PY - 2002/09 SP - 46 p. AB - Video imaging vehicle detection systems (VIVDSs) are becoming an increasingly common means of detecting traffic at intersections and interchanges in Texas. This interest stems from the recognition that video detection is often cheaper to install and maintain than inductive loop detectors at multi-lane intersections. It is also recognized that video detection is more readily adaptable to changing conditions at the intersection (e.g., lane reassignment, temporary lane closure for work zone activities). The benefits of VIVDSs have become more substantial as the technology matures, its initial cost drops, and experience with it grows. This manual assists engineers with the planning, design, and operation of a VIVDS. This assistance is provided in three ways. First, the manual provides information about critical issues associated with the planning, design, and operation stages. Second, it provides information to guide engineers in making appropriate decisions during each stage. Third, its comprehensive coverage should enable engineers to thoughtfully direct others during VIVDS installation and maintenance activities. KW - Decision making KW - Installation KW - Interchanges and intersections KW - Maintenance KW - Manuals KW - Multilane highways KW - Operations KW - Planning and design KW - Texas KW - Traffic control KW - Video imaging detectors UR - http://tti.tamu.edu/documents/4285-2.pdf UR - https://trid.trb.org/view/642700 ER - TY - RPRT AN - 00941459 AU - Bonneson, J AU - Abbas, M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INTERSECTION VIDEO DETECTION FIELD HANDBOOK PY - 2002/09 SP - 30 p. AB - Video imaging vehicle detection systems (VIVDSs) are becoming an increasingly common means of detecting traffic at intersections and interchanges in Texas. This interest stems from the recognition that video detection is often cheaper to install and maintain than inductive loop detectors at multi-lane intersections. It is also recognized that video detection is more readily adaptable to changing conditions at the intersection (e.g., lane reassignment, temporary lane closure for work zone activities). The benefits of VIVDSs have become more substantial as the technology matures, its initial cost drops, and experience with it grows. This handbook is intended to assist engineers and technicians with the design, layout, and operation of a VIVDS. This assistance is provided in three ways. First, the handbook identifies the optimal detection design and layout. Second, it provides guidelines for achieving an optimal or near-optimal camera location and field of view. Third, it provides guidelines for laying out the VIVDS detectors such that they will provide safe and efficient operation, and guidance on the need for, and schedule of, VIVDS maintenance activities. KW - Design KW - Handbooks KW - Interchanges and intersections KW - Layout KW - Maintenance KW - Multilane highways KW - Operations KW - Texas KW - Traffic control KW - Video imaging detectors UR - http://tti.tamu.edu/documents/4285-3.pdf UR - http://ntl.bts.gov/lib/35000/35500/35512/0-6030-P3.pdf UR - https://trid.trb.org/view/642701 ER - TY - RPRT AN - 00941350 AU - Benson, D E AU - Rodriguez, J AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - TEL8 TELECOMMUNICATIONS NETWORK: A POOLED FUND STUDY FOR TRANSPORTATION VIDEOCONFERENCING PY - 2002/09 SP - 35 p. AB - The document provides a summary of the continued development of TEL8, a telecommunications network dedicated to transportation. The network was initially established as a satellite-based videoconference system among state departments of transportation and transportation research universities in Federal Highway Administration Region 8. The report details the development of transportation related programming and training for the network as well as the technological evolution of the system during 2000-2002. KW - Networks KW - Programming (Planning) KW - State departments of transportation KW - Technological innovations KW - Telecommunications KW - Training KW - Transportation planning KW - Videoconferencing UR - https://trid.trb.org/view/642627 ER - TY - RPRT AN - 00941183 AU - Tadros, M K AU - Noppakunwijai, P AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - ALLOWABLE COMPRESSION LIMITS IN PRESTRESSED CONCRETE MEMBERS PY - 2002/09 SP - 261 p. AB - Prestressed concrete is the only major structural material that is required to meet both the working stress and strength design requirements. The allowable compressive stress limits in the ACI 318 Building Code and AASHTO Specifications were based principally on historical justification when prestressed concrete was first introduced in the United States about fifty years ago. As a new material, it was considered important to double-check its adequacy with both working stress and strength design. This study investigates, through theory, parametric studies and experiments, the necessity of limiting compressive stresses in concrete due to unfactored prestress forces and external loads. Based on this research study, it is proposed that strength be used as the primary design theory to determine member capacity in compression at various loading stages, including prestress transfer, lifting, erection, deck weight, and superimposed dead and live load. The proposed strength method will frequently allow for higher prestress levels than the current empirical allowable compressive stress limits given in the ACI 3180-99 Building Code and AASHTO Specifications for Highway Bridges. Implementation of the results of this project has already resulted in improved design of inverted tee and I-girder bridges. KW - Bridge superstructures KW - Building codes KW - Compression tests KW - Compressive strength KW - Concrete construction KW - Experiments KW - Force KW - Girder bridges KW - Highway bridges KW - Loads KW - Parametric analysis KW - Prestressed concrete KW - Specifications KW - Stresses KW - Structural design KW - Structural members KW - Theory UR - https://trid.trb.org/view/642501 ER - TY - RPRT AN - 00941328 AU - Harmelink, D AU - Aschenbrener, T AU - Colorado Department of Transportation AU - Federal Highway Administration TI - IN-PLACE VOIDS MONITORING OF HOT MIX ASPHALT PAVEMENTS PY - 2002/09 SP - 67 p. AB - In 1995, the Colorado Department of Transportation implemented the Superpave gyratory mix design to select the optimum asphalt content of a mixture. The optimum asphalt content was not the same as what the department had historically used. The purpose of this study was to gather data to validate the number of gyrations that should be used with the Superpave mix design. Based on the data gathered from the 25 evaluation sections, the optimal number of design gyrations for the Field Mixed/Lab Compacted material is too high. Mixes appear to be too stiff for the traffic and environmental conditions. Based on the results from this study, two options are recommended to improve design mixes for Colorado's traffic and environmental conditions: (1) Lower the number of gyrations; and (2) Adjust the target mix design air void content. Additional research is recommended to track the adjustments that are made to ensure the desired outcome is achieved. KW - Air voids KW - Asphalt content KW - Asphalt pavements KW - Colorado KW - Gyrations KW - Hot mix asphalt KW - Mix design KW - Monitoring KW - Superpave UR - http://www.dot.state.co.us/Publications/PDFFiles/AirVoids.pdf UR - https://trid.trb.org/view/642604 ER - TY - RPRT AN - 00941321 AU - White, M AU - Jewell, J AU - Peter, R AU - California Department of Transportation AU - Federal Highway Administration TI - CRASH TESTING OF VARIOUS TEXTURED BARRIERS PY - 2002/09 SP - 137 p. AB - Eight crash tests were conducted on seven different patterns of textured barriers. The test articles had the following textured surfaces: a deep cobblestone (extending to the grade line), a 19-mm-deep fluted rib angled to 45 deg, a "Mission Arch," a "Cobble Reveal" (deep cobblestone top section with a 610 mm band of light sandblast along the bottom), a Drystack stone, a Stone Ground Fractured Granite, and a shallow cobblestone. All test articles had a "base" profile similar to that of a Type 60 concrete barrier. The deep cobblestone, fluted rib at 45 deg, and Mission Arch barriers were 1220 mm high while all others were 1422 mm high. All testing was completed under National Cooperative Highway Research Program Report 350 Test Level 3 guidelines with 2000-kg pickup trucks and 820-kg passenger vehicles. The results of all tests (pass or fail) were used to develop a set of guidelines that may be used to judge the crashworthiness of future design submissions. The Mission Arch, Cobble Reveal, Drystack, and Stone Ground Fractured Granite textures as tested in this report are recommended for approval on California highways requiring TL-3 longitudinal barriers. The deep cobblestone, shallow cobblestone, and fluted ribs at 45 deg are not recommended. KW - Barriers (Roads) KW - Concrete KW - Crashworthiness KW - Design KW - Guidelines KW - Height KW - Impact tests KW - Median barriers KW - Passenger vehicles KW - Pickup trucks KW - Texture KW - Textured barriers UR - http://www.dot.ca.gov/newtech/researchreports/reports/2002/tb.pdf UR - https://trid.trb.org/view/642597 ER - TY - RPRT AN - 00941240 AU - Eggers, J AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - EVALUATION OF GROUND GRANULATED IRON BLAST-FURNACE SLAG: GRADE 100 PY - 2002/09 SP - 34 p. AB - At this time, the use of Grade-120 Granulated Ground Blast Furnace Slag (GGBFS) is implemented into the specifications of Louisiana Department of Transportation and Development (LA DOTD) concrete mixes. This study evaluates Grade-100 GGBFS and its effect on the properties of hydraulic cement concretes used in structural and pavement construction. Four mix designs were used for this study, two structural and two pavements, with varying amounts (15%, 30%, and 50%) of Grade-100 GGBFS used as a by-weight substitution for cement. Additionally, the study used three different temperatures (50 deg F, 73 deg F, and 90 deg F) for the components at mixing and the curing conditions. This study looked at the effects of slag on workability, durability and the compressive and flexural strengths of the concrete. How Grade-100 GGBFS compared with Grade-120 GGBFS in its effect on the concrete's physical properties and set times was also crucial in determining its acceptability for LA DOTD concrete structures and pavements. Similar to the Grade-120 GGBFS, test results indicate that concrete with Grade-100 GGBFS substitutions displayed delays in set times and exhibited delays in compressive strengths at an early age, as compared to conventional concrete mixes. Permeability was reduced in those concretes that incorporated GGBFS as opposed to the conventional mixes. Recommendations will be made from this study to incorporate Grade-100 GGBFS into the specifications of Louisiana concrete mixes. It will be recommended that Grade-100 GGBFS have the same allowances and restrictions that are currently specified for Grade-120 GGBFS. KW - Compressive strength KW - Concrete KW - Concrete curing KW - Concrete mixing KW - Concrete pavements KW - Concrete structures KW - Durability KW - Flexural strength KW - Granulated slag KW - Mix design KW - Permeability KW - Recommendations KW - Setting (Concrete) KW - Temperature KW - Time duration KW - Workability UR - http://www.ltrc.lsu.edu/pdf/FR00_4c.pdf UR - https://trid.trb.org/view/642534 ER - TY - RPRT AN - 00941241 AU - LaBar, D AU - Nesbit, S AU - Bostock, H AU - ROBERTS, A AU - Courtright, S AU - C-K Associated, Incorporated AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - LOOP ENVIRONMENTAL MONITORING PROGRAM 2000-2001 VEGETATION AND WILDLIFE PY - 2002/09 SP - v.p. AB - The Louisiana Offshore Oil Port (LOOP) Environmental Monitoring Program (EMP) was initiated in 1978 to monitor the condition of the marsh ecosystem surrounding the LOOP pipeline. The goal of the EMP is to determine if the LOOP facility and pipeline adversely impact surrounding wetland plant and wildlife communities as a result of the construction (1978-1981) and operation (1982-current) of the LOOP pipeline. This year's EMP utilized one elevational ground survey, three ground-based vegetative surveys, and four wildlife aerial surveys to generate quantitative and qualitative data for the analysis of impacts. In 2000-2001, C-K Associates conducted the elevational, vegetative, and wildlife surveys as mandated by the EMP. Vegetative biomass and species diversity within existing wetlands were used to estimate primary production within the project area. Low-altitude helicopter flights were used to count muskrats, wading bird/seabird rookeries, and wading bird and pelicans. The monitoring data were compared to control areas within the established corridor and to historical data to identify correlations using standard statistical methods. The construction of the LOOP facility and pipeline resulted in a decrease in marsh surface area and corresponding primary production. The results of the vegetative biomass survey did not indicate that the operation of the LOOP facility and pipeline have recently or historically resulted in adverse impacts to the marsh. Results also indicate the beach-dune area overlaying the subsurface pipeline is stable in regard to elevation and vegetative cover, but exhibits natural shoreline erosion along the Gulf of Mexico. This is significant in regard to the overall stability of the dune itself since open waters border its landward side. Analysis of data generated during the wildlife surveys failed to show any correlation to the construction and operation of the LOOP pipeline, except that wading bird densities decreased during the construction and early recovery years of 1978 through 1984. KW - Aerial surveying KW - Beach sands KW - Correlation analysis KW - Data collection KW - Dune sands KW - Ecosystems KW - Environmental impacts KW - Erosion KW - History KW - Louisiana Offshore Oil Port KW - Marshes KW - Monitoring KW - Pipelines KW - Surveys KW - Vegetation KW - Wetlands KW - Wildlife UR - https://trid.trb.org/view/644091 ER - TY - RPRT AN - 00939845 AU - Darwin, D AU - Kahrs, J T AU - Locke, C E AU - University of Kansas, Lawrence AU - Kansas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CORROSION RESISTANCE OF TYPE 304 STAINLESS STEEL CLAD REINFORCING BARS PY - 2002/09 SP - 80 p. AB - The corrosion performance of a prototype 304 stainless steel clad reinforcing bar and conventional reinforcing steel is compared based on corrosion potential and macrocell corrosion tests. Tests are conducted on bare bars and bars symmetrically embedded in a mortar cylinder. Test specimens consist of bars with ends protected with epoxy or with plastic caps filled with epoxy, and clad bars with a hole drilled through the cladding. Specimens are exposed to a simulated concrete pore solution with a 1.6 molal ion concentration of sodium chloride. Additional corrosion potential tests include specimens exposed to simulated concrete pore solution with and without pressurized air pumped into the solution and a conventional bar with a reduced thickness of mortar cover. Additional macrocell corrosion tests include sandblasted stainless steel clad bars, damaged stainless steel specimens connected to conventional steel cathodes, mortar covered conventional bars connected to bare conventional bars, and specimens with a reduced thickness of mortar. The thickness and uniformity of the stainless steel cladding is evaluated using a scanning electron microscope. The results indicate the prototype 304 stainless steel clad reinforcement exhibits superior corrosion resistance compared to conventional reinforcing steel, but requires adequate protection at cut ends, where the mild steel core is not covered by cladding. For bare stainless steel clad bars, the macrocell corrosion rate varies between 0.0 to 0.3 microns/yr (0.0 to 0.012 mpy), about 1/100 of the value observed for conventional bars. Stainless steel bars embedded in mortar exhibit corrosion rates between 0.0 and 0.2 microns/yr (0.0 and 0.008 mpy), averaging 1/20 to 1/50 of the value exhibited by conventional bars. The corrosion rates for clad bars with a drilled hole through the cladding range between 0.0 and 0.75 microns/yr (0.0 and 0.03 mpy), averaging about 1/70 of the value exhibited by conventional steel bars. The thickness of the stainless steel cladding on bars in the current study varies between 0.196 to 0.894 mm (7.7 to 35 mils). Imperfections in the form of an indentation in the base material and a crack in the cladding material filling the indention were observed. The crack did not penetrate the stainless steel cladding and cladding is of adequate thickness to protect the mild steel core. Longer-term tests are recommended, as is use of the bar in demonstration bridge decks. KW - Clad metals KW - Cladding KW - Corrosion resistance KW - Corrosion tests KW - Cracking KW - Defects KW - Reinforcing bars KW - Reinforcing steel KW - Scanning electron microscopy KW - Sodium chloride KW - Solutions (Chemistry) KW - Stainless steel KW - Standardization KW - Thickness UR - http://ntl.bts.gov/lib/19000/19900/19901/PB2003101372.pdf UR - https://trid.trb.org/view/731214 ER - TY - RPRT AN - 00939839 AU - Chaudhary, N A AU - Kovvali, V G AU - Chu, C-L AU - Kim, J AU - Alam, SMM AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - SOFTWARE FOR TIMING SIGNALIZED ARTERIALS PY - 2002/09 SP - 120 p. AB - This report documents the results of research conducted in a two-year Texas Department of Transportation (TxDOT) project dealing with the coordination of traffic signals on signalized arterials. This TxDOT project had two primary research objectives. The first objective was to develop guidelines for selecting software for use in signal timing projects. In order to achieve this objective, the researchers compared three popular signal timing optimization programs. These programs are Synchro, TRANSYT 7F, and PASSER II. The comparison was performed using several real arterials. The second objective of the project was to develop an enhanced version of PASSER II. This objective was achieved by developing a new graphic user interface, by re-engineering the underlying technology used in PASSER II-90 for maximizing arterial progression, and by developing a new delay estimation routine for undersaturated and oversaturated arterials. The new program has been named PASSER V-03. In addition to the above features, PASSER V provides several new models. These include: a genetic-algorithm-based optimizer for timing signals for optimum delay or progression, a re-engineered version of PASSER III technology for timing diamond interchanges using a single controller, and a tool for locating potential bottlenecks and for determining maximum throughput capacity of network. KW - Arterial highways KW - Bottlenecks KW - Diamond interchanges KW - Genetic algorithms KW - Graphical user interfaces KW - Highway capacity KW - Minimization KW - Optimization KW - PASSER (Computer program) KW - Software KW - Synchro (Computer program) KW - Through traffic KW - Traffic delays KW - Traffic progression KW - Traffic signal control systems KW - Traffic signal timing KW - TRANSYT (Computer program) UR - https://trid.trb.org/view/731208 ER - TY - RPRT AN - 00939838 AU - Bligh, R P AU - Alberson, D C AU - Menges, W L AU - Haug, R R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF DUAL SUPPORT, TRIANGULAR SLIP-BASE SIGN INSTALLATIONS PY - 2002/09 SP - 84 p. AB - Large sign panels have long used extruded aluminum panels as a signage substrate. See Texas Department of Transportation (TxDOT) Sign Mounting Detail (SMD) (2-1) through SMD (2-4). The aluminum panels are extruded with wind beams integral to the sign panel and have typically been mounted on hot rolled W-shape supports with 4-bolt uni-directional slip bases. The supports incorporate fuse plates just below the sign panel that serve as hinge points when errant vehicles impact the supports. In addition, TxDOT uses 2.5-in. (64-mm) diameter schedule 80 pipe with triangular slip bases to support a range of small signs [see TxDOT SMD (1-1) through SMD (1-5)]. One of TxDOT's districts proposed mating the extruded aluminum panels with the schedule 80 pipe supports. Such a system would provide a cost-effective solution for dual support sign installations with sign panels up to 60 sq ft (5.6 sq m). Since the pipe support does not have a hinge point, the impact performance of this type installation was unknown, and full-scale testing was deemed necessary. This report summarizes the results of an investigation of the performance of extruded aluminum sign panels up to 2.5 in. (64 mm) mounted on dual schedule 80 pipe supports with triangular slip bases. Static testing of the pipe clamp/extruded aluminum panel connection was performed prior to full-scale crash testing to determine the strength of the connection and controlling failure mode. This information was used to select an appropriate number of connectors for sign panels up to 60 sq ft (5.6 sq m), which is the maximum area permitted on two 2.5-in. (64-mm) diameter schedule 80 pipe supports per TxDOT standards. Extruded aluminum sign panels up to 60 sq ft (5.6 sq m) mounted on dual 2.5-in. (64-mm) diameter schedule 80 pipe supports with triangular slip bases meet National Cooperative Highway Research Program (NCHRP) Report 350 requirements and are considered suitable for implementation. Four universal pipe clamps, two on each support, should be used in the field installations. KW - Aluminum KW - Clamps KW - Dual pipe supports KW - Impact tests KW - NCHRP Report 350 KW - Panels KW - Performance tests KW - Sign supports KW - Static tests KW - Triangular slip bases UR - https://trid.trb.org/view/731207 ER - TY - RPRT AN - 00939707 AU - Earls, C J AU - Li, Yixuan AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - DESIGN RECOMMENDATIONS FOR THE PROPORTIONING AND DETAILING OF LONG-SPAN TRI-CHORD SIGN STRUCTURES, PHASE I PY - 2002/09 SP - 53 p. AB - For the proper functioning of the surface transportation system, signage is required to alert the motoring public to changes in: interstate topology; weather conditions; traffic patterns; as well as for other informational purposes. Along heavily traveled segments of the interstate system in urban areas, the roadway is particularly wide so as to accommodate the required number of travel lanes needed to address heavy regional traffic volumes. In such situations, highway signs must span great distances in pursuit of a safe means for providing the motorist with needed information without introducing the danger associated with the occurrence of intermediate supports on medians, or other locations adjacent to the roadway. In such instances, a frequently employed design scenario employed within the Commonwealth of Pennsylvania is the tri-chord sign structure. The current research is focused on surveying the existing literature related to the types of failure modes that govern in the connection regions of tri-chord sign structures. The literature survey guides the present study in generating research results that complement the existing body of knowledge related to such behavior. Beyond the literature review, the current research investigates a tri-chord sign structure failure that occurred in District 6-0 within the context of current AISC LRFD (1999) provisions related to the failure mode observed. As a result of the preceding study of the problem type under investigation, finite element modeling strategies are identified and subsequently verified using relevant experimental research results from the literature. These validated modeling techniques are then employed in a study of the connection region aimed at providing insight for the identification of a simplified manual strength calculation strategy for easy design office use. Recommendations related to design practice are subsequently made. KW - Bearing capacity KW - Design practices KW - Failure analysis KW - Failure modes KW - Finite element method KW - Interstate highways KW - Literature reviews KW - Mathematical models KW - Sign supports KW - Structural connection KW - Traffic signs KW - Tri-chord sign structures KW - Urban areas KW - Validation UR - https://trid.trb.org/view/731160 ER - TY - RPRT AN - 00939698 AU - Sebesta, S AU - Scullion, T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - USING INFRARED IMAGING AND GROUND-PENETRATING RADAR TO DETECT SEGREGATION IN HOT-MIX OVERLAYS PY - 2002/09 SP - 176 p. AB - Segregation of any type is a serious problem in hot-mix asphalt and typically leads to poor performance, poor durability, shorter life, and higher maintenance costs. This project focused on using both infrared (IR) imaging and ground-penetrating radar (GPR) to evaluate the uniformity of newly placed hot-mix overlays. Both techniques provide a distinct advantage over existing nuclear techniques in that they provide 100% coverage of the new surface. In this project IR and GPR measurements were made in test sections on four newly placed asphalt overlays. Cores were taken where anomalies were detected in the mat. These cores were returned to the laboratory to identify changes in both the volumetric and engineering properties. Analysis showed that significant changes in both IR and GPR values are related to changes in hot-mix properties, primarily air void content. Based upon current Texas Department of Transportation (TxDOT) specifications significant changes in the hot-mix asphalt are expected if temperature changes of greater than 25 deg F are measured in the field. If the surface dielectric changes by more than 0.8 for coarse-graded mixes and 0.4 for dense-graded materials, significant changes in mix properties are expected. The approach used in Finland to use a calibration core to convert GPR surface dielectric to mat air void contents worked well. TxDOT should consider future implementation of these technologies. Neither of the devices used in this project was thought optimal for full implementation. The research team has provided schematics and recommendations for future implementation efforts. KW - Air voids KW - Bituminous overlays KW - Cores (Specimens) KW - Dielectric properties KW - Finland KW - Ground penetrating radar KW - Hot mix asphalt KW - Infrared imagery KW - Overlays (Pavements) KW - Quality control KW - Road construction KW - Segregation (Aggregates) KW - Temperature KW - Test sections KW - Texas UR - http://tti.tamu.edu/documents/4126-1.pdf UR - https://trid.trb.org/view/731151 ER - TY - RPRT AN - 00939695 AU - Ullman, G L AU - Barricklow, P A AU - Arredondo, R AU - Rose, E R AU - Fontaine, M D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRAFFIC MANAGEMENT AND ENFORCEMENT TOOLS TO IMPROVE WORK ZONE SAFETY PY - 2002/09 SP - 86 p. AB - This report presents the results of research to investigate the feasibility and effectiveness of the late-merge lane closure strategy and the Citizens' Band Wizard Alert Radio (CB Wizard) technology at work zones in Texas. Previous research findings indicate that the late-merge strategy does offer the potential to improve vehicle throughput, queue lengths, and delays at work zone lane closures. Simulation analyses performed in this project suggest that the strategy may also be useful in managing queues at other types of major merge areas upstream or within work zones by modifying the relative service rates allocated to each approach or lane. Studies of the CB Wizard technology suggest that it can influence both the speed and lane choices of truck operators approaching work zones, but the extent of this influence is heavily dependent upon roadway and work zone site characteristics. The report also provides implementation guidelines for incorporating enforcement pullout areas into long work zones where emergency shoulders have been eliminated. KW - Citizen band radio KW - Enforcement pullout areas KW - Lane closure KW - Merging traffic KW - Texas KW - Traffic delays KW - Traffic law enforcement KW - Traffic queuing KW - Truck drivers KW - Warning systems KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/731148 ER - TY - RPRT AN - 00939699 AU - Collier, T AU - Goodin, G D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - THE FUNDING AND FINANCING OF MANAGED LANES PROJECTS PY - 2002/09 SP - 48 p. AB - The managed lane concept is currently being considered on major freeway projects in Texas cities. While the high-occupancy vehicle (HOV) concept is familiar in most urban areas, motorists are less familiar with managed lanes. The term "managed lanes" encompasses a variety of facility types, including HOV lanes, high-occupancy toll (HOT) lanes, single-occupancy vehicle (SOV) express lanes, special use lanes, and truck lanes. The premise of the managed lanes concept is to increase freeway efficiency and provide free flow operations for certain freeway users by packaging various operational and design strategies. The strategies deployed offer the flexibility to be adjusted to match changing corridor and regional goals. This report documents research on the funding and financing of managed lanes projects. This report highlights the financial aspects of operating managed lanes projects. Additionally, it discusses innovative financing techniques and their applicability to various types of projects. The report describes various financing and funding strategies for given managed lane project scenarios. Successful implementation of a managed lanes project will require careful planning and a willing community. Managed lanes projects can be successfully implemented when the project is designed around the goals of the community or region. These goals will affect project financing too. It is important to match the financing with the goals of the project. KW - Express lanes KW - Financing KW - Freeway operations KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Highway corridors KW - Managed lanes KW - Strategic planning KW - Traffic flow KW - Truck lanes UR - https://trid.trb.org/view/731152 ER - TY - RPRT AN - 00938126 AU - Sauer, G AU - Rose, E AU - Kolko, B E AU - Haselkorn, M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF WEB-BASED WSDOT TRAVELER INFORMATION: TESTING USERS' INFORMATION RETRIEVAL STRATEGIES PY - 2002/09 SP - 124 p. AB - This report details the findings of a usability study for the Washington State Department of Transportation (WSDOT) of traffic and weather information on the Web. The purpose of this test was to examine the user experience associated with retrieving traveler information, such as road conditions, traffic congestion, pass information, construction, and weather, from the WSDOT Traffic and Weather site. KW - Advanced traveler information systems KW - Construction KW - Information retrieval KW - Information retrieval strategies KW - Testing KW - Traffic KW - Traffic congestion KW - Usability KW - Users KW - Weather KW - Websites (Information retrieval) UR - http://www.wsdot.wa.gov/research/reports/fullreports/552.1.pdf UR - https://trid.trb.org/view/730501 ER - TY - RPRT AN - 00938498 AU - Kuhn, B AU - Goodin, G D AU - Collier, T AU - Cothron, S AU - Eisele, W AU - Fitzpatrick, K AU - Venglar, S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - YEAR 2 ANNUAL REPORT OF PROGRESS: OPERATING FREEWAYS WITH MANAGED LANES PY - 2002/09 SP - 52 p. AB - Texas cities are currently considering the managed lane concept on major freeway projects. As a new concept of operating freeways in a flexible and possibly dynamic manner, it has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation. Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which managed lane operations are proposed. The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects. The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, operational configurations, and established eligibility considerations. There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day. The objectives of this project are to investigate the complex and interrelated issues surrounding the safe and efficient operation of managed lanes using various operating strategies and to develop a managed lanes manual to help the Texas Department of Transportation make informed planning, design, and operational decisions when considering these facilities for its jurisdiction. This document summarizes the activities of the first two years of this multiyear project, highlights the accomplishments to date, provides a status report of efforts underway, and outlines planned activities for the coming year. KW - Decision making KW - Freeway improvement projects KW - Freeway operations KW - Managed lanes KW - Manuals KW - Retrofitting KW - Texas UR - https://trid.trb.org/view/730719 ER - TY - RPRT AN - 00938451 AU - Mak, K K AU - Sicking, D L AU - SMR2, L.L.C. AU - Arizona Department of Transportation AU - Federal Highway Administration TI - CONTINUOUS EVALUATION OF IN-SERVICE HIGHWAY SAFETY FEATURE PERFORMANCE PY - 2002/09 SP - 74 p. AB - This report documents the research effort, findings, conclusions, and recommendations of a study to develop a program for the continuous in-service evaluation of highway safety features. The study consisted of two phases and eight tasks. An in-service evaluation program was developed, which includes the following four major subsystems: Level I - Continuous Monitoring Subsystem: A computerized database created by merging four linked files: highway and traffic data, accident data, maintenance data, and roadside feature inventory; Level II - Supplemental Data Collection Subsystem: Supplemental field collection of data on the roadway, roadside and selected safety features, and manual review of hard copies of police accident reports to obtain information otherwise not available from the computerized database; Level III - In-depth Investigation Subsystem: In-depth investigation of selected accidents to assess performance of roadside safety features; and New Product Evaluation Subsystem: Targeted at potential problems encountered with the construction/installation and maintenance of new roadside safety devices. A field trial of the Level II supplemental data collection subsystem, which demonstrated its feasibility, was successfully conducted with the assistance of the Arizona Department of Transportation (ADOT) Phoenix Maintenance District and the Arizona Department of Public Safety. It is recommended that ADOT consider the establishment of a continuous in-service evaluation program. The program may be implemented in phases, depending on the availability of manpower and resources. The conceptual framework of a proposed National Center for In-Service Performance Evaluation of Roadside Safety Features was also developed under this study and presented in a white paper. It is recommended that this idea be pursued further, particularly with the AASHTO Task Force on Roadside Safety or the Mid-States Pooled Fund Program. KW - Crash investigation KW - Data collection KW - Evaluation and assessment KW - Guardrails KW - Highway safety KW - In-service performance evaluation KW - Monitoring KW - New products KW - Performance KW - Roadside structures UR - http://ntl.bts.gov/lib/12000/12400/12424/AZ482.pdf UR - https://trid.trb.org/view/730672 ER - TY - RPRT AN - 00938045 AU - Wyttenberg, K AU - Griffith, A AU - Williams, J AU - Lynde, M AU - Oregon Department of Transportation AU - Federal Highway Administration TI - AGGREGATE RESOURCE INVENTORY AND NEEDS FORECAST STUDY PY - 2002/09 SP - 132 p. AB - This study identified and inventoried Oregon Department of Transportation (ODOT)-owned and leased aggregate sites throughout the state, assessing the quality and estimated quantity of material. In addition, an aggregate needs forecast was prepared, projecting that 60,801,320 Mg of aggregate will be required for paving projects, bridge rehabilitation and reconstruction, OTIA modernization projects, and maintenance needs over the next 15 years. A comparison was made between the 15-year forecast and the estimated reserve from potentially significant and/or key sites for each District. In seven of the Districts, the estimated reserve exceeds the forecast need. However, in the other eight districts the need exceeds the reserve. In Districts 2B, 3, 5, 11 and 13 the estimated reserve is significantly less than the forecast demand. Estimated reserves were based on field calculations. This study considered only sources of high quality rock suitable as base rock, paving and reinforced concrete structures, and did not address ODOT needs for sand and lower quality fill materials. In addition, the study did not determine whether or not a site is actually usable. A closer look at the distribution of sites and reserves in the study shows that some areas of the state are resource poor, and locations of large reserves do not necessarily match with the areas of highest projected need. For state owned or leased aggregate sites considered potentially significant or otherwise strategically important, ODOT should develop a program to protect those sites from future incompatible adjacent land uses. This would include submitting a Post-Acknowledgment Plan Amendment (PAPA) application to the local governments having jurisdiction over the sites. KW - Aggregates KW - Bridges KW - Demand KW - Forecasting KW - Inventory KW - Modernization KW - Needs assessment KW - Pavements KW - Reconstruction KW - Rehabilitation (Maintenance) UR - http://ntl.bts.gov/lib/24000/24800/24822/index.html UR - https://trid.trb.org/view/730425 ER - TY - RPRT AN - 00936813 AU - Winkler, C AU - Sullivan, J AU - Bogard, S AU - Goodsell, R AU - Hagan, M AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - FIELD OPERATIONAL TEST OF THE FREIGHTLINER/MERITOR WABCO ROLL STABILITY ADVISOR AND CONTROL AT PRAXAIR PY - 2002/09 SP - 360 p. AB - This document reports on the conduct and findings of a naturalistic field operational test (FOT) of the Freightliner/Meritor WABCO Roll Stability Advisor and Control (RA&C). The broad intent of RA&C is to reduce the risk of rollover by improving driver performance through in-cab advisory messages and, when deemed necessary, by slowing the vehicle through direct control of the engine throttle and retarder. The primary goal of the FOT was to evaluate the effectiveness of the system, especially as it relates to modifying driver performance in turns to reduce the risk of rollover. The test fleet consisted of six tractor semi-trailer combinations hauling liquid nitrogen in the Great Lakes region. The test ran from November of 2000 through November 2001. Some 10,000 hours and 772,000 km of driving were monitored resulting in 25 giga-bytes of data from the vehicles. Twenty-three drivers participated; fourteen remained in the study through its entirety and became the subjects of the statistical analysis. The drivers operated without RA&C during the first half of the study and with RA&C the second half. Evaluations of the influence of RA&C were done for each driver and then pooled. The primary means of evaluation was a multifactor analysis that accounted for other influential factors such as weather, lighting (day/night), loading condition, and turn direction and severity. These factors were all found to have a main effect on turning performance. Results on the influence of RA&C were mixed. No main effect of the presence of RA&C was found, but an encouraging patterns of statistically-significant interactive influences was observed that suggests lower risk of rollover with RA&C. Also, individual advisories were found to have a relatively short term, but statistically significant influence on performance reducing risk of rollover. The range of performance between individual drivers was found to be larger than the influence of any other factor examined. The report describes the RA&C system tested, the experimental design, the instrumentation and data acquisition system, and the structure and content of the resulting database. The analyses of the data are presented in the form of descriptions of the exposure of the fleet, the overall lateral behavior of the fleet and of individual drivers, the performance of RA&C, and the evaluation of RA&C and other factors on turning performance. Findings are reviewed and recommendations given. KW - Behavior KW - Control KW - Daylight KW - Driver information systems KW - Drivers KW - Electronic stability control KW - Field tests KW - Left turns KW - Loads KW - Motor vehicles KW - Night KW - Performance KW - Right turns KW - Rollover crashes KW - Stability (Mechanics) KW - Throttles KW - Tractor trailer combinations KW - Traffic safety KW - Vehicle safety KW - Weather UR - https://trid.trb.org/view/730072 ER - TY - RPRT AN - 00933733 AU - Freeman, T E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CONCRETE SLAB FRACTURING TECHNIQUES IN MITIGATING REFLECTIVE CRACKING THROUGH ASPHALT OVERLAYS PY - 2002/09 SP - 19 p. AB - This report presents the results of an evaluation of concrete slab fracturing techniques as a means of arresting or retarding reflective cracking through asphalt overlays placed on severely distressed portland cement concrete pavement. The study involved monitoring the performance of five pavement rehabilitation projects over a period of up to 8 years. Two of the projects were originally constructed of jointed plain (unreinforced) concrete, and the other three consisted of jointed reinforced concrete pavement. The test sections were fractured with a guillotine drop hammer and then seated with a 50-ton pneumatic tire roller. For comparative purposes, control sections, which were not fractured prior to placement of the asphalt overlay, were constructed just beyond the bounds of three of the fractured test sections. Detailed visual condition surveys were conducted annually at all sites. For each survey, the number of occurrences of reflective cracks that formed in fractured sections was directly compared to the number of cracks observed in the control sections to quantify the tendency of fracturing to retard or arrest the formation of reflective cracks. The results of this study show that fracturing and seating distressed concrete pavements appear to be an effective means of retarding the formation of reflective cracking through asphalt overlays on jointed, unreinforced pavements. In the case of reinforced pavements, however, the fracturing technique was somewhat less successful in that the formation of reflective cracks appeared to be delayed for only about 3 years. Beyond that point in time, the fractured reinforced sections exhibited approximately the same amount of reflective cracking as the control section. The researcher concludes that any observed benefit in terms of extended pavement service life or enhanced ride quality resulting from even a slight delay in reflective crack propagation would likely offset the rather nominal cost of the fracturing and seating operation itself. KW - Bituminous overlays KW - Case studies KW - Concrete pavements KW - Condition surveys KW - Cost effectiveness KW - Crack and seat treatment KW - Reflection cracking KW - Rehabilitation (Maintenance) KW - Reinforced concrete pavements KW - Ride quality KW - Service life KW - Test sections KW - Unreinforced concrete UR - http://virginiadot.org/vtrc/main/online_reports/pdf/03-r3.pdf UR - http://ntl.bts.gov/lib/19000/19800/19814/PB2003100501.pdf UR - https://trid.trb.org/view/724834 ER - TY - RPRT AN - 00933732 AU - McKeel, W T AU - Gomez, J P AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - THE INTRODUCTION OF MODERN TIMBER BRIDGES IN VIRGINIA: A FINAL REPORT ON THE VIRGINIA TIMBER BRIDGE INITIATIVE PY - 2002/09 SP - 16 p. AB - In 1990, the Virginia General Assembly established a commission to propose and enhance the economic development of the Southside region of the Commonwealth, the tier of largely rural counties across the southern border. The commission's 1991 report, House Document 42, included a recommendation for a timber bridge initiative to evaluate those structures as replacements for Virginia's structurally deficient bridges. The commission suggested that timber bridges might save highway construction funds and stimulate the forest products industry in Southside Virginia. Subsequently, the Virginia Department of Transportation developed a three-phase research effort that began with the construction of one bridge in each of the state's nine construction districts. This report, which concludes the formal stage of the initiative, addresses the costs, structural performance, and maintenance requirements to date for these structures. Although the performance of the study bridges has been acceptable, there is no indication that timber has been significantly accepted as a bridge construction material at this time. Timber bridges have not proven economically competitive from a first cost standpoint, and their life cycle cost competitiveness cannot be determined at this time. The economic viability of timber bridges is adversely affected by the lack of an industry presence in Virginia. This lack also casts doubt on the ability of the Virginia timber bridge initiative to enhance economic development in the Southside region of the Commonwealth. KW - Costs KW - Economic development KW - Forest products industry KW - Life cycle costing KW - Maintenance KW - Performance KW - Timber KW - Virginia KW - Wooden bridges UR - http://virginiadot.org/vtrc/main/online_reports/pdf/03-r2.pdf UR - http://ntl.bts.gov/lib/19000/19800/19813/PB2003100500.pdf UR - http://ntl.bts.gov/lib/37000/37100/37106/03-r2.pdf UR - https://trid.trb.org/view/724833 ER - TY - RPRT AN - 00933734 AU - Meyerson, R AU - Weyers, R E AU - Mokarem, D W AU - Lane, D S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF MODELS FOR PREDICTING (TOTAL) CREEP OF PRESTRESSED CONCRETE MIXTURES PY - 2002/09 SP - 56 p. AB - Concrete experiences volume changes throughout its service life. When loaded, concrete experiences an instantaneous recoverable elastic deformation and a slow inelastic deformation called creep. Creep of concrete is composed of two components: basic creep, or deformation under load without moisture loss, and drying creep, or deformation under drying conditions only. Deformation of concrete in the absence of applied load is often called shrinkage. The deformation due to creep is attributed to the movement of water between the different phases of the concrete. When an external load is applied, it changes the attraction forces between the cement gel particles. This change in the forces causes an imbalance in the attractive and disjoining forces. However, the imbalance is gradually eliminated by the transfer of moisture into the pores in cases of compression and away from the pores in cases of tension. Designs typically use one of the two code models to estimate creep and shrinkage strain in concrete: the ACI 209 model recommended by the American Concrete Institute (ACI) or the CEB 90 Eurocode 2 model recommended by the Euro-International Committee. The American Association of State and Highway Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) is based on the ACI 209 model. Three other models are the B3 model, developed by Bazant; the GZ model, developed by Gardner; and the SAK model, developed by Sakata. The objectives of this research were to develop performance limits for compressive creep of concrete mixtures used by the Virginia Department of Transportation (VDOT), specifically concrete mixtures used for prestressed members (A-5 concrete), and to determine the accuracy and precision of the creep models presented in the literature. The CEB 90 Eurocode 2 model for creep and shrinkage is the most precise and accurate predictor. The total creep strain for the VDOT portland cement concrete mixtures discussed in this study were found to be between 1200 +/- 110 microstrain at 28 days and 1600 +/- 110 microstrain at 97 days, at a 5% significant level. It is recommended that the CEB 90 Eurocode 2 model be used in the AASHTO LRFD rather than the ACI 209 model to improve the prediction of prestress loss. KW - Accuracy KW - ACI 209 model KW - CEB 90 Eurocode 2 model KW - Concrete KW - Creep KW - Deformation KW - Load and resistance factor design KW - Mathematical models KW - Mathematical prediction KW - Performance based specifications KW - Precision KW - Prestress loss KW - Prestressed concrete KW - Shrinkage KW - Strain (Mechanics) UR - http://ntl.bts.gov/lib/19000/19800/19819/PB2003100515.pdf UR - http://ntl.bts.gov/lib/37000/37100/37105/03-cr5.pdf UR - https://trid.trb.org/view/724835 ER - TY - RPRT AN - 00932093 AU - McClellan, G H AU - Eades, J L AU - Fountain, K B AU - Kirk, P AU - Rothfuss, C AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - RESEARCH AND TECHNO-ECONOMIC EVALUATION: USES OF LIMESTONE BYPRODUCTS PY - 2002/09 SP - 98 p. AB - The stockpiling and disposal of byproduct fines produced by the coarse aggregate industry in Florida is one of the most important problems facing the industry today. Both coarse and fine fractions of byproduct fines represent highly under-utilized resources suitable to applications in the construction market. This research had three goals: (1) to estimate the current and future quantity and quality of byproduct resources at selected sites in the state; (2) to characterize the physical and mineralogical characteristics of these byproduct fines presently stockpiled and sold commercially in both state and national markets; and (3) to identify potential economic uses for these fine materials, increase productivity, and extend the life of an important natural resource based on temporal and spatial variations in composition. The first goal was accomplished using a questionnaire and visits to selected producers identified by the Florida Department of Transportation (FDOT) to have significant inventories and/or be future producers of fines and screenings. Although the quantity of coarse fines produced annually exceeds that of the fine category, producers tend to sell approximately 78% of the coarse category as compared to 34% of the fine category. As a result, producers identified the need for more research and marketing directed at developing products for the fine category of fines. The second goal was accomplished through an investigation of the particle size distribution (gradation), moisture content, and mineralogy of byproduct fines collected from coarse aggregate producers identified by the FDOT. The data collected can be used as input in the development of specifications and test procedures used to evaluate and approve fines for various applications. The third goal was accomplished through a review of the literature available on the use of byproduct fines, evaluation of economic data, and testing of processing methods on fines from three sites identified by the FDOT and representing different lithologies. KW - Aggregate gradation KW - Economic analysis KW - Fines (Materials) KW - Florida KW - Interviewing KW - Limestone aggregates KW - Literature reviews KW - Lithologic composition KW - Manufacturing KW - Mineralogy KW - Moisture content KW - Physical properties KW - Processing (Materials) KW - Production KW - Productivity KW - Questionnaires KW - Waste products UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BA589_rpt.pdf UR - https://trid.trb.org/view/724342 ER - TY - JOUR AN - 00932706 JO - Public Roads PB - Federal Highway Administration AU - Moler, S AU - Federal Highway Administration TI - STOP. YOU'RE GOING THE WRONG WAY! PY - 2002/09 VL - 66 IS - 2 SP - p. 24-29 AB - Driving the wrong way on freeways has been a nagging traffic safety problem since the interstate highway system was founded in the late 1950s. Despite 4 decades of highway striping and sign improvement at freeway interchanges, the problem persists. According to FHWA data, approximately 350 people are killed each year nationwide in wrong-way freeway crashes. This article looks at some steps being taken at both state and federal levels of government to deal with this serious traffic safety problem. KW - Automobile driving KW - Crash causes KW - Highway safety KW - Highway transportation KW - Human factors in crashes KW - Interchanges KW - Interstate highways KW - Traffic crashes KW - U.S. Federal Highway Administration KW - Wrong way driving UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/06.cfm UR - https://trid.trb.org/view/727153 ER - TY - JOUR AN - 00932710 JO - Public Roads PB - Federal Highway Administration AU - Frye, C AU - Federal Highway Administration TI - SUPERPAVE COMES OF AGE PY - 2002/09 VL - 66 IS - 2 SP - p. 45-49 AB - SUPERPAVE, named for a system of components that work together to provide a SUperior PERforming asphalt PAVEment, is the most popular paving system being used in the U.S. This article provides a definition of Superpave, details the Superpave hot-mix design system, discusses the Superpave Lead State Program, and looks at the future of Superpave. KW - Asphalt pavements KW - Highway engineering KW - Highway transportation KW - Hot mix asphalt KW - Mix design KW - Pavement components KW - Pavement design KW - Road materials KW - Superpave KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/10.cfm UR - https://trid.trb.org/view/727157 ER - TY - JOUR AN - 00932709 JO - Public Roads PB - Federal Highway Administration AU - Roth, S AU - Federal Highway Administration TI - TAKE ME HOME, COUNTRY ROADS PY - 2002/09 VL - 66 IS - 2 SP - p. 40-44 AB - This article looks at the Rural Capacity Building Initiative, a new joint Federal Highway Administration and Federal Transit Administration program created to deal with the pressing transportation needs of rural America. The impacts of the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 and the Transportation Equity Act for the 21st Century (TEA-21) on rural transportation are examined. In order to develop sound transportation planning for rural areas, an understanding of the key issues affecting rural America is essential. These issues are outlined and discussed. KW - Highway planning KW - Highway transportation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Rural areas KW - Rural development KW - Rural highways KW - Rural transit KW - Rural transportation KW - Transportation Equity Act for the 21st Century KW - U.S. Federal Highway Administration KW - U.S. Federal Transit Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/09.cfm UR - https://trid.trb.org/view/727156 ER - TY - JOUR AN - 00932707 JO - Public Roads PB - Federal Highway Administration AU - Ciolko, A AU - Mehrabi, A AU - Federal Highway Administration TI - TOLEDO'S NEW SIGNATURE STRUCTURE PY - 2002/09 VL - 66 IS - 2 SP - p. 30-34 AB - A $220 million bridge in Toledo, Ohio, features a one-of-a-kind design incorporating several unique new features of cable-stayed technology. Once completed, the Maumee River Crossing will be the second tallest structure in Toledo, and a stunning addition to the city's skyline. This article provides an overview of the 1,225 ft Maumee River Bridge, with its single soaring 404 ft tall pylon inlaid with shatter-resistant glass on each of its 4 sides. By day, the glass will reflect the skyline of Toledo, while at night, the reflective surface will be backlit with dramatic lighting arrays capable of changing color displays. KW - Bridge design KW - Bridge engineering KW - Cable stayed bridges KW - Highway bridges KW - Highway transportation KW - Maumee River Crossing (Toledo, Ohio) KW - Structural design KW - Toledo (Ohio) UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/07.cfm UR - https://trid.trb.org/view/727154 ER - TY - JOUR AN - 00932708 JO - Public Roads PB - Federal Highway Administration AU - Leiphart, K L AU - Epstein, K AU - Federal Highway Administration TI - SPOTLIGHT ON SAFETY PY - 2002/09 VL - 66 IS - 2 SP - p. 35-39 AB - The need for safe highways seems obvious enough. However, when it comes to putting highway safety solutions on paper--and ultimately on the road--the challenge is enormous, given the diverse topography, weather, roadway speed limits, and construction materials in the U.S. With the right tools and training though, knowledgeable highway safety and transportation professionals can handle the diverse variables and implement measures that save lives. Recent efforts by safety professionals at the Federal Highway Administration have sounded the call for renewed awareness of the value of highway safety education and workforce development by producing a new software tool for safety engineers and transportation professionals, and by launching a new training course entitled "Fundamentals of Highway Safety Improvement." These efforts are described herein. KW - Highway safety KW - Highway transportation KW - Safety campaigns KW - Safety education KW - Safety programs KW - Software packages KW - Traffic safety KW - Traffic safety education KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/08.cfm UR - https://trid.trb.org/view/727155 ER - TY - JOUR AN - 00932701 JO - Public Roads PB - Federal Highway Administration AU - Do, A H AU - Federal Highway Administration TI - WALKING THE SAFETY WALK PY - 2002/09 VL - 66 IS - 2 SP - p. 2-5 AB - With an estimated 78,000 pedestrians killed or injured in 2000 in motor vehicle crashes, the need for increased pedestrian safety in the U.S. is urgent. Although statistics from the National Highway Traffic Safety Administration show that the figures have declined in recent years, this is likely due to fewer people walking, not necessarily to a safer walking environment. In order to help reduce pedestrian injuries and deaths attributable to motor vehicle-related incidents, the Federal Highway Administration has created a publication entitled "Pedestrian Facilities Users Guide--Providing Safety and Mobility," designed to help transportation engineers, planners, and safety professionals make cities safer and more pedestrian-friendly. This article provides an overview of the Users Guide and its contents. KW - Crash victims KW - Fatalities KW - Injuries KW - Pedestrian education KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - U.S. Federal Highway Administration KW - United States KW - Walking UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/01.cfm UR - https://trid.trb.org/view/727148 ER - TY - JOUR AN - 00932704 JO - Public Roads PB - Federal Highway Administration AU - Hasson, P AU - Federal Highway Administration TI - RED LIGHTS MEAN STOP PY - 2002/09 VL - 66 IS - 2 SP - p. 16-19 AB - In 2000, red light running in the U.S. accounted for approximately 106,000 crashes, 89,000 injuries, and 1,000 deaths. The cost to the public is estimated to be $8.5 billion/year. Additionally, more than 95% of drivers surveyed in 1998 by the National Stop Red Light Running Partnership said that they are concerned about the actions of other drivers when approaching an intersection. Yet, in a second national survey in 1999, 56% of Americans admitted to running red lights. To address this safety problem, the Federal Highway Administration established the Stop Red Light Running Program in 1995 as a community-based safety initiative. This article provides an overview of this effort and its aim to better educate drivers and focus on law enforcement. KW - Automobile drivers KW - Automobile driving KW - Crash causes KW - Fatalities KW - High risk locations KW - Highway safety KW - Highway transportation KW - Human factors in crashes KW - Red light running KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/04.cfm UR - https://trid.trb.org/view/727151 ER - TY - JOUR AN - 00932705 JO - Public Roads PB - Federal Highway Administration AU - Barkley, T AU - Strasburg, G AU - Federal Highway Administration TI - BRIDGE REBUILT ON THE FAST TRACK PY - 2002/09 VL - 66 IS - 2 SP - p. 20-23 AB - A major accident occurred at the junction of Interstates 65, 20, and 59, in downtown Birmhingham, Alabama, on Saturday, January 5, 2002, when at approximately 10 a.m., a gasoline tanker truck hit the I-65 southbound bridge. Fire and heat caused the steel girders to sag up to 10 feet on one side. The interchange was engulfed in smoke that filled the skyline, visible to motorists and residents of the city. This article describes the successful colloboration of the Alabama Department of Transportation and other state, local, and federal agencies, as well as the public and mass media, to cope with this devastating highway crash and its aftermath, including the bridge's demolition and rebuilding. KW - Alabama Department of Transportation KW - Birmingham (Alabama) KW - Bridge engineering KW - Demolition KW - Disasters and emergency operations KW - Highway bridges KW - Highway engineering KW - Highway maintenance KW - Highway transportation KW - Interstate highways KW - Rehabilitation (Maintenance) KW - Road construction KW - State departments of transportation KW - Structural deterioration and defects UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/05.cfm UR - https://trid.trb.org/view/727152 ER - TY - JOUR AN - 00932702 JO - Public Roads PB - Federal Highway Administration AU - Jakovich, G AU - Alvarez, J AU - Federal Highway Administration TI - THE BRIDGES THAT GOOD PLANNING AND EXECUTION REBUILT PY - 2002/09 VL - 66 IS - 2 SP - p. 6-9 AB - This article describes the redecking of 3 bridges, plus minor deck repair on a 4th, along the George Washington Memorial Parkway in Langley, Virginia. The project provides an informative case study of how meticulous planning, the use of modern engineering methods, and well-coordinated execution ensure that a complex construction effort can be carried out without major disruption to traffic flow. A key aspect of the rehabilitation was the use of precast panels that helped reduce the number of days traffic was affected to just 10 weekends, vs. the several months normally required by traditional techniques. KW - Bridge decks KW - George Washington Memorial Parkway KW - Highway maintenance KW - Highway planning KW - Highway transportation KW - Parkways KW - Project management KW - Rehabilitation (Maintenance) KW - Traffic flow KW - Traffic mitigation UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/02.cfm UR - https://trid.trb.org/view/727149 ER - TY - JOUR AN - 00932703 JO - Public Roads PB - Federal Highway Administration AU - Harper-Lore, B AU - Federal Highway Administration TI - WAR ON WEEDS PY - 2002/09 VL - 66 IS - 2 SP - p. 10-15 AB - Invasive plant species, otherwise known as non-native weeds, can be accidentally or intentionally introduced into a landscape. Invasives can have a devastating impact on native ecosystems, out-competing native plants and crops for space, light, water, and nutrients. In May 2002, to help combat the continent-wide problem of invasive plant species, the Federal Highway Administration sponsored an interagency international conference on invasive plant species. This article discusses the proceedings of the "Weeds Across Borders" conference held in Tucson, Arizona. KW - Environmental control KW - Environmental impacts KW - Environmental phenomena KW - Environmental protection KW - Highway maintenance KW - Highway transportation KW - Plant growth KW - United States KW - Weed control KW - Weeds Across Borders Conference (Tucson, Arizona) UR - http://www.fhwa.dot.gov/publications/publicroads/02sep/03.cfm UR - https://trid.trb.org/view/727150 ER - TY - RPRT AN - 00932050 AU - Yamartino, R J AU - Strimaitis, D G AU - Messier, T A AU - Technology Integration and Development Group, Incorporated AU - Federal Highway Administration AU - Federal Aviation Administration TI - MODIFICATIONS OF HIGHWAY AIR POLLUTION MODELS FOR COMPLEX SITE GEOMETRIES. VOLUME I: DATA ANALYSIS AND MODEL DEVELOPMENT PY - 2002/09 SP - 244 p. AB - This is volume I of a two-volume report of a study to improve air pollution dispersion models for depressed highway sites. It assesses limitations of flat terrain and other street canyon air pollution models. Experimental results from other documented field and atmospheric wind tunnel tests, supplemented by those tests conducted during this study, led to improved concepts and quantification of airflow dynamics for depressed sites. A comprehensive set of highway cross-sections and pertinent physical relationships were examined for resultant wind flows, turbulence, and concentration fields, and visual tracer paths. Results of this study include: (1) Limitations of flat terrain models and possible vertical dispersion adjustments due to depressed roadway flow distortion; (2) An improved street canyon/highway cut-section air pollution model, the Canyon Plume Box model (CPB-3) which can be applied in cuts for W/H ratios of 1/4 to 6, unequal side heights, semi-open walls, and curved roads (Guidance is provided for this model's applications, predictive powers, and limitations.); (3) Qualitative concepts and applications for three dimensional effects of cross-cuts, intersections, additional isolated taller structures along one side of the road, and related features; (4) Satisfactory CPB-3 model and wind tunnel simulations of field studies; and (5) Consideration of non-steady and non-uniform wind flow impacts on air pollution. The latest version of the CPB-3 model is on a disk. KW - Air pollution KW - Airflow dynamics KW - Depressed highways KW - Dispersions (Chemistry) KW - Field studies KW - Mathematical models KW - Simulation KW - Turbulence KW - Wind KW - Wind tunnels UR - https://trid.trb.org/view/724300 ER - TY - RPRT AN - 00932051 AU - Hayden, R E AU - Kirk, W D AU - Succi, G P AU - Witherow, T AU - Bouderba, I AU - Technology Integration and Development Group, Incorporated AU - Federal Highway Administration AU - Federal Aviation Administration TI - MODIFICATIONS OF HIGHWAY AIR POLLUTION MODELS FOR COMPLEX GEOMETRIES. VOLUME II: WIND TUNNEL TEST PROGRAM PY - 2002/09 SP - 166 p. AB - This is volume II of a two-volume report of a study to increase the scope and clarity of air pollution models for depressed highway and street canyon sites. It presents the atmospheric wind tunnel program conducted to increase the data base and improve physical concepts of pertinent movements and mixing of air and its contaminants. Wind tunnel measurements are less costly than field measurements and are sensitive to controlled input variables. The first wind tunnel operations assured geometric, vortex structure, and upstream flow similarity and correct building wake and moving vehicle effects. Tracer gases from point, line, and moving vehicle sources were used appropriately. For wind tunnel models of depressed roads or street canyons hot-wire anemometer velocity and turbulence, pressure distribution and receptor point concentration measurements were made. Using a selected standard road model which had two dimensions and a width/height (W/H) ratio of one, effects of wind angle, local source location, added upwind cuts, vehicle speed, ambient wind speed, and the presence of upwind wall canopy were observed. Other two-dimensional tests involved changing the W/H ratios from 0.25 to 6.0, sloping the walls, slotted walls, walls of unequal heights, and curved roads. Three-dimensional tests included end effects, intersections, and an added taller structure along one side of the road. Test results gave qualitative evaluations, concise tables, graphic illustrations, and qualitative concepts of wind flows and dispersion. Some findings include: (1) Wind flows and air pollution impacts are affected by W/H ratio, road curvature, and slope of walls, vehicle movements, and source locations. Slotted buildings upwind reduce impacts. (2) Air contaminant concentrations are reduced near intersections due to vertical vortices at corners. (3) Simulations of five field sites by wind tunnel tests were satisfactory. KW - Air pollution KW - Airflow dynamics KW - Depressed highways KW - Dispersions (Chemistry) KW - Intersections KW - Mathematical models KW - Measurement KW - Simulation KW - Speed KW - Structures KW - Turbulence KW - Vortices KW - Wind KW - Wind tunnels UR - http://ntl.bts.gov/lib/46000/46500/46520/FHWA-RD-02-037.pdf UR - https://trid.trb.org/view/724301 ER - TY - CONF AN - 00932017 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Allen, B G AU - Wilson, W AU - Transportation Research Board TI - WALDEN POINT ROAD PROJECT, METLAKATLA, ALASKA PY - 2002/09 SP - p. 74-76 AB - The Walden Point Road Project includes approximately 15 mi of new road construction on Annette Island Reserve in southeast Alaska. The project is unique in the complex coordination of multiple agencies in building 15 mi of road in a rugged environment. A multiagency memorandum of agreement was signed for the project to build a road that would eventually allow the Metlakatla Indian Community to use a short-distance ferry to reach the town of Ketchikan, Alaska. This conference presentation discusses this project from the Metlakatla Indian Community perspective and the Federal Highway Administration perspective. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Indian reservations KW - Intergovernmental relations KW - Metlakatla (Alaska) KW - Metlakatla Indian Community KW - Planning KW - Road construction KW - U.S. Federal Highway Administration UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726688 ER - TY - CONF AN - 00932013 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Pacheco, W AU - Transportation Research Board TI - TRANSPORTATION CASE STUDIES ON THE MUCKLESHOOT INDIAN RESERVATION, WASHINGTON PY - 2002/09 SP - p. 56-59 AB - The Muckleshoot Indian Reservation is located in the state of Washington, about 30 mi south of Seattle and 20 mi east of Tacoma, in one of the most heavily populated areas of Puget Sound. Transportation has become a major issue in this area. This conference presentation describes the cultural background of this area, and transportation projects that have had impacts on the Muckleshoot Indian Tribe. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Culture (Social sciences) KW - Historic preservation KW - Indian reservations KW - Intergovernmental relations KW - Land use planning KW - Muckleshoot Indian Reservation KW - Muckleshoot Indian Tribe KW - Native Americans KW - Puget Sound Region KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726684 ER - TY - CONF AN - 00932015 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Schneider, P AU - Transportation Research Board TI - UPDATES ON FEDERAL LANDS HIGHWAY POLICY/PROJECTS FOR TRANSPORTATION SYSTEM IMPROVEMENTS AFFECTING INDIAN AND ALASKA NATIVES PY - 2002/09 SP - p. 65-69 AB - A significant emphasis at the U.S. Department of Transportation exists to ensure a coordinated effort in implementing transportation system improvements that affect tribal lands, including working better with the tribal governments during the transportation planning process. This conference presentation discusses the Federal Lands Highway (FLH) program, transportation planning process improvements, and transportation planning products. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Federal Lands Highway Program KW - Indian reservations KW - Intergovernmental relations KW - Native Americans KW - Transportation planning KW - Tribal government KW - U.S. Department of Transportation UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726686 ER - TY - CONF AN - 00932008 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Sneed, D R AU - Transportation Research Board TI - TRIBAL STRATEGIC PARTNERING TEAM IN ARIZONA'S PLANNING AND PROGRAMMING PROCESSES PY - 2002/09 SP - p. 38-43 AB - The Arizona Department of Transportation's (ADOT's) transportation planning process, including allocation of resources, project identification, project prioritization, and details of the different levels of tribal input required in the ADOT project-development process, is the subject of this conference presentation. The discussion includes background information (land base, population, miles of roadway, Indian tribes, Indian reservations), Arizona Councils of Governments and metropolitan planning organizations, the Arizona State Transportation Plan, ADOT's Tribal Strategic Partnering Team, and recommendations to increase Arizona tribal participation in ADOT's transportation planning and programming processes. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Arizona KW - Arizona Department of Transportation KW - Councils of government KW - Indian reservations KW - Intergovernmental partnerships KW - Land areas KW - Metropolitan planning organizations KW - Native Americans KW - Population KW - Programming (Planning) KW - Recommendations KW - Roads KW - Roadway mileage KW - Strategic planning KW - Transportation planning KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726679 ER - TY - CONF AN - 00932009 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Corbett, E AU - Transportation Research Board TI - TRIBAL CAPACITY AND THE TRANSPORTATION WORKING GROUP PY - 2002/09 SP - p. 44-47 AB - The Inter-Tribal Council of Arizona (ITCA), established in the 1950s, is an association of 19 of the 21 tribes in Arizona. Membership consists of the highest elected officials from each tribe. ITCA's corporate arm includes approximately 50 professionals and paraprofessionals, who assist the tribes with program development in the fields of health care, the environment, human services, and, most recently, housing and transportation. In this conference presentation, ITCA identifies and discusses the greatest challenge that small- and medium-sized tribes face: tribal capacity. Also discussed are the efforts of the Transportation Working Group, established by ITCA in 1998 to provide a forum for the tribes to address mutual transportation issues. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Arizona KW - Inter-Tribal Council of Arizona KW - Native Americans KW - Transportation planning KW - Tribal government UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726680 ER - TY - CONF AN - 00932012 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Flett, B AU - Transportation Research Board TI - TRIBAL CONSULTATION CASE STUDIES ON THE SPOKANE RESERVATION PY - 2002/09 SP - p. 52-55 AB - This conference presentation describes how the Spokane Tribe communicates and interacts with county, state, and federal employees on transportation issues. A case study, Coyote's Rocks, is cited as an example of a bad project, but one out of which came something good. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Case studies KW - Intergovernmental relations KW - Native Americans KW - Transportation planning KW - Tribal government KW - Washington (State) UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726683 ER - TY - CONF AN - 00932016 JO - Transportation Research E-Circular PB - Transportation Research Board AU - HOLM, J AU - Transportation Research Board TI - DEPARTMENT OF ENERGY TRIBAL CONSULTATION PROTOCOLS FOR TRANSPORTING HAZARDOUS MATERIALS PY - 2002/09 SP - p. 70-73 AB - The U.S. Department of Energy's (DOE's) main mission in transportation is to move materials and clean up sites. This conference presentation discusses the transportation and shipment of hazardous materials with regard to shipments that cross Indian reservations and that are destined for sites contiguous to Indian reservations. Also discussed are the processes being used to involve tribes early in consultation processes. U1 - Conference on Transportation Improvements: Experiences Among Tribal, Local, State, and Federal GovernmentsTribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State UniTransportation Research BoardNew Mexico State Highway and Transportation DepartmentDepartment of EnergyFederal Highway AdministrationUniversity of New Mexico, AlbuquerqueAlbuquerque, New Mexico StartDate:20011018 EndDate:20011021 Sponsors:Tribal Technical Assistance Programs at Colorado State University, Eastern Washington University, United Tribes Technical College, Oklahoma State Uni, Transportation Research Board, New Mexico State Highway and Transportation Department, Department of Energy, Federal Highway Administration, University of New Mexico, Albuquerque KW - Consultation protocols KW - Cooperation KW - Hazardous materials KW - Indian reservations KW - Intergovernmental relations KW - Shipments KW - Transportation planning KW - Tribal government KW - U.S. Department of Energy UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec039.pdf UR - https://trid.trb.org/view/726687 ER -