TY - RPRT
AN - 00933882
AU - Charbeneau, R J
AU - Holley, E R
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - BACKWATER EFFECTS OF PIERS IN SUBCRITICAL FLOW
PY - 2001/10
SP - 110 p.
AB - Construction or renovation of bridge structures may require placement of bridge piers within the channel or floodplain of natural waterways. These piers will obstruct the flow and may cause an increase in water levels upstream of the bridge structure. The water level increase caused by the presence of bridge piers is called backwater. In this experimental research, the backwater effects caused by bridge piers were investigated in the laboratory for different pier sizes and for a range of subcritical flow conditions. Both water level changes and drag forces on bridge piers were measured during two research programs. The results from this research suggest that use of standard formula for calculation of backwater will over-predict water level increases. An improved formula for calculating backwater is presented.
KW - Backwaters
KW - Bridge piers
KW - Calculation
KW - Drag forces
KW - Flow
KW - Water
KW - Water table
UR - http://www.utexas.edu/research/ctr/pdf_reports/1805_1.pdf
UR - https://trid.trb.org/view/724941
ER -
TY - RPRT
AN - 00932486
AU - Walewski, J
AU - Gibson, G E
AU - Jasper, J
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - PROJECT DELIVERY METHODS AND CONTRACTING APPROACHES AVAILABLE FOR IMPLEMENTATION BY THE TEXAS DEPARTMENT OF TRANSPORTATION
PY - 2001/10
SP - 116 p.
AB - Public agencies across the country are pursuing innovative project delivery methods such as design-build (D-B) and construction manager-at risk (CM-at risk) to improve cycle-time performance on projects, and numerous transportation departments are currently using D-B for highway construction. Although the Texas Department of Transportation (TxDOT) and the Texas legislature have shown a particular interest in the D-B project delivery method, it is legally unavailable at present, as are any delivery methods outside of the traditional design-bid-build (DBB) process. This study provides an overview of various project delivery methods and assesses their use and criteria for selection should they be made available to TxDOT. The research includes a review of several contracting approaches because these are currently available for use by TxDOT and have few legal restrictions. Suggested guidance to implement a D-B project delivery method is also addressed and further detailed in the accompanying guidebook, Project Delivery Methods and Contracting Approaches: Assessment and Design-Build Implementation Guidance.
KW - Contracting
KW - Design build
KW - Project delivery methods
KW - Project management
KW - State departments of transportation
KW - Texas
UR - http://ntl.bts.gov/lib/19000/19100/19174/PB2002104750.pdf
UR - https://trid.trb.org/view/724505
ER -
TY - RPRT
AN - 00929153
AU - Cohn, L F
AU - Harris, R A
AU - The Technology Group
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - IMPROVED MECHANISMS FOR STAKEHOLDER ENVIRONMENTAL EDUCATION
PY - 2001/10
SP - 17 p.
AB - This report discusses the development of a videotape and companion brochure design for use in public meetings. Both the tape and brochure are intended to explain the Arizona Department of Transportation (ADOT) noise policy and related issues important to highway projects in Arizona. The brochure is intended for distribution at public meetings and forums where citizens and other officials need general information on noise impacts from ADOT highway projects. It is easy to understand and provides basic background information on noise issues, including basic scientific principles, Federal mandates, and ADOT policies. The primary goal of the brochure is to supplement the information provided in the companion videotape, and to give a permanence to the key elements conveyed in the videotape. The videotape was developed after reviewing others from state DOTs, including Louisiana, Pennsylvania, and Texas, which were gathered from a national solicitation. Also, two similar tapes produced for the Federal Highway Administration were reviewed. These tapes were viewed with ADOT staff and the Technical Advisory Committee during the first meeting, in order to make sure there was agreement on the specifics of the videotape mechanism. The purpose of the tape is to eliminate the need for the same canned presentation by ADOT staff and/or consultants at every meeting, and to provide a high quality visual element to the information presented. The tape is ideally suited to be placed on a loop for continuous play at informal multi-station-style workshops, or to be played at the beginning of a more formal meeting. It will also be useful in a training environment, and in the education of ADOT staff and consultants.
KW - Brochures
KW - Education
KW - Environmental impacts
KW - Highways
KW - Meetings
KW - Stakeholders
KW - Traffic noise
KW - Videotapes
KW - Workshops
UR - http://ntl.bts.gov/Reports/AZ_523.pdf
UR - http://www.ntl.bts.gov/Reports/AZ_523.pdf
UR - https://trid.trb.org/view/719058
ER -
TY - RPRT
AN - 00927571
AU - Federal Highway Administration
TI - A STUDY ON THE USE OF UNIFORMED POLICE OFFICERS ON FEDERAL-AID HIGHWAY CONSTRUCTION PROJECTS
PY - 2001/10
SP - v.p.
AB - This report of findings documents the opinions and understandings of study participants regarding the extent and effectiveness of uniformed police officers (UPO) on Federal-aid highway construction projects. Survey data indicates the majority of states use uniformed police officers in at least some work zones where there are particular traffic safety concerns. Specific policies and procedures vary widely among the states, although "hireback" programs, where the State highway agency provides funding to pay off-duty State Police Officers, are most common. Uniformed police officers most often are used in work zones with high speed, high traffic volume, and where there are lane closures or nighttime operations unprotected by concrete barrier. A small number of agencies utilize police officers on all highway work zones. The major study participants (State highway agencies, State law enforcement agencies, highway industry associations, law enforcement organizations, contractors and suppliers) appear to be in agreement that the presence of uniformed officers on Federal-aid highway construction projects enhances public safety, although there is little quantified data to confirm these positive effects. Key issues related to the use of police officers are identified, and policy recommendations are presented within this report.
KW - Construction
KW - Federal aid
KW - Highways
KW - Off duty police officers
KW - Police
KW - Policy
KW - Procedures
KW - Recommendations
KW - States
KW - Uniforms
KW - Work zone safety
KW - Work zone traffic control
KW - Work zones
UR - http://safety.fhwa.dot.gov/wz/speed/nwzaw/exec_summary.htm
UR - https://trid.trb.org/view/719807
ER -
TY - RPRT
AN - 00925966
AU - Itani, R Y
AU - Fridley, K J
AU - Heath, L A
AU - Washington State University, Pullman
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - RAPID REPAIR DESIGN OF TEMPORARY SUPPORT SYSTEMS FOR BRIDGES DAMAGED BY EARTHQUAKES IN THE STATE OF WASHINGTON. APPENDIX A - DESIGN MANUAL
PY - 2001/10
SP - 17 p.
AB - The scope of this project was to provide designs for the rapid construction of shoring systems for damaged bridges due to earthquakes in the state of Washington. Using a broad range of loading criteria and established bridge geometries, several shoring systems were developed for 75% of the bridge types in Washington that are encountered in typical field scenarios. Using materials commonly available in the Puget Sound stockyards, steel and a wood/steel combination shoring systems were developed to shore standardized concrete prestressed girder bridges, concrete box girder bridges, or steel plate girder bridges. The temporary shoring can span a height of 15 to 40 feet. This report, Appendix A, contains the design manual, with a flowchart and detailed construction drawings, that was developed to provide Washington State Department of Transportation inspection engineers with tools to administer the full, appropriate completion of the shoring systems to allow the public and emergency crews to traverse damaged bridges.
KW - Construction
KW - Design
KW - Drawings
KW - Earthquakes
KW - Girder bridges
KW - Manuals
KW - Shoring
KW - Steel
KW - Temporary structures
KW - Washington (State)
KW - Wood
UR - http://www.wsdot.wa.gov/research/reports/fullreports/542.2.pdf
UR - http://ntl.bts.gov/lib/19000/19400/19412/PB2002106734.pdf
UR - https://trid.trb.org/view/718131
ER -
TY - RPRT
AN - 00925965
AU - Itani, R Y
AU - Fridley, K J
AU - Heath, L A
AU - Washington State University, Pullman
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - RAPID REPAIR DESIGN OF TEMPORARY SUPPORT SYSTEMS FOR BRIDGES DAMAGED BY EARTHQUAKES IN THE STATE OF WASHINGTON
PY - 2001/10
SP - 23 p.
AB - The scope of this project was to provide designs for the rapid construction of shoring systems for damaged bridges due to earthquakes in the state of Washington. Using a broad range of loading criteria and established bridge geometries, several shoring systems were developed for 75% of the bridge types in Washington that are encountered in typical field scenarios. Using materials commonly available in the Puget Sound stockyards, steel and a wood/steel combination shoring systems were developed to shore standardized concrete prestressed girder bridges, concrete box girder bridges, or steel plate girder bridges. The temporary shoring can span a height of 15 to 40 feet. A design manual, with a flowchart and detailed construction drawings, was developed to provide Washington State Department of Transportation inspection engineers with tools to administer the full, appropriate completion of the shoring systems to allow the public and emergency crews to traverse damaged bridges.
KW - Construction
KW - Design
KW - Drawings
KW - Earthquakes
KW - Girder bridges
KW - Handbooks
KW - Shoring
KW - Steel
KW - Temporary structures
KW - Washington (State)
KW - Wood
UR - http://ntl.bts.gov/lib/19000/19400/19411/PB2002106733.pdf
UR - https://trid.trb.org/view/718130
ER -
TY - RPRT
AN - 00925771
AU - McGhee, C C
AU - Virginia Transportation Research Council
AU - Federal Highway Administration
TI - EVALUATION OF METHODS FOR FREEWAY OPERATIONAL ANALYSIS
PY - 2001/10
SP - 20 p.
AB - As we move from a period of new construction into one of maintenance, operations, and sometimes reconstruction, it becomes more important to be able to accurately estimate the operational performance of roadway segments. Traffic engineers have started to use advanced tools for operational analysis. These tools frequently utilize simulation models. This paper presents basic guidelines on how to use simulation analysis for Virginia freeways.
KW - Analysis
KW - Freeway operations
KW - Guidelines
KW - Maintenance
KW - Performance
KW - Reconstruction
KW - Simulation
KW - Virginia
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r2.pdf
UR - http://ntl.bts.gov/lib/18000/18500/18561/PB2002100528.pdf
UR - https://trid.trb.org/view/717971
ER -
TY - RPRT
AN - 00924077
AU - Ullman, G L
AU - Schrock, S D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - FEASIBILITY, LENGTH, AND SPACING OF ENFORCEMENT PULLOUT AREAS FOR WORK ZONES
PY - 2001/10
SP - 70 p.
AB - This report presents results of research conducted to determine appropriate design recommendations (length, spacing) of enforcement pullout areas within work zones. A review of existing geometric design standards, field studies of motorist behavior after being stopped for enforcement activities, and survey techniques were all used to develop the recommendations. Based on the results of the analyses, Texas Transportation Institute researchers recommend that, when used, enforcement pullout areas in work zones be at least 0.25 mile long. It is also recommended that these areas be spaced approximately 2 to 3 miles apart in long work zones where no shoulders or other locations for vehicles to be pulled over will be available. At the same time, these spacing guidelines suggest that work zones 3 to 3.5 miles or less will not need an enforcement pullout area, provided there is adequate space immediately beyond the work zone for vehicles to be pulled over and issued citations.
KW - Behavior
KW - Design standards
KW - Drivers
KW - Enforcement pullout areas
KW - Field studies
KW - Geometric design
KW - Length
KW - Spacing
KW - Surveys
KW - Traffic law enforcement
KW - Work zone traffic control
KW - Work zones
UR - http://ntl.bts.gov/lib/19000/19200/19267/PB2002105415.pdf
UR - https://trid.trb.org/view/707645
ER -
TY - RPRT
AN - 00923511
AU - Ozyildirim, C
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - PERFORMANCE OF THE FIRST STRUCTURE BUILT WITH HIGH PERFORMANCE CONCRETE IN VIRGINIA
PY - 2001/10
SP - 17 p.
AB - This study evaluated the preparation and placement operations, concrete properties, cost-effectiveness, and performance over 5 years of the first bridge containing high performance concrete built by the Virginia Department of Transportation. High performance concrete was used in the prestressed beams and cast-in-place substructure and deck concrete. The concrete in the beams contained silica fume, and that in the cast-in-place substructure and deck contained slag. A high compressive strength was specified for the prestressed beams, normal strengths were specified for the cast-in-place substructure and deck concretes, and low permeability was specified for all the concrete. Steam-cured specimens for the beams had high early strengths, but moist-cured specimens developed higher long-term strengths. The permeability was much lower than specified. Concretes were easily placed, and the strengths were higher than specified. The structure was monitored during construction and surveyed after construction and at 5 years. Some cracking occurred in the deck, but the cracks were tight. The author recommends that high-strength concrete be used in beams if economically feasible. Temperature-matched curing should be used to determine the strength of elements where high temperature increases are expected, and pozzolans or slag should be used to reduce permeability.
KW - Beams
KW - Bridge decks
KW - Bridge substructures
KW - Cast in place concrete
KW - Compressive strength
KW - Concrete bridges
KW - Concrete curing
KW - Cost effectiveness
KW - Cracking
KW - High performance concrete
KW - High strength concrete
KW - Performance
KW - Permeability
KW - Prestressed concrete
KW - Silica fume
KW - Slag
KW - Virginia
UR - http://ntl.bts.gov/lib/18000/18500/18546/PB2002100426.pdf
UR - https://trid.trb.org/view/707426
ER -
TY - RPRT
AN - 00923497
AU - Fischel, M
AU - The SeaCrest Group
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF SELECTED DEICERS BASED ON A REVIEW OF THE LITERATURE
PY - 2001/10
SP - 273 p.
AB - A literature review was conducted on the following deicers used for snow and ice control: magnesium chloride [e.g., FreezGard Zero (Registered trademark), Ice-Stop (Trademark) CI, Caliber (Trademark) M1000, Ice Ban (Trademark) M50], calcium chloride (Liquidow*Armor*), sodium chloride [road salt and Ice Slicer (Registered trademark)], Calcium Magnesium Acetate [CMA (Registered trademark)], Potassium Acetate [CF7 (Registered trademark)], CMAK (Trademark) (mixture of CMA and Potassium Acetate), Sodium Acetate [NAAC (Registered trademark)], and sanding materials. These deicers were evaluated for chemical contaminants, environmental effects, human health effects, corrosion, application rates, performance, cost, and advantages and disadvantages. For most of the deicers reviewed there were gaps in available information. Thus, additional studies would be necessary to further elucidate the potential impacts of the deicers. A summary of the water quality data collected by the U.S. Geological Survey (USGS) and the Roaring Fork Conservancy in the Roaring Fork watershed in Colorado is also provided. A qualitative worker survey was also conducted. Questionnaires were sent to 126 employees of the Colorado Department of Transportation and Roaring Fork Transit Authority having daily contact with deicers. Of the 69 employees that responded to the survey, 26% reported minor symptoms including eye, skin, respiratory, and intestinal irritation. It was not possible, based on the qualitative nature of the survey, to determine whether the symptoms were related to deicer use. Based on this review of the literature, it is concluded that each of the deicers evaluated has both advantages and disadvantages, in terms of environmental effects, human health effects, cost, performance, and corrosion. Thus, the maintenance supervisor should evaluate the tradeoffs in determining which deicer(s) to use in order to best meet the needs of the State, city, town, and the public.
KW - Calcium chloride
KW - Calcium magnesium acetate
KW - Contaminants
KW - Corrosion
KW - Costs
KW - Deicing chemicals
KW - Environmental impacts
KW - Health
KW - Literature reviews
KW - Magnesium chloride
KW - Performance
KW - Potassium acetate
KW - Sand
KW - Snow and ice control
KW - Sodium acetate
KW - Sodium chloride
KW - Water quality
KW - Watersheds
UR - http://www.dot.state.co.us/Publications/PDFFiles/deicers.pdf
UR - https://trid.trb.org/view/707408
ER -
TY - RPRT
AN - 00923408
AU - Wilson, J
AU - Bohnsack, D
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - REPORT ON EARLY DISTRESS (RED): INVESTIGATION OF SHOULDER HEAVE PROBLEMS ON I-90, MONROE COUNTY (AND OTHER STATE HWYS)
PY - 2001/10
SP - 22 p.
AB - A Report of Early Distress (RED) for heaved shoulders adjacent to Portland Cement Concrete (PCC) mainline pavement was received from the Wisconsin Department of Transportation District 5 staff in January of 2001. The asphalt shoulders had risen 2 in. (more than 2 in. in some areas) above the mainline concrete. In many areas, the shoulders match the mainline elevation, but rise significantly in the first 1 to 2 ft of shoulder. That 1 to 2 ft of shoulder is broken up with severe signs of distress (cracking). This condition has created maintenance problems associated with winter snow removal operations. It appears that for projects constructed with open graded base course, the probable root cause of the problem is differential frost heave due to dissimilar base materials under the shoulders. Unsealed longitudinal edge joints are likely exacerbating the problem. For projects constructed with dense graded base course, the probable root cause of the heaving is inconsistent/insufficient compaction efforts immediately adjacent to the mainline pavement. Again, unsealed longitudinal edge joints are likely exacerbating this condition. The primary recommendations made in this report are to route and seal the longitudinal edge joints for all new construction as well as existing pavements. For shoulders with severe distress in the form of cracking and breakup, consideration should be given to full or partial replacement of the shoulder.
KW - Asphalt
KW - Base course (Pavements)
KW - Compaction
KW - Dense graded aggregates
KW - Frost heaving
KW - Joint sealing
KW - Longitudinal edge joints
KW - Longitudinal joints
KW - Open graded aggregates
KW - Paved shoulders
KW - Pavement cracking
KW - Pavement distress
KW - Recommendations
UR - http://wisdotresearch.wi.gov/wp-content/uploads/red-04-01heave.pdf
UR - https://trid.trb.org/view/707387
ER -
TY - RPRT
AN - 00921527
AU - Carey, J
AU - Jason Carey
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - IMPACT OF HIGHWAYS ON PROPERTY VALUES: CASE STUDY OF THE SUPERSTITION FREEWAY CORRIDOR
PY - 2001/10
SP - 92 p.
AB - This report examined the effects of freeway development on land use and property values. A case study was prepared for the Superstition Freeway (US60) corridor in Mesa and Gilbert, Arizona. Among the findings were the following observations: New freeways provide substantial benefits to users in the form of travel time savings and reductions in costs associated with operating motor vehicles. Access benefits are transferred from highway users to non-users through changes in property values. Freeway construction may have an adverse impact on some properties, but in the aggregate, property values tend to increase with freeway development. Not all property values are affected by freeways in the same way. Proximity to the freeway was observed to have a negative effect on the value of detached single-family homes in the US60 corridor, but to have a positive effect on multifamily residential developments (e.g., condominiums) and most commercial properties. The most important factor in determining negative impact on property values appears to be the level of traffic on any major roads in the proximate area, which implies that regional traffic growth is more significant than the presence of a freeway per se. Given the beneficial effects of freeway development on the value of certain types of properties, local governments may benefit from appropriate planning and zoning decisions in the vicinity of a freeway corridor.
KW - Access
KW - Apartment buildings
KW - Arizona
KW - Case studies
KW - Commercial buildings
KW - Economic impacts
KW - Freeways
KW - Impacts
KW - Local government
KW - Motor vehicles
KW - Operating costs
KW - Planning
KW - Property values
KW - Single family dwellings
KW - Traffic volume
KW - Travel time
KW - Zoning
UR - http://ntl.bts.gov/lib/18000/18900/18937/PB2002103156.pdf
UR - http://ntl.bts.gov/lib/24000/24800/24842/AZ516.pdf
UR - https://trid.trb.org/view/706759
ER -
TY - RPRT
AN - 00921521
AU - Fager, G A
AU - Kansas Department of Transportation
AU - Federal Highway Administration
TI - ASPHALT RUBBER: A SUMMARY OF THE USE OF CRUMB RUBBER IN HOT MIXES: KANSAS EXPERIENCE 1990-2000
PY - 2001/10
SP - 82 p.
AB - From 1990 to 1995 a total of 13 projects were constructed using crumb tire rubber in the state of Kansas. These projects were built in response to a state legislature request to evaluate the feasibility of the use of crumb tire rubber in highway construction. Six projects were constructed through change orders and seven were administrated through normal bid procedures. High-density mixes, recycle mixes, and open graded mixes were employed in the experiment. Five projects were by the modified dry process and eight were by the wet process. Approximately 2,637 tons of crumb tire rubber were used in all of the 13 projects. A rating system was established to evaluate the effectiveness of each project. Almost all of the crumb tire rubber came from outside of the state; very little was used from Kansas generated sources. The report concluded that the use of crumb tire rubber in hot mix asphalt was possible but not economically feasible. Therefore, if the use of crumb tire rubber is mandated in the state of Kansas, it is recommended that another use be tried, such as asphalt-rubber seals or burning the tires as a fuel source.
KW - Asphalt pavements
KW - Asphalt rubber
KW - Crumb rubber
KW - Economics
KW - Feasibility analysis
KW - Hot mix asphalt
KW - Kansas
KW - Pavement performance
KW - Recycling
KW - Tires
UR - http://ntl.bts.gov/lib/18000/18700/18704/PB2002101486.pdf
UR - https://trid.trb.org/view/706754
ER -
TY - RPRT
AN - 00921782
AU - Skszek, S L
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - "STATE-OF-THE-ART" REPORT ON NON-TRADITIONAL TRAFFIC COUNTING METHODS
PY - 2001/10
SP - 78 p.
AB - The purpose of this report is to look at the state-of-the-art of non-traditional traffic counting methods. This is done through a three-fold approach that includes an assessment of currently available technology, a survey of State Department of Transportation practices, and a review of the literature. Traditional traffic counting has utilized intrusive devices including bending plate, pneumatic road tube, inductive loops, and piezo-electric sensors. As safety, cost, increased traffic flow, complex road geometrics, and traffic disruption have become issues of concern, traffic counting professionals are looking more closely at alternatives to traditional methods of data collection. Such non-traditional traffic counting devices as video image detection, Doppler microwave, passive magnetic, passive acoustic, active and passive infrared, and active and passive ultrasonic are being considered due to their non-intrusive nature. Information on available technology including cost, installation requirements, technical specifications, data retrieval, and limitations of the products are addressed. This information is followed by a summary of State practices that shows very limited usage of non-intrusive technology. Lastly, a review of the literature indicates there is little in the way of "new" technology. However, several evaluations of non-intrusive devices provide valuable information to traffic counting professionals that will assist in decision-making regarding upgrades to current practices.
KW - Acoustic detectors
KW - Bending plate
KW - Costs
KW - Data collection
KW - Information retrieval
KW - Infrared detectors
KW - Installation
KW - Loop detectors
KW - Magnetic detectors
KW - Microwave detectors
KW - Piezoelectric materials
KW - Pneumatic equipment
KW - Radar
KW - State departments of transportation
KW - State of the art
KW - States
KW - Technology
KW - Traffic counting
KW - Traffic data
KW - Ultrasonic detectors
KW - Video imaging detectors
UR - http://ntl.bts.gov/data/SPR503-final%20report.pdf
UR - http://ntl.bts.gov/lib/18000/18900/18934/PB2002103152.pdf
UR - https://trid.trb.org/view/706848
ER -
TY - RPRT
AN - 00921485
AU - Epps, A L
AU - Glover, C J
AU - Barcena, R
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - A PERFORMANCE-GRADED BINDER SPECIFICATION FOR SURFACE TREATMENTS
PY - 2001/10
SP - 74 p.
AB - Many government agencies have used surface treatments as part of their maintenance and rehabilitation programs to improve surface quality and extend the service life of pavements. Traditional specifications for asphalt binders failed to characterize materials across the entire spectrum of temperatures experienced during production and construction and in-service and required properties that were not directly related to performance. As part of the Strategic Highway Research Program (SHRP) previous researchers developed the Superior Performing Asphalt Pavements (Superpave) or performance-graded (PG) asphalt binder specification in the 1990s to measure binder properties directly related to hot mix asphalt concrete (HMAC) performance and included material characterization at low, intermediate, and high temperatures. Direct application of the PG binder specification to binders used in surface treatments is not appropriate due to differences between surface treatments and HMAC in terms of distress types, construction methods, and exposure to environmental conditions. The objective of this study conducted for the Texas Department of Transportation was to develop a performance-based specification system for surface treatment binders that maximizes the use of existing equipment required in the PG system for HMAC binders. This new surface performance grading (SPG) specification assumes appropriate design and construction practices and considers only binder properties after construction. Researchers developed the SPG based on the identification of common distresses and analysis of physical properties of surface treatment binders measured at multiple temperatures and corresponding performance in specific environmental conditions. The final SPG includes suggested limiting values for high and low surface pavement design temperatures. Researchers recommend implementation of the new SPG after results from the suggested validation experiment are obtained.
KW - Binders
KW - Environment
KW - Performance based specifications
KW - Superpave
KW - Surface treatment (Pavements)
KW - Temperature
KW - Testing equipment
UR - http://tti.tamu.edu/documents/1710-1.pdf
UR - http://ntl.bts.gov/lib/19000/19000/19074/PB2002104371.pdf
UR - https://trid.trb.org/view/706718
ER -
TY - RPRT
AN - 00921487
AU - Engelbrecht, R J
AU - Venglar, S P
AU - Tian, Z Z
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - RESEARCH REPORT ON IMPROVING DIAMOND INTERCHANGE OPERATIONS USING ADVANCED CONTROLLER FEATURES
PY - 2001/10
SP - 136 p.
AB - Most modern traffic signal controllers contain "advanced" features that are often not used but may improve traffic operations under certain conditions. This report documents the research conducted in investigating how diamond interchange operations can be improved by using advanced controller features. The project evaluated the features of traffic signal controllers meeting the current Texas Department of Transportation traffic signal controller specification. The effectiveness of the advanced features provided by these controllers was evaluated using traffic simulation with real traffic control hardware. Eight potentially useful controller features were identified: (1) separate intersection mode, (2) diamond phasing sequence change by time of day, (3) conditional service, (4) dynamic maximum green times, (5) dynamic split, (6) volume-density control, (7) alternate maximum green and passage times, and (8) adaptive protected-permissive left turns. The research addressed the applicability of these features under different geometric and demand conditions and investigated the effect of detector technology and human factors issues on implementation. Guidelines for improving diamond interchange operations using advanced controller features are included in the report as an Appendix. The Appendix describes the concept of operation of each feature and then provides detailed application guidelines, including applicability under different geometric and demand conditions, as well as compatibility with various detection technologies. Programming instructions are also provided.
KW - Applications
KW - Diamond interchanges
KW - Guidelines
KW - Highway operations
KW - Technological innovations
KW - Traffic signal controllers
UR - http://tti.tamu.edu/documents/4158-1.pdf
UR - https://trid.trb.org/view/706720
ER -
TY - RPRT
AN - 00921481
AU - Amos, D
AU - Smith, D
AU - Joens, J
AU - Burks, E
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF ULTRA-THIN WHITETOPPING
PY - 2001/10
SP - 57 p.
AB - An asphalt intersection with a history of rutting and shoving problems was selected to determine whether Ultra-Thin Whitetopping (UTW) would be a viable alternative to placing a bituminous overlay. The project selected was the intersection at Route 169 (Belt Highway), Route YY, and Mitchell Avenue in St. Joseph, Missouri. The UTW project consisted of coldmilling 3 in. of the old asphalt surface, placing a 3-in. concrete overlay, and sawing the concrete overlay into 3 ft by 3 ft squares using early entry saws. The project was completed during a 60-hr period using a high-early strength concrete mix, gradation "F" Bethany Falls limestone and fibrillated polypropylene fibers. The design strength of 3500 psi was monitored using a maturity curve and was achieved prior to 14 hr after placement. Construction practices were monitored, as well as performing concrete tests, molding concrete specimens for later testing, and drilling cores for bond strength tests. Visual surveys were performed prior to and immediately after coldmilling operations and after overlay placement. Falling Weight Deflectometer (FWD) testing was performed prior to asphalt milling and after overlay placement. The FWD testing indicated a dramatic decrease in both the radial strain and the vertical strain following the overlay. The freeze/thaw resistance was lower than expected, with an average durability factor between 60-65 after 300 cycles. Chloride permeability tests placed the UTW in the moderate range. The air void analysis demonstrated that the air void system contained proper sized and spaced air voids that were evenly distributed through the concrete overlay. The concrete bond to the milled asphalt surface was low, but all cores separated below the concrete and asphalt interface. Visual surveys found no cracking in the concrete overlay until the 3-month survey. Most of the cracking was found in an area where the concrete was less than 3 in. thick. Based on 6 months of service, the UTW overlay seems to be a viable alternative to an asphalt overlay on an intersection where rutting and shoving has become a problem.
KW - Air voids
KW - Asphalt pavements
KW - Bond strength (Materials)
KW - Chlorides
KW - Coldmilling
KW - Concrete overlays
KW - Concrete tests
KW - Condition surveys
KW - Construction
KW - Cores (Specimens)
KW - Cracking
KW - Deflection tests
KW - Falling weight deflectometers
KW - Fibers
KW - Freeze thaw durability
KW - High early strength cement
KW - Intersections
KW - Limestone aggregates
KW - Milling
KW - Permeability
KW - Polypropylene
KW - Sawing
KW - Specimens
KW - Ultra-thin whitetopping
KW - Whitetopping
UR - http://library.modot.mo.gov/RDT/reports/Ri99012/RDT01014.pdf
UR - http://ntl.bts.gov/lib/18000/18500/18563/PB2002100533.pdf
UR - https://trid.trb.org/view/706714
ER -
TY - RPRT
AN - 00921471
AU - Sabnis, G M
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - EXPERIMENTAL BRIDGE PAINT PRIMER RUST PENETRATING SEALER
PY - 2001/10
SP - 90 p.
AB - The purpose of this research is to evaluate the performance and cost effectiveness of a pre-primer, rust penetrating sealer manufactured by Devoe Coatings. This method is compared with the sandblasting preparation method. Such a comparison will help determine the serviceability of the bridge paint and its application in bridge maintenance. The preparation cost for this new method using a pre-primer is compared to the cost of sandblasting and also to the cost to reduce water pollution and waste disposal problems. Comparison of original field-work done in 1994-96 and current status (August 1999) is made to draw conclusions from the success of the method for bridge protection.
KW - Alternatives analysis
KW - Bridges
KW - Corrosion protection
KW - Cost effectiveness
KW - Maintenance
KW - Paint
KW - Performance
KW - Primers (Materials)
KW - Rust penetrating sealers
KW - Sand blasting
UR - https://trid.trb.org/view/706705
ER -
TY - RPRT
AN - 00921467
AU - Miller, J H
AU - Dauber, J S
AU - Hutchinson, A M
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF UNIVERSITY PARTNERSHIP STRATEGIES
PY - 2001/10
SP - 24 p.
AB - On April 21, 1997, the Pennsylvania Department of Transportation (PENNDOT) and the Pennsylvania State University (Penn State) began a $2.4 million partnership, called the Transportation Operations Systems Research and Development Partnership (TOPS). PENNDOT committed $1.2 million in research funds, and universities and private businesses chosen to participate in research projects were required to match the funds provided by PENNDOT. The Pennsylvania Transportation Institute's (PTI's) Center for Research, Education, and Technology Transfer, an organization at Penn State dedicated to administering all university-based research, education, and technology transfer projects for PENNDOT, served as the single point of contact for the partnership. Twenty-seven work orders were funded. Academic partners included Penn State, Bucknell University, Lafayette University, and West Virginia University. The Mid-Atlantic Universities Transportation Center (MAUTC) provided the majority of matching funds.
KW - Bucknell University
KW - Lafayette University
KW - Mid-Atlantic Universities Transportation Center
KW - Partnerships
KW - Pennsylvania Department of Transportation
KW - Pennsylvania State University
KW - Research projects
KW - Transportation
KW - Universities and colleges
KW - West Virginia University
UR - https://trid.trb.org/view/706701
ER -
TY - RPRT
AN - 00921470
AU - Sabnis, G M
AU - Sharma, B K
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF SEALCOAT IN PAVEMENTS
PY - 2001/10
SP - 60 p.
AB - Application of seal coat is one of the efficient and economical periodic maintenance activities used for the extension of the service life of pavements. This work is based on the study results on polymer modified emulsion application on test track and on public highway. For durable pavement resealing works two variables, one construction-related and the other material-related, were studied.
KW - Emulsified asphalt
KW - Pavement maintenance
KW - Polymer asphalt
KW - Seal coats
KW - Service life
KW - Test sections
KW - Test tracks
UR - http://ntl.bts.gov/lib/18000/18700/18773/PB2002101911.pdf
UR - https://trid.trb.org/view/706704
ER -
TY - RPRT
AN - 00921474
AU - Elefteriadou, Lily
AU - Torbic, D
AU - El-Gindy, M
AU - Stoffels, S
AU - Adolini, M
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - RUMBLE STRIPS FOR ROADS WITH NARROW OR NON-EXISTENT SHOULDERS
PY - 2001/10
SP - 63 p.
AB - The goal of this project is to develop conceptual designs for rumble strips to be placed on roads with narrow or non-existent shoulders, so that: a) their installation does not compromise the integrity of the pavement, b) their location and/or type are acceptable for bicyclists, and c) they can alert inattentive drivers. Very little information was found in the literature specifically related to the installation of rumble strips on roads with narrow or non-existent shoulders. However, several states have written or unwritten policies related to the installation of rumble strips on two-lane roadways. These policies were reviewed to gain a broader perspective of the issues related to the application of rumble strips along roads with narrow shoulders. Assuming the roadway to be a non-freeway facility with good pavement conditions, once a site has been identified for the installation of rumble strips to reduce run-off-the-road crashes, two procedures are developed to determine the preferred lateral width of the rumble strip and the optimum placement of rumble strips within the roadway cross-section. These procedures can be used in combination with the findings from the Bicycle-Tolerable Shoulder Rumble Strips project (Elefteriadou et al., 2000) to determine the exact pattern and placement for rumble strips on roads with narrow or non-existent shoulders.
KW - Bicycles
KW - Installation
KW - Location
KW - Policy
KW - Prevention
KW - Ran off road crashes
KW - Road shoulders
KW - Rumble strips
KW - States
KW - Width
UR - http://ntl.bts.gov/lib/18000/18700/18766/PB2002101904.pdf
UR - https://trid.trb.org/view/706708
ER -
TY - RPRT
AN - 00921475
AU - McGinnis, R G
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - PAVEMENT MARKINGS BENCHMARKING
PY - 2001/10
SP - 114 p.
AB - The purpose of this project is to provide assistance to the Pennsylvania Department of Transportation (PENNDOT) Pavement Markings Benchmarking Team in its effort to develop an improvement plan for pavement markings in Pennsylvania. Tasks for the project include: (1) Review PENNDOT's benchmarking methodology; (2) Review PENNDOT's pavement marking programs and processes; (3) Conduct a literature search of pavement markings; (4) Identify potential benchmarking candidates; (5) Interview benchmarking candidates; (6) Summarize findings of interviews; and (7) Assist the Benchmarking Team develop a recommended pavement markings improvement plan.
KW - Benchmarks
KW - Durability
KW - Improvements
KW - Interviewing
KW - Literature reviews
KW - Methodology
KW - Pennsylvania
KW - Retroreflectivity
KW - Road marking materials
KW - Road markings
UR - https://trid.trb.org/view/706709
ER -
TY - RPRT
AN - 00921472
AU - Sabnis, G M
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - PERFORMANCE OF CONCRETE BRIDGE DECK SLABS USING ISOTROPIC AND STANDARD AASHTO PROCEDURES
PY - 2001/10
SP - 139 p.
AB - This report describes the work done with alternate means of designing deck slabs by reducing the amount of reinforcement, without sacrificing the integrity of serviceability and strength of the decks, which could result in considerable cost reduction and efficient solution. The fundamental concept in the isotropic deck design is based on the "arching" effect, which takes place in the concrete deck between the short spans of the beams. As a result, the steel reinforcement experiences insignificant flexural stress. The arching effect causes the deck slab to fail in punching shear rather than flexural failure, which is the basis of the design of conventional American Association of State Highway and Transportation Officials (AASHTO) deck slabs. Therefore, shear and temperature governs the amount of reinforcement needed. The Pennsylvania Department of Transportation conducted field demonstration projects in which bridge decks were designed. They were evaluated over a five-year period. Each isotropic deck constructed had a matching counterpart (control) designed with AASHTO standards and was inspected along with those designed using empirical procedures after the first, third, and fifth year of construction. A total of seven isotropic and six conventional AASHTO decks were constructed. Evaluation of the performance of the decks is based on field monitoring reports, which give details of crack occurrence, spalling of the decks, and general condition of the bridge deck slab with actual field visit to various sites and comparing field behavior. Based on these studies, as well as on analytical studies conducted during this research, isotropic decks performed satisfactorily in accordance with the AASHTO standards. The arrangement of isotropic reinforcement is much simpler than the reinforcement pattern of AASHTO decks, resulting in easier and faster construction. Reduction in steel reinforcement in decks using isotropic design makes an attractive proposal for the state departments of transportation.
KW - Bridge decks
KW - Condition surveys
KW - Cost effectiveness
KW - Cracking
KW - Design
KW - Field studies
KW - Isotropic design
KW - Isotropy
KW - Performance
KW - Reinforcement (Engineering)
KW - Spalling
UR - http://ntl.bts.gov/lib/18000/18700/18767/PB2002101905.pdf
UR - https://trid.trb.org/view/706706
ER -
TY - RPRT
AN - 00921449
AU - McLean, D I
AU - El-Aaarag, M H
AU - Rogness, P D
AU - Washington State University, Pullman
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - RETROFIT OF SPLIT BRIDGE COLUMNS
PY - 2001/10
SP - 91 p.
AB - Many older bridges in Washington State contain split reinforced concrete columns as common members between adjacent bridge sections. The split detail was incorporated in columns to allow for movements in the bridge due to temperature and shrinkage effects. It is expected that these split columns will perform poorly in the event of a significant earthquake. This study investigated retrofitting measures for improving the seismic performance of existing split columns. Experimental tests were conducted on one-third scale split column specimens which were representative of the split columns present in the Spokane Street Overcrossing near Seattle. Various retrofit measures were evaluated. Specimen performance was evaluated on the basis of load capacity, displacement ductility, and hysteretic behavior. Tests on specimens representing as-built conditions revealed vulnerabilities that have previously been observed in the field or are expected to occur during a major earthquake. Poor performance evident in the as-built specimens included crack propagation from the base of the split, lap splice degradation, and shear failure in the split sections. Retrofit design focused on enhancing the column seismic performance while at the same time preserving as much of the gap between the split sections as possible. Procedures were developed for the design of steel jacketing as a retrofit measure for the split columns. Circular jacketing was used for the section below the split and for retrofitting a deficient lap splice. "D" shaped jackets were used for the split sections to provide confinement in flexural hinging regions and to increase shear strength. Tests on specimens retrofitted with the steel jacketing showed significant improvements in performance when compared to that for the as-built specimens. Three companies who manufacture composite retrofit systems were invited to participate in this project. Each company was provided with unretrofitted specimens for which they designed and installed their company's retrofit system. While some differences in performance were obtained with the various retrofit systems, all retrofitted specimens showed significant improvements in performance when compared to that for the as-built specimen.
KW - Bearing capacity
KW - Bridges
KW - Columns
KW - Ductility
KW - Earthquake resistant design
KW - Hysteresis
KW - Jacketing (Strengthening)
KW - Performance tests
KW - Reinforced concrete
KW - Retrofitting
KW - Scale models
KW - Split columns
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/482.1.pdf
UR - http://www.wsdot.wa.gov/research/reports/fullreports/482.2.pdf
UR - https://trid.trb.org/view/706683
ER -
TY - RPRT
AN - 00921455
AU - Allen, T M
AU - Bathurst, R J
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - PREDICTION OF SOIL REINFORCEMENT LOADS IN MECHANICALLY STABILIZED EARTH WALLS
PY - 2001/10
SP - 381 p.
AB - Proper estimation of soil reinforcement loads and strains is key to accurate design of the internal stability of geosynthetic and steel reinforced soil structures. Current design methodologies use limit equilibrium concepts to estimate reinforcement loads for internal stability design, with empirical modifications to match the prediction to observed reinforcement loads at working stresses. This approach has worked reasonably well for steel reinforced walls but appears to seriously overestimate loads for geosynthetic walls. A large database of full-scale geosynthetic walls (16 fully instrumented, full-scale geosynthetic walls and 14 walls with limited measurements) and 20 fully instrumented, full-scale steel reinforced mechanically stabilized earth (MSE) wall sections was utilized to develop a new design methodology based on working stress principles, termed the K sub 0 Stiffness Method. This new methodology considers the stiffness of the various wall components and their influence on reinforcement loads. Results of simple statistical analyses to evaluate the ratio of predicted to measured peak reinforcement loads in geosynthetic walls were telling: the AASHTO Simplified Method results in an average ratio of predicted to measured loads of 2.9 with a coefficient of variation (COV) of 86%, whereas the proposed method results in an average of 1.12 and a COV of 41%. The proposed method remains accurate up until the point at which the soil begins to fail (approximately 3 to 5% strain). For steel reinforced MSE walls the improvement was more modest: AASHTO's Simplified Method results in an average ratio of predicted to measured loads of 1.04 with a COV of 51%, whereas the new K sub 0 Stiffness Method results in an average of 1.12 and a COV of 35%. The objective of the method is to design the wall reinforcement so that the soil within the wall backfill will not reach a state of failure consistent with the notion of working stress conditions. This soil failure limit state is not considered in the design methods currently available, yet, given the research results presented herein, is likely to be a controlling limit state for geosynthetic structures. The fruit of this research is a more accurate method for estimating reinforcement loads, thereby reducing reinforcement needs and improving the economy of MSE walls. The scope of this research was limited to MSE walls that utilize granular (non-cohesive, relatively low silt content) backfill.
KW - Accuracy
KW - Backfill soils
KW - Earth walls
KW - Geosynthetics
KW - Granular soils
KW - Loads
KW - Mathematical prediction
KW - Mechanically stabilized earth
KW - Methodology
KW - Reinforcement (Engineering)
KW - Steel
KW - Stiffness
KW - Strain (Mechanics)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/522.1.pdf
UR - https://trid.trb.org/view/706689
ER -
TY - RPRT
AN - 00824649
AU - Carlson, P J
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF CLEARVIEW ALPHABET WITH MICROPRISMATIC RETROREFLECTIVE SHEETINGS
PY - 2001/10
SP - 88 p.
AB - This project was conducted to determine the legibility of the Clearview alphabet on freeway guide signs constructed with microprismatic retroreflective sheeting. The Clearview legibility results were compared to the legibility of freeway guide signs constructed with the Series E (Modified) alphabet. Also included in the analysis were legibility distances of freeway guide signs constructed with Type III sheeting. A total of 60 subjects divided into three age groups participated in this nighttime study. The findings indicate that the Clearview alphabet provides statistically longer legibility distances than the Series E (Modified) alphabet. The findings also show that microprismatic sheeting provides statistically longer legibility distances than Type III sheeting. Sequentially, the differences between Type III guide signs with Series E (Modified) legends, microprismatic guide signs with Series E (Modified) legends, and microprismatic guide signs with Clearview legends were modest. However, the combined effect of switching from Type III guide signs with Series E (Modified) legends to microprismatic guide signs with Clearview legends was noteworthy. For overhead signs, the combined effect resulted in an overall mean legibility distance improvement of 70 ft, or 11.9%. For shoulder-mounted guide signs, the improvement was 74 ft, or 12.0%. Furthermore, the largest legibility distance improvements of the Clearview alphabet were associated with older drivers.
KW - Age groups
KW - Aged drivers
KW - Alphabets
KW - Guide signs
KW - Legibility
KW - Lettering
KW - Microprismatic retroreflective sheeting
KW - Retroreflectivity
KW - Sign sheeting
UR - http://ntl.bts.gov/lib/18000/18800/18827/PB2002102186.pdf
UR - https://trid.trb.org/view/713768
ER -
TY - RPRT
AN - 00823265
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - PUBLIC INVOLVEMENT IN THE DEVELOPMENT OF THE LONG RANGE TRANSPORTATION PLAN. FLORIDA BENCHMARKING STUDY REPORT
PY - 2001/10
SP - v.p.
AB - The United States Department of Transportation, Federal Highway Administration (FHWA), has sponsored, in cooperation with the Florida Department of Transportation (FDOT), a benchmarking study. This study was designed to provide metropolitan planning organizations (MPOs) with new tools and innovative techniques to enhance their public participation and outreach during the long-range transportation plan development process. The methodology used in this study was adopted from the American Productivity and Quality Center's four-phase approach. These phases are planning, collecting, analyzing and adapting information form the team and partner organizations to discover and highlight best practices to share nationwide.
KW - Adapting
KW - Analysis
KW - Benchmarks
KW - Data collection
KW - Development
KW - Florida
KW - Innovation
KW - Long range planning
KW - Metropolitan planning organizations
KW - Partnerships
KW - Public participation
KW - Regional planning
KW - Transportation planning
UR - https://trid.trb.org/view/713948
ER -
TY - RPRT
AN - 00818846
AU - Bruce, D A
AU - ECO Geosystems, L.P.
AU - Federal Highway Administration
TI - AN INTRODUCTION TO THE DEEP MIXING METHODS AS USED IN GEOTECHNICAL APPLICATIONS, VOLUME III: THE VERIFICATION AND PROPERTIES OF TREATED GROUND
PY - 2001/10
SP - 455 p.
AB - The Deep Mixing Method (DMM) is an in situ soil treatment technology whereby the soil is blended with cementitious and/or other materials. This third report focuses closely on the properties of soils treated by DMM and aspects of quality control, quality assurance and verification. This report expands on the illustrative details previously provided in Volumes I and II. The engineering properties of treated soils, as reported in the international technical press, are reviewed together with the construction parameters and materials used to treat them. Sources of information include data from routine production tests, special laboratory and field tests, and more qualitative statements made in overview by specialists in the DMM technology. Methods of process control and verification of performance are also discussed since these are key issues in the minds of current and potential users.
KW - Binders
KW - Deep mixing method
KW - Field tests
KW - Geotechnical engineering
KW - Laboratory tests
KW - Mixing
KW - Performance
KW - Process control
KW - Properties of materials
KW - Quality assurance
KW - Quality control
KW - Soil stabilization
KW - Soils
KW - Validation
UR - https://trid.trb.org/view/691460
ER -
TY - RPRT
AN - 00818826
AU - Staplin, Loren
AU - Lococo, K
AU - Byington, S
AU - Harkey, D
AU - Scientex Corporation
AU - TransAnalytics, LLC
AU - Federal Highway Administration
TI - HIGHWAY DESIGN HANDBOOK FOR OLDER DRIVERS AND PEDESTRIANS
PY - 2001/10
SP - 380 p.
AB - This project updated, revised, and expanded the scope of the "Older Driver Highway Design Handbook" published by the Federal Highway Administration (FHWA) in 1998. The resulting document incorporates new research findings and technical developments; extensive feedback from State, county, and municipal engineers who reviewed and applied recommendations from the earlier version of the Handbook; and recommendations with supporting background material for aspects of modern roundabouts and highway-rail grade crossings, two elements that were not covered in the 1998 publication. Recommendations geared to use of highway facilities by pedestrians also receive greater emphasis. Guidance on how and when to implement the included recommendations has been added, as well as codes that indicate at a glance the relationship of each recommendation with standard design manuals, including the Manual on Uniform Traffic Control Devices and the AASHTO Green Book. Development of the updated Handbook was complemented in this project by a technology transfer initiative to make practitioners aware of the Handbook and assist in applying its recommendations. This included the development of a condensed document, "Guidelines and Recommendations to Accommodate Older Drivers and Pedestrians" (FHWA-RD-01-051), plus printed and electronic materials supporting the conduct of practitioner workshops throughout the United States in the 1999-2001 period. All research products developed under this contract are designed to provide practical guidance to engineers to accommodate the needs and functional limitations of an aging population of road users. Included recommendations are directed toward new construction, reconstruction, scheduled maintenance, and "spot treatments" to ameliorate demonstrated safety problems, emphasizing countermeasures with modest additional cost during installation and the potential for a cost-savings over the life cycle.
KW - Aged
KW - Aged drivers
KW - Countermeasures
KW - Handbooks
KW - Highway design
KW - Highway safety
KW - Human factors
KW - Life cycle costing
KW - Pedestrians
KW - Recommendations
UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/01103/
UR - https://trid.trb.org/view/691442
ER -
TY - RPRT
AN - 00816527
AU - Robertson, R E
AU - Branthaver, J F
AU - HARNSBERGER, P M
AU - Petersen, J C
AU - Dorrence, S M
AU - McKay, J F
AU - Turner, T F
AU - Pauli, A T
AU - Huang, S-C
AU - Huh, J-D
AU - Tauer, J E
AU - THOMAS, K P
AU - Netzel, D A
AU - Miknis, F P
AU - WILLIAMS, T
AU - Western Research Institute
AU - Federal Highway Administration
TI - FUNDAMENTAL PROPERTIES OF ASPHALTS AND MODIFIED ASPHALTS, VOLUME II: FINAL REPORT, NEW METHODS
PY - 2001/10
SP - 266 p.
AB - Sixteen new methods that distinguish behavioral characteristics of compositionally diverse petroleum asphalts were developed or refined into new methods during this project. These methods include an automated Heithaus titration (AHT), high performance liquid chromatography/size exclusion chromatography (HPLC/SEC), large scale plant mix simulation (after the German rolling flask method), modulated differential scanning calorimetry (MDSC) to predict low temperature properties, fast ion exchange chromatography, asphalt aging using a microwave oven, non-aqueous potentiometric titration (NAPT) for acids in asphalt, supercritical fluid extraction (SFE) of asphalt concrete cores, a shale oil modified asphalt demonstration site near Jackson, Wyoming, effects of moisture on rheology and aging of asphalt, ion exchange chromatography of asphalts using inexpensive resins, precipitation of waxes from asphalt neutrals, mastics penetration test, fast inverse gas liquid chromatography to predict long term aging, multiple size exclusion chromatography (SEC) to improve definition of associated materials, and a sliding plate microviscometer using aggregate plates to examine asphalt thin film behavior.
KW - Analytical chemistry
KW - Asphalt
KW - Properties of materials
KW - Rheological properties
KW - Test procedures
UR - https://trid.trb.org/view/690789
ER -
TY - RPRT
AN - 00816524
AU - Staplin, Loren
AU - Lococo, K
AU - Byington, S
AU - Harkey, D
AU - Scientex Corporation
AU - TransAnalytics, LLC
AU - Federal Highway Administration
TI - GUIDELINES AND RECOMMENDATIONS TO ACCOMMODATE OLDER DRIVERS AND PEDESTRIANS
PY - 2001/10
SP - 90 p.
AB - This project updated, revised, and expanded the scope of the "Older Driver Highway Design Handbook" published by the Federal Highway Administration (FHWA) in 1998. Development of the updated Handbook (FHWA-RD-01-103) was complemented by a technology transfer initiative to make practitioners aware of the Handbook and assist in applying its recommendations. This effort included the development of a condensed document presenting recommendations and implementation guidelines only, plus printed and electronic materials supporting the conduct of practitioner workshops throughout the United States in the 1999-2001 period. Consistent with the full Handbook, this Guidelines and Recommendations document incorporates new research findings and technical developments and extensive feedback from State, county, and municipal engineers who reviewed and applied recommendations from the 1998 publication. Guidance on how and when to implement the included recommendations is included, as well as codes that indicate at a glance the relationship of each recommendation to standard design manuals, including the Manual on Uniform Traffic Control Devices and the American Association of State Highway and Transportation Officials Green Book. All research products developed under this contract are designed to provide practical guidance to engineers to accommodate the needs and functional limitations of an aging population of road users. Included recommendations are directed toward new construction, reconstruction, scheduled maintenance, and "spot treatments" to ameliorate demonstrated safety problems, emphasizing countermeasures with modest additional cost during installation and the potential for cost savings over the life cycle.
KW - Aged
KW - Aged drivers
KW - Countermeasures
KW - Guidelines
KW - Highway design
KW - Highway safety
KW - Human factors
KW - Implementation
KW - Life cycle costing
KW - Recommendations
UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/01051/index.cfm
UR - http://ntl.bts.gov/lib/18000/18400/18417/PB2001108785.pdf
UR - https://trid.trb.org/view/690786
ER -
TY - RPRT
AN - 00816526
AU - Robertson, R E
AU - Branthaver, J F
AU - HARNSBERGER, P M
AU - Petersen, J C
AU - Dorrence, S M
AU - McKay, J F
AU - Turner, T F
AU - Pauli, A T
AU - Huang, S-C
AU - Huh, J-D
AU - Tauer, J E
AU - THOMAS, K P
AU - Netzel, D A
AU - Miknis, F P
AU - WILLIAMS, T
AU - Western Research Institute
AU - Federal Highway Administration
TI - FUNDAMENTAL PROPERTIES OF ASPHALTS AND MODIFIED ASPHALTS, VOLUME I: INTERPRETIVE REPORT
PY - 2001/10
SP - 496 p.
AB - The Superpave binder specification developed during the Strategic Highway Research Program (SHR)) from 1987-1993 classifies construction grade asphalts into rheologically similar groups. All asphalts in a given grade have the same rheological properties to within 6 deg C. The mission of this project was to improve the understanding of the expected performance of petroleum asphalts under service conditions. These conditions include physical behavior of thin asphalt films in contact with aggregate, rheology and oxidative aging of wet asphalt, behavior of asphalt after extended aging, and propensity of asphalt films to reconsolidate ("heal") after microcracking. These phenomena are not described by the current binder specification. The results of said exposures are included in this document and have been used to produce a comprehensive chemical model of petroleum asphalt. Finally, the results have been used to develop new analytical methods that improve the capability to predict performance of asphalt in roadway service. These 16 new tests are described in Volume II of this report.
KW - Aging (Materials)
KW - Analytical chemistry
KW - Asphalt
KW - Forecasting
KW - Microcracking
KW - Oxidation
KW - Performance
KW - Properties of materials
KW - Rheological properties
UR - https://trid.trb.org/view/690788
ER -
TY - RPRT
AN - 00816525
AU - Hooton, R D
AU - Thomas, MDA
AU - Stanish, K
AU - University of Toronto
AU - Federal Highway Administration
TI - PREDICTION OF CHLORIDE PENETRATION IN CONCRETE
PY - 2001/10
SP - 429 p.
AB - The objective of this study was to identify or develop a test for predicting chloride penetration in concrete, to be used for evaluating new mixes, for accepting or rejecting new concrete according to specifications, and for evaluating in-place concrete. The test was intended to supplement or replace the use of AASHTO T27-93 "Electrical Indication of Concrete's Ability to Resist Chloride." In this study, different test procedures were evaluated for use in predicting the chloride penetration resistance of concrete in a short time frame (less than 35 days). The test results were correlated to those of long-term salt ponding and diffusion tests. In the first phase, a number of tests identified in the literature were subjected to a preliminary screening process. In the second phase, tests identified as more promising were subjected to a more rigorous evaluation. In the third phase, the best test procedure was further examined. As a result of this work, the Rapid Migration Test (RMT) was identified as the most successful. The RMT involves using an electrical potential to drive chloride ions into a concrete sample for a specific test duration and then evaluating the depth of chloride penetration with a colorimetric indicator. The RMT correlates as well or better than AASHTO T277 with the long term ponding tests and was able to evaluate correctly a wider variety of concretes, including those with corrosion inhibitors. The quantitative parameter obtained in the RMT was related to those from AASHTO T277 in the high performance concrete (HPC) grades identified by Goodspeed, Vanikar, and Cook (1996). As part of the work described above, an interlaboratory evaluation was performed to assess the RMT and to refine the procedure.
KW - AASHTO T 277
KW - AASHTO T27-93
KW - Chlorides
KW - Concrete
KW - Correlation analysis
KW - High performance concrete
KW - Laboratory tests
KW - Penetration resistance
KW - Ponding tests
KW - Quality control
KW - Rapid migration test
KW - Test procedures
UR - https://trid.trb.org/view/690787
ER -
TY - RPRT
AN - 00823230
AU - Hepfner, J J
AU - NTL Engineering & Geoscience, Incorporated
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - STATEWIDE CORROSIVITY STUDY ON CORRUGATED STEEL CULVERT PIPE
PY - 2001/09/30
SP - 194 p.
AB - NTL Engineering & Geoscience was requested to conduct a statewide research project and provide information and recommendations to assist the Montana Department of Transportation (MDT) with design of metal culverts. Under current sampling, testing, and analysis methods, MDT has experienced numerous failures within the design life of metal culverts. NTL has identified some factors they believe to be a part of the discrepancy between design and in-service pipe life. This report provides details of their research project, and provides recommendations based on data and analysis. Selection criteria for buried metal culverts varies widely between state agencies and private consultants primarily since a standard methodology for identifying environments corrosive to metal culverts, assessing corrosion potential, and selecting materials that will perform in accordance with design criteria have not been clearly defined in standard engineering literature. Although fundamental to design, these tasks are often difficult to perform and are subject to debate and variation within the design community. Corrosivity is dependent upon many variables and the interaction of soil with metal is likewise complex and multi-variant. Their research has focused on observed, in-place culvert conditions and selective testing of soil samples from these locations. Resistivity and pH were selected as the main indicators of culvert corrosion for this research. Although resistivity is a standard measure of soil corrosivity, numerous methods of preparing soils and measuring soil resistivity are accepted in practice with data then applied in a fairly generic manner to a relatively "standard" scale for assessing soil corrosion potential. NTL has performed corrosivity analysis based on the current MDT procedures for resistivity testing and pH along with other published test methods to evaluate the current MDT testing and analysis methods for selected sites in the various Districts. Their research has attempted to begin the framework for a more consistent and applicable methodology for corrosion assessment for the MDT. They recommend, in this regard, that the AASHTO T288 Minimum Soil Resistivity test method be adopted as the basis for resistivity determination. It is further recommended that resistivity testing address the soil conditions expected to exist for backfill, foundation, and the adjacent drainageway as part of a culvert site investigation.
KW - Backfill soils
KW - Corrosion
KW - Corrosive materials
KW - Corrosive soils
KW - Design
KW - Drainage
KW - Evaluation
KW - Foundations
KW - Metal culverts
KW - Montana
KW - pH value
KW - Resistivity method
KW - Soils
KW - Testing
UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/soil_study/final_report.pdf
UR - http://ntl.bts.gov/lib/45000/45800/45830/final_report51.pdf
UR - https://trid.trb.org/view/713372
ER -
TY - ABST
AN - 01461000
TI - Comprehensive Human Factors Guidelines for Road Systems
AB - The objectives of this project are to (1) develop a detailed plan for the work required to produce the first edition of the Human Factors Guidelines (HFG) for Road Systems and (2) develop an introduction and one other HFG chapter.
KW - Comprehension
KW - Guidelines
KW - Human factors
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Roads
KW - Safety
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=440
UR - https://trid.trb.org/view/1229218
ER -
TY - ABST
AN - 01460206
TI - Technical Support: Assistance for Human Centered Systems TM
AB - No summary provided.
KW - Administration
KW - Human information processing
KW - Research projects
KW - Technical assistance
KW - Technical support
UR - https://trid.trb.org/view/1228422
ER -
TY - ABST
AN - 01459001
TI - Evaluation and Benefits Assessment of Quickzone
AB - No summary provided.
KW - Assessments
KW - Benefit cost analysis
KW - Performance evaluations
KW - Research projects
UR - https://trid.trb.org/view/1227213
ER -
TY - ABST
AN - 01459000
TI - Conduct Bridge Research
AB - No summary provided.
KW - Bridges
KW - Research projects
UR - https://trid.trb.org/view/1227212
ER -
TY - ABST
AN - 01459503
TI - Safety Consequences of Flexibility in Highway Design
AB - The objective of this project is to develop guidance to enable project planners and designers to estimate the safety consequences of varying geometric design values for highways through rural communities.
KW - Geometric design
KW - Highway planning
KW - Highway safety
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Rural areas
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=402
UR - https://trid.trb.org/view/1227716
ER -
TY - RPRT
AN - 00819632
AU - Federal Highway Administration
TI - RESEARCH REVIEW OF POTENTIAL SAFETY EFFECTS OF ELECTRONIC BILLBOARDS ON DRIVER ATTENTION AND DISTRACTION
PY - 2001/09/11
SP - v.p.
AB - Advances in outdoor display technology, and decreases in cost, support an interest in expanding deployment of high resolution and dynamic imaging in outdoor advertising. This raises questions on the effects that electronic billboards (EBBs) and other dynamic signs such as tri-vision signs may have on driver distraction. The purpose of this report is to present a review of the literature on the safety implications of electronic billboards, to identify knowledge gaps in the findings of the review, and to develop a research plan to address the knowledge gaps. The general approach in this review was to identify information about potential safety implications of EBBs. Factual data regarding billboard safety were sought through a review of existing research literature and information obtained from government staff. Because driver distraction is of interest in other areas of research, such as cellular telephone use and in-vehicle visual information equipment, the present report examines these areas for possible cross-fertilization results. The report concludes with a set of research questions and research findings that are directed to the safe design of dynamic billboards.
KW - Attention
KW - Cellular telephones
KW - Distraction
KW - Drivers
KW - Electronics
KW - Head up displays
KW - Information display systems
KW - Literature reviews
KW - Motor vehicles
KW - Roadside advertising
KW - Traffic safety
UR - http://www.fhwa.dot.gov////realestate/elecbbrd/elecbbrd.pdf
UR - http://www.fhwa.dot.gov/realestate/elecbbrd/index.htm
UR - http://ntl.bts.gov/lib/11000/11600/11682/elecbbrd.pdf
UR - https://trid.trb.org/view/691933
ER -
TY - ABST
AN - 01459461
TI - Development & Implementation Of Practical Asphalt Design, Maintainence & Test Methods
AB - No summary provided.
KW - Asphalt
KW - Asphalt pavements
KW - Pavement design
KW - Pavement maintenance
KW - Research projects
UR - https://trid.trb.org/view/1227674
ER -
TY - ABST
AN - 01459399
TI - Surrogate Measures of Safety
AB - No summary provided.
KW - Research projects
KW - Safety
KW - Safety engineering
KW - Safety engineering
KW - Safety management
KW - Safety programs
UR - https://trid.trb.org/view/1227612
ER -
TY - RPRT
AN - 00816443
AU - Cardimona, S
AU - Willeford, B
AU - Wenzlick, J
AU - Anderson, N
AU - University of Missouri, Rolla
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - BRIDGE DECK CONDITION STUDIES IN MISSOURI UTILIZING GROUND PENETRATING RADAR
PY - 2001/09/04
SP - 22 p.
AB - Ground penetrating radar (GPR) surveys have been performed over the driving lane of eleven bridges and deterioration analysis results were compared with what ground truth was available. Results of this work suggest that GPR will yield good estimates of chain drag hollow areas, debonding, half-cell potential, and rebar corrosion. This study demonstrates GPR is effective by yielding deterioration estimates for key bridges in Missouri, and delineates interpretation methodologies appropriate for the current state-of-the-practice in high-resolution GPR imaging. It was determined high frequency ground coupled radar, keying off the reflection amplitude and signal travel time from the top rebar mat, may more accurately define deterioration in reinforced concrete bridge decks but more study is needed on characterization of different types of deterioration and more work on making data acquisition less disruptive to traffic. GPR would be a good screening tool for the Missouri Department of Transportation to reduce the amount of present manual in-depth deck surveys done before bridge rehabilitation projects.
KW - Bridge decks
KW - Condition surveys
KW - Corrosion
KW - Debonding
KW - Deterioration
KW - Ground penetrating radar
KW - Missouri
KW - Reinforced concrete
UR - http://library.modot.mo.gov/RDT/reports/Ri98001/RDT01012.pdf
UR - https://trid.trb.org/view/690745
ER -
TY - RPRT
AN - 00932490
AU - Bhat, C R
AU - Srinivasan, S
AU - Guo, J
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - ACTIVITY-BASED TRAVEL DEMAND MODELING FOR METROPOLITAN AREAS IN TEXAS: MODEL COMPONENTS AND MATHEMATICAL FORMULATIONS
PY - 2001/09/01
SP - 61 p.
AB - The goal of this project is to comprehensively model the activity-travel patterns of workers as well as non-workers in a household. The activity-travel system will take as input various land use, socio-demographic, 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 about household location, employment, and auto ownership will also be considered. The implementation procedure will recognize the dynamic land use-transportation interactions. This report presents an overall conceptual framework for integrated land use-transportation modeling. The modeling of short-term activity-travel decisions and medium-term household decisions is discussed in detail. A conceptual framework is developed and is followed by representation frameworks for the modeling of short-term activity-travel patterns that will be implemented in the project. The mathematical structures of the alternate model types that are proposed for use in the project are also presented.
KW - Activity choices
KW - Automobile ownership
KW - Decision making
KW - Econometric models
KW - Employment
KW - Households
KW - Land use
KW - Level of service
KW - Location
KW - Mathematical analysis
KW - Metropolitan areas
KW - Socioeconomic factors
KW - Texas
KW - Travel demand
UR - http://www.utexas.edu/research/ctr/pdf_reports/4080_2.pdf
UR - http://ntl.bts.gov/lib/19000/19000/19053/PB2002104341.pdf
UR - https://trid.trb.org/view/724509
ER -
TY - RPRT
AN - 01512810
AU - United States Federal Highway Administration
TI - Lake County Transportation Improvement Project : environmental impact statement
PY - 2001/09//Volumes held: Draft
KW - Environmental impact statements
KW - Illinois
UR - https://trid.trb.org/view/1297134
ER -
TY - RPRT
AN - 01392513
AU - National Highway Institute
TI - Pavement preservation: selecting pavements for preventive maintenance: Course no. 131058: instructor guide, participant workbook, visual aids
PY - 2001/09
SP - 1 CD-ROM
KW - Pavement maintenance
KW - Pavement maintenance
KW - Pavement performance
KW - Pavement performance
KW - Preventive maintenance
KW - Preventive maintenance
UR - https://trid.trb.org/view/1160279
ER -
TY - RPRT
AN - 01389379
AU - Normann, J M
AU - Houghtalen, R J
AU - Johnston, W J
AU - National Highway Institute
TI - Hydraulic design of highway culverts
PY - 2001/09//2nd ed.
IS - 5
SP - 348p
AB - Hydraulic Design series No. 5 combines culvert design information previously contained in Hydraulic Engineering Circulars (HEC) No. 5, No. 10, and No. 13 with hydrologic, storage routing, and special culvert design information. The result is a comprehensive culvert design publication. Hydrologic analysis methods are described, and references cited. Culvert design methods are presented for both conventional culverts and culverts with inlet improvements. Storage routing techniques are included which permit the designer to account for ponding effects upstream of the culvert. Unique culvert applications, erosion and sediment control, debris control, structural aspects, and long-span culverts are discussed and references cited. Inlet control, outlet control, and critical depth design charts, many of which are newly developed, are included for a variety of culverts sizes, shapes, and materials. New dimensionless culvert design charts are provided for the design of culverts lacking conventional design nomographs and charts. The appendices of the publication contain the equations and methodology used to construct the design charts, information of the hydraulic resistance of culverts, and methods of optimizing culvert design using performance curves and inlet depression. Calculation forms are provided for most of the design methodologies in the manual. The second edition corrected minor errors and provided both SI and English (U.S. customary) units for all equations and design charts.
KW - Culvert
KW - Culverts
KW - Design
KW - Design
KW - Drainage
KW - Drainage
KW - Erosion
KW - Erosion
KW - Highway design
KW - Hydraulics
KW - Hydraulics
KW - Road design
KW - Sediment
KW - Sediments
UR - https://trid.trb.org/view/1157145
ER -
TY - ABST
AN - 01388419
AU - Federal Highway Administration. Office of Transportation Operations
TI - Road weather requirements: executive summary
PY - 2001/09//Nelson=GG (Mitretek)
SP - 13p
KW - Advanced driver information systems
KW - Advanced driver information systems
KW - Advanced driver information systems (ADIS)
KW - Decision support
KW - Decision support systems
KW - Highway maintenance
KW - Highway traffic control
KW - Intelligent transport system
KW - Intelligent transport systems (ITS)
KW - Intelligent transportation systems
KW - Road maintenance
KW - Traffic management
KW - Warning
KW - Warning signals
KW - Weather
KW - Weather
KW - Winter maintenance
KW - Winter maintenance
UR - https://trid.trb.org/view/1156185
ER -
TY - RPRT
AN - 01155831
AU - Iyer, Srinivasa L
AU - Stress Steel Company
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - The Feasibility Study on Glass Fiber Reinforced Polymer (GFRP) Tubes Filled with Concrete for Pile/Column for Bridges
PY - 2001/09//Final Report
SP - 112p
AB - Glass Fiber Reinforced Polymer (GFRP) tubes filled with concrete will not be subjected to corrosion as seen with steel and reinforced concrete piles for bridges. This study deals with the development and testing of the GFRP tubes in the laboratory and the testing of the GFRP tubes filled with concrete driven in the test site. Two methods of driving these piles were developed in tis study on the basis of a comprehensive testing of these tubes. One method was to drive the GFRP tube into the soil using a steel mandrel and fill with concrete at the site, and the other method was to fill the GFRP tubes with concrete and drive them using conventional methods. This report deals with 12 in. (300 mm) and 16 in. (400 mm) diameters GFRP tubes for both methods of driving. Both methods of driving proved to be successful and the relative costs were provided in the appendix. The design guidelines of GFRP tubes and their erection techniques are summarized in a separate appendix.
KW - Bridge piers
KW - Concrete
KW - Feasibility analysis
KW - Glass fiber reinforced plastics
KW - Pile driving
KW - Testing
KW - Tubing
UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A48915619
UR - https://trid.trb.org/view/916363
ER -
TY - RPRT
AN - 01115421
AU - Handy, S
AU - Kubly, S
AU - Larsen, D
AU - Sralla, J
AU - Vanka, S
AU - Oden, M
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Economic Effects of Highway Relief Routes on Small and Medium-Size Communities: Case Studies
PY - 2001/09//Research Report
SP - 128p
AB - Highway relief routes have a variety of impacts on small- and medium-sized communities, both positive and negative. On the positive side, communities benefit from a reduction in traffic through the heart of the community and the negative impacts such traffic brings, including noise, emissions and safety concerns. However, the reduction in through traffic may also have negative impacts on businesses in the community, particularly highway-oriented businesses located along the old route that are dependent on pass-by traffic. The negative impacts on local businesses may be partly offset by new development occurring along the highway relief route. How these impacts play out in a particular community depends on the characteristics of the community and the new relief route, as well as larger economic and industry trends. The purpose of this study is to understand the various factors that influence the economic impacts of highway relief routes on small- and medium-size communities. This report presents case studies of ten small- and medium-size communities in Texas and analyzes the extent and nature of the impacts of the relief routes and the key factors determining those impacts.
KW - Businesses
KW - Bypasses
KW - City planning
KW - Economic analysis
KW - Economic impacts
KW - Medium sized cities
KW - Small cities
KW - Texas
KW - Transportation planning
UR - http://ntl.bts.gov/lib/18000/18800/18854/PB2002102277.pdf
UR - https://trid.trb.org/view/872805
ER -
TY - RPRT
AN - 01074533
AU - Federal Highway Administration
TI - Schuylkill Valley Metro, Philadelphia, Montgomery,Chester, Berks: environmental impact statement
PY - 2001/09//Volumes held: Draft(4v)(v.2&v.3 fol)
KW - Environmental impact statements
KW - Pennsylvania
UR - https://trid.trb.org/view/833927
ER -
TY - RPRT
AN - 01074488
AU - Federal Highway Administration
TI - US 340 improvement study, Jefferson County : environmental impact statement
PY - 2001/09//Volumes held: Draft
KW - Environmental impact statements
KW - West Virginia
UR - https://trid.trb.org/view/833882
ER -
TY - RPRT
AN - 01073839
AU - Federal Highway Administration
TI - Coalfields Expressway, Buchanan, Dickenson, and Wise counties, Virginia : environmental impact statement
PY - 2001/09//Volumes held: Draft, Final
KW - Environmental impact statements
KW - Virginia
UR - https://trid.trb.org/view/833233
ER -
TY - RPRT
AN - 01073769
AU - Federal Highway Administration
TI - Interstate 215 improvements, Cities of Riverside and Moreno Valley, Riverside County, California : environmental impact statement
PY - 2001/09//Volumes held: Draft, Final
KW - California
KW - Environmental impact statements
UR - https://trid.trb.org/view/833161
ER -
TY - RPRT
AN - 01062314
AU - Federal Highway Administration
TI - US 71, Texarkana to DeQueen, Little River County, Miller County, Sevier County (AR), Bowie County (TX) : environmental impact statement
PY - 2001/09//Volumes held: Draft, Dsup, Dsup:app, Final, Final Appendix
KW - Arkansas
KW - Environmental impact statements
KW - Texas
UR - https://trid.trb.org/view/821811
ER -
TY - RPRT
AN - 01025717
AU - Masada, Teruhisa
AU - Sargand, Shad M
AU - Ohio University, Athens
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Construction of a Flexible Pipe System Using Controlled Low Strength Material-Controlled Density Fill (CLSM-CDF)
PY - 2001/09//Final Report
SP - 300p
AB - Millions of tons of fly ash are currently disposed of in landfills annually in the United States. There is an urgent need to develop productive utilization programs for fly ash for waste minimization. One possible way to promote its utilization is through an artificial fill material called the controlled low strength material - controlled density fill (CLSM-CDF). The CLSM, which is produced by mixing sand, water, and fly ash/cement, appears to be particularly suited as a structural backfill for flexible pipe structures because of its excellent initial flowability. A team at Ohio University conducted a research project to investigate the general feasibility of constructing a flexible pipe drainage system using the CLSM-CDF. In the first phase of the project, engineering properties of each of the three standard ODOT CLSM mixtures were measured with time in the laboratory. In the second phase, two field demonstration tests were performed at the ORITE load frame site to investigate the structural performance of a flexible pipe installed in CLSM under large surface loading. In the last phase of the project, various engineering analyses were made to evaluate the ability of existing analytical methods to predict the structural performance of a flexible pipe embedded in CLSM as well as cost-effectiveness of using CLSM. The results of the project showed that both the ODOT Type 2 and Type 3 mixtures were suitable as a pipe backfill material. The field tests demonstrated that the structural performance of the flexible pipe was better in CLSM than in conventional granular soil, as long as the stress levels in the CLSM remained below its strength.
KW - Construction
KW - Cost effectiveness
KW - Drain pipe
KW - Field tests
KW - Flexible pipe
KW - Flowable fill
KW - Fly ash
KW - Laboratory tests
KW - Trench backfill
KW - Waste minimization
UR - http://www.dot.state.oh.us/research/2001/Construction/14649-FR.pdf
UR - https://trid.trb.org/view/781721
ER -
TY - RPRT
AN - 00974298
AU - Normann, J M
AU - Houghtalen, R J
AU - Johnston, W J
AU - Ayres Associates, Incorporated
AU - Federal Highway Administration
AU - National Highway Institute
TI - HYDRAULIC DESIGN OF HIGHWAY CULVERTS, SECOND EDITION
PY - 2001/09
SP - 367 p.
AB - Hydraulic Design Series Number 5 combines culvert design information previously contained in Hydraulic Engineering Circulars (HECs) No. 5, No. 10, and No. 13 with hydrologic, storage routing, and special culvert design information. The result is a comprehensive culvert design publication. Hydrologic analysis methods are described, and references cited. Culvert design methods are presented for both conventional culverts and culverts with inlet improvements. Storage routing techniques are included which permit the designer to account for ponding effects upstream of the culvert. Unique culvert applications, erosion and sediment control, debris control, structural aspects, and long-span culverts are discussed and references cited. Inlet control, outlet control, and critical depth design charts, many of which are newly developed, are included for a variety of culvert sizes, shapes, and materials. New dimensionless culvert design charts are provided for the design of culverts lacking conventional design nomographs and charts. The appendices of the publication contain the equations and methodology used to construct the design charts, information of the hydraulic resistance of culverts, and methods of optimizing culvert design using performance curves and inlet depression. Calculation forms are provided for most of the design methodologies in the manual. The second edition has corrected minor errors and provided both SI and English (U.S. customary) units for all equations and design charts.
KW - Critical depth
KW - Culvert inlets
KW - Culvert outlets
KW - Culverts
KW - Design charts
KW - Erosion control
KW - Hydraulic design
KW - Hydrology
KW - Improvements
KW - Ponding
KW - Sediments
KW - Structural design
UR - https://trid.trb.org/view/698061
ER -
TY - RPRT
AN - 00962851
AU - Wooldridge, M D
AU - Messer, C J
AU - Heard, B D
AU - Raghupathy, S
AU - Parham, A H
AU - Brewer, M A
AU - Lee, S W
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - DESIGN GUIDELINES FOR PASSING LANES ON TWO-LANE ROADWAYS (SUPER 2)
PY - 2001/09
SP - 106 p.
AB - The use of periodic, short-term passing lanes is known in Texas as a "Super 2" design. The passing lanes may be alternating or side-by-side, but they are placed at regular intervals. Passing lanes are often constructed on two-lane roadways to improve overall traffic operations by breaking up traffic platoons and by reducing delays caused by inadequate passing opportunities over substantial lengths of roadway. During the recent design of several "Super 2" projects, questions arose in three areas: 1) optimum passing lane length and spacing; 2) shoulder width requirements; and 3) optimum signing and driver information (pavement marking, etc.) strategies. The objective of this project was to develop Super 2 design criteria in a format suitable for inclusion in the Texas Department of Transportation (TxDOT) "Roadway Design Manual." Site evaluations were conducted in Texas, Kansas, and Minnesota, including before-and-after studies of driver behavior for variations in pavement markings. A hypothetical two-lane, two-way rural highway with varying length and spacing of passing lanes was simulated under a variety of traffic mixes and two-way traffic volumes. Additionally, laptop-based surveys were conducted to determine driver reaction to various passing lane spacings, wording on related signs, shoulder widths, and pavement markings entering a passing lane section. Recommendations for the TxDOT "Roadway Design Manual" were developed based upon these activities.
KW - Before and after studies
KW - Behavior
KW - Drivers
KW - Field studies
KW - Guidelines
KW - Highway design
KW - Kansas
KW - Length
KW - Minnesota
KW - Passing lanes
KW - Recommendations
KW - Road markings
KW - Road shoulders
KW - Simulation
KW - Spacing
KW - Surveys
KW - Texas
KW - Traffic signs
KW - Two lane highways
KW - Width
UR - https://trid.trb.org/view/660878
ER -
TY - RPRT
AN - 00942441
AU - Fernando, E G
AU - Liu, Weibo
AU - Ryu, D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF A PROCEDURE FOR TEMPERATURE CORRECTION OF BACKCLACULATED AC MODULUS
PY - 2001/09
SP - 148 p.
AB - The falling weight deflectometer (FWD) is commonly used in Texas for pavement evaluation and design purposes. Typically, measurements are made on a given date so that the data reflect the environmental conditions prevailing during the time of measurement. For pavement applications, the backcalculated asphalt concrete modulus needs to be adjusted or corrected to reference or standard conditions of temperature and loading frequency. This report documents the development of a procedure for adjusting backcalculated asphalt concrete (AC) moduli to user-prescribed reference pavement temperatures. In this way, seasonal variations in AC modulus may be predicted for pavement evaluation and design purposes. In the development of the procedure, researchers analyzed FWD and pavement temperature data collected at Seasonal Monitoring Program sites in Texas, New Mexico, and Oklahoma and at two test sections located at the Riverside Campus of Texas A&M University. Pavement temperature data were used to evaluate the BELLS2 equation. This work resulted in an alternative equation for predicting pavement temperatures. Researchers used the MODULUS program to backcalculate pavement layer moduli from the FWD data collected at different times. The backcalculated AC moduli were subsequently used to evaluate a number of temperature correction methods. This report presents the findings from this evaluation along with recommendations with respect to developing an automated method for modulus temperature correction.
KW - Asphalt concrete pavements
KW - Backcalculation
KW - Data collection
KW - Equations
KW - Falling weight deflectometers
KW - MODULUS (Computer program)
KW - Modulus of elasticity
KW - Monitoring
KW - New Mexico
KW - Oklahoma
KW - Pavement design
KW - Seasonal variations
KW - Temperature
KW - Temperature correction
KW - Texas
UR - https://trid.trb.org/view/643179
ER -
TY - RPRT
AN - 00938100
AU - McCullough, S
AU - Henningfield, J
AU - Baladi, M
AU - Laurits R. Christensen Associates, Incorporated
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - DMV HIGH RISK DRIVERS IDENTIFICATION PROCEDURES PROGRAM ASSESSMENT (EIGHT-YEAR DRIVER LICENSE RENEWAL STUDY)
PY - 2001/09
SP - 43 p.
AB - Based on the limited data available at this time, there is some evidence that extending the renewal period past four years may have a detrimental impact with respect to accidents and citations. However, these results are preliminary in nature and the long-term results may be very different. Preliminary results from this study are based on a small segment of the driving population over a short period of time. The analysis should be updated as more drivers convert to the eight-year renewal cycle and additional data becomes available to confirm these results and provide a better estimate of the overall impacts. While the number of crashes and citations for drivers with behavior reports are still higher than those of the overall population in most cases, the reductions in incidents after the submission of these reports are striking. Thus these reports appear to be an effective tool for reducing the number of crashes and citations, and they play an important role in the identification of high-risk drivers.
KW - Driver licenses
KW - Driver licensing
KW - High risk drivers
KW - License renewal
KW - State motor vehicle departments
KW - Time periods
KW - Traffic citations
KW - Traffic crashes
KW - Wisconsin
UR - http://wisdotresearch.wi.gov/wp-content/uploads/45-14highrisk-f.pdf
UR - https://trid.trb.org/view/730475
ER -
TY - JOUR
AN - 00823667
JO - Public Roads
PB - Federal Highway Administration
AU - Koklanaris, M
AU - Federal Highway Administration
TI - PARTNERSHIP PROTECTS PRISTINE ESTUARY AND WETLANDS
PY - 2001/09
VL - 65
IS - 2
SP - p. 43-46
AB - In Whalen, Oregon the Western Federal Lands Highway Division (WFLHD) and the Federal Highway Administration (FHWA) have purchased the 179-acre Whalen Island and Sand Lake Estuary to save it from development. One of only two remaining natural estuaries in the state of Oregon, the Sand Lake Estuary provides crucial habitat for a variety of species. The purchase of the land is part due to an FHWA goal of wetland replacement to compensate for acres lost in highway development.
KW - Birds
KW - Environmental protection
KW - Estuaries
KW - Government funding
KW - Mitigation sites
KW - Oregon
KW - Western Federal Lands Highway Division
KW - Wetland conservation
KW - Whalen Island (Oregon)
UR - https://trid.trb.org/view/716569
ER -
TY - JOUR
AN - 00823668
JO - Public Roads
PB - Federal Highway Administration
AU - Bergeron, K A
AU - Federal Highway Administration
TI - RELATIONSHIP MARKETING : A KEY TO SUCCESS AND SURVIVAL
PY - 2001/09
VL - 65
IS - 2
SP - p. 47-50
AB - This article offers insight into a different management approach known as relationship marketing. Focusing on the benefit of developing long term relationships with customers, relationship marketing involves an establishment of trust and mutual understanding between customer and client.
KW - Communications
KW - Customer service
KW - Marketing
KW - Profitability
KW - Relationship marketing
KW - Trust (Psychology)
UR - https://trid.trb.org/view/716570
ER -
TY - RPRT
AN - 00932471
AU - Handy, S
AU - Kubly, S
AU - Larsen, D
AU - Sralla, J
AU - Vanka, S
AU - Oden, M
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - ECONOMIC IMPACTS OF HIGHWAY RELIEF ROUTES ON SMALL- AND MEDIUM-SIZE COMMUNITIES: CASE STUDIES
PY - 2001/09
SP - 126 p.
AB - Highway relief routes may have a variety of impacts on small- and medium-size communities, both positive and negative. On the positive side, communities benefit from a reduction in traffic through the heart of the community and the negative impacts such traffic brings, including noise, emissions, and safety concerns. However, the reduction in through traffic may also have negative impacts on businesses in the community, particularly highway-oriented businesses located along the old route that are dependent on pass-by traffic. The negative impacts on local businesses may be partly offset by new development occurring along the highway relief route. How these impacts play out in a particular community depends on the characteristics of the community and the new relief route, as well as larger economic and industry trends. The purpose of this study is to identify and understand the various factors that influence the economic impacts of highway relief routes on small- and medium-size communities. This report presents case studies of ten small- and medium-size communities in Texas and analyzes the extent and nature of the impacts of the relief routes and the key factors determining those impacts.
KW - Businesses
KW - Bypasses
KW - Case studies
KW - Communities
KW - Development
KW - Economic impacts
KW - Exhaust gases
KW - Highway traffic
KW - Highways
KW - Medium sized cities
KW - Noise
KW - Small cities
KW - Texas
KW - Traffic safety
UR - http://www.utexas.edu/research/ctr/pdf_reports/1843_3.pdf
UR - https://trid.trb.org/view/724491
ER -
TY - RPRT
AN - 00932394
AU - Koffman, D
AU - Salstrom, R
AU - San Jose State University
AU - California Department of Transportation
AU - Federal Highway Administration
TI - HOW BEST TO SERVE SENIORS ON EXISTING TRANSIT SERVICES
PY - 2001/09
SP - 33 p.
AB - Increases in the size of the elderly population and changes in travel patterns are expected to create significant new mobility expectations. The research documented here is intended to provide tools for transit providers and public policy makers to make the greatest use of existing transit resources to serve mobility needs of the growing senior population. The research demonstrates how customer satisfaction surveys can be used to set priorities for improving existing fixed route services. The primary analysis technique used is the impact score technique. This method determines the relative impact of various improvements on overall customer satisfaction. It does this by measuring how much customers' overall satisfaction changes depending on their satisfaction with particular aspects of service. Satisfaction data from rider surveys from three West Coast transit systems were analyzed, comparing the responses of seniors and non-seniors. Many of the results are specific to individual transit systems; however, a number of general patterns were observed: 1) in general, seniors appear to rate service attributes more highly than do non-seniors; 2) while importance scores for non-seniors tended to cluster together, the results for seniors appear to indicate that certain service attributes are significantly more important than others; 3) at the two systems that used a similar method of survey administration and question format, there is broad consistency in importance ratings for seniors. Among the most important attributes at both systems were drivers, reliable equipment, and on-time performance. Direct questioning suggests that the greatest increase in ridership would result from adding service. However, the impact analysis shows that other improvements could have a greater impact on customer satisfaction.
KW - Aged
KW - Customer satisfaction
KW - Drivers
KW - Equipment
KW - Fixed routes
KW - Mobility
KW - On time performance
KW - Public transit
KW - Quality of service
KW - Reliability
KW - Ridership
KW - Strategic planning
KW - Surveys
KW - Transit operating agencies
KW - Transit vehicle operations
KW - Travel patterns
UR - http://ntl.bts.gov/lib/11000/11800/11831/Seniors2.pdf
UR - http://ntl.bts.gov/lib/19000/19500/19500/PB2002107432.pdf
UR - https://trid.trb.org/view/724462
ER -
TY - RPRT
AN - 00931930
AU - Roop, S S
AU - Morgan, C A
AU - Warner, J E
AU - Olson, L E
AU - Higgins, L L
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - TEXAS RURAL RAIL TRANSPORTATION DISTRICTS: INFORMATIONAL GUIDEBOOK FOR FORMATION AND EVALUATION
PY - 2001/09
SP - 92 p.
AB - Rural Rail Transportation Districts (RRTDs) in Texas are formed to prevent the loss of rural rail lines that have been abandoned by rail companies, or to maintain the former rail right-of-way for future transportation uses. This guidebook provides basic information about RRTD formation and evaluation for RRTD board members and Texas Department of Transportation personnel. Chapter 1 of this guidebook provides a brief history of rail abandonment and of the legislation authorizing and governing the formation of RRTDs. It then describes the purposes and procedures for forming a RRTD and presents a summary of RRTD powers and duties. Chapter 2 presents a brief checklist of indicators for evaluating the potential success of a RRTD, including financial factors, RRTD board activity, business operational practices, and legal and ownership issues. Chapter 3 lists some of the measures that can be used to evaluate the progress of an existing RRTD. Appendices include a map and listing of current and pending RRTDs in Texas, a glossary of rail terms, briefings on selected rail issues, RRTD-related legislation, and a summary of the rail abandonment process.
KW - Abandonment
KW - Districts and authorities
KW - Guidelines
KW - History
KW - Legal factors
KW - Legislation
KW - Ownership
KW - Railroads
KW - Right of way (Land)
KW - Rural Rail Transportation Districts (Texas)
KW - Texas
UR - http://tti.tamu.edu/documents/4007-P1.pdf
UR - http://ntl.bts.gov/lib/19000/19700/19738/PB2003100112.pdf
UR - https://trid.trb.org/view/724273
ER -
TY - RPRT
AN - 00930589
AU - Glover, C J
AU - Davison, R R
AU - Vassiliev, N
AU - Hausman, T
AU - Williamson, S A
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF STIRRED AIR-FLOW TEST (SAFT) FOR IMPROVED HMAC PLANT BINDER AGING SIMULATION AND STUDIES OF ASPHALT AIR BLOWING
PY - 2001/09
SP - 80 p.
AB - In this work asphalt air blowing has been studied from two perspectives. First, the process itself was investigated in terms of the effect of air-blowing conditions on the properties of the asphalts obtained. It was found that according to the Superpave specification, very good grade asphalts can be produced by air blowing, and the blowing temperature does not seriously impact the grade span. Asphalt composition has a significant effect on the grade span. The materials with a higher concentration of asphaltenes and saturates have a higher performance grade span. In this work it is shown that the subsequent 88 deg C hardening and oxidation rates are higher for materials blown at higher temperature, and this is not detected by Superpave specifications. Blowing fluxes with a high saturate content may result in a higher grade but can cause subsequent susceptibility to oxidative hardening. The mechanism by which air blowing can affect the 88 deg C hardening rate is related to oxidation kinetics and the tendency of oxidation products to form asphaltenes, causing hardening. For some materials air blown at higher temperatures, the subsequent accelerated hardening rate results from an increase in the oxidation rate, while the hardening susceptibility may decrease. The second part of this work deals with the development of a new procedure for simulation of asphalt short-term aging that occurs at a hot mix asphalt cement plant. The standard tests for simulation of asphalt hot-mix aging are the RTFOT (ASTM D 2872) and the TFOT (ASTM D 1754). They have a number of deficiencies when used for viscous or modified asphalts, such as uneven aging, film formation, and difficulty cleaning laboratory equipment. The Stirred Air-Flow Test (SAFT) employs a stirred, thermally controlled vessel with an attached condenser. The proposed test eliminates the shortcomings of standard methods. It provides the same aging in a shorter amount of time at lower equipment cost with simplified handling.
KW - Aging (Materials)
KW - Asphalt air blowing
KW - Asphalt hardening
KW - Asphalt tests
KW - Hot mix asphalt
KW - Oven tests
KW - Oxidation
KW - Simulation
KW - Stirred air-flow test
KW - Superpave
UR - https://trid.trb.org/view/719600
ER -
TY - RPRT
AN - 00930976
AU - Hu, Ping
AU - Goeltz, R
AU - Schmoyer, R
AU - Oak Ridge National Laboratory
AU - Federal Highway Administration
TI - PROOF OF CONCEPT OF ITS AS AN ALTERNATIVE DATA RESOURCE: A DEMONSTRATION PROJECT OF FLORIDA AND NEW YORK DATA
PY - 2001/09
SP - 113 p.
AB - This research demonstrates the feasibility of using intelligent transportation systems- (ITS-) generated data to meet traffic information needs. Specifically, the study focused on two important traffic parameters - total traffic volume and total vehicle miles of travel. This is the same information that is collected from a traffic monitoring program. Traffic data collected from Florida and New York ITS deployments were used to test the communications and estimation procedures. The research had three main components: 1) data archiving, 2) cost of using ITS-generated data, and 3) benefits of using ITS-generated data.
KW - Benefits
KW - Communications
KW - Costs
KW - Data banks
KW - Demonstration projects
KW - Estimating
KW - Feasibility analysis
KW - Florida
KW - Highway traffic
KW - Intelligent transportation systems
KW - Monitoring
KW - New York (State)
KW - Traffic data
KW - Traffic volume
KW - Vehicle miles of travel
UR - http://www-cta.ornl.gov/cta/Publications/Reports/ORNL_TM_2001_247.pdf
UR - https://trid.trb.org/view/723957
ER -
TY - RPRT
AN - 00929267
AU - Popov, B N
AU - Haran, B S
AU - Colonmer, H
AU - University of South Carolina, Columbia
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF ECONOMICAL AND EFFICIENT METHOD FOR CORROSION PROTECTION OF STRUCTURAL CONCRETE
PY - 2001/09
SP - 63 p.
AB - This report summarizes the research done on concrete reinforcing steel corrosion at the Center for Electrochemical Engineering, University of South Carolina for the last six years. The long-term performance of two commercial corrosion inhibitors (Grace DCI and Masterbuilder's RH222) has been studied in model solutions and also in concrete samples. Results from corrosion testing for 63 months show that both DCI and RH222 inhibitor were effective in passivating carbon steel reinforcement in the absence of chloride ions. The estimated corrosion rates for DCI inhibitor were similar to those estimated when RH222 was used to protect the structure. In the absence of chlorides, the observed small differences in corrosion rates between the samples prepared with no inhibitor and those containing different concentrations of DCI inhibitor indicated that after 63 months of exposure in the electrolyte, a spontaneous passivation occurred on all samples regardless of the presence of the inhibitor in the concrete mix. Both DCI and RH222 inhibitors are not effective in passivating the surface in presence of chloride ions in the electrolyte. However, the samples protected with inhibitor showed lower corrosion rates when compared with the samples with no inhibitor in the concrete mix.
KW - Corrosion protection
KW - Inhibitors (Chemistry)
KW - Laboratory tests
KW - Reinforced concrete
KW - Reinforcing steel
UR - https://trid.trb.org/view/719131
ER -
TY - RPRT
AN - 00929166
AU - Masada, T
AU - Ohio University, Athens
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - LABORATORY CHARACTERIZATION OF MATERIALS & DATA MANAGEMENT FOR OHIO - SHRP PROJECTS (U.S. 23)
PY - 2001/09
SP - 211 p.
AB - About a decade ago, the Federal Highway Administration (FHWA) set up a national study called the Long-Term Pavement Performance (LTPP) under the Strategic Highway Research Program (SHRP) to extend pavement life through investigation of different pavement designs under various loading, environmental, subgrade soil, and maintenance conditions. The study involved many different materials and stressed the importance of collecting field and laboratory test data on their mechanistic properties. In the current study, mechanistic properties of the pavement materials involved in the Ohio-SHRP project were measured according to the SHRP Protocols. The test program encompassed a wide array of materials and their properties, ranging from basic index properties of the subgrade soils to resilient modulus of soils and asphalt concrete to static modulus of portland cement concrete and creep modulus of asphalt concrete. Any trends observed in the test results were pointed out to enhance our understanding of how each pavement material behaves. In some cases, previously published empirical relationships correlating basic and advanced material properties were reevaluated in light of the latest test results. A need for integrating a large volume of data that existed for the Ohio-SHRP project was recognized even prior to the initiation of the current study. As a result, a computer-based database was developed, packaged into a CD-ROM disk, and attached to this report. This user-friendly database allows a fast and easy access to all the mechanistic properties presented in this report as well as general information related to the Ohio-SHRP project.
KW - Asphalt concrete
KW - CD-ROM
KW - Creep
KW - Databases
KW - Laboratory tests
KW - Long-Term Pavement Performance Program
KW - Materials
KW - Mechanical properties
KW - Modulus of resilience
KW - Ohio
KW - Pavements
KW - Portland cement concrete
KW - Properties of materials
KW - Soils
KW - Strategic Highway Research Program
KW - Subgrade materials
UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A50190001
UR - https://trid.trb.org/view/719069
ER -
TY - RPRT
AN - 00928054
AU - Figueroa, J L
AU - Case Western Reserve University
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - MONITORING AND ANALYSIS OF DATA OBTAINED FROM MOISTURE TEMPERATURE RECORDING STATIONS
PY - 2001/09
SP - 164 p.
AB - The performance of asphalt concrete pavements is in part affected by the seasonal variations of the resilient modulus of the asphalt concrete layer and of the subgrade soil. To determine the variation of these parameters throughout Ohio, seven moisture-temperature-rainfall recording stations, previously installed during an Ohio Department of Transportation-funded project, and two additional ones installed during this project, were monitored for an additional period of 2 1/2 years. These stations, located to include various climatic zones and the four most common soil types within the state, recorded air, asphalt concrete and subgrade soil temperature, rainfall and moisture content (or degree of saturation) of the subgrade soil on a two-hour basis. Recorded data led to the development of polynomial equations to calculate the average asphalt concrete pavement temperature from the air temperature and to the division of the state into three temperature zones: Northern, Central and Southern. Recorded depths of frost penetration indicated average depths of 45 to 61 cm within the southern zone and of 70 to 82 cm within the northern zone. Similarly, the northern and the southern zones experience an average of 7 to 12 and 4 to 5 freeze-thaw cycles, respectively. The degree of saturation calculated from moisture and temperature sensor readings varied from about 90% to 100% throughout the monitoring period. The late spring to early summer consistently led to a higher degree of saturation at all depths. Finally, a method to backcalculate the resilient modulus of subgrade soils at the break point from measured falling weight deflectometer (FWD) deflections was developed. Seasonal averages of this modulus were obtained at each of six station locations where FWD testing was conducted. Seasons were ranked in terms of expected higher resilient modulus. The designated "fall" testing period (early fall) showed the highest followed by "summer", "winter" and "spring" in decreasing order. Determined monthly and seasonal variation of material properties will find immediate application as inputs in mechanistic-empirical pavement design procedures.
KW - Asphalt concrete pavements
KW - Backcalculation
KW - Deflection tests
KW - Depth
KW - Falling weight deflectometers
KW - Freeze thaw cycles
KW - Freezing
KW - Frost
KW - Modulus of resilience
KW - Moisture content
KW - Monitoring
KW - Pavement design
KW - Percent saturation
KW - Properties of materials
KW - Rainfall
KW - Seasonal variations
KW - Subgrade (Pavements)
KW - Temperature
KW - Thaw
UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A50131447
UR - http://ntl.bts.gov/lib/19000/19500/19510/PB2002107481.pdf
UR - https://trid.trb.org/view/718766
ER -
TY - RPRT
AN - 00924276
AU - Felts, A A
AU - Key, J L
AU - Browning, J
AU - College of Charleston
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - COMMUNITY AND DISPLACEE IMPACTS INVOLVED IN THE REPLACEMENT OF THE COOPER RIVER BRIDGES
PY - 2001/09
SP - 309 p.
AB - This is a report on the impacts of the new Cooper River Bridge on the upper east side of Charleston, South Carolina during pre-construction, including relocation of residents in the right of way. It includes survey data gathered in the areas of impact including gauges of South Carolina Department of Transportation efforts to enhance community participation. It reports interviews with residents who were relocated including their reported difficulties with the process. It provides an overall socio-political context within which the process unfolded and examines several relevant models for ongoing analysis of the new bridge's social impacts.
KW - Bridges
KW - Charleston (South Carolina)
KW - Cooper River Bridge (South Carolina)
KW - Environmental justice
KW - Interviewing
KW - Public participation
KW - Relocation (Facilities)
KW - Relocation assistance
KW - Residents
KW - Social impacts
KW - Sociopolitical factors
KW - Transportation planning
UR - https://trid.trb.org/view/707714
ER -
TY - RPRT
AN - 00924266
AU - Smathers, W M
AU - Smith, M R
AU - Wilkie, G R
AU - Clemson University
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - CAUSAL FACTORS AND POSSIBLE SOLUTIONS TO REDUCE HIGHWAY ACCIDENTS CAUSED BY WHITE-TAILED DEER IN SOUTH CAROLINA, PHASE I
PY - 2001/09
SP - 95 p.
AB - Deer/vehicle collisions represent external costs that result from the deer herd in South Carolina. In order to determine where these accidents occur and begin an economic analysis, a spatial analysis using Arc View Geographic Information System (GIS) software was performed to create comprehensive maps of collision sites in the state for the years 1995 and 1998. A sample of 12 of South Carolina's 46 counties was selected to represent the entire state. Statistical analysis determined the sample was representative of all 46 counties in terms of time of year and time of day of accident occurrence. Locational variables such as proximity to rivers and streams and proximity to towns were also included in this analysis. The most significant time of year for these accidents was found to be during the months of October, November, and December. The time of day accounting for most collisions was from one hour before sunset until one hour after sunrise. A substantial percentage (42% on average for both years) of accidents occurred within 3 miles of a river or stream. The importance of proximity to towns varied between counties (from 1.9 to 43.5% of total accidents). Mitigation efforts reported in the literature include high fencing and road signs. High fencing was reported the most effective, also being the most expensive. Suggested techniques include management of roadside vegetation, reduced speed limits, education, and deer hunting. Hunting is potentially the most efficient of these measures because it involves reducing the deer herd.
KW - Crash locations
KW - Crashes
KW - Deer
KW - Deer-vehicle collisions
KW - Education
KW - Fences
KW - Geographic information systems
KW - Hunting (Sports)
KW - Maps
KW - Prevention
KW - Rivers
KW - South Carolina
KW - Speed limits
KW - Streams
KW - Time of crashes
KW - Towns
KW - Traffic signs
KW - Vegetation control
UR - https://trid.trb.org/view/707704
ER -
TY - RPRT
AN - 00924262
AU - Landphair, H
AU - Thompson, D
AU - Teal, M
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - RETROFITTING TXDOT DRAINAGE STRUCTURES TO IMPROVE STORMWATER QUALITY
PY - 2001/09
SP - 88 p.
AB - This project identified best management practices (BMPs) suitable for retrofitting stormwater conveyance structures on highway right-of-ways. This information was used to prepare two guidance documents. The first guidance document assists in selecting appropriate retrofit BMPs for a wide range of locations and regional circumstances and provides detailed information about design, installation and maintenance. The second guidance document provides a process for prioritizing the installation of stormwater quality BMPs as required in the National Pollutant Discharge Elimination System (NPDES), Phase II rules.
KW - Best practices
KW - Design
KW - Drainage structures
KW - Guidelines
KW - Improvements
KW - Installation
KW - Maintenance
KW - National Pollutant Discharge Elimination System
KW - Retrofitting
KW - Right of way (Land)
KW - Stormwater quality
KW - Strategic planning
KW - Water quality
UR - https://trid.trb.org/view/707700
ER -
TY - RPRT
AN - 00924265
AU - Stringer, W C
AU - Clemson University
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - ESTABLISHMENT AND MANAGEMENT OF NATIVE GRASSES AND FORBS IN HIGHWAY CORRIDORS
PY - 2001/09
SP - 53 p.
AB - Thousands of miles of roadside soils are never amended after original vegetation establishment. This project was designed to characterize the nutritional status of South Carolina's roadsides. The vegetation along the roadsides is also characterized. The I-26 corridor was selected to provide a transect across all the soil regions of the state. Soil pH was very near published native soil conditions (4.8 to 5.4). A few sites on the lower Coastal Plain near Charleston were approaching neutral pH, and these also exhibited very high levels of calcium. Phosphorus levels were low to very low over much of the state, except in the Charleston area. It is likely that the high pH, calcium and phosphorus near Charleston derive from the fill material which contains overburden from historic phosphate mining. Potassium was low in the Coastal Plain soils and moderate to high in the Piedmont soils, due to K-containing soil minerals there. The vegetation on mowed road margins and medians was largely introduced grasses seeded in the original revegetation programs. Bahiagrass was by far the most prevalent species. Less frequently mowed backslopes contained considerably more native species. Native grasses and forbs do not compete with close-growing grasses such as bahiagrass, bermudagrass, and tall fescue. Native species were common in areas of backslope, especially where mowing operations have resulted in soil disturbance via scalping and tire slippage. The adaptation of native grasses and forbs to the poor soil fertility conditions is discussed. It is recommended that native species be planted or encouraged in many roadside areas, as they are perennial and have low maintenance requirements. They also have significant historical and cultural importance as well.
KW - Backslopes
KW - Calcium
KW - Grasses
KW - Highway corridors
KW - Medians
KW - Native plants
KW - pH value
KW - Phosphorus
KW - Potassium
KW - Roadside
KW - Soils
KW - South Carolina
KW - Vegetation control
UR - https://trid.trb.org/view/707703
ER -
TY - RPRT
AN - 00924250
AU - Federal Highway Administration
AU - Federal Motor Carrier Safety Administration
AU - National Highway Traffic Safety Administration
TI - SPEED MANAGEMENT RESOURCES
PY - 2001/09
SP - v.p.
AB - This CD-ROM contains resource materials that relate to speed management. A list of these materials is provided on the insert with the CD-ROM. The list is as follows: Speed and Highway Safety Brochure; Guidelines for Developing a Municipal Speed Enforcement Program; Speed Management Introduction; Share the Road #1; Share the Road #2; Traffic Safety Facts 2000; Speeding Counts: Speeding is a Factor; Speeding Related Multi-Vehicle Fatal Crashes Involving Large Trucks; Road Function Classifications; Fatality Rates by Road Function; Speeding and Small Vehicle Crashes by Road Function; Speeding Counts on All Roads; Speeding-Related Motor Vehicle Fatalities by Road Function; and Speeding in Rural Areas.
KW - CD-ROM
KW - Fatalities
KW - Guidelines
KW - Highway classification
KW - Highway safety
KW - Rural areas
KW - Speed control
KW - Speeding
KW - Traffic crashes
KW - Traffic law enforcement
KW - Traffic safety
KW - Trucks
KW - Vehicle size
UR - http://ntl.bts.gov/lib/23000/23100/23121/index.html
UR - https://trid.trb.org/view/708167
ER -
TY - RPRT
AN - 00924072
AU - Schutt, J R
AU - Phillips, K L
AU - Landphair, H C
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - GUIDELINES FOR AESTHETIC DESIGN IN HIGHWAY CORRIDORS: TOOLS AND TREATMENTS FOR TEXAS HIGHWAYS
PY - 2001/09
SP - 94 p.
AB - This study evaluated the nature of aesthetic treatments and elements, which have been used or may have application within the highway roadway. It also studied the literature concerning aesthetics and current practice within the Texas Department of Transportation (TxDOT) and other State Departments of Transportation (DOTs). The use of specific aesthetic enhancements is highly dependent on individual-based design decisions that may be based on personal biases, past experience, tradition, and local climate. It was found that most efforts appear to be not widely discussed within the DOTs, and pertinent information regarding the use of specific practices is not systematically shared, even with a district office. A review of the existing literature and DOT manuals did not find any guidance on how to use specific treatments or elements, nor did the research find any published material on assessing or evaluating proposed aesthetic improvements within the roadway. The researchers used conceptual approaches to human visual perception from the fields of Environmental Psychology and Human Factors Research to design a methodological approach to aesthetic decision making. The approach applies the visual perception framework of complexity, coherency, legibility, and mystery to the highway roadway. These concepts will aid in developing appropriate evaluative questions that focus on the effect of aesthetics on driver performance. The report includes aesthetic guidelines on how to apply this approach and specific technical data on 25 aesthetic treatments or elements under the following categories: poured-in-place concrete, modular concrete, veneers, paving traffic barriers, asphalt, pedestrian barriers, lighting, site amenities, and public art. The guidelines and data sheets will be included in TxDOT's on-line "Landscape and Aesthetic Design Manual."
KW - Aesthetics
KW - Art
KW - Decision making
KW - Environmental psychology
KW - Guidelines
KW - Highway corridors
KW - Highway design
KW - Human factors
KW - Landscape design
KW - Lighting
KW - Literature reviews
KW - State departments of transportation
KW - State of the practice
KW - Texas
KW - Visual perception
UR - http://ntl.bts.gov/lib/19000/19200/19261/PB2002105408.pdf
UR - https://trid.trb.org/view/707640
ER -
TY - RPRT
AN - 00922771
AU - Federal Highway Administration
AU - Federal Transit Administration
TI - VENTURA COUNTY FARE INTEGRATION. CASE STUDY: PROMOTING SEAMLESS REGIONAL FARE COORDINATION
PY - 2001/09
SP - 25 p.
AB - This report details the approach taken in one specific region to plan, operate, and maintain a multi-agency, transit fare collection payment system demonstration utilizing smart card technology as well as other ITS (intelligent transportation systems) technologies. The study also documents some of the demonstrations lessons learned as well as the emergence of other regional smart card activities, including the opportunity for Ventura County to link with other southern California smart card initiatives. The report addresses difficult issues that may be encountered when a joint inter-jurisdictional project is attempted.
KW - Case studies
KW - Demonstration projects
KW - Fare collection
KW - Integrated systems
KW - Intelligent control systems
KW - Public transit
KW - Regional planning
KW - Smart cards
KW - Ventura County (California)
UR - http://ntl.bts.gov/lib/18000/18900/18950/PB2002103226.pdf
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13479.html
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13479/13479.pdf
UR - https://trid.trb.org/view/707205
ER -
TY - RPRT
AN - 00921522
AU - Kaldate, R
AU - Hossain, M
AU - Kansas Department of Transportation
AU - Federal Highway Administration
TI - MECHANISTIC EVALUATION OF SUPERPAVE LEVEL 1 MIXTURES
PY - 2001/09
SP - 130 p.
AB - This research involved the mechanistic analysis of two recently built pavements using 2-in. and 3/4-in. maximum nominal size Superpave mixtures. Fatigue life equations were developed for these mixtures and a conventional mixture of the Kansas Department of Transportation (KDOT) based on the laboratory flexural fatigue tests on asphalt concrete beams. Field deflection tests were done on a 1000-ft section on each pavement with a Dynatest 8000 falling weight deflectometer. The deflection results were used to backcalculate layer moduli values. The mechanistic responses, namely, horizontal tensile strain at the bottom of the asphalt concrete layer and vertical compressive strain on top of the subgrade layer under an 18 kip Equivalent Single Axle Load (ESAL), were computed for each pavement using an elastic layer analysis software. Fatigue life, in term repetitions of 18 kip ESALs, was predicted for these pavements with the fatigue equations developed in this study. The results were then compared with the life predictions done by the equations developed by the Strategic Highway Research Program (SHRP) and the Asphalt Institute. The results show that the predicted lives obtained by Kansas State University (KSU) and SHRP equations are close for 3/4-in. Superpave mix, while those obtained by the KSU and Asphalt Institute equations are close for the conventional 2-in. mix. The 2-in. Superpave mix appeared to have a higher predicted fatigue life than the 3/4-in. mix. Overall, the Superpave mixtures appeared to have far superior predicted fatigue life than the conventional asphalt mix used by KDOT in the past. The predicted life of KDOT conventional mix under similar strains was almost one-third to one-quarter of the Superpave mixes. Based on the analysis of maximum shear stresses to evaluate the rutting potential in these Superpave pavements, it is felt that the required maximum shear stress values in the Superpave Level II mix design for tertiary creep evaluation are not realistic. Further studies are recommended in this area.
KW - Asphalt concrete
KW - Asphalt Institute
KW - Deflection tests
KW - Equations
KW - Equivalent single axle loads
KW - Falling weight deflectometers
KW - Fatigue tests
KW - Kansas
KW - Kansas State University
KW - Mathematical prediction
KW - Mix design
KW - Rutting
KW - Service life
KW - Shear stress
KW - Strain (Mechanics)
KW - Strategic Highway Research Program
KW - Superpave
UR - http://ntl.bts.gov/lib/18000/18700/18702/PB2002101484.pdf
UR - https://trid.trb.org/view/706755
ER -
TY - RPRT
AN - 00921525
AU - Mirchandani, P B
AU - Lucas, D E
AU - University of Arizona, Tucson
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - RHODES-ITMS TEMPE FIELD TEST PROJECT: IMPLEMENTATION AND FIELD TESTING OF RHODES, A REAL-TIME TRAFFIC ADAPTIVE CONTROL SYSTEM
PY - 2001/09
SP - 97 p.
AB - RHODES is a traffic-adaptive signal control system that optimally controls the traffic that is observed in real time. The RHODES-ITMS Program is the application of the RHODES strategy for the two intersections of a freeway-arterial diamond interchange. This report addresses the latest phase of the RHODES-ITMS Program that resulted in a field test in the City of Tempe, Arizona. In summary, this phase involved: (i) the integration of the RHODES logic within the signal controller; (ii) the validation of the RHODES logic using "hardware-in-the-loop" simulation; (iii) the integration of the RHODES algorithms within Tempe's traffic management system; (iv) the deployment of RHODES for the field test; and (v) the data gathering and evaluation of traffic performance "with" and "without" the RHODES logic. The objectives of this project were: (i) to see if a communication/computation infrastructure could be designed and implemented for second-by-second detector data collection and signal phase commands; (ii) to see if a traffic-adaptive signal control system could be implemented on an off-the-shelf Advanced Traffic Controller; (iii) to determine whether the RHODES strategy is viable in the field; and (iv) to evaluate the traffic performance of RHODES. The answers for the first three objectives were positive: that is, the communication/computation infrastructure was designed and implemented, and RHODES control strategy was integrated within the infrastructure and proved to be viable. With regard to the fourth objective, RHODES was able to match the performance of the current well-tuned semi-actuated control being used by the City of Tempe. The major contributions of the RHODES-ITMS Program can be categorized into the development and implementation (i) of new integrated hardware/software infrastructure that includes a new communication system, and (ii) of a traffic-adaptive signal control system. The infrastructure (i) integrates traffic-adaptive features within the 2070 Advanced Traffic Controllers, (ii) deploys, for the first time, a 2070 Controller within a TS2 cabinet, and (iii) implements a communication system for second-by-second decision making. The traffic-adaptive system has the following attributes and benefits: (i) it is second-by-second responsive; (ii) it has a hierarchical and distributed modular architecture that allows additional traffic control features; and (iii) it requires low maintenance of timing plans by traffic engineers. Last, but not least, the effort has extended the cutting edge in systems engineering methodology for the design of real-time decision-making systems and has expanded the workforce in traffic systems engineering by graduating several students through this research effort.
KW - Adaptive control
KW - Diamond interchanges
KW - Field tests
KW - Implementation
KW - Infrastructure
KW - Integrated systems
KW - Performance
KW - Real time control
KW - System architecture
KW - Systems engineering
KW - Tempe (Arizona)
KW - Traffic control
KW - Traffic signal control systems
KW - Traffic signal controllers
UR - http://ntl.bts.gov/lib/18000/18900/18900/PB2002102751.pdf
UR - http://ntl.bts.gov/Reports/AZ_447.pdf
UR - http://www.ntl.bts.gov/Reports/AZ_447.pdf
UR - https://trid.trb.org/view/706757
ER -
TY - RPRT
AN - 00921514
AU - Werkmeister, R
AU - Hancher, D
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - THE PARIS TO LEXINGTON ROAD RECONSTRUCTION PROJECT
PY - 2001/09
SP - v.p.
AB - This report summarizes the efforts to provide the Kentucky Transportation Cabinet with an evaluation of the results obtained for the Paris to Lexington Road Reconstruction Project from 1997 to 2001. A unique pre-qualification process was used for the project to select a fixed pool of contractors to provide input to the design and to bid on the work. The research started in 1996 during the design process and continued following construction until September of 2001. Input was received from the Cabinet personnel working on the project, from the design firms, from the contractors, from the property owners involved, and from the citizen's advisory committee overseeing the project. This was an environmentally sensitive project requiring special design and construction practices to meet the project objectives. An evaluation was done on 15 key project attributes and the project cost. Although more expensive than traditional highway projects, the project was very successful. It is an example of how a highway department can successfully partner with the other stakeholders in an historic and environmentally sensitive project. Several observations and conclusions are included in the report.
KW - Contractors
KW - Environmental protection
KW - Highway design
KW - Historic sites
KW - Partnerships
KW - Prequalifications
KW - Reconstruction
KW - Road construction
KW - Stakeholders
UR - http://www.ktc.uky.edu/files/2012/06/KTC_02_02_FR79_96_1F.pdf
UR - http://ntl.bts.gov/lib/18000/18900/18988/PB2002103511.pdf
UR - https://trid.trb.org/view/708121
ER -
TY - RPRT
AN - 00921506
AU - Bonneson, J
AU - Middleton, D
AU - Zimmerman, K
AU - Charara, H
AU - Abbas, M
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT AND EVALUATION OF A DETECTION-CONTROL SYSTEM FOR RURAL INTERSECTIONS
PY - 2001/09
SP - 92 p.
AB - Traffic engineers are often faced with operational and safety problems at rural, high-speed signalized intersections. Vehicle-actuated control (combined with multiple advance detectors) is often used to minimize these problems. However, this type of detection-control system has not been as successful as intended. Rear-end crashes continue to occur in significant numbers at these intersections and delays to traffic movements are often unnecessarily long. The objective of this project is to develop and test an economical detection-control system that is capable of minimizing both delay and crash frequency at rural intersections. This report describes findings from the first year of a two-year project. During the first year, a concept detection-control system was developed and evaluated. The development consisted of defining the system's functionality and the hardware needed to implement it in the field. The evaluation consisted of using simulation software to exercise the algorithm for a range of traffic and geometric conditions. The results of the evaluation indicate that the concept system is able to provide equal or lower delays for a reasonable range of speeds, volumes, and turn percentages. The results also indicate that the concept system will significantly reduce the number of vehicles caught in the dilemma zone at the onset of the yellow indication.
KW - Algorithms
KW - Detection control system
KW - Dilemma zone
KW - Rear end crashes
KW - Rural areas
KW - Signalized intersections
KW - Traffic delays
KW - Traffic signal control systems
KW - Traffic simulation
KW - Vehicle detectors
UR - https://trid.trb.org/view/706740
ER -
TY - RPRT
AN - 00921486
AU - Briaud, J-L
AU - Chen, H-C
AU - Park, S J
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - PREDICTING MEANDER MIGRATION: EVALUATION OF SOME EXISTING TECHNIQUES
PY - 2001/09
SP - 50 p.
AB - River meanders migrate over time; this migration endangers civil engineering structures in general and highway bridges in particular. The geotechnical engineer and the hydraulic engineer work together to predict and prevent this migration. This article describes and evaluates two approaches used to predict the migration of meanders: the empirical approach and the time-sequence maps and extrapolation approach. Empirical methods are based on correlations using databases of observed behavior, while the time-sequence method uses previously observed movement of a given meander to predict its future migration. Six case histories on four rivers are used to evaluate the precision and accuracy of these methods by comparing the predicted and measured migration. The results show that some empirical methods are conservative, some are unconservative, and none of them are very accurate or precise. The time sequence method gives more information on the meander movement, is relatively precise and accurate in predicting the radius of the best-fit circle of the future meander location, but is not precise in predicting the migration rate of the center of that circle.
KW - Accuracy
KW - Case studies
KW - Civil engineering
KW - Empirical methods
KW - Extrapolation
KW - Forecasting
KW - Highway bridges
KW - Meanders
KW - Precision
KW - River migration
KW - Rivers
KW - Time sequence maps
UR - https://trid.trb.org/view/706719
ER -
TY - RPRT
AN - 00921468
AU - Sabnis, G M
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - CATHODIC PROTECTION OF BRIDGES IN PENNSYLVANIA
PY - 2001/09
SP - 47 p.
AB - This report is a compilation of several documents relating to cathodic protection (CP) systems used in rehabilitation efforts on existing reinforced concrete bridge structures in Districts 3, 5, and 11 of the Pennsylvania Department of Transportation. This summary report briefly touches on the history of the systems in Pennsylvania, the current state of the art for corrosion protection, and the basic principle behind CP systems as well as other available systems, from both an installation and performance point of view. Details of projects that were executed in the various districts are also presented. These include several bridge decks and a pier structure that were rehabilitated using various CP systems. In addition, details from two control bridges that did not utilize the system are also presented. In addition, this report attempts to examine the various problems that were experienced, and to highlight the lessons learned from these projects. In its conclusion, it offers recommendations with respect to the efficient and proper use of CP systems in Pennsylvania.
KW - Bridge decks
KW - Bridge piers
KW - Cathodic protection
KW - Corrosion protection
KW - History
KW - Installation
KW - Pennsylvania
KW - Performance
KW - Recommendations
KW - Rehabilitation (Maintenance)
KW - Reinforced concrete bridges
KW - State of the art
UR - http://ntl.bts.gov/lib/18000/18700/18765/PB2002101903.pdf
UR - https://trid.trb.org/view/706702
ER -
TY - RPRT
AN - 00921473
AU - Moo-Young, H
AU - Ochola, C
AU - Zeroka, D
AU - Sellassie, K
AU - Sabnis, G
AU - Glass, C
AU - Thornton, O
AU - Pennsylvania State University, University Park
AU - Lehigh University
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - GUIDANCE DOCUMENT FOR SCRAP TIRES UTILIZATION IN EMBANKMENTS
PY - 2001/09
SP - 143 p.
AB - At many local transportation projects in Pennsylvania, the cost of construction may be reduced by utilizing a waste or by-product material as a substitute for conventional soils for fill material. The purpose of this research is to develop a product and material use approval process for state and local projects to utilize scrap tires as an alternative to conventional aggregates and soils in embankments. The purpose of this document is to provide guidance on the utilization of scrap tires in embankments. This document contains the following sections: (a) Introduction to scrap tire utilization; (b) Physical-chemical properties of scrap tires; (c) Embankment design issues; (d) Design examples for scrap tires in embankments; (e) Laboratory testing of tire shreds; and (f) A sample provisional specification.
KW - Design
KW - Embankments
KW - Fills
KW - Guidelines
KW - Laboratory tests
KW - Properties of materials
KW - Recycling
KW - Scrap tires
KW - Specifications
KW - Tire shreds
KW - Utilization
KW - Waste products
UR - http://ntl.bts.gov/lib/18000/18700/18772/PB2002101910.pdf
UR - https://trid.trb.org/view/706707
ER -
TY - RPRT
AN - 00921469
AU - Sabnis, G M
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF STRUCTURAL FILL TO DESIGN RETAINING WALL
PY - 2001/09
SP - 119 p.
AB - The purpose of this research is to evaluate the performance and the cost of lightweight aggregate used in structural backfill in a bridge abutment retaining wall. The material that is the primary focus of this research is called Solite. This material has a unit weight of 60 lb/cu ft, which is about half the unit weight of normal structural backfill. This report details the performance of Solite and documents the properties of other existing alternatives.
KW - Backfill soils
KW - Bridge abutments
KW - Costs
KW - Lightweight aggregates
KW - Performance
KW - Properties of materials
KW - Retaining walls
UR - http://ntl.bts.gov/lib/18000/18700/18764/PB2002101902.pdf
UR - https://trid.trb.org/view/706703
ER -
TY - RPRT
AN - 00921462
AU - Bobet, A
AU - Salgado, R
AU - Loukidis, D
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - SEISMIC DESIGN OF DEEP FOUNDATIONS
PY - 2001/09
SP - 109 p.
AB - Detailed investigations of pile foundations affected by earthquakes around the world since the 1960s indicate that pile foundations are susceptible to damage to such a degree that the serviceability and integrity of the superstructure may be affected. Although numerous cases of seismically damaged piles are reported, the detailed mechanisms causing the damage are not yet fully understood. As a consequence, an effective seismic design of pile foundations has not been yet established in practice. Many road bridge structures supported on piles exist in southern Indiana. This is a region where the risk of occurrence of a dangerous earthquake is high due to its proximity to two major seismic sources, the New Madrid Seismic Zone (NMSZ) and the Wabash Valley Fault System (WVFS). The present study is a first step towards the assessment of potential earthquake induced damage to pile foundations in southern Indiana. Credible earthquake magnitudes for each of the two potential seismic sources are assessed for a return period of 1000 years. SHAKE analyses are performed at nine selected sites in southwestern Indiana to estimate the potential of ground shaking and liquefaction susceptibility. The soil profile and soil properties at each site are obtained from the archives of the Indiana Department of Transportation. The amplitude of the rock outcrop motion is estimated using attenuation relationships appropriate to the region, and estimated values are compared with predictions from the USGS. SHAKE analyses are performed for two earthquake scenarios: a NMSZ earthquake and a WVFS earthquake. Two sets of input motions are considered for each scenario. The liquefaction potential at those nine sites is assessed based on the Seed et al. (1975) method. Data from a total of 59 real cases of earthquake-induced damage to piles have been gathered through an extensive literature survey. The collected and compiled data have been used to identify the causes and types of pile damage, and the severity of damage. Based on the survey, damage is usually located near the pile head, at the interfaces between soft and stiff layers, and between liquefiable and non-liquefiable layers. Large inertial loads from the superstructure can cause crushing of the head of concrete piles. Imposed deformations due to the response of the surrounding soil can produce small to large cracks on concrete piles depending on the soil profile. In contrast, large inertial loads, liquefaction and lateral spreading can cause wide cracks. Few cases of steel piles are found in the literature. Steel casing seems to improve the performance of concrete piles. Numerical simulations of a concrete pile at a selected road bridge site with and without steel casing are used to investigate the effect of steel casing on the performance of concrete piles. Results from this work suggest that major credible seismic events can generate accelerations high enough to produce damage to concrete piles in southern Indiana. The potential of liquefaction and lateral spreading increase the likelihood of damage.
KW - Bridge foundations
KW - Bridge superstructures
KW - Case studies
KW - Cracking
KW - Deformation
KW - Earthquake resistant design
KW - Indiana
KW - Inertial forces
KW - Lateral spreading
KW - Liquefaction
KW - Literature reviews
KW - Loss and damage
KW - New Madrid Seismic Zone
KW - Pile foundations
KW - Seismicity
KW - Soil profiles
KW - Steel casing
KW - Wabash Valley Fault System
UR - http://ntl.bts.gov/lib/18000/18500/18549/PB2002100435.pdf
UR - https://trid.trb.org/view/706696
ER -
TY - RPRT
AN - 00921464
AU - West, T R
AU - Cho, K H
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF A PROCEDURE TO IDENTIFY AGGREGATE FOR BITUMINOUS SURFACES IN INDIANA
PY - 2001/09
SP - 124 p.
AB - Adequate friction resistance is needed to prevent pavement slipperiness allowing vehicles to stop in a reasonable distance. For stone mastic asphalt surfaces, friction resistance is mainly a function of the interaction between the aggregates exposed at the road surface and vehicle tires. Aggregate performance is reduced with time by wear and polishing as a consequence of vehicular traffic. In this research a method to investigate performance based on physical, chemical and petrographic factors has been evaluated. The objective was to develop a laboratory method to test Indiana dolomite, limestone, sandstone, and gravel aggregates to predict friction resistance in the field and determine causes for the range of values among these aggregates. Assessment of gravel sources was based on individual rock types and their proportions comprising the gravel. Initial Friction Values (IFV) and Polished Values (PV) were determined in the laboratory with the British Wheel and Pendulum test and field values obtained from the towed friction trailer. For two laboratories involved a significant difference in IFV and PV was obtained so that further verification is required. Correlations between parameters were established which provide predictions of friction resistance based on laboratory specimens. A database of physical and chemical properties should be collected on aggregates used or considered for bituminous wearing courses. This includes the testing required for Class A aggregates plus elemental Mg and elemental Ca content.
KW - Aggregate tests
KW - Bituminous pavements
KW - Chemical properties
KW - Dolomite
KW - Friction
KW - Gravel
KW - Indiana
KW - Laboratory tests
KW - Limestone aggregates
KW - Petrography
KW - Physical properties
KW - Polishing (Aggregates)
KW - Sandstones
KW - Wearing course (Pavements)
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1534&context=jtrp
UR - https://trid.trb.org/view/706698
ER -
TY - RPRT
AN - 00921453
AU - Nee, J
AU - Hallenbeck, M E
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF THE SERVICE PATROL PROGRAM IN THE PUGET SOUND REGION
PY - 2001/09
SP - 72 p.
AB - The Service Patrol pilot demonstration in Seattle and Tacoma was managed by the Washington State Department of Transportation (WSDOT) and operated by Washington State Patrol (WSP) cadets and contracted registered tow truck operators (RTTOs). Two other roving services, not funded as part of this pilot effort but included to a limited extent in this evaluation, were the roving patrol service provided by WSDOT on the SR 520 and I-90 floating bridges and the privately sponsored motor assistance vehicle from AAA's Rescue Van. The evaluation examines how the similarities and differences among the different service delivery modes (e.g., the intensity of deployment, equipment choices, service delivery, costs) affect the impact of the Service Patrol operation on traffic conditions (e.g., reductions in delay) and the level of motorist satisfaction. This report also discusses feedback by the agencies participating in the Service Patrol program on institutional and operational issues that contribute to or hinder the success of the program. Operational characteristics and operating statistics are reported to convey factors that describe program effectiveness. The results of the study indicate that the use of a combination of service providers has benefits that no single provider can duplicate, and the cost implications of changing the program are small enough that any potential savings would be fairly minor. The pilot project resulted in a variety of intangible benefits, such as improved interagency coordination and cooperation, more efficient utilization of personnel, and a better understanding of each partner's roles and contributions toward congestion relief. The positive viewpoint toward the Service Patrol was uniform, regardless the service mode. Therefore, no significant changes to the existing pilot program are recommended at this time.
KW - Cooperation
KW - Coordination
KW - Demonstration projects
KW - Incident management
KW - Institutional issues
KW - Interagency relations
KW - Motorist aid systems
KW - Operational issues
KW - Police patrol
KW - Police traffic services
KW - Puget Sound Region
KW - Roving patrol services
KW - Seattle (Washington)
KW - Service providers
KW - Tacoma (Washington)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/518.1.pdf
UR - https://trid.trb.org/view/706687
ER -
TY - RPRT
AN - 00921454
AU - Moudon, A V
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - TARGETING PEDESTRIAN INFRASTRUCTURE IMPROVEMENTS: A METHODOLOGY TO ASSIST PROVIDERS IN IDENTIFYING SUBURBAN LOCATIONS WITH POTENTIAL INCREASES IN PEDESTRIAN TRAVEL
PY - 2001/09
SP - 90 p.
AB - This project yielded three tools for allocating investments to improve pedestrian infrastructure. The tools are tailored to suburban clusters and corridors where past research has shown that the potential exists for substantial volumes of pedestrian travel. The first two tools, Pedestrian Location Identification (PLI) tools 1 and 2, help differentiate between suburban areas that do and do not have potential for pedestrian travel. The third tool, Pedestrian Infrastructure Prioritization (PIP) Decision System, supports decision-making processes to allocate investments in infrastructure improvement to areas that do have potential for pedestrian travel. The tools generally yield benefits at the policy, implementation, and scientific levels. PLI-1 and PLI-2 focus on medium-density residential land development, areas that have been neglected in the past as locations with potential for pedestrian travel. By considering combinations of land uses that are generators and attractors of pedestrian travel, they capture the characteristics of land-use mixes that have the highest potential for substantial volumes of pedestrian trips. By using small spatial units of land-use data, they adequately capture the characteristics of actual development on the ground and, specifically, those characteristics that support pedestrian travel. The small units of data also allow a precise and accurate measurement of the land-use characteristics of the small areas that correspond to short walking distances. PIP is a synthesis of previous efforts to identify the environmental and policy variables that affect pedestrian travel. It acknowledges three types of environmental factors known to affect pedestrian travel demand: area-wide characteristics defined by land uses and development patterns, characteristics of the transportation facilities, and policies that determine the level of support for pedestrian travel. PIP provides a complete yet flexible framework for making decisions regarding infrastructure. It allows jurisdictions to work with their own internal set of priorities.
KW - Decision making
KW - Decision support systems
KW - Improvements
KW - Infrastructure
KW - Investments
KW - Land use planning
KW - Pedestrian traffic
KW - Pedestrians
KW - Strategic planning
KW - Suburbs
KW - Walking distance
UR - http://www.wsdot.wa.gov/research/reports/fullreports/519.1.pdf
UR - https://trid.trb.org/view/706688
ER -
TY - RPRT
AN - 00921759
AU - Turner, S M
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - GUIDELINES FOR DEVELOPING ITS DATA ARCHIVING SYSTEMS
PY - 2001/09
SP - 46 p.
AB - Intelligent transportation system (ITS) data archiving is defined as the systematic retention and re-use of transportation data that is typically collected to fulfill real-time transportation operation and management needs. Data archiving is also referred to as data warehousing or operations data archiving. This document introduces the concept of data archiving, presents its basic principles and some case studies illustrating those principles, and summarizes the technical issues involved in data archiving.
KW - Case studies
KW - Data banks
KW - Data collection
KW - Data warehouses
KW - Intelligent transportation systems
KW - Management
KW - Operations
KW - Real time information
UR - http://tti.tamu.edu/documents/2127-3.pdf
UR - https://trid.trb.org/view/706827
ER -
TY - RPRT
AN - 00921647
AU - Ames, K C
AU - Inkpen, E L
AU - Frans, L M
AU - Bidlake, W R
AU - U.S. Geological Survey
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - PRELIMINARY ASSESSMENT OF INFILTRATION RATES AND EFFECTS ON WATER QUALITY OF SELECTED INFILTRATION MEDIA FOR USE IN HIGHWAY RUNOFF RETENTION BASINS IN WASHINGTON STATE
PY - 2001/09
SP - 24 p.
AB - Infiltration experiments were undertaken to investigate an infiltration medium that could be used in retention basins to decrease the infiltration rate to between 5 and 10 in./hr and to also decrease the concentrations of some pollutants in highway runoff. Fourteen infiltration media formulations were tested in small-scale preliminary infiltration tests to estimate their infiltration rates and select candidates for further study. Subsequent cylinder infiltrometer tests were then conducted using two of the media to gather additional infiltration rate estimates and to investigate the potential effects of the infiltration media on the water quality of highway runoff. A formulation of 70% sand, 15% clay, and 15% mulch had a steady-state infiltration rate of between 1 and 3 in./hr. Two batches of the 90% sand, 5% clay, and 5% mulch formulation were tested. The first batch of the formulation had a steady-state infiltration rate of between 9 and 10 in./hr and was consistent between replicate tests. The second batch had a steady-state infiltration rate of approximately 36 in./hr, and a subsequent test using the second batch in a second infiltrometer had a steady-state infiltration rate of approximately 50 in./hr. Water-quality samples taken prior to and after infiltration of highway runoff through the 90% sand, 5% clay, and 5% mulch formulation indicate that there may be a decrease in the concentrations of dissolved copper, lead, zinc, and cadmium as well as total petroleum hydrocarbons and nitrate plus nitrite. The infiltration medium may also increase the concentrations of total and dissolved arsenic, total lead, total copper, and suspended and dissolved solids. Further testing would be needed to establish if the changes in water quality are statistically significant.
KW - Clay
KW - Detention basins
KW - Drainage basins
KW - Hydrocarbons
KW - Infiltration
KW - Infiltrometers
KW - Metals
KW - Mulches
KW - Nitrates
KW - Nitrites
KW - Pollutants
KW - Runoff
KW - Sand
KW - Solids
KW - Testing
KW - Washington (State)
KW - Water quality
UR - http://www.wsdot.wa.gov/research/reports/fullreports/512.2.pdf
UR - http://ntl.bts.gov/lib/18000/18700/18746/PB2002101754.pdf
UR - https://trid.trb.org/view/706797
ER -
TY - RPRT
AN - 00824683
AU - Walton, J R
AU - Crabtree, J D
AU - Barrett, M L
AU - Pigman, J G
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - INTELLIGENT TRANSPORTATION SYSTEMS BUSINESS PLAN FOR KENTUCKY
PY - 2001/09
SP - 68 p.
AB - This report presents a Business Plan for Intelligent Transportation Systems (ITS) in Kentucky. The purpose of the Business Plan is to define ITS projects that are planned for implementation from 2002 through 2007. The list of projects contained within this document was developed using Kentucky's ITS Strategic Plan, the ITS National Architecture, and stakeholder input. There are 21 projects planned for implementation over the next 6 years at a total estimated cost of nearly $80 million. Another five projects will be considered when the Business Plan is updated in two years. These projects cover a wide range of topics including: traffic management, traveler information, public transportation management, commercial vehicle operations, emergency management, and information management. They will be implemented in all 12 highway districts across the state.
KW - Costs
KW - Implementation
KW - Intelligent transportation systems
KW - Kentucky
KW - Strategic planning
UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_23_SPR_188_98_1F.pdf
UR - https://trid.trb.org/view/713790
ER -
TY - RPRT
AN - 00824786
AU - Markow, M J
AU - Racosky, J
AU - Cambridge Systematics, Incorporated
AU - BRW, Incorporated
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - ASSET MANAGEMENT IMPLEMENTATION PLAN AND TIERED SYSTEM PROCESS
PY - 2001/09
SP - 133 p.
AB - This study has developed a five-year transportation asset management plan for the Colorado Department of Transportation (CDOT). This study has also developed a proposed tiering structure of the state highway system to support asset management. Asset management represents a strategic approach to managing transportation infrastructure. It embodies a set of principles to improve how an agency conducts business, how it reaches decisions, and how it processes, uses, and communicates information. CDOT, in consultation with the Colorado Transportation Commission, has already taken a number of steps toward improved asset management. A unique Investment Category approach organizes program investments within a policy-oriented framework incorporating explicit measures of performance. Other steps taken by CDOT include updates of the statewide planning process and the program prioritization process, establishment of maintenance program levels of service, institution of customer surveys, and updates of relevant information technology applications. The recommended transportation asset management plan builds upon these established concepts, methods, information, and tools to propose specific actions over the next five years in the following areas: (1) completion of all elements of the Investment Category structure; (2) incorporation of asset management principles in CDOT's planning and programming processes, building on a tiered structuring of CDOT assets that has also been recommended in the study; (3) integration of asset management information on a GIS platform, and renewal of Information Technology strategic planning to support asset management department-wide; and (4) strengthening of program delivery mechanisms and measures. The recommended tiering of the state highway system is built around the concept of interregional corridors, because CDOT is the sole provider of significant interregional highway transportation.
KW - Airports
KW - Asset management
KW - Decision making
KW - Geographic information systems
KW - Implementation
KW - Information technology
KW - Infrastructure
KW - Level of service
KW - Maintenance
KW - Public transit
KW - Railroads
KW - State highways
KW - Strategic planning
KW - Surveys
KW - Tiering
KW - Transportation departments
KW - Transportation planning
UR - http://www.dot.state.co.us/Publications/PDFFiles/assetmanagement.pdf
UR - http://ntl.bts.gov/lib/18000/18600/18663/PB2002101188.pdf
UR - https://trid.trb.org/view/713816
ER -
TY - RPRT
AN - 00824652
AU - Roop, S S
AU - Olson, L E
AU - Warner, J E
AU - Morgan, C A
AU - Bierling, D H
AU - Roco, C
AU - Kneepkens, R
AU - DeSwart, R
AU - Rahimian, M
AU - Toliyat, H
AU - Shultz, K
AU - Rediniotis, O
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - THE TECHNICAL AND ECONOMIC FEASIBILITY OF A FREIGHT PIPELINE SYSTEM IN TEXAS -- YEAR 2 REPORT
PY - 2001/09
SP - 244 p.
AB - The North American Free Trade Agreement (NAFTA) has accelerated the rate of growth between Canada, Mexico, and the United States. Tremendous quantities of goods now flow between these three trading partners, mostly transported by truck. 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. It costs the state large sums of money to maintain the condition of the affected roadways. The current research is aimed at determining whether non-traditional systems can alleviate the congestion and wear problem by shifting truck-carried goods to an alternative mode. Freight-conveying pipelines are being evaluated in this context. This second year report addresses key technical issues associated with aerodynamics, vehicle design, energy consumption and availability, trucking logistics, Texas geology, system capacity, and terminal design. The report also presents a business model formulation that will serve to induce use of the system by a customer base comprising the current freight transportation industry.
KW - Aerodynamics
KW - Design
KW - Economic analysis
KW - Energy consumption
KW - Feasibility analysis
KW - Freight terminals
KW - Freight transportation
KW - Geology
KW - Logistics
KW - North American Free Trade Agreement
KW - Pipelines
KW - System capacity
KW - Texas
KW - Trucking
KW - Vehicle design
UR - https://trid.trb.org/view/713771
ER -
TY - RPRT
AN - 00824648
AU - Bonneson, J
AU - Brewer, M
AU - Zimmerman, K
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - REVIEW AND EVALUATION OF FACTORS THAT AFFECT THE FREQUENCY OF RED-LIGHT-RUNNING
PY - 2001/09
SP - 78 p.
AB - Red-light-running is a significant problem throughout the United States and Texas. It continues to increase in frequency each year at most intersections and it leads to frequent and severe crashes. Engineering countermeasures represent an attractive means of combating the red-light-running problem because they are intended to help drivers be lawful and they are not punitive (unlike enforcement). The objective of this research project is to describe how traffic engineering countermeasures can be used to minimize the frequency of red-light-running and associated crashes at intersections. This report describes findings from the first year of a two-year project. During the first year, studies were conducted of red-light-running frequency and crash rates at 12 intersection approaches in three Texas cities. The findings from these studies indicate that the frequency of red-light-running increases in a predictable way with increasing approach volume, increasing heavy-vehicle percentage, and shorter yellow interval durations. The crash data analyses indicate that right-angle crashes increase exponentially with an increasing frequency of red-light-running. Models for computing an intersection approach's red-light-running frequency and related crash rate are described.
KW - Countermeasures
KW - Crash rates
KW - Heavy vehicles
KW - Red light running
KW - Signalized intersections
KW - Texas
KW - Time duration
KW - Traffic crashes
KW - Traffic engineering
KW - Traffic volume
KW - Yellow interval (Traffic signal cycle)
UR - http://ntl.bts.gov/lib/18000/18800/18828/PB2002102187.pdf
UR - https://trid.trb.org/view/713767
ER -
TY - RPRT
AN - 00824641
AU - Bligh, R P
AU - Menges, W L
AU - Sanders, S K
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - TESTING AND EVALUATION OF MOLDED PLASTIC MAILBOXES
PY - 2001/09
SP - 102 p.
AB - Under this project, researchers investigated the impact performance of molded plastic mailboxes through full-scale crash testing. The Texas Department of Transportation has been receiving an increasing number of requests to use these molded plastic mailboxes in lieu of the Department's standard mailbox support and mailbox connection hardware. These molded plastic mailboxes are available in a variety of styles and colors, which make them an aesthetic alternative to conventional mailbox installations. Crash tests were conducted to evaluate the performance of molded plastic mailboxes on three different types of support posts: 4x4 wood, 2 lb/ft U-channel, and 3-in. diameter schedule 40 pipe. In all three tests, the molded plastic mailbox units satisfied National Cooperative Highway Research Program (NCHRP) Report 350 evaluation criteria. However, some variations in performance associated with the different support posts were observed. From both a functional and impact performance standpoint, the 4x4 timber support post appears to be the best alternative from among the three support posts investigated. It is therefore recommended that these mailboxes be installed on a 4x4 wood support post per manufacturers' recommendations.
KW - Formed plastics
KW - Impact tests
KW - Mailboxes
KW - NCHRP Report 350
KW - Performance
KW - Posts
KW - Roadside
KW - Safety engineering
UR - http://tti.tamu.edu/documents/1792-6.pdf
UR - https://trid.trb.org/view/713760
ER -
TY - RPRT
AN - 00824643
AU - Turner, S M
AU - Cooner, S A
AU - Benz, R J
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - TXDOT ITS DATA ARCHIVING RESEARCH PROJECT ACTIVITIES
PY - 2001/09
SP - 28 p.
AB - The objective of this project was to assemble guidance for the Texas Department of Transportation (TxDOT) in further developing data archiving systems across the state. This guidance, which is contained in the companion Report 2127-3, includes information on: 1) basic principles of data archiving; 2) determining what data and how much to archive; 3) performing quality control to ensure data meets certain quality requirements; and 4) developing a data archiving system using relevant architecture and standards. This report (2127-2) summarizes the research activities conducted during the project. These activities were primarily focused on four basic tasks: 1) stakeholder meetings and interviews to discuss issues and ideas about data archiving; 2) preliminary assessment of archived data needs; 3) analysis of archived data for accuracy and quality; and 4) gathering information on data archiving architecture and standards. The authors recommend that TxDOT begin or continue the dialogue to determine who will be responsible for maintaining ITS data archives at the statewide and district level. The development of one or two modest prototypes of single-source data archives will enable TxDOT to demonstrate proof of concept to system developers as well as potential data users. The authors recommend that TxDOT consider the data archiving guidelines in Report 2127-3, as well as the results from ongoing federal activities, when further developing data archiving systems.
KW - Data banks
KW - Data files
KW - Data storage
KW - Data warehouses
KW - Intelligent transportation systems
KW - Quality control
KW - Texas
UR - http://ntl.bts.gov/lib/18000/18700/18727/PB2002101704.pdf
UR - https://trid.trb.org/view/713762
ER -
TY - RPRT
AN - 00824710
AU - Kirschbaum, J B
AU - Axelson, P W
AU - Longmuir, P E
AU - Mispagel, K M
AU - Stein, J A
AU - Yamada, D A
AU - Federal Highway Administration
TI - DESIGNING SIDEWALKS AND TRAILS FOR ACCESS, PART 2, BEST PRACTICES DESIGN GUIDE
PY - 2001/09
SP - v.p.
AB - This book, a companion to "Designing Sidewalks and Trails, Part I, Review of Existing Guidelines and Practices", provides data on implementing the requirements of parts of two acts, Title II of the Americans with Disabilities Act of 1990 and section 504 of the Rehabilitation Act of 1973. The book contains 19 chapters with the following chapter headings: 1. Introduction, 2. Understanding Sidewalk and Trail Users, 3. Integrating Pedestrians into the Project Planning Process, 4. Sidewalk Corridors, 5. Driveway Crossings, 6. Providing Information to Pedestrians, 7. Curb Ramps, 8. Pedestrian Crossings, 9. Traffic Calming, 10. Sidewalk Maintenance and Construction Site Safety, 11. Sidewalk Assessment, 12. Trail Planning, 13. Universal Trail Assessment Process, 14. Shared-Use Path Design, 15. Recreation Trail Design, 16. Trail Crossings, 17. Specialized Trails, 18. Trail Maintenance, and 19. Research Recommendations.
KW - Access
KW - Americans with Disabilities Act
KW - Best practices
KW - Crosswalks
KW - Curbs
KW - Design
KW - Driveway crossings
KW - Driveways
KW - Evaluation and assessment
KW - Guidelines
KW - Maintenance
KW - Pedestrians
KW - Persons with disabilities
KW - Planning
KW - Ramps
KW - Recreation
KW - Rehabilitation Act
KW - Shared use paths
KW - Sidewalk Corridors
KW - Sidewalks
KW - Signals
KW - Signs
KW - Traffic calming
KW - Trails
KW - Work zone safety
UR - http://www.fhwa.dot.gov/environment/sidewalk2/index.htm
UR - http://www.fhwa.dot.gov/environment/sidewalk2/pdf.htm
UR - https://trid.trb.org/view/713967
ER -
TY - JOUR
AN - 00823055
JO - Public Roads
PB - Federal Highway Administration
AU - Moler, S
AU - Federal Highway Administration
TI - COLOSSAL PARTNERSHIP: DENVER'S $1.67 BILLION T-REX PROJECT
PY - 2001/09
VL - 65
IS - 2
SP - p. 30-36
AB - This article provides an overview of the metropolitan Denver area's Transportation Expansion Project (T-REX), a $1.67 billion combined freeway reconstruction and light-rail extension program. The focus is on the cooperation among the 4 primary entities involved (the Federal Highway Administration, Federal Transit Administration, Colorado Department of Transportation, and Denver Regional Transportation District), and how their collaborative efforts have put the T-REX project on track for completion 2 years earlier than originally planned and at $39 million under budget. The history, planning, and development of the T-REX project are outlined and discussed in detail.
KW - Cooperation
KW - Denver (Colorado)
KW - Freeways
KW - Highway planning
KW - Highway transportation
KW - Joint development
KW - Light rail transit
KW - Metro Denver Transportation Expansion Project (T-REX)
KW - Metropolitan areas
KW - Transportation planning
KW - Urban areas
KW - Urban development
UR - http://www.fhwa.dot.gov/publications/publicroads/01septoct/trex.cfm
UR - https://trid.trb.org/view/716164
ER -
TY - JOUR
AN - 00823054
JO - Public Roads
PB - Federal Highway Administration
AU - Arnold, J A
AU - Federal Highway Administration
TI - NEW LIFE FOR OLD TRANSMITTERS: CONVERTING GWEN TO NDGPS
PY - 2001/09
VL - 65
IS - 2
SP - p. 28-29
AB - The practical applications of the Nationwide Differential Global Positioning System (NDGPS) are expanding exponentially. This system of 300-ft-high broadcast towers is being created to improve the accuracy of the positioning information obtained via radio signals emitted by the GPS satellites in orbit around the Earth. In 1994, the Departments of Transportation, Commerce, and Defense recommended expanding the Coast Guard's differential GPS system. They also noted that the U.S. Air Force, which operated the Ground Wave Emergency Network (GWEN), planned to decommission the network and its national network of 53 transmitters. In a later field test, it was demonstrated that these transmitters could be successfully used to provide navigational information for surface transportation applications. This article discusses the conversion of existing GWEN sites to NDGPS sites, focusing on 2 sites in Annapolis and Hagerstown, Maryland.
KW - Automobile navigation systems
KW - Global Positioning System
KW - Ground transportation
KW - Ground Wave Emergency Network (GWEN)
KW - Highway transportation
KW - Maryland
KW - Navigation systems
KW - Navigational satellites
KW - U.S. Department of Defense
KW - U.S. Department of Transportation
KW - U.S. Dept. of Commerce
KW - United States
KW - United States Air Force
KW - United States Coast Guard
UR - http://www.fhwa.dot.gov/publications/publicroads/01septoct/gwen.cfm
UR - https://trid.trb.org/view/716163
ER -
TY - JOUR
AN - 00823056
JO - Public Roads
PB - Federal Highway Administration
AU - Gray-Fisher, D M
AU - Federal Highway Administration
TI - ONE-OF-A-KIND BRIDGE PROJECT PROTECTS NATIONAL BIRD
PY - 2001/09
VL - 65
IS - 2
SP - p. 37-42
AB - This article discusses the extreme measures being taken by the Iowa Department of Transportation and its design and construction partners to protect the environment and fauna, including bald eagles, during the relocation of a 40-mile segment of U.S. Route 20. This roadway corridor, located in Hardin and Grundy counties in north-central Iowa, is characterized as a rural agricultural area with several small towns and containing an environmentally sensitive greenbelt area in the Iowa River valley. Finding a way to build a modern, safe, and efficient highway facility through such an area, while minimizing construction impacts and intrusion to the Iowa River crossing, has proven to be very challenging. Some of the major issues of environmental impact addressed by this project are listed, the project partners are mentioned, the parameters of the U.S. Route 20 Bridge being built over the Iowa River are provided, and construction challenges are outlined.
KW - Bridge design
KW - Bridge engineering
KW - Endangered species
KW - Environmental design
KW - Environmental impacts
KW - Environmental protection
KW - Highway bridges
KW - Highway engineering
KW - Highway transportation
KW - Iowa
KW - Iowa Department of Transportation
KW - Rural areas
KW - Rural highways
KW - State highways
UR - http://www.fhwa.dot.gov/publications/publicroads/01septoct/bridge.cfm
UR - https://trid.trb.org/view/716165
ER -
TY - JOUR
AN - 00823053
JO - Public Roads
PB - Federal Highway Administration
AU - Myers, M E
AU - Federal Highway Administration
TI - IRON AND ASPHALT: THE EVOLUTION OF THE SPIRAL CURVE IN RAILROADS AND PARKWAYS
PY - 2001/09
VL - 65
IS - 2
SP - p. 23-27
AB - This article provides a general overview of the spiral curve and its evolution from railroads to parkways. The specifics of mathematical properties are not discussed, as these are documented far more completely in civil engineering texts. The background, evolution, and aesthetic application of spiral curves in road and railroad design are emphasized and explored. The Blue Ridge Parkway (North Carolina) a collaborative effort of landscape architects and civil engineers, is presented as an example of artistic application of spiral curves in road design.
KW - Aesthetics
KW - Blue Ridge Parkway
KW - Highway design
KW - Highway engineering
KW - Highway transportation
KW - North Carolina
KW - Parkways
KW - Railroad transportation
KW - Rural highways
KW - Spirals
UR - http://www.fhwa.dot.gov/publications/publicroads/01septoct/spiral.cfm
UR - https://trid.trb.org/view/716162
ER -
TY - JOUR
AN - 00823051
JO - Public Roads
PB - Federal Highway Administration
AU - Berkovitz, A
AU - Federal Highway Administration
TI - THE MARRIAGE OF SAFETY AND LAND-USE PLANNING: A FRESH LOOK AT LOCAL ROADWAYS
PY - 2001/09
VL - 65
IS - 2
SP - p. 7-19
AB - With the passage of the Transportation Equity Act for the 21st Century (TEA-21) in 1998, Congress required for the first time that states and metropolitan planning organizations (MPOs) incorporate safety and security as criteria in their respective planning processes and activities. However, as TEA-21 does not contain any language further explaining the role that safety and security have in the transportation planning process, the states, MPOs, and federal transport agencies were left to decide what this language meant and how to address it. In this article, safety is defined in terms that will help planners, engineers, and other traffic safety professionals see the major role that land-use planning plays in reducing fatalities and injuries caused by traffic-related crashes, especially for pedestrians and bicyclists. A national focus on the safety of local roadways (defined here to include rural and urban roads other than freeways and expressways) is needed, and mixed land use and smart-growth policies can ultimately result in safer local roadways through the use of appropriate design and slower speeds.
KW - Bicycle crashes
KW - Bicycling
KW - Fatalities
KW - Highway safety
KW - Highway transportation
KW - Injuries
KW - Land use planning
KW - Local roads
KW - Pedestrian safety
KW - Pedestrian-vehicle crashes
KW - Traffic safety
KW - Transportation Equity Act for the 21st Century
KW - Transportation planning
KW - Transportation policy
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/01septoct/marriage.cfm
UR - https://trid.trb.org/view/716160
ER -
TY - RPRT
AN - 00823229
AU - Foresman, K R
AU - University of Montana, Missoula
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - MONITORING ANIMAL USE OF MODIFIED DRAINAGE CULVERTS ON THE LOLO SOUTH PROJECT
PY - 2001/09
SP - 21 p.
AB - A highway reconstruction project is currently underway in west-central Montana expanding Hwy 93 from 2 lanes to 4 over a distance of approximately 45 miles. Portions of this highway bisect wetlands, which support a variety and abundance of wildlife. As one wildlife mitigation approach, 3 drainage culverts were modified to encourage movement between fragmented wetlands. Metal shelves were installed to allow animal movement during periods of high water. The current project evaluated the effectiveness of these shelves. Six culverts were studied, 3 with shelves (experimentals) and 3 without (controls), from January to September, 2001. Passive infrared TrailMaster cameras were mounted on the roof of each culvert 15 m from one entrance. Cameras were positioned so that mammals traversing culverts either on the floor or on shelves would be photographed. Cameras were checked weekly and film was replaced as needed. Each month small mammal populations adjacent to each culvert were censussed using Sherman live traps. Habitat characteristics adjacent to each entrance were described. This experimental design provided data on which mammal species were present and which were using culverts to move between wetland sites. Seasonal use and use of shelves during high water were assessed. Trapping identified 7 mammal species adjacent to culverts; of these, photographs demonstrated culvert use by deer mice, skunks, short-tailed weasels, muskrats, raccoons, and domestic cats. During wet periods smaller species (e.g., deer mice, short-tailed weasels) used the shelves. Tentative conclusions suggest that several species readily use shelves when water would otherwise prevent movement. However, movement occurs along the solid frame supporting the self rather than over the floor surface. Meadow voles, though abundant close to culverts, fail to use them, suggesting a barrier effect. Species presence is clearly affected by vegetative characteristics at these sites.
KW - Animal behavior
KW - Animals
KW - Cameras
KW - Cats
KW - Culverts
KW - Deer mice
KW - Drainage
KW - Habitat (Ecology)
KW - Highways
KW - Mammals
KW - Muskrats
KW - Protection
KW - Raccoons
KW - Reconstruction
KW - Shelves
KW - Short-tailed weasels
KW - Skunks
KW - Vegetation
KW - Voles
KW - Wetlands
KW - Wildlife
UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/animal_use/final_report.pdf
UR - https://trid.trb.org/view/713371
ER -
TY - JOUR
AN - 00823050
JO - Public Roads
PB - Federal Highway Administration
AU - Crye, L
AU - Federal Highway Administration
TI - LOW-ALTITUDE LASER SURVEYS PROVIDE FLEXIBILITY AND SAVINGS
PY - 2001/09
VL - 65
IS - 2
SP - p. 2-6
AB - This article describes 2 recent road surveys undertaken by the Federal Highway Administration's Central Federal Lands Highway Division in which helicopter-borne, low altitude Light Detection And Ranging (LiDAR) terrain measuring equipment was employed. Both surveys were needed to plan upgrades to existing gravel roads in environmentally sensitive areas. While LiDAR may not be the right tool for every road or highway survey, its flexibility and accuracy, described here in some detail, provide options that can save time and manpower on certain types of projects.
KW - Aerial surveying
KW - Highway engineering
KW - Highway transportation
KW - Laser radar
KW - Road construction
KW - Surveying by feature
KW - Surveying methods and processes
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/01septoct/lidar.cfm
UR - https://trid.trb.org/view/716159
ER -
TY - JOUR
AN - 00823052
JO - Public Roads
PB - Federal Highway Administration
AU - Roth, S
AU - Johnson, Andrew M.
AU - Federal Highway Administration
TI - STRENGTHENING THE CONNECTION BETWEEN TRANSPORTATION AND LAND USE
PY - 2001/09
VL - 65
IS - 2
SP - p. 20-22
AB - In U.S. national opinion polls, residents most often cite sprawl as the biggest concern facing their regions, and they view efficient transportation as integral to a high quality of life. Within this context, smart growth initiatives are among the most heavily supported public policy measures in many areas. Smart growth encompasses a holistic view of development and is rooted in many issues in addition to transportation. What works in one area may not work in another, but consideration of smart growth addresses several broad principles, including mixing land uses, taking advantage of compact building design, creating housing opportunities and choices, preserving open space, and directing development toward existing communities rather than moving onto undeveloped land. From a transportation perspective, smart growth focuses on providing a variety of transportation choices to give residents alternatives to single-occupant motor vehicle use. This article discusses some of the existing programs and initiatives of the Federal Highway Administration designed to contribute to meeting smart growth and community livability goals.
KW - Highway transportation
KW - Land use planning
KW - Open space control
KW - Public policy
KW - Quality of life
KW - Smart growth
KW - Transportation planning
KW - U.S. Federal Highway Administration
KW - United States
KW - Urban development
KW - Urban sprawl
KW - Urban transportation policy
UR - http://www.fhwa.dot.gov/publications/publicroads/01septoct/strengthening.cfm
UR - https://trid.trb.org/view/716161
ER -
TY - RPRT
AN - 00823192
AU - American Trucking Associations
AU - Federal Highway Administration
TI - TRAFFIC INCIDENT MANAGEMENT EXPERT FOCUS GROUPS: FINAL REPORT
PY - 2001/09
SP - 73 p.
AB - The Federal Highway Administration (FHWA) asked the National Incident Management Coalition to implement focus groups of experts in traffic incident management in order to discern current practices in incident management, and how successful they are in mitigating traffic congestion. The groups discussed challenges facing incident management, the future of traffic incident management, the measurement of traffic incident management success, and determining the federal role in incident management.
KW - Countermeasures
KW - Experts
KW - Federal government
KW - Focus groups
KW - Highway traffic control
KW - Incident management
KW - Measures of effectiveness
KW - National Incident Management Coalition
KW - Traffic congestion
KW - U.S. Federal Highway Administration
UR - https://trid.trb.org/view/713334
ER -
TY - RPRT
AN - 00819908
AU - McClellan, G H
AU - Ruth, B E
AU - Eades, J L
AU - Fountain, K B
AU - Blitch, G
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF AGGREGATES FOR BASE COURSE CONSTRUCTION
PY - 2001/09
SP - 318 p.
AB - An investigation of limestone base course aggregates was performed to ascertain if strength and stiffness changes in carbonate aggregates could be evaluated for the purpose of quantifying their effects on the base structural layer coefficient used in pavement design. One of the goals of this approach was to develop a laboratory test or series of tests, which the Florida Department of Transportation might use to quantify or predict strength and stiffness gains, that could be generally applied to a range of materials types given field operating conditions. Materials of varying carbonate content were selected, prepared at optimum moisture content and compacted by modified proctor for testing at different ages after curing by two methods (soak and moisture room). Replicate specimens were prepared with 1.0% lime and tested for the purpose of accelerating cementation or modifying clay contained in the aggregate to simulate observed increases in field based strength performance. Limerock Bearing Ratio, cohesion and angle of internal friction, triaxial resilient modulus, and gyratory shear tests were performed and evaluated. Based on the data accumulated with this study, carbonate content does not necessarily relate to higher strength gain. This does not mean that high carbonate content materials cannot achieve cementation and greater strength, rather that the series of tests included in this report were unable to quantify and/or accurately reproduce the effect of cementation within a curing time of 60 or less days. However, it does suggest that use of a higher layer coefficient for high carbonate aggregates strictly based on percent carbonates may not be appropriate.
KW - Base course (Pavements)
KW - Carbonate content
KW - Coefficient of internal friction
KW - Cohesion
KW - Gyratory testing machines
KW - Laboratory tests
KW - Layer coefficient (Pavements)
KW - Limerock bearing ratio
KW - Limestone aggregates
KW - Modulus of resilience
KW - Pavement design
KW - Shear tests
KW - Stiffness
KW - Strength of materials
KW - Triaxial shear tests
UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/0510753_rpt.pdf
UR - https://trid.trb.org/view/691751
ER -
TY - SER
AN - 00818825
JO - TechBrief
PB - Federal Highway Administration
AU - Federal Highway Administration
TI - PEDSMART: ITS APPLICATIONS FOR PEDESTRIANS
PY - 2001/09
SP - 4 p.
AB - PedSmart describes the Intelligent Transportation System (ITS) technologies for pedestrians that are in use and provides links to manufacturers and other resources by means of a website. The website was developed by the University of North Carolina Highway Safety Research Center and is now a part of the website for the Pedestrian and Bicycle Information Center (www.walkinginfo.org/pedsmart). Included on the website are the devices identified to date, including product descriptions; problems addressed; and examples of real-world installations.
KW - Intelligent transportation systems
KW - Pedestrian safety
KW - Websites (Information retrieval)
UR - https://trid.trb.org/view/694932
ER -
TY - RPRT
AN - 00818822
AU - Miaou, S-P
AU - Oak Ridge National Laboratory
AU - Federal Highway Administration
TI - ESTIMATING ROADSIDE ENCROACHMENT RATES WITH THE COMBINED STRENGTHS OF ACCIDENT- AND ENCROACHMENT-BASED APPROACHES
PY - 2001/09
SP - 93 p.
AB - In two recent studies by Miaou, he proposed a method to estimate vehicle roadside encroachment rates using accident-based models. He further illustrated the use of this method to estimate roadside encroachment rates for rural two-lane undivided roads using data from the Seven States Cross-Section Data Base of the Federal Highway Administration (FHWA). The results of his study indicated that the proposed method could be a viable approach to estimating roadside encroachment rates without actually collecting the encroachment data in the field, which can be expensive and technically difficult. This study tested the consistency of Miaou's approach using two data sets from FHWA's Highway Safety Information System (HSIS). In addition, by synthesizing the models developed from this and previous studies, a roadside encroachment rate estimation model was recommended. The model allows the rates to be estimated by average annual daily traffic volume, lane width, horizontal curvature, and vertical grade for rural two-lane undivided roads.
KW - Annual average daily traffic
KW - Crash data
KW - Curvature
KW - Estimating
KW - Highway grades
KW - Highway Safety Information System
KW - Horizontal curvature
KW - Mathematical models
KW - Roadside encroachment
KW - Rural highways
KW - Traffic lanes
KW - Two lane highways
KW - Vertical grade
KW - Width
UR - http://www.fhwa.dot.gov/publications/research/safety/01124.pdf
UR - http://ntl.bts.gov/lib/11000/11100/11187/01124.pdf
UR - https://trid.trb.org/view/691438
ER -
TY - RPRT
AN - 00816536
AU - Wilken, D
AU - Ananthanarayanan, B
AU - Hasson, P
AU - Lutkevich, P J
AU - Watson, C P
AU - Burkett, K
AU - Arens, J
AU - Havard, J
AU - Unick, J
AU - American Trade Initiatives
AU - Federal Highway Administration
TI - EUROPEAN ROAD LIGHTING TECHNOLOGIES
PY - 2001/09
SP - 80 p.
AB - The objective of this scanning tour was to gather information from European transportation ministries and lighting professionals regarding cutting-edge research and technologies in highway and roadway lighting systems, including tunnel illumination, sign lighting, and all methods used to design roadway lighting systems. Some of the information could provide a basis on which to update the American Association of State Highway and Transportation Officials' "Informational Guide for Roadway Lighting." In April 2000 the scan team visited Finland, Switzerland, France, Belgium, and the Netherlands. Based on its observations, the panel developed specific recommendations for the U.S. lighting community in such areas as visibility design technique; dynamic road lighting; pavement reflection factors; master lighting plans; lighting techniques for roundabouts, crosswalks, and pedestrian areas; energy-absorbing poles; signs; and equipment quality level and maintenance.
KW - Belgium
KW - Crosswalks
KW - Design
KW - Dynamic road lighting
KW - Energy absorbing poles
KW - Finland
KW - France
KW - Guidelines
KW - Lighting
KW - Lighting equipment
KW - Maintenance
KW - Master plans
KW - Netherlands
KW - Pedestrian areas
KW - Quality assurance
KW - Recommendations
KW - Reflection
KW - Research
KW - Roundabouts
KW - Street lighting
KW - Study tours
KW - Switzerland
KW - Technology
KW - Traffic signs
KW - Tunnels
KW - Visibility
UR - http://international.fhwa.dot.gov/Pdfs/Euroroadlighting.pdf
UR - https://trid.trb.org/view/690798
ER -
TY - SER
AN - 00816463
JO - TechBrief
PB - Federal Highway Administration
AU - Federal Highway Administration
TI - PERSPECTIVES ON FUEL CONSUMPTION AND AIR CONTAMINANT EMISSION RATES BY HIGHWAY VEHICLES
PY - 2001/09
SP - 6 p.
AB - This TechBrief summarizes the investigation, "Highway Effects on Vehicle Performance," undertaken at the Volpe National Transportation Systems Center. The main product of this study is a model, "Highway Effects on Vehicle Performance" (HPP), a computer program that calculates estimated fuel consumption and exhaust emission rates and the amounts of each for a given highway segment for one or more vehicles (traffic) as determined by the user for highway geometric factors and idling or speeds, and accelerations (external loads, also gears) and presents the results, including cumulative results, in both pictorial and numerical forms. Hence, one can implement the model to estimate the effects of highway geometry and pavement and/or traffic conditions. Essentially, the model combines external loads from all sources, namely rolling resistance, aerodynamic drag, accelerations (inertia), grades, curves, and vehicle idling with essentially engine/vehicle maps that provide the rates of fuel consumption and air contaminant emissions for the conditions of the external loads and engine speeds and gears or vehicle idling, as appropriate.
KW - Acceleration (Mechanics)
KW - Computer programs
KW - Exhaust gases
KW - Fuel consumption
KW - Geometric design
KW - Highway design
KW - Motor vehicles
KW - Pavement conditions
KW - Speed
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/01100.pdf
UR - https://trid.trb.org/view/693004
ER -
TY - SER
AN - 00816437
JO - TechBrief
PB - Federal Highway Administration
AU - Federal Highway Administration
TI - RELIABILITY OF VISUAL INSPECTION FOR HIGHWAY BRIDGES, VOLUME I: FINAL REPORT AND VOLUME II: APPENDICES
PY - 2001/09
SP - 4 p.
AB - This technical summary announces the findings of an investigation by the Federal Highway Administration's Nondestructive Evaluation Validation Center concerning the reliability of Visual Inspection for highway bridges. The study had four specific objectives. Visual Inspection is a primary component of both Routine and In-Depth Inspections and, therefore, the first two objectives were to provide overall measures of the accuracy and reliability of Routine and In-Depth Inspections. The third objective was to study the influence of several key factors to provide a qualitative measure of their influence on the reliability of Routine and In-Depth Inspections. The fourth objective was to study the differences between State inspection procedures and reports.
KW - Accuracy
KW - Condition surveys
KW - Highway bridges
KW - In-depth inspection
KW - Inspection
KW - Nondestructive tests
KW - Reliability
KW - Routine inspection
UR - http://www.fhwa.dot.gov/publications/research/nde/pdfs/01105.pdf
UR - https://trid.trb.org/view/692994
ER -
TY - ABST
AN - 01459462
TI - Rutting Performance Of Flexible Pavements Using 3-D Imaging
AB - No summary provided.
KW - Flexible pavements
KW - Pavement performance
KW - Pavements
KW - Research projects
KW - Rutting
KW - Three dimensional displays
UR - https://trid.trb.org/view/1227675
ER -
TY - RPRT
AN - 00921558
AU - Shukla, A
AU - Bose, A
AU - LEE, K W
AU - McBride, S P
AU - University of Rhode Island, Kingston
AU - Rhode Island Department of Transportation
AU - Federal Highway Administration
TI - PROCESSING AND CHARACTERIZATION OF A LIGHTWEIGHT CONCRETE USING CENOSPHERES
PY - 2001/08/31
SP - 59 p.
AB - A study has been conducted in which a lightweight concrete was processed using ceramic microspheres, known as cenospheres, as a primary aggregate. The mechanical properties, including compressive strength, tensile strength, flexural strength and fracture toughness, were tested and cataloged. It was determined that the addition of high volumes of cenospheres significantly lowered the density of concrete but was also responsible for some strength loss. This strength loss was recovered by improving the interfacial strength between the cenospheres and the cement. The interfacial properties were quantified using interfacial fracture mechanics techniques. These techniques were also employed to find a suitable surface modifier with which to improve this interface. The admixture silica fume and the coupling agent Silane (Trademark) were found to be suitable candidates and both performed well in small-scale compression testing. Silica fume was eventually isolated as a prime candidate. The concrete produced with this admixture was tested and compared to a concrete with an equal volume fraction of cenospheres. The addition of silica fume improved the specific compressive strength of cenosphere concrete by 80%, specific tensile strength by 35%, specific flexural strength by 67% and specific fracture toughness by 73%. Therefore, the production of a high-performance lightweight concrete using cenospheres has been performed.
KW - Artificial aggregates
KW - Cenospheres
KW - Compression tests
KW - Compressive strength
KW - Flexural strength
KW - Fracture mechanics
KW - Fracture properties
KW - High performance concrete
KW - Interfacial properties
KW - Lightweight concrete
KW - Silane
KW - Silica fume
KW - Tensile strength
KW - Toughness
UR - http://ntl.bts.gov/lib/18000/18800/18894/PB2002102743.pdf
UR - https://trid.trb.org/view/706790
ER -
TY - ABST
AN - 01459173
TI - Development of a Web Based Image Chronology with Audible and Transcript Narrative of Impact of Improvements.
AB - No summary provided.
KW - Audible warning devices
KW - Chronological time
KW - Improvements
KW - Research projects
KW - Websites (Information retrieval)
UR - https://trid.trb.org/view/1227385
ER -
TY - RPRT
AN - 01019030
AU - Iowa Department of Transportation
AU - Federal Highway Administration
TI - Iowa Miles of Rural Secondary Roads as of January 1, 2001
PY - 2001/08/24
SP - 61p
AB - The Office of Transportation Data, in cooperation with the Federal Highway Administration, prepares this secondary road report. The report is used by federal, state, local agencies and the general public for statistical information on the secondary road system. Information for this report is derived from data reported by Iowa County Engineers. Their reports of construction which may change the road surface, length, and functional classification are reflected in this report. The report is in four major sections: State Totals in Miles by Type of Surface, Statistical Summary, County Totals in Miles by Type of Surface, and Condition of the Rural Secondary System. A Five Year Summary of the Secondary Road System in Iowa is also included. All data is current as of January 1, 2001. This report is also available on the Internet at ftp://165.206.254.150/dotmaps/. The name of the file is rsec_101.wk4 (Lotus version 5.0).
KW - Counties
KW - Functional classification
KW - Iowa
KW - Miles
KW - Pavement conditions
KW - Road condition
KW - Road construction
KW - Rural highways
KW - Secondary roads
KW - States
KW - Statistics
KW - Surface course (Pavements)
KW - Surface types (Pavements)
KW - Tables (Data)
UR - https://trid.trb.org/view/775698
ER -
TY - RPRT
AN - 00924277
AU - London, J B
AU - Peek, J M
AU - Saltzman, E W
AU - Gunaydin, H G
AU - Clemson University
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - TRANSPORTATION NEEDS AND FUNDING ALTERNATIVES: A SURVEY
PY - 2001/08/22
SP - 91 p.
AB - This report is the first in a series of three reports that address the issue of funding transportation infrastructure in the state of South Carolina. The report summarizes survey responses from 1,000 households in South Carolina to identify issues of particular concern and to determine the level of acceptance of alternative funding strategies for transportation infrastructure. The state was divided by geographic region into coastal, midlands, and upstate counties, and by population into urban, next to urban, and rural counties to allow comparison between different population segments. Survey respondents were asked to rate a series of questions on key transportation issues using a scale of 1 to 5. General issues included safety, road maintenance, congestion, and appearance. Transportation funding alternatives included impact fees, state general fund, tolls, state loan pool, sales taxes, income taxes, fuel taxes, and property taxes. Respondents were also asked to rate which transportation programs should receive more, less, or about the same level of funding. Programs included the general areas above plus non-highway transportation alternatives such as public transit (buses, commuter rail, and intercity rail), bikeways, and walkways.
KW - Aesthetics
KW - Bikeways
KW - Financing
KW - Fuel taxes
KW - Highway maintenance
KW - Households
KW - Impact fees
KW - Income taxes
KW - Infrastructure
KW - Loans
KW - Property taxes
KW - Public transit
KW - Safety
KW - Sales tax
KW - South Carolina
KW - Surveys
KW - Tolls
KW - Traffic congestion
KW - Transportation
KW - Walkways
UR - http://www.scfuture.clemson.edu/today&tomorrow/transportation/TNFAsurvey1.pdf
UR - https://trid.trb.org/view/707715
ER -
TY - ABST
AN - 01459395
TI - Development of Context-Sensitive Design Case Studies
AB - The objective of this project was to document 15 case studies to illustrate applications of Context-Sensitive Design, with specific emphasis on community-based solutions. Special attention was given to 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.
KW - Case studies
KW - Context sensitive design
KW - Design
KW - Development
KW - Education and training
KW - Flexibility
KW - Materials
KW - Research projects
KW - Resource development
UR - https://trid.trb.org/view/1227608
ER -
TY - RPRT
AN - 01002876
AU - Yahalom, Shmual
AU - Markowitz, Asher
AU - Guan, Chang
AU - Port Authority of New York and New Jersey
AU - University Transportation Research Center
AU - Federal Highway Administration
TI - Intermodal Productivity and Goods Movement - Phase 3: Capacity Utilization and Logistics Operations of Marine Container Terminals
PY - 2001/08/20/Final Report
SP - 108p
AB - The objective of this study is to identify those variables and dynamics that effect terminal logistic operations and explore solutions, which will optimize terminal performance in terms of time, cost, and space utilization, given the various constraints. The research project will discuss the system of intermodal freight movement followed by an examination of container flow at a marine container terminal and it will then identify the study's objectives. The research will examine the working marine container terminal for the purpose of identifying efficiencies to improve capacity utilization and overall terminal productivity. Global trade will continue to grow at a rapid rate. The pace of economic globalization will be quicker in the near future. Competitive pressures, the drive to outrun the competition, the desire to secure a foothold in the international market place, fear of losing control, and overall national industrial policy have all had impact on the international trade. All these pose a daunting challenge to the container shipping industry as well as to the port authorities, terminal operators, labor unions, international carriers, other public agencies and the general public. The flourish of international trade represents a blessing for the regional economy, however the ever growing freight volume and capacity constraints forces the Port Authority to deal with the question of how to accommodate and improve freight movement efficiency with minimum resources. The analysis shows that there is room for much improvement in efficiency as well as the urgent need for more capacity.
KW - Commodity flow
KW - Container terminals
KW - Containers
KW - Costs
KW - Freight terminals
KW - Freight transportation
KW - Intermodal terminals
KW - Intermodal transportation
KW - International trade
KW - Landside capacity
KW - Logistics
KW - Marine terminals
KW - Performance
KW - Port Authority of New York and New Jersey
KW - Port capacity
KW - Productivity
KW - Shipping
KW - Time
KW - Utilization
UR - https://trid.trb.org/view/758857
ER -
TY - RPRT
AN - 01103329
AU - Patten, Michael L
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - I-95 Corridor Coalition Field Operational Test 10: Coordinated Safety Management. Volume 2: Survey of State Motor Carrier Safety Activities. University-Based Research, Education and Technology Transfer Program.
PY - 2001/08/17/Final Report
SP - 74p
AB - Coordinated Safety Management is an I-95 Corridor Coalition-sponsored project which was designed to identify the factors that contribute to exemplary motor carrier safety performance and develop outreach materials and tools to help carriers operate more safely. During mid-August 1999, a survey of state motor carrier safety agencies throughout the United States was conducted to provide information concerning their motor carrier safety enforcement and educational activities. The survey was conducted by Pennsylvania Transportation Institute at Pennsylvania State University. The institute is assisting the I-95 Corridor Coalition to develop a coordinated motor carrier safety management program for the member states. The results of this project will be used to develop a prototype comprehensive, performance-based motor carrier safety compliance and management program to support the region's commercial vehicle operations (CVO) activities.
KW - Commercial vehicles
KW - Compliance
KW - I-95 Corridor Coalition
KW - Interstate 95
KW - Motor carriers
KW - Pennsylvania
KW - Traffic safety
KW - Training
KW - Transportation corridors
UR - http://ntl.bts.gov/lib/18000/18700/18768/PB2002101906.pdf
UR - https://trid.trb.org/view/860413
ER -
TY - RPRT
AN - 01103255
AU - Stock, Daniel E
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - I-95 Corridor Coalition Field Operational Test 10: Coordinated Safety Management Volume 1: Best Practices in Motor Carrier Safety Management. University-Based Research, Education, and Technology Transfer Program
PY - 2001/08/17/Final Report
SP - 122p
AB - Coordinated Safety Management is an I-95 Corridor Coalition-sponsored project which was designed to identify the factors that contribute to exemplary motor carrier safety performance and develop outreach materials and tools to help carriers operate more safely. One of the goals of the I-95 Corridor Coalition Field Operational Test No. 10 (FOT 10)-Coordinated Safety Management-is to develop recommendations for educational and outreach programs and materials to improve motor carrier safety and compliance with regulations. Maximizing the value of these efforts requires an understanding of what the common safety deficiencies are and what safe carriers do to avoid these deficiencies. To this end, the study team analyzed the results of roadside safety inspections for motor carriers based in the I-95 Corridor Coalition states; performed an extensive review of motor carrier safety educational materials and programs; and, conducted a survey of nearly 600 commercial motor carriers who are, arguably, among the safest operators. This report provides an overview of: Motor carrier safety/compliance deficiencies; The safety management practices of safer fleets; The topic and delivery media the safer carriers feel would be of most value to their safety programs; and, Motor carrier views on enforcement and regulations.
KW - Best practices
KW - Compliance
KW - I-95 Corridor Coalition
KW - Interstate 95
KW - Motor carriers
KW - Pennsylvania
KW - Traffic safety
KW - Transportation corridors
KW - Truck lines
KW - Vehicle fleets
UR - http://ntl.bts.gov/lib/18000/18700/18769/PB2002101907.pdf
UR - https://trid.trb.org/view/860412
ER -
TY - RPRT
AN - 00921461
AU - Drnevich, V
AU - Lin, C-P
AU - Yi, Q
AU - Lovell, J
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - REAL-TIME DETERMINATION OF SOIL TYPE, WATER CONTENT, AND DENSITY USING ELECTROMAGNETICS
PY - 2001/08/17
SP - 320 p.
AB - The primary objective of this study was to explore the potential use of electromagnetic characteristics of soils using the Time Domain Reflectometry (TDR) technique to identify physical properties of soils. Three fundamental studies in this exploration are the frequency-dependent electromagnetic properties of soils, the wave propagation in a TDR system, and the inverse analyses of TDR waveforms. The three-phase model for soils was extended to a four-phase model so as to account for the interface effect and hence the soil fineness. The physical parameters of the four-phase model are related to the frequency-dependent dielectric permitivity of the soil through a semi-empirical volumetric mixing model. A spectral analysis method was developed to simulate wave propagation in the TDR system in a realistic way. Inverse analysis based on the material model and the wave propagation model was formulated using Bayesian statistics to calibrate the TDR system and to infer material properties from the measured TDR waveform. A TDR probe system was used to measure the dielectric properties of soils in a compaction mold and in the field. An experimental program was carried out to make TDR measurements of 5 different soils with different water contents and densities. The result of the inverse analysis matched the TDR waveform very well and determined the dielectric spectrum of soils. With the ability to measure the dielectric spectrum of soils, the apparent dielectric constant at a particular frequency can be calculated. Results showed that the apparent dielectric constant at 1 GHz gave much better correlation with soil water content and density than the apparent dielectric constant obtained by measuring the time between reflections from the soil surface and the one from the end of the probe. Additional work was done to assess the effects of temperature of the soil on measured dielectric constant and it showed that temperature effects were relatively small and could be accounted for in a systematic way. The use of the method for soils having large particle sizes was examined and it was found that the method was applicable for particle sizes passing the 19 mm (3/4-in.) sieve as long as the percentage of particles in the larger size range was limited. Finally, the method was examined for use with stabilizing additives for soil. While test results were obtained using modified soils, the measured apparent dielectric constant changed with time after compaction whereas the water content by oven drying did not change appreciably. It is conjectured that changes in apparent dielectric constant are sensitive to the hydration caused by these additives. Thus, the use of the TDR method can be a tool to monitor changes in soils containing additives. Detailed study of this phenomenon is continuing.
KW - Additives
KW - Density
KW - Dielectric properties
KW - Electromagnetic properties
KW - Electromagnetic wave propagation
KW - Grain size (Geology)
KW - Hydration
KW - Moisture content
KW - Physical properties
KW - Real time information
KW - Soil types
KW - Stabilizers
KW - Temperature
KW - Time domain reflectometers
KW - Waveform analysis
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1648&context=jtrp
UR - https://trid.trb.org/view/706695
ER -
TY - RPRT
AN - 00818835
AU - Patten, M L
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - I-95 CORRIDOR COALITION FIELD OPERATIONAL TEST #10: COORDINATED SAFETY MANAGEMENT. VOLUME III: A TOOLBOX FOR ENHANCING MOTOR CARRIER SAFETY ENFORCEMENT
PY - 2001/08/17
SP - 32 p.
AB - Coordinated Safety Management is an I-95 Corridor Coalition-sponsored project which was designed to identify the factors that contribute to exemplary motor carrier safety performance and develop outreach materials and tools to help carriers operate more safely. This document provides state motor carrier agencies with information to improve their commercial vehicle operations (CVO) enforcement and educational activities. The Toolbox includes various ways to address these issues. Some actions can be used individually, while others require mutually supportive actions implemented cooperatively by the enforcement agencies and the motor carrier industry. Some actions focus exclusively on enforcement of rules and regulations, while others are ways to educate the industry on safety issues. However, no matter what type of action is considered, those who are tasked with addressing the problems need to have information on the likely effectiveness of different actions that can be used to deal with these problems. This Toolbox is designed to provide a summary of this type of information.
KW - Commercial vehicle operations
KW - Motor carriers
KW - Safety education
KW - Safety management
KW - Traffic law enforcement
UR - https://trid.trb.org/view/691450
ER -
TY - RPRT
AN - 00816535
AU - Stock, D E
AU - Rood, D
AU - Hammer, M
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - I-95 CORRIDOR COALITION FIELD OPERATIONAL TEST #10: COORDINATED SAFETY MANAGEMENT. VOLUME IV: PILOT TESTING AND EVALUATION OF MOTOR CARRIER SAFETY EDUCATION/OUTREACH MATERIALS
PY - 2001/08/17
SP - 89 p.
AB - Coordinated Safety Management is an I-95 Corridor Coalition-sponsored project which was designed to identify the factors that contribute to exemplary motor carrier safety performance and develop outreach materials and tools to help carriers operate more safely. The effort collected information via survey from 600 truck and bus companies from Connecticut, Maryland, New York, Pennsylvania, and Virginia on what they do to operate safely and to identify those factors most critical to their safety programs. The survey also examined motor carriers' perceptions of what information would be most useful to them and their preferred modes for receiving the information. The information developed through the survey and review of safety outreach materials and education programs for motor carriers formed the basis for the development and testing of three products. The first product is a three-hour seminar on Best Practices in Motor Carrier Safety Management focusing on cost-effective strategies and management practices. The second product is a six-page brochure which highlights frequently used management practices of safe motor carriers and provides a resource/contact guide for motor carriers wishing additional information. The third product is an interactive, web-based safety toolbox to allow motor carriers to benchmark their safety programs. The purpose of this report is to describe the three pilot products and present the evaluation analyses and test user comments, which can be used to refine and expand the usefulness of future motor carrier safety outreach and educational programs/products.
KW - Brochures
KW - Motor carriers
KW - Safety education
KW - Safety management
KW - Safety programs
KW - Surveys
KW - Websites (Information retrieval)
KW - Workshops
UR - http://ntl.bts.gov/lib/18000/18400/18423/PB2001109042.pdf
UR - https://trid.trb.org/view/690797
ER -
TY - ABST
AN - 01459177
TI - Guidebook for the Application of Remote Sensing Techniques to Transportation
AB - No summary provided.
KW - Applications
KW - Guidelines
KW - Remote sensing
KW - Research projects
KW - Sensors
KW - Transportation planning
UR - https://trid.trb.org/view/1227389
ER -
TY - ABST
AN - 01464711
TI - Identification of Vehicular Impact Conditions Associated with Serious Ran-Off-Road Crashes
AB - The primary goal of roadside design is to limit the number of serious injuries and fatalities associated with ran-off-road crashes. Roadside geometrics and safety features have a strong influence on the frequency and severity of crashes. In order to design optimum roadside geometrics and to determine which roadside safety features are appropriate, it is imperative to identify impact characteristics associated with serious injury and fatal crashes. This information has a direct bearing on safety-evaluation criteria used to assess the performance of roadside safety features. However, the impact speeds, angles, and orientations used in the current testing procedures are selected to represent a practical worst case situation. It is unclear to what degree this practical worst case situation represents real world conditions. Consequently, it is important to have definitive data on whether there are real relationships between the selected test impact conditions and actual crashes involving serious injuries and fatalities. Crash data will be useful in refining guidelines for roadside safety countermeasures and calibrating roadside safety models [e.g., Roadside Safety Analysis Program (RSAP)] and crash and vehicle dynamics simulation models. It will also be helpful in focusing designers' attention on the roadside features that are involved in the greatest number of serious injury and fatal crashes. Crash data will help designers spend safety dollars on improvements that will have the greatest likelihood of reducing serious injuries and fatalities. The objectives of this project are (1) to identify the vehicle types, impact conditions, and site characteristics associated with serious injury and fatal crashes involving roadside features and safety devices and (2) to create a robust relational database for future research.
KW - Crash data
KW - Crash injuries
KW - Fatalities
KW - Highway design
KW - Ran off road crashes
KW - Roadside structures
KW - Traffic safety
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=448
UR - https://trid.trb.org/view/1232943
ER -
TY - ABST
AN - 01459170
TI - Support of NERC's Efforts to Pursue a National Air Pollution Mixtures Research Initiative
AB - No summary provided.
KW - Air pollution
KW - Environmental impacts
KW - Mixtures
KW - Pollution control
KW - Regulations
KW - Research
KW - Research projects
UR - https://trid.trb.org/view/1227382
ER -
TY - RPRT
AN - 01036458
AU - Maccubbin, Robert P
AU - Staples, Barbara L
AU - Salwin, Arthur E
AU - Mitretek Systems
AU - Federal Highway Administration
TI - Automated Enforcement of Traffic Signals: A Literature Review
PY - 2001/08/13/Final Report
SP - 23p
AB - This document presents the results of an extensive review of available documents regarding automated enforcement of traffic signal compliance. The literature regarding the operation and impacts of systems that automatically enforce driver compliance with the red phase of traffic signals is extensive. However, reviewing the available documents for independent analyses of these systems yields very few examples. Efforts to assess the safety impacts of these systems by independent evaluators (not connected to the agencies or vendors operating the programs) have been made in Australia, the United Kingdom, and, to a lesser extent Howard County, Maryland. Each of these studies, as well as the remainder of the sources reviewed during this effort, indicate a significant reduction in the number of drivers running the red light. Crash reduction results are mixed and generally inconclusive. An early Australian study indicated significant reduction in crashes several years after the initiation of the program in Melbourne, Australia, while a follow-up study several years later found no significant reduction in collisions due to the system. Two studies in Scotland indicate significant benefits from the cameras. A graduate student project assessing the system in Howard County, Maryland also indicated positive impacts of that system on crashes and violations. The remainder of the literature consists primarily of statistics reported by the operating agencies and press reports of camera program results. Following an overview, the next section of this report describes the operational arrangements surrounding camera programs in the United States, including typical contracting arrangements and the fines and penalties associated with the programs. The third section of the document describes the reported impacts of the systems on violations and collisions, including a more detailed discussion of the few independent analyses of red light camera programs. Next, this report briefly summarizes the results of several public opinion surveys described in the literature. Section 5 lists several research projects regarding red light cameras known to be underway. The body of the report concludes with several recommendations for further research into the impacts of red light cameras. An annotated bibliography of the sources collected in this review follows the body of the report.
KW - Australia
KW - Automated enforcement
KW - Compliance
KW - Contracting
KW - Crashes
KW - Fines (Penalties)
KW - Howard County (Maryland)
KW - Literature reviews
KW - Penalties
KW - Public opinion
KW - Red light cameras
KW - Red light running
KW - Research
KW - Scotland
KW - Traffic safety
KW - Traffic signals
KW - United Kingdom
KW - United States
UR - http://ntl.bts.gov/lib/11000/11700/11790/RLCLitReview.pdf
UR - http://ntl.bts.gov/lib/18000/18800/18835/PB2002102223.pdf
UR - https://trid.trb.org/view/793130
ER -
TY - RPRT
AN - 00816534
AU - Sabnis, G
AU - Moo-Young, H
AU - Sharma, B
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - GUIDANCE DOCUMENT FOR RECLAIMED PORTLAND CEMENT CONCRETE
PY - 2001/08/13
SP - 114 p.
AB - Reclaimed portland cement concrete (RPCC) is often referred to as recycled concrete or crushed concrete. It consists of aggregates covered with a hardened cementitious paste. RPCC is generated through the demolition of PCC. Traditionally, unused/demolished concrete or RPCC has been managed mainly in land fillings and used as a quality aggregate. The depletion of supply of quality natural aggregates together with environmental and economic considerations have encouraged the use of the recycled and demolished concrete in new concrete pavement construction as aggregate. Currently, the major uses of RPCC materials are embankments or general fill, aggregate base and subbase, controlled low strength materials, and gabion basket fill materials. This work was focused on the use of RPCC in pavement construction and its material characteristics. From a pavement engineering perspective, RPCC materials should be used in such a manner that the expected performance of the pavement will not be compromised. Since the RPCC materials are treated as non-conventional materials, the possible use of RPCC in cement concrete pavement construction was studied in terms of environmental, engineering and economic issues. From the engineering standpoint, recycled aggregate has similar properties as when compared to natural aggregate. Test results show that the compressive strength of concrete made with coarse recycled aggregate and natural sand is comparable to that of a similar concrete made with all natural aggregate. Since national specifications for the use of RPCC do not exist, the Pennsylvania Department of Transportation's publication 408 was reviewed and new specifications for the use of RPCC material in pavement construction were prepared.
KW - Compressive strength
KW - Economics
KW - Engineering
KW - Environmental impacts
KW - Portland cement concrete
KW - Recycled materials
KW - Road construction
KW - Specifications
UR - https://trid.trb.org/view/690796
ER -
TY - ABST
AN - 01459175
TI - Transportation Planning and its Impact on Inner-City Mobility
AB - No summary provided.
KW - City planning
KW - City planning
KW - Commuters
KW - Mobility
KW - Research projects
KW - Transportation planning
KW - Urban development
UR - https://trid.trb.org/view/1227387
ER -
TY - RPRT
AN - 00932400
AU - Jewell, J
AU - Peter, R
AU - California Department of Transportation
AU - Federal Highway Administration
TI - COMPLIANCE CRASH TESTING OF THE TYPE 60K CONCRETE BARRIER USED IN SEMI-PERMANENT INSTALLATIONS
PY - 2001/08/09
SP - 88 p.
AB - Three segmented, concrete barriers were built and crash tested on compliance with NCHRP Report 350. Each barrier was designed to match the single-slope profile of the California Type 60 median barrier. Of the three designs tested, only the third meets the NCHRP 350 guidelines. The first and second designs (designated 60K-v1 and 60K-v2) consisted of 3.138-m long concrete segments joined by pin-and-loop connections. Each of these designs exhibited a high potential for snagging between segments as demonstrated in their respective crash tests. The third design (designated 60K-v3), consisting of 4-m long segments with pin-and-plate connections, demonstrated smooth redirection with minimal snagging potential. This design was tested with one 2000-kg pickup and two 820-kg cars. Design 60K-v3 is recommended for operational use as a semi-permanent barrier.
KW - Automobiles
KW - Barriers (Roads)
KW - Concrete
KW - Impact tests
KW - Pickup trucks
KW - Pins
KW - Plates (Engineering)
KW - Segmental construction
KW - Traffic safety
UR - http://www.dot.ca.gov/newtech/researchreports/reports/2001/concrete.pdf
UR - http://ntl.bts.gov/lib/19000/19700/19771/PB2003100308.pdf
UR - https://trid.trb.org/view/724468
ER -
TY - ABST
AN - 01459504
TI - Design and Construction of Geosynthetic-Reinforced Soil (GRS) Abutments for Bridge Support
AB - The objective of this project is to develop rational, reliable design and construction guidelines for geosynthetic-reinforced soil ( GRS) bridge abutments and approaches with flexible facing elements.
KW - Bridge abutments
KW - Bridge design
KW - Bridge substructures
KW - Construction
KW - Geosynthetics
KW - Mechanically stabilized earth
KW - National Cooperative Highway Research Program
KW - Research projects
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=347
UR - https://trid.trb.org/view/1227717
ER -
TY - RPRT
AN - 00928014
AU - Dolan, C W
AU - Hamilton, H R
AU - Bakis, C E
AU - Nanni, A
AU - University of Missouri, Rolla
AU - Federal Highway Administration
TI - DESIGN RECOMMENDATIONS FOR CONCRETE STRUCTURES PRESTRESSED WITH FRP TENDONS. VOLUME 1
PY - 2001/08/01
SP - 133 p.
AB - This report presents the state of development of fiber-based (non-metallic) reinforcement for prestressed concrete structures. It summarizes work in progress and work executed in this project and presents design recommendations for the use of fiber reinforced polymer (FRP) prestressing materials. The material presented in this report includes a basic understanding of flexure and axial loaded prestressed members, bond of FRP tendons and a preliminary understanding of FRP shear reinforcement for prestressing applications. Specifications for testing FRP tendons are presented. Recommendations for AASHTO specifications changes to incorporate FRP prestressing are presented in the results of this research.
KW - Axial loads
KW - Bonding
KW - Concrete structures
KW - Design
KW - Fiber reinforced plastics
KW - Fiber reinforced polymers
KW - Flexure
KW - Prestressed concrete
KW - Shear reinforcement
KW - Specifications
KW - State of the art reports
KW - Tendons (Materials)
UR - http://www.rb2c.miami.edu/research/1999/99-04.pdf
UR - https://trid.trb.org/view/718728
ER -
TY - RPRT
AN - 01394137
AU - Huang, H F
AU - Zegeer, C V
AU - United States. Federal Highway Administration (FHWA). Turner-Fairbank Highway Research Center
TI - An evaluation of illuminated pedestrian push buttons in Windsor, Ontario
PY - 2001/08
IS - FHWA-RD-00-102
SP - 17p
KW - Compliance
KW - Compliance
KW - Crossing the road
KW - Crosswalks
KW - Evaluation
KW - Evaluation
KW - Highway safety
KW - Pedestrian crossing
KW - Pedestrian movement
KW - Red interval (Traffic signal cycle)
KW - Red light
KW - Road safety
KW - Road user behaviour
KW - Travel behavior
KW - Walking
KW - Walking
UR - http://www.fhwa.dot.gov/publications/research/safety/00102/00102.pdf
UR - https://trid.trb.org/view/1161904
ER -
TY - RPRT
AN - 01160031
AU - Nichnadowicz, Vincent F
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
AU - Research and Innovative Technology Administration
TI - Erosion Control of Sandy Soils: A Demonstration of Bio-Solids and Weeping Love Grass
PY - 2001/08//Final Report
SP - 20p
AB - The southern half of New Jersey is composed primarily of sandy, nutrient-poor soils that do not support traditional roadside grasses well. The decreasing amount of funds for mowing, the need to reduce pollution from mowing operations and the need to find a grass that would provide good erosion control on poor, sandy soils led to a demonstration of the potential to use weeping love grass in place of traditional roadside grass mixes. By enriching the soil with bio-solids it was demonstrated that a good stand of weeping love grass could create a meadow in place of mostly barren soil. Since the grass thrives with only a single fall mowing, maintenance costs are significantly reduced and potential reduction in air pollutants are possible.
KW - Air quality management
KW - Biosolids
KW - Cost effectiveness
KW - Demonstration projects
KW - Erosion control
KW - Grasses
KW - Mowing
KW - New Jersey
KW - Roadside
KW - Sandy soils
UR - http://cait.rutgers.edu/files/FHWA-NJ-2001-019.pdf
UR - https://trid.trb.org/view/920616
ER -
TY - RPRT
AN - 01155093
AU - Adeli, Hojjat
AU - Ohio State University, Columbus
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Neural Network Model for Automatic Traffic Incident Detection
PY - 2001/08//Final Report
SP - 282p
AB - Automatic freeway incident detection is an important component of advanced transportation management systems (ATMS) that provides information for emergency relief and traffic control and management purposes. In this research, a multi-paradigm intelligent system approach and several innovative algorithms were developed for solution of the freeway traffic incident detection problem employing advanced signal processing, pattern recognition, and classification techniques. The methodology effectively integrates fuzzy, wavelet, and neural computing techniques to improve reliability and robustness. The specific accomplishments of this research are Development of an effective traffic feature extraction model using discrete wavelet transform and linear discriminant analysis. Development of a computational model for automatic traffic incident detection using discrete wavelet transform, linear discriminant analysis, and adaptive conjugate gradient neural network of Adeli and Hung. Development of a fuzzy wavelet radial basis function neural network (RBFNN) model for automatic detection of freeway incidents. Development of a two-stage single-station freeway incident detection model based on energy representation of the traffic pattern in the wavelet domain. A comprehensive parametric study of the performance of the single-station fuzzy-wavelet RBFNN freeway incident detection model and comparison with the benchmark California algorithm #8 based on three quantitative measures of detection rate, false alarm rate, and detection time, and the qualitative measure of algorithm portability using both real and simulated data. The new algorithm outperformed the California algorithm consistently under various scenarios. A comprehensive evaluation of the single-station wavelet energy neural network freeway incident detection algorithm and comparison with the California algorithm #8. Evaluation of the wavelet energy neural network freeway incident detection algorithm on rural freeways where flow rates are low and detector stations are spaced further apart. It is demonstrated that both fuzzy-wavelet RBFNN and wavelet energy neural network freeway incident detection algorithms are computationally efficient, produce excellent detection rates and very low false alarm rates on urban freeways, and can readily be implemented on-line in any ATMS without any need for re-calibration and without any performance deterioration. Considering the difficulty in automatic detection of incidents on rural fieeways, the wavelet energy algorithm performs well on rural freeways as well. The algorithm is fast as it detects an incident on urban freeways in less than two minutes and on rural freeways in less than three minutes.
KW - Advanced transportation management and information systems
KW - Automatic incident detection
KW - Computer algorithms
KW - Freeway operations
KW - Fuzzy logic
KW - Highway traffic control
KW - Intelligent transportation systems
KW - Neural networks
UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A48254299
UR - http://ntl.bts.gov/lib/34000/34100/34155/14690-FR.pdf
UR - http://ntl.bts.gov/lib/34000/34100/34155/PB2002100535.pdf
UR - https://trid.trb.org/view/915950
ER -
TY - RPRT
AN - 01100220
AU - Hancher, Donn E
AU - Lambert, Sean
AU - Maloney, William F
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Quality Based Prequalification of Contractors
PY - 2001/08//Final Report
SP - 58p
AB - This report summarizes the efforts to provide the Kentucky Transportation Cabinet (KyTC) with a system for evaluating the quality of the performance of contractors on highway construction projects and using that evaluation in the Cabinet's annual prequalification process for contractors. Contacts with several other state departments of transportation were made to identify best practices and concerns. An advisory committee of experienced KyTC engineers plus Kentucky contractor representatives met extensively to develop the final performance evaluation documents to be used in the process. A performance evaluation process was developed to evaluate a contractor's work on projects and the results from all of the contractor's projects used in the annual prequalification process. A performance evaluation process was also developed to allow contractors to evaluate the performance of the Cabinet's Department of Highways (DOH) on projects. These new evaluation processes will begin implementation in December, 2001. Once implemented, the new process will enable the Cabinet to evaluate the performance of contractors on its projects and to recognize performance more accurately in the prequalification process. It will also be possible for the KyTC to use the input from contractors on the DOH's performance for quality improvement of its own processes and practices.
KW - Best practices
KW - Contractors
KW - Kentucky Transportation Cabinet
KW - Performance evaluations
KW - Prequalifications
KW - Quality of work
KW - Road construction
KW - State departments of transportation
KW - Surveys
UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_24_SPR212_00_1F.pdf
UR - http://ntl.bts.gov/lib/23000/23700/23746/KTC_01_24_SPR212_00_1F.pdf
UR - https://trid.trb.org/view/860054
ER -
TY - RPRT
AN - 01074484
AU - Federal Highway Administration
TI - Blair Mill Road corridor improvement project, Montgomery County : environmental impact statement
PY - 2001/08//Volumes held: Draft
KW - Environmental impact statements
KW - Pennsylvania
UR - https://trid.trb.org/view/833878
ER -
TY - RPRT
AN - 01074483
AU - Federal Highway Administration
TI - Southeast High Speed Rail -- Washington, DC to Charlotte, NC, Tier I : environmental impact statement
PY - 2001/08//Volumes held: Draft
KW - Environmental impact statements
UR - https://trid.trb.org/view/833877
ER -
TY - RPRT
AN - 01055144
AU - Shamsi, Tauseef
AU - Iqbal, Shahid
AU - Reilly, Gene
AU - Sun, Wu
AU - Pignataro, Louis J
AU - New Jersey Institute of Technology, Newark
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Establishing Driveway Grades for New Jersey Highways. Volume II - Sight Distance Standards
PY - 2001/08//Final Report
SP - 32p
AB - Currently, the New Jersey Department of Transportation standards for state highway driveway grades are based on American Association of State Highway and Transportation Officials (AASHTO) guidelines, which are based on engineering judgements rather than research. The design of driveways is of great importance in terms of both safety and capacity of the roadway and the driveway. This study was conducted to reevaluate the AASHTO standards by attempting to safely extend the permissible grades for driveways. The following objectives were addressed by the study: develop more liberal design standards than those in current practice; and develop new driveway grade standards based on computer simulation. A twofold approach was designed for the study: (1) In the first volume of the two volume report (Volume I- Model Development), a computer simulation model was developed and applied to assist an engineer in selecting a driveway profile starting from the outside edge of the main roadway. The application of this approach is suggested for driveways in excess of 50 ft in length. The AutoCAD simulation model (AutoDrive) has five modules: 1. Input Module – allows user to enter input variables; 2. Roadway Module – draws roadway based on input variables; 3. Driveway Module – draws driveway grades and inserts vertical curves; 4. Simulation Module – places the design vehicle on driveway and performs simulation; and 5. Output Module – computes critical design parameters and displays results. (2) In the second volume of the report (Volume II-Sight Distance Standards), the engineer is offered limiting sight distances based on a passenger car both on the mainline and at the driveway entrance. This approach is suggested for driveways of any length, in conjunction with the Input Variables for the Model, found in Volume 1.
KW - AutoCAD (Software)
KW - Design
KW - Design standards
KW - Driveways
KW - Grade (Slope)
KW - Modules (Computer programs)
KW - Sight distance
KW - Simulation
UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2001-028-II.pdf
UR - https://trid.trb.org/view/814905
ER -
TY - RPRT
AN - 01055134
AU - Iqbal, Shahid
AU - Reilly, Gene
AU - Sun, Wu
AU - Pignataro, Louis J
AU - New Jersey Institute of Technology, Newark
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Establishing Driveway Grades for New Jersey Highways. Volume I - Model Development
PY - 2001/08//Final Report
SP - 67p
AB - Currently, the New Jersey Department of Transportation standards for state highway driveway grades are based on American Association of State Highway and Transportation Officials (AASHTO) guidelines, which are based on engineering judgements rather than research. The design of driveways is of great importance in terms of both safety and capacity of the roadway and the driveway. This study was conducted to reevaluate the AASHTO standards by attempting to safely extend the permissible grades for driveways. The following objectives were addressed by the study: develop more liberal design standards than those in current practice; and develop new driveway grade standards based on computer simulation. A twofold approach was designed for the study: (1) In the first volume of the two volume report (Volume I- Model Development), a computer simulation model was developed and applied to assist an engineer in selecting a driveway profile starting from the outside edge of the main roadway. The application of this approach is suggested for driveways in excess of 50 ft in length. The AutoCAD simulation model (AutoDrive) has five modules: 1. Input Module – allows user to enter input variables; 2. Roadway Module – draws roadway based on input variables; 3. Driveway Module – draws driveway grades and inserts vertical curves; 4. Simulation Module – places the design vehicle on driveway and performs simulation; and 5. Output Module – computes critical design parameters and displays results. (2) In the second volume of the report (Volume II-Sight Distance Standards), the engineer is offered limiting sight distances based on a passenger car both on the mainline and at the driveway entrance. This approach is suggested for driveways of any length, in conjunction with the Input Variables for the Model, found in Volume 1.
KW - AutoCAD (Software)
KW - Design
KW - Design standards
KW - Driveways
KW - Grade (Slope)
KW - Modules (Computer programs)
KW - Sight distance
KW - Simulation
UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2001-028-I.pdf
UR - https://trid.trb.org/view/814904
ER -
TY - CONF
AN - 01037917
AU - Amekudzi, Adjo Akpene
AU - Crichton, Ross
AU - Robert, William
AU - Comeau, Cliff
AU - University of Washington, Seattle
TI - Application of Shortfall Analysis and Markowitz' Theory in Investment Tradeoff
Analysis for Competing Infrastructure: Using HERS and NBIAS for Integrated Asset
Management
SN - 0971174016
PY - 2001/08
SP - 13p
AB - Marginal investments result in different levels of safety, serviceability and preservation for different types of civil infrastructure facilities. Increasingly, rational and systemic approaches are being adopted by public works agencies worldwide to manage civil infrastructure. Various agencies have developed quantitative decision support systems for performance prediction and prioritization of infrastructure projects for investment. These systems are usually developed and refined separately for different types of infrastructure, such as roads, bridges and rail systems. In most cases, however, decisions to invest in these assets are based on competing rather than independent considerations. This paper addresses the analysis of investment tradeoffs for competing infrastructure in the context of uncertainty. The paper presents a quantitative risk-based approach for evaluating investment tradeoffs for non-homogeneous infrastructure facilities. The framework uses Shortfall Analysis to determine minimum levels of investments for heterogeneous facilities and Markowitz' Theory to analyze the marginal utilities of investments in competing facilities, both in the context of data uncertainty. Using the national highway and bridge decision support systems as examples, the paper explains how this framework may be used to set minimum standards for pavement performance and to identify superior investment alternatives once costs have been estimated for attaining the minimum standards. This risk-based approach is useful for merging quasi-independent infrastructure management systems into an integrated asset management system to analyze investment tradeoffs under uncertainty for competing facilities.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Alternatives analysis
KW - Asset management
KW - Bridges
KW - Decision support systems
KW - Investments
KW - Pavement performance
KW - Performance prediction
KW - Rail (Railroads)
KW - Roads
KW - Safety
KW - Serviceability
KW - Shortfall analysis
KW - Systems integration
UR - https://trid.trb.org/view/794309
ER -
TY - CONF
AN - 01037916
AU - Paterson, William D O
AU - Wahyuwidayat, Erwanto
AU - Stringer, Glen
AU - University of Washington, Seattle
TI - Applying Strategic Expenditure Planning to Road Management in Indonesia
SN - 0971174016
PY - 2001/08
SP - 15p
AB - The preparation of medium-term expenditure plans, for say a 5-year period, and allocation of expenditures between road networks and expenditure programs, is a strategic function that needs to be integrated with or compatible with the road management system used for preparing annual programs. A Strategic Expenditure Planning Module (SEPM) has been developed as an extension to the existing Integrated Road Management System (IRMS) in Indonesia. The SEPM determines optimal allocations between all work programs of preservation and development for roads and bridges, all road networks and all regions, over multi-year periods. The allocations and the performance predictions, measured by selected performance indicators, can be determined under various budget constraints and for different regional areas. The allocations are derived from sets of alternative maintenance strategies generated by the basic management systems in the IRMS – that is, for interurban roads, district roads, urban roads, and bridges. With the severe impact of the recent financial crisis in Indonesia having reduced the road budgets by over 50%, the need to determine the most efficient use of the scarce local funds and international finance, and the most equitable distribution across provinces of the country, has been addressed using the SEPM. The paper describes the concept and development of SEPM, the way it is being integrated in the national budget planning process, and the first applications to the stringent financial conditions facing the country. Some of the initial findings are presented, including the additional needs for road surveys and monitoring.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Bridges
KW - Budgeting
KW - Expenditures
KW - Financing
KW - Indonesia
KW - Maintenance
KW - Pavement management systems
KW - Performance prediction
KW - Road networks
KW - Strategic planning
UR - https://trid.trb.org/view/794376
ER -
TY - CONF
AN - 01037915
AU - MacLeod, D R
AU - Walsh, Robin
AU - Hidinger, Wally
AU - University of Washington, Seattle
TI - Development of a Multi-Year Operational Plan for the Rehabilitation of a Low Volume Pavement Network
SN - 0971174016
PY - 2001/08
SP - 12p
AB - The majority of Canada's northern roads are low volume highways covering long distances between isolated communities. They present complicated problems for highway managers, - they are costly to maintain due to isolated maintenance centers, most trips are long distance trips where users require a higher level of service and heavy truck traffic associated with resource development constitutes a disproportionate percentage of the total traffic. The highway system in the northwestern part of Canada is a mix of Bituminous Surface Treatments (BSTs) and conventional Asphalt Concrete Pavements. Pavement management systems for asphalt concrete pavements emphasize the need for timely interventions to protect the investment in the pavement while it still has considerable salvage value. By contrast, BST does not have any structural value, and when it reaches an unacceptable ride score, its useful life is finished. While pavement ratings tend to change gradually with time, BST service lives can change quickly, often requiring rehabilitation within a year. This paper details how performance models are used to establish five-year rehabilitation programs for two such networks. The process of transforming network predictions to project level work items is detailed for a system where traffic can change drastically with changes in international prices for primary resources and there is a minimum rehabilitation length requirement in order to justify mobilization costs to remote areas. The models have indicated major changes for BST rehabilitation within the next five years, which have major impacts on required funding and in-house staffing.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asphalt concrete pavements
KW - Bituminous materials
KW - Canada
KW - Costs
KW - Level of service
KW - Low volume roads
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Traffic
KW - Truck traffic
UR - https://trid.trb.org/view/793558
ER -
TY - CONF
AN - 01037914
AU - Zimmerman, Kathryn A
AU - Peshkin, David G
AU - Sorenson, James E
AU - University of Washington, Seattle
TI - Pavement Management Applications in Contract Maintenance
SN - 0971174016
PY - 2001/08
SP - 10p
AB - Over the last several years, contract maintenance has grown as a viable means of performing maintenance in a variety of situations. For instance, some agencies have been able to demonstrate that contract maintenance is a cost-effective means of maintaining facilities at a higher condition level than was achieved under traditional approaches. Other agencies have found that by contracting out the maintenance of certain corridors, they are better able to allocate resources to address the maintenance and rehabilitation of the remainder of the network. In other words, when contract maintenance contracts are in place, a transportation agency can provide better coverage to the rest of its facilities. This is the type of contract maintenance contract referenced in this paper. Contractors who bid on contract maintenance projects do so with the intention of providing all necessary fence-to-fence maintenance over a warranty period, including mowing, pavement maintenance, guardrail improvement, and snow removal. One of the largest cost components of the contract is the preservation of the pavement surface at or above performance specifications outlined by the contracting agency. Because of the importance of pavement preservation to the profitability of the entire contract, pavement management systems have been used effectively by contractors to identify maintenance and rehabilitation needs during the contract period. Traditional pavement management systems can not adequately address the needs for contract maintenance. This is largely because traditional network-level systems have been designed to better allocate all available resources among competing priorities each year. Contract maintenance contractors, however, are not responsible for allocating fixed sums of money each year. Instead, their responsibility is to maintain the pavement surface above a particular condition level; they assume the entire risk associated with trying to provide this level of service at a cost lower than the contract amount. This requires a different type of optimization than the approach traditionally followed by public agencies, because instead of selecting projects to match available funds, the pavement management system must identify the most cost-effective strategy that provides the level of service required. This requirement alone requires changes to the pavement management philosophy that has been used for so long. This paper discusses the use of contract maintenance for asset management and the pavement management issues that are involved in these types of contracts. Differences in pavement management philosophy, analysis, and data that can be expected are introduced.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - Contracting out
KW - Contractors
KW - Contracts
KW - Cost effectiveness
KW - Financing
KW - Guardrails
KW - Level of service
KW - Maintenance
KW - Mowing
KW - Pavement maintenance
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Snow removal
UR - https://trid.trb.org/view/793557
ER -
TY - CONF
AN - 01037913
AU - Tompson, Paul D
AU - Falls, Lynne Cowe
AU - University of Washington, Seattle
TI - Plan for the Nova Scotia Transportation Management Information System
SN - 0971174016
PY - 2001/08
SP - 14p
AB - The Nova Scotia Department of Transportation and Public Works (TPW) initiated a plan for an integrated decision support system to serve four business areas: pavement management, bridge management, traffic, and safety. Driving the plan is an ongoing effort to improve and streamline business processes across the Department. It is hoped that the new systems will strengthen and reinforce the improved organization and be implemented using commercial off the shelf applications. At the foundation of the plan is a business process model describing responsibilities and procedures as they are envisioned for the future. The model identifies data collection, condition analysis, policy development, and treatment selection processes that are divided along disciplinary lines within the Department. Cross-disciplinary processes of planning, prioritization, budgeting, funding allocation, and work tracking are also identified and described. The procedures surrounding each individual process form the basis of subsystem requirements, and also help to focus the reengineering efforts. Using the results of the business and use case models a conceptual design was developed for an integrated transportation management information system. This paper describes the business process and use case models for the pavements and bridge management systems. The complete TIMS will include safety, traffic and network expansion components operating within a common framework founded upon a common database and geographic information system.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Bridge management systems
KW - Budgeting
KW - Data collection
KW - Databases
KW - Financing
KW - Geographic information systems
KW - Information systems
KW - Nova Scotia
KW - Pavement management systems
KW - Policy making
KW - Safety
KW - Traffic
KW - Transportation management
UR - https://trid.trb.org/view/794339
ER -
TY - CONF
AN - 01037912
AU - Wu, Shie-Shin
AU - University of Washington, Seattle
TI - Smooth Transition from Manual to Automated Condition Survey
SN - 0971174016
PY - 2001/08
SP - 9p
AB - Automated pavement surface crack survey is still a developing technology. Although an ideal system is not yet available, many agencies have decided to apply the existing technology to their data collection operation because of one or several of the following factors: safety, consistency of data quality, objectivity, timely delivery of data, limited manpower, and cost. In addition to the concerns of precision and bias of this new technology, a major question in most PMS engineers’ mind is the compatibility of the automated survey data to the legacy manual survey data stored in the PMS database. Because of the large highway network in North Carolina (NC), North Carolina Department of Transportation (NCDOT) is unable to survey the entire system with the automated system due to budget limitations and the capacity of service providers. Hence, compatibility between automated and manual systems is extremely important for NCDOT. NCDOT hired a contractor to perform automated pavement surface crack survey on the US and NC systems in the spring of 2000. A parallel manual survey is being performed. This unique arrangement offers NCDOT an opportunity to correlate automated survey and manual survey results. Pavement rating is a combination of several condition measurements. This study focused on the pavement surface crack survey. The goal is to address the following issues: what is the most useful report formats, data variation and correlation of the two survey results, and a method to convert automated result to a compatible manual survey format and vice versa.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Automated survey system
KW - Budgeting
KW - Condition surveys
KW - Costs
KW - Data collection
KW - Data quality
KW - Highway safety
KW - North Carolina
KW - Pavement cracking
KW - Pavement rating
KW - Surface course (Pavements)
UR - https://trid.trb.org/view/793637
ER -
TY - CONF
AN - 01037911
AU - Gutierrez-Bolivar, Oscar
AU - Marcobal, Jose Ramon
AU - University of Washington, Seattle
TI - Managing Port Pavements
SN - 0971174016
PY - 2001/08
SP - 10p
AB - Experience and success in road networks and airports are now applied to other fields such as ports. Spain, as a peninsula, has thousands of kilometers of coast, and transportation by ship plays a very important role in the economy of the country. Intermodal transportation systems require higher standards of quality for each type of transportation. Port Pavements must present a rideability and smoothness that allow a proper operation of different cargoes. Dead loads and specially those of the handling machines differ from roads or airports. Although Portland or asphalt concrete pavements are also used, there are some others, such as concrete blocks or gravel beds, not used, in general terms, in roads. Failure criteria could also differ from those used in the field of road pavements. This paper will show how a pavement management system was developed for the main Ports of Spain integrated in the Puertos del Estado holding company. Previous experience in developing systems for roads was very useful for the systematization of different tasks. Nevertheless special effort have been made for adapting these experiences to different reality and requirements. In a world that demands a smoother interchange between different types of transportation, the quality and rideability of pavements play a critical role. Experiences in roads and airports could be extended not only to ports but also to railway storage areas or other industrial pavements.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Airports
KW - Asphalt concrete
KW - Coasts
KW - Intermodal transportation
KW - Pavement management systems
KW - Pavements
KW - Ports
KW - Road networks
KW - Smoothness
KW - Spain
KW - Static loads
UR - https://trid.trb.org/view/794442
ER -
TY - CONF
AN - 01037910
AU - Haas, Ralph
AU - Yeaman, John
AU - Raymond, Chris
AU - Falls, Lynne Cowe
AU - University of Washington, Seattle
TI - Pavement Management in Long Term, Performance Based, Network Contracts
SN - 0971174016
PY - 2001/08
SP - 17p
AB - The modern era of pavement management began in the 1960’s and today many agencies worldwide have working systems in place. Development and implementation of these systems has been carried out from the public sector/road owner perspective. Recently, however, a trend to long term, performance based, network type contracts has begun. This, in turn, requires the private sector contractors and engineering subcontractors to apply their own asset management/pavement management systems. The paper first describes the context of long term, performance based contracts in relation to various types of network contracts, and then provides examples. Pros and cons of each type are summarized. A long-term performance based contracting framework, including the underlying rationale and the key elements in arriving at a strategy decision, is described. Recommendations toward maximizing benefits in applying the concept are presented. Finally, the paper discusses the major issues and benefits involved with privatized pavement management and concludes that it can be a win-win approach; moreover, that the basic principles and technologies are valid and applicable to both the public and private sectors.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - Contracting
KW - Contracts
KW - Pavement management systems
KW - Strategic planning
KW - Technology
UR - https://trid.trb.org/view/794436
ER -
TY - CONF
AN - 01037909
AU - Mikolaj, Jan
AU - Celko, Jan
AU - Sedivy, Jan
AU - University of Washington, Seattle
TI - Execution of Pavement Management System by the National Road Agency
SN - 0971174016
PY - 2001/08
SP - 12p
AB - In recent years, transit truck traffic has exceeded the network’s capacity, causing many accidents and rapid degradation of the pavement. To deal with this situation a Road Network Management System has been developed. This system consists of two parts. The first – Road Network Investment Plan is based on national standards, road network characteristic, transportation characteristics, road parameters, assessment of environment and vehicle operating cost. The results of these are creating a strategic plan for investment. The second part – Pavement Management System obtains information database, structural pavement evaluation, decision making system and optimizing of financing requirements. The goal is to create on optimal rehabilitation budget. Lots of theoretical and practical experiences are presented.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Databases
KW - Decision making
KW - Environment
KW - Operating costs
KW - Pavement management systems
KW - Pavement performance
KW - Rehabilitation (Maintenance)
KW - Road characteristics
KW - Road networks
KW - Strategic planning
KW - Traffic crashes
KW - Truck traffic
UR - https://trid.trb.org/view/793635
ER -
TY - CONF
AN - 01037908
AU - Fawcett, Glenn
AU - Henning, T
AU - Pradhan, N
AU - Riley, M
AU - University of Washington, Seattle
TI - The Use of Composite Indices as Resurfacing Triggers
SN - 0971174016
PY - 2001/08
SP - 17p
AB - By applying numeric importance weightings to key performance parameters that reflect the overall condition of a road section, we may develop a composite condition index. A composite condition index can be used to monitor and report pavement health or to trigger maintenance actions during both short and long-term programming. A single composite index can replace multiple condition parameters to simplify pavement modeling and treatment selection logic. This paper describes the process of deriving two composite indices, a comparison against multiple condition algorithm treatment selections, and the success rate of applying composite indices for maintenance planning. Historically New Zealand (NZ) has utilized measured surface distresses and a rational treatment selection algorithm for programming resurfacing treatments over a 2-year horizon. More recently, through a national initiative, the Deighton’s Total Infrastructure Management System (dTIMS) software has been implemented for medium to long-term performance prediction and maintenance planning. This report looks at the derivation of a composite Resurfacing Demand Index (RDI) that reflects NZ’s treatment selection logic, and reviews the use of this index as a resurfacing trigger and for reporting network surface integrity. A second, more robust, Surface Integrity Index (SII) was developed during the NZ dTIMS implementation to trigger future resurfacing treatments. The index is composed from surface distresses used by the Highway Development and Management (HDM) predictive models. Both indices include cracking, raveling, potholing and flushing as their main components. RDI also incorporated pothole patching whereas SII included an age and life expectancy component.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Algorithms
KW - Composite condition index
KW - Cracking
KW - Distress
KW - Highway maintenance
KW - New Zealand
KW - Pavement performance
KW - Planning
KW - Potholes (Pavements)
KW - Predictive models
KW - Resurfacing
KW - Resurfacing demand index
KW - Resurfacing triggers
KW - Software
KW - Stripping (Pavements)
KW - Surface integrity index
UR - https://trid.trb.org/view/793550
ER -
TY - CONF
AN - 01037907
AU - Stephanos, Peter
AU - Dorsey, Paul
AU - Hedfi, Adel
AU - University of Washington, Seattle
TI - Implementation of a New Pavement Management Planning Process at the Maryland State Highway Administration
SN - 0971174016
PY - 2001/08
SP - 15p
AB - This paper describes the implementation of a new and improved process to manage the maintenance and improvement of Maryland’s state highway pavement network. The existing process did not allow for the ability to predict the consequences of various investment strategies. As a result, a new process was needed to better understand how investments would benefit the pavement network immediately and years into the future. The department successfully implemented several new tools within a new process to manage highway pavement improvements. The objective of this effort was to assure that the new process worked and was accepted by staff members involved in the management of highway pavements throughout the department. The scope of work required to accomplish the objectives described above included the development of several data analysis tools and the development of a new process to integrate the tools within the Maryland State Highway Administration (MDSHA). The new process provided tools to plan investment strategies that would achieve desired objectives as cost effectively as possible. Planned efforts to enhance the process in the future including automated project selection tools, integration into Maryland’s Geographic Information Systems (GIS) and development of a performance constrained optimization routine. The efforts to implement a new process were successful as the system is being used through all levels of the agency. This success was felt to be in large part due to the incremental implementation process as well as the commitment to keep districts involved in the project selection process.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Cost effectiveness
KW - Geographic information systems
KW - Investments
KW - Maintenance
KW - Maryland
KW - Pavement management systems
KW - Pavements
KW - State highways
KW - Strategic planning
UR - https://trid.trb.org/view/793786
ER -
TY - CONF
AN - 01037906
AU - Lang, Johan M
AU - Dahlgren, Johan M
AU - University of Washington, Seattle
TI - Prediction Model in the Swedish PMS
SN - 0971174016
PY - 2001/08
SP - 10p
AB - In the Swedish Pavement Management Systems (PMS) a new prediction models for rut depth and roughness has been implemented. Since 1987, the road surface condition of the Swedish national road network has been measured by the Laser-RST. Today (2000) the paved road network (77000 km) has been measured several times. A total of approximately 700000 km has been measured since 1987. In the prediction model, mean values of homogeneous sections are used. For each homogeneous section a time series of surface condition data is created. Depending on the number of measured values in each time series different approaches are used. If no measured values are available, a simple model to predict the condition (condition=a+b*age) is used. If more than two measurements are available the straight-line equation corresponding to the prediction model is determined by linear regression analysis. The prediction model in the Swedish PMS is a simple model to in practice use a large number of consistent measurements of roughness and rut depth. The model handles every homogeneous section as unique and does not require all information that is necessary evaluate the cause of deterioration. The model is used to predict the condition in order to identify candidate projects. The implementation of the new prediction model has also opened up the possibility to modify the measurement strategy. With a good prediction model it is possible to use predicted values instead of measured and by that way increases the interval between measurements. The cost savings can be significant.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Deterioration
KW - Homogeneous sections
KW - Mathematical prediction
KW - Measurement
KW - Pavement management systems
KW - Regression analysis
KW - Roughness
KW - Rut depth
KW - Savings
KW - Surface course (Pavements)
KW - Sweden
UR - https://trid.trb.org/view/793706
ER -
TY - CONF
AN - 01037905
AU - Samuel, P
AU - Obika, B
AU - Rohde, G
AU - University of Washington, Seattle
TI - A Decade Old Botswana Road Management System: An Appraisal
SN - 0971174016
PY - 2001/08
SP - 16p
AB - Many countries have now implemented Pavement Management Systems (PMS) and view such systems as an essential and integral part of its approach towards road management. However, in the past decade, the implementation of PMS have been paralleled, with an ever increasing sophistication catalysed by rapid developments in Information Technology (IT) and a more demanding user. Botswana maintains an advanced Oracle based Road Management System, which has embraced a number of enhancements in the past, necessitated by increased IT capability and user needs. The paper provides the background of the system, the enhancements, its current status with the updated network data, and the impaired benefits to the user. The experience gained over a decade emphasize that any road management system has to be dynamic, accommodating the technological developments and the user requirements. Botswana has implemented the annual system recommendation since 1993. The network condition as predicted by the system in 1996, for an optimum budget, has been compared with the current condition data of the network. This reveals a substantial fall in the network condition. The paper explores possible reasons and suggests measures to close the gap between the system predictions and the real situation.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Appraisals
KW - Budgeting
KW - Condition data
KW - Enhancements
KW - Information technology
KW - Pavement management systems
KW - User needs
UR - https://trid.trb.org/view/794252
ER -
TY - CONF
AN - 01037904
AU - Papagiannakis, A T
AU - Delwar, M
AU - University of Washington, Seattle
TI - Incorporating User Costs into Pavement Management Decisions
SN - 0971174016
PY - 2001/08
SP - 15p
AB - Despite clearly established federal guidelines, few State Department of Transportation's (DOT’s) include user costs, other than pavement works related travel delays, in pavement life cycle cost analysis (LCCA). Omitting the variety of other user cost components, particularly those related to vehicle operating costs, can potentially skew the results. The international literature abounds in studies that relate user cost components (e.g., fuel consumption, repair/maintenance and so on) to pavement roughness. Recent evidence has shown that pavement roughness has a significant effect on certain user cost components of trucks and passenger cars for the conditions encountered in European and US conditions. This paper demonstrates how these user cost relationships, along with agency costs, can be incorporated into the process of making pavement investment decisions at both the network and project levels. The process is implemented into a software package named Pavement Investment Decisions (PID). This software is generic and specially designed to be adaptable to the practices of various State DOT’s. At the network level, sections are flagged in order of decreasing ratio of user benefit divided by agency cost. User benefit is calculated as the reduction in user costs from its current roughness to the roughness of a new pavement. The agency cost is considered to be that that corresponds to the most capital intensive pavement 4-R treatment. At the project level, the available budget is allocated amongst the sections identified in a away that maximizes the user benefits over the analysis period. The pavement management database of the Washington State DOT was used to implement this methodology and pilot test PID.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Costs
KW - Databases
KW - Life cycle costing
KW - Operating costs
KW - Pavement investment decisions
KW - Pavement management systems
KW - Roughness
UR - https://trid.trb.org/view/793518
ER -
TY - CONF
AN - 01037903
AU - Zimmerman, Kathryn A
AU - Neeley, Lloyd R
AU - Schvaneveldt, Brent C
AU - University of Washington, Seattle
TI - Building on a State's Experience in Pavement Management Over Time
SN - 0971174016
PY - 2001/08
SP - 13p
AB - In 1977, the Utah Department of Transportation (UDOT) was an early leader in understanding the importance of pavement management, as demonstrated by the publication of a report titled Good Roads Cost Less (Pavement Rehabilitation Needs, Benefits, and Costs in Utah) (1). Since that time, the agency implemented a comprehensive pavement management system that was used by the central office to generate network-level strategies to help achieve UDOT’s objective of maintaining, or improving, the overall condition of the highway network. The pavement management analysis at that time was based largely on pavement roughness. Over the years, there was some concern within the Department that other types of deterioration were occurring but were not being taken into account in the pavement management analysis. At the same time, organizational issues were arising that hindered the use of the pavement management system. As a result, UDOT took steps to address the technical and organizational issues affecting the use of the pavement management analysis throughout the agency. The technical revisions to the pavement management system involved several steps; each of which is documented in this paper. First, an assessment was made of the existing system capabilities and specific recommendations were made for improving the models used in the system. Second, a pavement management engineering team was established, drawing its membership from the central office personnel, regional pavement management engineers, and individuals from other areas of the agency. Third, several workshops were conducted to discuss the approach that would be used to revise the models and introduce the software to the regional pavement engineers. Fourth, revisions were made to the condition indices, performance models, and treatment models based on expert opinion and changes were made in UDOT’s data collection practices to more accurately match the models. The paper documents the factors that initiated the revisions, the resulting revisions that were made, and the involvement of the Pavement Management Engineering Team in the revisions. The changes that were made to the models are especially important to the pavement management community because they illustrate the conversion of an historical priority system based primarily on roughness to an updated system that takes into account both functional and structural performance characteristics. The paper concludes with two important conclusions. First, the paper stresses the importance of reviewing the models incorporated into a pavement management system to verify that the resulting analysis recommendations match the agency’s system preservation goals. The second observation concerns the importance of the link between preservation strategies and policies set by the central office and the actual allocation of funds by the regions in a decentralized agency.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Costs
KW - Data collection
KW - Deterioration
KW - Pavement management systems
KW - Policy
KW - Rehabilitation (Maintenance)
KW - Roughness
KW - Strategic planning
KW - Utah
KW - Workshops
UR - https://trid.trb.org/view/794491
ER -
TY - CONF
AN - 01037902
AU - McNeil, Sue
AU - University of Washington, Seattle
TI - Tools to Support Management System Integration for Asset Management
SN - 0971174016
PY - 2001/08
SP - 13p
AB - Integrating data, and outputs from existing management systems such as pavement, bridge, safety and congestion has been identified as a foundation for asset management. These existing systems already have a wealth of data and information, they are built on sound analytic capabilities and they integrate engineering and economic analysis to make cost effective decisions. The process of integrating management systems was recently defined at an American Association of State Highway and Transportation Officials (AASHTO)/Federal Highway Administration (FHWA) workshop on asset management as: The set of activities undertaken by an agency to insure that the tools, processes and decision making involving its asset base are coordinated and connected. Building on this definition, this paper reviews the strategies used to integrate management systems ranging from massive integration of databases to the development of specialized modules to address specific "what-if" type questions. The paper then explores a variety of tools relevant to this process including simulation, data mining and knowledge discovery, and geographic information systems. The paper concludes with some examples of the kinds of tools that are useful to state Departments of Transportation and utilizes the resources already assembled in their existing bridge and pavement management system.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - Bridge management systems
KW - Bridges
KW - Cost effectiveness
KW - Decision making
KW - Geographic information systems
KW - Pavements
KW - Safety
KW - Strategic planning
UR - https://trid.trb.org/view/794384
ER -
TY - CONF
AN - 01037901
AU - Shahin, M Y
AU - University of Washington, Seattle
TI - Pavement Management- MicroPAVER Update
SN - 0971174016
PY - 2001/08
SP - 11p
AB - The MicroPAVER pavement management system was developed and continues to be updated by the US Army Corps of Engineers through funding from the US Air Force, US Army, US Navy, Federal Aviation Administration (FAA), and Federal Highway Administration (FHWA). The purpose of this paper is to briefly present the current capabilities of MicroPAVER (version 5.x) with emphasis on the newly introduced pavement engineering features. System components presented include the following: pavement inventory, condition inspection, basic reporting, condition prediction, condition analysis, work planning, and the use of Geographic information systems (GIS).
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Financing
KW - Geographic information systems
KW - Inventory
KW - Pavement design
KW - Pavement management systems
KW - Reporting
KW - U.S. Army Corps of Engineers
KW - U.S. Federal Aviation Administration
KW - U.S. Federal Highway Administration
KW - United States Air Force
KW - United States Army
KW - United States Navy
KW - Work planning
UR - https://trid.trb.org/view/794243
ER -
TY - CONF
AN - 01037900
AU - Venukanthan, Kana Suresh
AU - Sebaaly, Peter
AU - Fernandez, George
AU - University of Washington, Seattle
TI - Development of Performance Models from PMS Data
SN - 0971174016
PY - 2001/08
SP - 14p
AB - The Nevada Department of Transportation (NDOT) has been collecting pavement performance data since 1980. As NDOT decided to develop new Pavement Management System network optimization software, new performance models were needed to be developed to replace the existing performance models. The existing performance models were developed in 1991 with limited amount of data collected over a short performance-monitoring period. Most common maintenance and rehabilitation techniques that had been used by the NDOT routinely that have lasted more than 10 years, were selected for modeling. If a technique was used only on a limited basis, then the available performance data would be also limited. This raises questions about the use of such performance models and therefore, those models with limited data were omitted. Projects for performance modeling were selected based on established guidelines, such as their wide use, their success in the past etc. Performance models were developed using statistical analyses of actual Pavement Management Systems (PMS), environmental, and materials data. The model development task was a multifaceted operation that involved a great deal of testing as well as regression analyses. The tasks involved were: data review, regression analysis, equation review and tests of reasonableness, equation modification, additional regression analysis, and final model selection. All of the statistical and regression analyses were performed using the SAS programming language. The information in this paper may be of interest to other agencies, who often face similar problems when they attempt to develop performance models.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Data collection
KW - Guidelines
KW - Maintenance
KW - Nevada
KW - Pavement management systems
KW - Pavement performance
KW - Performance models
KW - Regression analysis
KW - Testing
UR - https://trid.trb.org/view/793712
ER -
TY - CONF
AN - 01037899
AU - Wells, Wes
AU - Noeimi, Hisham
AU - University of Washington, Seattle
TI - Role of Regional Agencies in Implementing Pavement Management Systems & Overcoming Institutional Obstacles
SN - 0971174016
PY - 2001/08
SP - 12p
AB - In 1981, the Metropolitan Transportation Commission (MTC) – the transportation planning, financing and coordinating agency for the nine-county San Francisco Bay Area – conducted a study that estimated that the region’s 17,000 miles of pavement had a deferred maintenance price tag of $400 million. Recognizing a problem, MTC and six cities and counties from the San Francisco Bay Area proceeded to develop a Pavement Management System (PMS) that helps local governments make the best use of available funds, and answers the question, “If I don’t have enough money to fix everything, what should I fix?” Since 1984, MTC has provided a comprehensive support structure with regular training workshops, user meetings, and one-on-one help with implementation of PMS at the local level. This paper describes new measures MTC have in place to ensure region-wide implementation of PMS in the San Francisco Bay Area. The new measures are aimed to overcome institutional obstacles, such as personnel turnover and lack of senior management support at local agencies. Other regional and state agencies may use such measures to achieve wider use of PMS in their regions. The approach used by MTC has resulted in a dramatic increase in the number of San Francisco Bay Area jurisdictions using MTC PMS in the Bay Area – 91% (99 out of 109) now use the system. The paper also describes how results from MTC PMS were used to secure additional regional funds for pavement repair. Nearly $205 million of regional funds were secured for pavement repair projects over a period of six years.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Financing
KW - Metropolitan transportation commission
KW - Pavement management systems
KW - Pavements
KW - Personnel
KW - Repairing
KW - San Francisco Bay Area
KW - Training
KW - Transportation planning
UR - https://trid.trb.org/view/793446
ER -
TY - CONF
AN - 01037898
AU - Sanford Bernhardt, Kristen L
AU - McKinnon, James R
AU - University of Washington, Seattle
TI - Building Blocks for Local Agency Asset Management
SN - 0971174016
PY - 2001/08
SP - 15p
AB - Interest in civil infrastructure asset management has been increasing at all levels of government in the United States. Unlike many state departments of transportations (DOTs), local government public works agencies are often responsible for managing a diverse array of physical infrastructure assets. However, the size and scope of these asset networks at the local level tends to be much smaller than at the state level. Agencies at all levels are examining their existing infrastructure management practices and systems to determine how to best leverage these into more comprehensive asset management. At the local level, many agencies began with pavement or street management, and these agencies are using this as the foundation for asset management. In addition, the American Public Works Association (APWA) has implemented a voluntary self-assessment and accreditation process for local agencies. The self-assessment and accreditation process can help local agencies assess their progress in meeting asset management goals. This paper discusses asset management issues particular to local governments, the roles of pavement management and APWA accreditation in this process, and the experiences of the City of Columbia, Missouri in asset management development.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - American Public Works Association
KW - Asset management
KW - Columbia (Missouri)
KW - Governments
KW - Infrastructure
KW - Pavement management systems
KW - State departments of transportation
UR - https://trid.trb.org/view/794329
ER -
TY - CONF
AN - 01037897
AU - Molzer, C
AU - Felsenstein, K
AU - Litzka, J
AU - Viertl, R
AU - University of Washington, Seattle
TI - Bayesian Statistics For Developing Pavement Performance Models
SN - 0971174016
PY - 2001/08
SP - 12p
AB - In 1998 the authors presented a paper discussing the steps undertaken for the implementation of Pavement Management Systems (PMS) for the Austrian Federal Road Network at the 4th International Conference on Managing Pavements. One chapter of this paper introduced the research project “Bayesian Statistics for Pavement Performance Modeling”. In the meantime this research project has been finished successfully. The following article summarizes the results of this investigation. As a first step in the study, data from three different investigations [inspection data of the Federal Road Network (1995), data of the Austrian SHRP test sections and expert opinion data] had to be prepared. Not only pavement condition data had to be evaluated but all essential regressors that influence pavement performance (data relating to pavement structure, traffic, etc.). In addition, an index comparing design and actual traffic data (‘Design Index DI’) was introduced and calculated for all road sections. All regressors used in this study are presented in detail. An analysis of the data structure showed that most of the inspection data available for the Austrian Federal Road Network (1995) were not suitable for use in performance models for various reasons. It was, however, quite encouraging to find that data of SHRP test sections could readily be used as prior information. As an outcome of the research project, performance models (linear and logarithmic) for flexible pavements were developed for the following distress types: longitudinal cracking, alligator cracking, surface distress (raveling and potholes), and rutting. Age, structural number, design index and total number of ESALs were identified as the four relevant regressors (out of seven regressors evaluated). The models not only give absolute parameter values for the different regressors, but also supply additional information (such as a precision matrix,…) necessary for the future adaptation of the parameters. This paper presents the models in detail and explains all formulas necessary for updating the models (Bayesian learning). It is planned to use these fundamental principles for improving the regression models using the data of the next nationwide inspection of pavement condition (to be done in 2000 and 2001).
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Age
KW - Alligator cracking
KW - Austria
KW - Bayesian statistics
KW - Flexible pavements
KW - Longitudinal cracking
KW - Pavement management systems
KW - Pavement performance
KW - Pavement structure
KW - Potholes (Pavements)
KW - Rutting
KW - Stripping (Pavements)
KW - Test sections
KW - Traffic
KW - Traffic data
UR - https://trid.trb.org/view/793492
ER -
TY - CONF
AN - 01037896
AU - Hawker, Les
AU - Hattrell, Dave
AU - University of Washington, Seattle
TI - The New Generation Pavement Management System for Major Roads in England
SN - 0971174016
PY - 2001/08
SP - 14p
AB - The paper describes the new generation pavement management system for the National Roads of England. This system has been implemented in phases, and is being further extended, by the Highways Agency, an executive arm of Government. The network of roads managed by the Highways Agency comprises approximately 20,000 carriageway km and approximately 44,000 lane km. It comprises only 4% of the total network of England (in carriageway length terms) but carries 25% of the total traffic. For these highly trafficked roads, it is important to minimize closure of lanes on each road, including those closures solely for the purpose of collection of condition data. This, together with various changes in management roles and in technology, determined that it was timely to implement a new computerized system to assist in the management of the pavement asset. The paper gives a summary of the imperatives for change, the volumes of data involved and the benefits anticipated. At the core of the new system is a relational database that is powerful enough to accommodate data on the inventory and condition of all assets, using a common network referencing system. The first applications working on this data are concerned with the presentation to all users of data in a convenient format, including map backgrounds, the preparation and allocation of budgets and the determination of priorities for investment in major pavement maintenance. The costs and programme for development of the system are given in the paper, together with an outline of plans for future enhancements and extensions.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Control systems
KW - Data collection
KW - England
KW - Highways Agency (United Kingdom)
KW - Lane closure
KW - Pavement maintenance
KW - Pavement management systems
KW - Relational databases
KW - Traffic
KW - Traffic lanes
UR - https://trid.trb.org/view/793784
ER -
TY - CONF
AN - 01037895
AU - Sztraka, Judit K
AU - University of Washington, Seattle
TI - Quantifiable Benefits of Pavement Management in Aid of Setting and Achieving Goals
SN - 0971174016
PY - 2001/08
SP - 8p
AB - It has been generally accepted that pavement management activities provide benefits to both transportation agencies and the public. However, the benefits of pavement management have been rarely measured or quantified. At the implementation of a Pavement Management System (PMS), agencies are usually vague on the objectives they set and the benefits they expect. There is an emerging need to measure and evaluate the actual benefits that pavement management activities yield. The days are gone when simply acquiring new technology (e.g., implementing a PMS) is sufficient to demonstrate improvement and return of investment. The art of pavement management is giving way to the science. The planning process of implementing pavement management at an agency could be supported and greatly improved by the awareness and use of measured and quantified benefits other agencies have achieved. The goal of this paper is to discuss the available information (from surveys and case studies) related to benefits that pavement management systems have actually provided for different agencies within different circumstances. Because of the scale and large diversity of agencies, the set goals and expected results also vary diversely. Similarly, the benefits of pavement management activities that agencies can achieve show a wide variety. The paper, based on data from surveys, gives an overview of the goals that transportation agencies consider worthwhile in the field of pavement management. The paper looks beyond the generalized value statements and assumed self-evidence of benefits in search for quantifiable indicators of improvement in the pavement performance that resulted from implementing a PMS.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Benefits
KW - Case studies
KW - Evaluation
KW - Pavement management systems
KW - Pavement performance
KW - Quantifiable benefits
KW - Surveys
KW - Transportation
UR - https://trid.trb.org/view/794250
ER -
TY - CONF
AN - 01037894
AU - Lee, Doseung
AU - Chatti, Karim
AU - University of Washington, Seattle
TI - Development of Roughness Thresholds for Preventive Maintenance Using PMS Data from In-Service Pavements
SN - 0971174016
PY - 2001/08
SP - 15p
AB - In this paper, 462 pavement sections from thirty-seven projects in Michigan were analyzed to investigate the interaction between pavement surface roughness and distress. The main hypothesis of this research is that an increase in roughness leads to higher dynamic axle loads, which in turn can lead to a tangible acceleration in pavement distress. If this relationship is established, then it will be possible to plan a preventive maintenance (PM) action to smooth the pavement surface. Such a PM action is bound to extend the service life of the pavement by several years. The objectives of this research were to: (1) test the above hypothesis; (2) develop a roughness threshold; and (3) determine the optimal timing of the PM action. The selected projects include thirteen rigid, fifteen flexible and nine composite pavements. The Ride Quality Index (RQI) and Distress Index (DI) were used as measures of surface roughness and distress, respectively. The analysis showed good relationships between dynamic load-related distress and roughness for rigid and composite pavements (R² = 0.739 and 0.624); however for flexible pavements there was significant scatter (R² = 0.375). A logistic function was used to fit the data. Roughness thresholds were determined as the RQI-values corresponding to peak acceleration in distress. These were determined to be 64 for rigid pavements and 51 for composite pavements. A model for selecting the optimal timing of PM action was developed based on the reliability concept. The model uses actual RQI growth rates from 1382 rigid-pavement sections.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Axle loads
KW - Composite pavements
KW - Flexible pavements
KW - Michigan
KW - Pavement distress
KW - Pavements
KW - Preventive maintenance
KW - Ride quality
KW - Rigid pavements
KW - Roughness
KW - Roughness thresholds
KW - Service life
UR - https://trid.trb.org/view/793517
ER -
TY - CONF
AN - 01037893
AU - Delwar, M
AU - Papagiannakis, A T
AU - University of Washington, Seattle
TI - Relative Importance of User and Agency Costs in Pavement LCCA
SN - 0971174016
PY - 2001/08
SP - 13p
AB - Pavement condition affects the cost of the road users and the cost of highway agencies. User costs include two components, namely vehicle operating costs (e.g., fuel, repair/maintenance and so on, which depend on pavement roughness) and non-vehicle operating costs (e.g., pavement rehabilitation related delays, which depend on lane closure practices). Agency costs depend on pavement condition (i.e., surface distress and structural capacity), which define the feasible set of rehabilitation alternatives amongst those available for a particular pavement type. As recommended by federal directives, life cycle cost analysis of pavements should include both these streams of costs. However, the majority of state highway agencies consider only their own costs in pavement life cycle cost analysis. Those that consider user costs are typically dealing with pavement rehabilitation delay costs only. The paper at hand demonstrates the importance of considering all streams of costs in pavement life cycle cost analysis by comparing the relative magnitudes of vehicle operating costs, non-vehicle operating costs and agency costs. The analysis was conducted using the computer program PID (Pavement Investment Decisions), developed under National Cooperative Highway Research Program (NCHRP) Study 1-33. The analysis covers a variety of traffic and pavement conditions. Agency costs were estimated for a selected number of alternative pavement treatments using unit costs obtained from Washington State Department of Transportation (WSDOT). Two sets of user cost relationships were used for quantifying user costs. The results are presented in the form of the percentage of each stream of costs and clearly demonstrate that user costs can be very significant higher than agency costs and hence, should not be overlooked in pavement life-cycle cost analysis.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Costs
KW - Highway agencies
KW - Highway maintenance
KW - Life cycle costing
KW - National Cooperative Highway Research Program
KW - Operating costs
KW - Pavement investment decisions
KW - Pavement maintenance
KW - Pavements
KW - Rehabilitation (Maintenance)
KW - Roughness
KW - Traffic
UR - https://trid.trb.org/view/793549
ER -
TY - CONF
AN - 01037892
AU - Massey, Susan
AU - University of Washington, Seattle
TI - Caltrans Innovative Approaches to Preventive Maintenance
SN - 0971174016
PY - 2001/08
SP - 15p
AB - During the last five years, the California Department of Transportation (Caltrans) has embarked on an intensive pavement preservation program. This program consists of the following: dedicated preventive maintenance funds including a marketing plan for management support, goals derived from the pavement management system (PMS) model to reduce distressed pavement, a Strategic Ten-Year Plan, a streamlined project delivery process, an integrated PMS with Geographic Information System (GIS), a partnership with industry and academia to develop new preventive maintenance treatments, and performance measures to quantify and improve cost-effectiveness. By applying more cost-effective preventive maintenance treatments, the entire highway system will be maintained at a higher level of service. Marketing to upper management was an integral part of moving from “worst first” to preventive maintenance (PM). After two years of workshops and presentations, Caltrans management and the independent California Transportation Commission were convinced that PM provides a cost-effective extension of the pavement service life. The PMS provided the technical data and the GIS maps illustrated the future pavement conditions that could be realized with increased funds. The result was an increase in maintenance and rehabilitation project funds from $150 million to $650 million per year. Out of these annual funds, $100 million is dedicated PM funding. Other innovative approaches were: streamlining the maintenance and Capital Preventive Maintenance (CAPM) project delivery process for more timely PM, and use of warranties.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - California Department of Transportation
KW - Cost effectiveness
KW - Financing
KW - Geographic information systems
KW - Level of service
KW - Marketing
KW - Pavement management systems
KW - Pavement preservation
KW - Performance measurement
KW - Preventive maintenance
KW - Rehabilitation (Maintenance)
KW - Service life
UR - https://trid.trb.org/view/793494
ER -
TY - CONF
AN - 01037891
AU - Wang, Kelvin C P
AU - Li, Xuyang
AU - Gong, Weiguo
AU - University of Washington, Seattle
TI - An Integrated Information System for Highway Asset Management
SN - 0971174016
PY - 2001/08
SP - 14p
AB - The University of Arkansas has engaged in developing a digital highway data vehicle in the past few years. A primarily goal for this research was to provide the industry a new platform to collect and analyze roadway and pavement condition data. Condition data and related analysis on existing roadway and roadside structure are important for a highway department in the decision making process for asset management and rehabilitation, improvement of road geometric and re-alignment study, and traffic studies. The decision-making process relies on the availability of accurate and adequate data through the use of data collection devices and related information systems. The paper presents technologies used in the digital data vehicle, including vision and imaging, high performance sensors, Global Positioning System (GPS), microcomputers, and automated data storage and processing components. A new design and implementation of a multi-function highway data vehicle are presented. The benefits of using the new technologies are discussed. An approach is revealed on application of an integrated information system for managing pavements (MMHIS). Particularly, advancements on the automated survey of pavement distresses are discussed. This automated survey system achieves real-time processing of complete pavement surfaces at network level, the images of which are collected and archived in high-resolution digital format. Finally, the application of three new distress protocols is demonstrated with the automated system.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - Benefits
KW - Condition data
KW - Data collection
KW - Decision making
KW - Global Positioning System
KW - Information systems
KW - Pavement distress
KW - Rehabilitation (Maintenance)
KW - Traffic
UR - https://trid.trb.org/view/794259
ER -
TY - CONF
AN - 01037890
AU - Rafi, Ali-A
AU - University of Washington, Seattle
TI - Integrated Road Management Systems (IRMS)
SN - 0971174016
PY - 2001/08
SP - 15p
AB - The obtaining of maximal benefit of road management, expressed in achieving of long-term objectives of the road administration, needs conceptions to optimize the decisions on all strategic and operational levels. This is the assignment of a comprehensive Integrated Road Management System (IRMS), enriched with adequate tools, like a comprehensive System of Objectives, Methods and Criteria to optimize and coordinate the results of each task, to support the processes of decision making. The processes of coordination and optimization in IRMS result in building of optimal packages of optimal measures, which link different tasks and different groups of objects. The criteria of optimizing in each stage must correspond with the objectives of the system. Therefore the System of Objectives becomes a basic role within the IRMS. It’s determination is a very important pace of development, which includes the recognizing and analyzing of the strategic requirements of each task. The objectives must be weighted and contain a minimum of conflicting issues. The implementation of IRMS needs some preparation measures in the organization. In particular the formation of staff, to become enable to take additional responsibility, must be well-organized. Nevertheless the advantages of the system, specially its ability to increase the efficiency of all activities, would justify its whole expenses of preparation, development and implementation. The present sample describes an entire IRMS within its main tasks. It coordinates the results in three levels of coordination to get finally the optimal packages of optimal measures for a major site. Some particular applications of this system have already been implemented and approved by the Canton (State) Graubünden and the City of Zurich in Switzerland.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Decision making
KW - Maintenance
KW - Optimization
KW - Pavement management systems
KW - Strategic planning
KW - Switzerland
KW - Traffic
KW - Transportation
UR - https://trid.trb.org/view/794380
ER -
TY - CONF
AN - 01037889
AU - Sinhal, Ramesh
AU - Abell, Richard
AU - Ramdas, Vijay
AU - University of Washington, Seattle
TI - Use of Whole Life Costs in Network Level Assessments of Road Maintenance Budgets
SN - 0971174016
PY - 2001/08
SP - 14p
AB - Management of the maintenance of the national road network in England is currently determined by a combination of the overall condition of the network and the specific condition of individual road lengths. The new Highways Agency Pavement Management System (HAPMS) enables a detailed analysis of maintenance options for specific lengths of the network, using a whole life cost approach and this leads to the identification of maintenance projects to be undertaken within the available budget. This, however, identifies the best use of the specified budget rather than indicating the budget required for the network. A separate approach is needed to examine the effects of alternative budget levels. Techniques developed for the assessment of whole life costs of individual road lengths, have been applied in a network level whole life cost model for road network maintenance planning. The model uses routinely collected condition data for the network to generate practical maintenance works and identify the budget necessary to achieve a specified condition or to select the most effective maintenance options from a specified budget. Alternative levels of detail for the condition data may be used for analyses of different sizes of network. The actual condition of each road in the network is therefore included in the maintenance budget allocations and takes into account both the costs to the network operator and the effects on the road users. This approach has been used to support the bids for funds for discrete maintenance works on the national roads in England of more than $400M per year for the 3 year period from 2001.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Assessments
KW - Budgeting
KW - Costs
KW - England
KW - Highway maintenance
KW - Miles of road (Road length)
KW - Pavement management systems
KW - Road networks
UR - https://trid.trb.org/view/793547
ER -
TY - CONF
AN - 01037888
AU - Hudson, W Ronald
AU - Hudson, Stuart W
AU - Visser, Willem
AU - Anderson, Virgil
AU - University of Washington, Seattle
TI - Measurable Benefits Obtained from Pavement Management
SN - 0971174016
PY - 2001/08
SP - 15p
AB - Pavement Management began in 1966 and is now used throughout the world. Since the advent of Pavement Management System (PMS), most people have generally been aware of the benefits that pavement management yields to an agency and to the riding public. However, only recently has it been possible to actually quantify the benefits obtained. This paper describes benefits of pavement management and quantifies those benefits with data obtained form the Arizona Department of Transportation (DOT), which has used pavement management for 18 years. Applications in Texas, Pennsylvania, and Washington State are also discussed. Benefits derived range from 8.6 to 13.5% of total pavement budgets. Benefit cost ratios ranging from 33 to 1 up to 51 to 1 for funds expended on PMS can be obtained. When user costs are added based on World Bank conservative experience, total benefit/cost ratios range from 200 to 1 up to 500 to 1. The paper also outlines the statistical methodology that individual agencies can also use to define benefits in their own state or agency if they have adequate data.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Arizona
KW - Benefit cost analysis
KW - Benefits
KW - Budgeting
KW - Financing
KW - Pavement management systems
KW - Pennsylvania
KW - Statistical analysis
KW - Texas
KW - Washington (State)
UR - https://trid.trb.org/view/794248
ER -
TY - CONF
AN - 01037887
AU - Smadi, Omar
AU - University of Washington, Seattle
TI - Knowledge Based Expert System Pavement Management Optimization
SN - 0971174016
PY - 2001/08
SP - 13p
AB - Knowledge based expert systems and dynamic programming are used for the development of a comprehensive pavement management system tool to help engineers and planners to make objective, consistent, and cost effective decisions regarding pavement maintenance, rehabilitation, and reconstruction. Knowledge based expert system provide a flexible tool to allow for acquisition of knowledge from experts in the field and incorporate that knowledge in building an efficient pavement management decision support tool. Knowledge based expert systems are used to develop a pavement condition forecasting model and a treatment strategy selection model. The forecasting model is capable of predicting pavement condition in the future based on both historical data and expert opinion. The treatment strategy selection model considers the forecasted condition and other inventory parameters to select feasible treatment strategies for each pavement section for all the years in the planning or analysis period. The expert system will also determine costs and improvements in condition due to the application of the selected treatment strategies. Finally, a dynamic programming model takes the output from the treatment strategy selection knowledge based expert system and determines a list of projects and their associated treatment strategies, cost, and time to implement each. The dynamic programming model can consider different objectives functions (minimize cost or maximize benefits for example) to achieve optimal allocation of resources. This paper establishes procedures for the integral operations of the three different models to makeup the comprehensive pavement management system.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Cost effectiveness
KW - Costs
KW - Dynamic programming
KW - Engineers
KW - Forecasting
KW - Knowledge acquisition (Expert systems)
KW - Pavement maintenance
KW - Pavement management systems
KW - Reconstruction
KW - Rehabilitation (Maintenance)
KW - Strategic planning
UR - https://trid.trb.org/view/793490
ER -
TY - CONF
AN - 01037886
AU - Ningyuan, Li
AU - Kazmierowski, Thomas J
AU - Tighe, Susan Louise
AU - Haas, Ralph
AU - University of Washington, Seattle
TI - Integrating Dynamic Performance Prediction Models into Pavement Management
Maintenance and Rehabilitation Programs
SN - 0971174016
PY - 2001/08
SP - 14p
AB - Modeling of pavement performance deterioration in terms of riding quality or pavement roughness and surface distress is a critical engineering process in pavement management system (PMS). Integrating the performance prediction models into multi-year network pavement maintenance and rehabilitation (M&R) program involves several interactive functional processes of the pavement management, such as database information management, site specific performance models, M&R treatment alternatives and optimization analysis. Based on review of the pavement management system developed recently for the Ministry of Transportation of Ontario (MTO), this study presents an integrated dynamic performance prediction and M&R optimization methodology that may be considered for use in the future development. In particular, the study discusses the needs for enhancement of the system's functional ability to integrate pavement deterioration models with multi-year M&R treatments program. This involves adoption of common deterministic and probabilistic prediction models available for optimizing the allocations of annual investment in pavement rehabilitation program at network level.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Database management systems
KW - Highway maintenance
KW - Mathematical prediction
KW - Models
KW - Ontario (Province)
KW - Pavement management systems
KW - Performance prediction
KW - Rehabilitation (Maintenance)
KW - Ride quality
KW - Roughness
UR - https://trid.trb.org/view/793546
ER -
TY - CONF
AN - 01037885
AU - Covey, Alan
AU - University of Washington, Seattle
TI - Using Computerized Application for Risk Management of Sidewalks
SN - 0971174016
PY - 2001/08
SP - 9p
AB - The City of Lethbridge, Alberta is a city of 70,000 inhabitants in southern Alberta, Canada. The city owns, maintains, and is responsible for approximately 990 kilometres of sidewalk infrastructure. In order to effectively manage the risk and potential liability associated with its sidewalk network, the City has implemented a two pronged approach using a computerized infrastructure management system. (1) The first step consisted of quantifying the risk and proactively taking measures to mitigate the risk potential. Sidewalks were sectioned on a block to block basis, inventoried, condition assessments were undertaken to establish the distresses and relative severity, and a prioritized rehabilitation program was established to fix and repair problem areas through the annual budgeting process. In all cases, rehabilitation treatments were tailored to the specific distresses encountered. (2) The second step of the risk management process involved the implementation of a computerized Work Management Application. The Work Management Application is also used to respond to service requests, beginning with the initial customer phone call, assigning work orders, proceeding with the work, and documenting follow up. Tracking of this information for each sidewalk element permits the city to demonstrate diligence in responding to customer service requests. This two pronged approach, linking infrastructure management with work management, has been very effective for the City in reducing risk exposure. The City’s proactive management approach has saved tens of thousands of dollars in potential claims.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Alberta
KW - Budgeting
KW - Computerized application
KW - Customer service
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Risk management
KW - Service request
KW - Sidewalks
KW - Work management
UR - https://trid.trb.org/view/793497
ER -
TY - CONF
AN - 01037884
AU - Uddin, Waheed
AU - Al-Turk, Emad
AU - University of Washington, Seattle
TI - Airborne LIDAR Digital Terrain Mapping for Transportation Infrastructure Asset Management
SN - 0971174016
PY - 2001/08
SP - 13p
AB - This paper presents an innovative application of airborne laser and aerial photo technologies in conjunction with Global Positioning Systems (GPS) receivers for cost-effective management of highway corridors, airports, and related transportation infrastructure assets. This is accomplished by producing digital terrain models, generating digital mapping databases, and linking various data sources through user-friendly geographical information system (GIS) software. LIDAR is an acronym for Light Detection And Ranging, commonly called Airborne Laser Terrain Mapping. The LIDAR survey provides low-altitude, high speed laser scanning up to 81 sq. km (20,000 acres) per day, which permits an accuracy of 15 cm, and up to 0.3-m (1-ft) contours. There are no operating constraints, such as: vegetation cover, traffic, usage, or time of day. Results are presented from an on-going study of Raleigh Bypass highway alignment project funded by NASA through the Mississippi Space Commerce Initiative (MSCI) and supported by the Mississippi Department of Transportation. The data accuracy, efficiency, time saving, and cost-effectiveness of the airborne laser technology are compared to conventional ground based methods of terrain data acquisition. It is recognized that these airborne technologies are complementary to the currently used in-vehicle videologging and detailed visual condition assessment methods. An application of digital database acquired by the airborne LIDAR method is illustrated for Oxford, a small university town in a rural area of Northern Mississippi. Proof of concept and documentation of benefits will lead to a commercially positioned process and product mix of importance to every infrastructure manager.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Airborne laser terrain mapping
KW - Airports
KW - Asset management
KW - Cost effectiveness
KW - Databases
KW - Geographic information systems
KW - Global Positioning System
KW - Highway corridors
KW - Laser radar
KW - Mississippi
UR - https://trid.trb.org/view/794254
ER -
TY - CONF
AN - 01037883
AU - Winter, David R
AU - University of Washington, Seattle
TI - Nebraska’s Experience Switching from a Mainframe Based Pavement Management System to a PC Based Pavement Management System
SN - 0971174016
PY - 2001/08
SP - 14p
AB - Since the inception of Nebraska's Pavement Management System in 1985, the data collected by pavement raters and profile equipment has been stored on a mainframe computer. Typically, the data was viewed either through the use of in house developed mainframe programs, or reports, both created with the assistance of the Information Systems Division. The system was cumbersome at best, and not easily modified. In 1997, the Nebraska Department of Road's Pavement Management Unit set out to evaluate and ultimately purchase a PC based system that would perform Life Cycle Cost Analysis and network level optimization. Following an extensive review of vendor systems, that were either too expensive or did not perform the required analysis, the Department created their own customized Pavement Management System. This paper will outline the Department's experience in developing a PC based Pavement Management System. The paper will describe the institutional barriers, and conflict resolution. An overview of the entire system will be presented. The paper will also outline how the databases are accessed, the digital photos and video incorporated, and how the analysis is performed.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Conflict management
KW - Data collection
KW - Databases
KW - Life cycle costing
KW - Mainframe computers
KW - Nebraska
KW - Pavement management systems
UR - https://trid.trb.org/view/794448
ER -
TY - CONF
AN - 01037882
AU - Potucek, Jaro
AU - University of Washington, Seattle
TI - Integrating Pavement Management
SN - 0971174016
PY - 2001/08
SP - 14p
AB - Swedish National Road Administration (SNRA) administers 100000 km state roads and is financed by the state budget. Road maintenance represents more than half of the budget. SNRA is facing common problems of road administrations, namely increasing demands on road network performance combined with decreasing road budgets and decreasing public confidence in efficiency and expert knowledge of road administration. The remedies are increased efficiency and increased transparency. They can be achieved by several methods: (1) Management perspective widened to the overall society (2) Systematic dialogue with the government, road users etc (3) Separation of road network management and production (4) Increased flexibility. To support this development, an integrated Road Management System (RMS) is being developed in stages. Pavement Management System (PMS) is used as a pilot project. The RMS covers all activities in all major business functions. Research projects and international experience are used to deliver required knowledge. Some major components are: (1) Common glossary (2) Measurable objectives (3) Specification of decision support (4) Business method descriptions (5) RMS-software. A number of innovative features have been used. They can be divided in three categories: (1) Different types of integration (2) Introduction of new aspects and models (3) Use of knowledge not used before. Most of the RMS-components are in use. The knowledge base of the PMS covers models for condition deterioration, traffic effects, works effects and optimization. It is continuously improved. In summer 2001, there will be quite a lot of experience to share.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Decision support systems
KW - Deterioration
KW - Glossaries
KW - Highway maintenance
KW - Knowledge acquisition (Expert systems)
KW - Pavement management systems
KW - Statens Vagverket
KW - Traffic
UR - https://trid.trb.org/view/794241
ER -
TY - CONF
AN - 01037881
AU - Erchul, Mary R
AU - University of Washington, Seattle
TI - Effectively Presenting Pavement Management System Information To Decision-Makers: Local Agency Experiences
SN - 0971174016
PY - 2001/08
SP - 12p
AB - A major part in successfully implementing and maintaining a pavement management system today is effectively presenting pavement management system information to decision-makers. Agencies need to tailor information to their audience and be clear on the message they are trying to convey. This process is accomplished by keeping the information simple, providing information in terms that the audience can identify with, and making sure all information presented is understandable and credible. This paper describes the steps employed by three cities in Northern California in analyzing pavement management system information and presenting this information to decision-makers (i.e. City Council). It describes the different types of decision-making audiences in each of the agencies and an evaluation of their interests and roles in the implementation of the agencies pavement management system. The paper discusses steps used to develop a clear message to decision-makers based on their interests and goals. Once a clear message was defined, it illustrates how the pavement management system was used to analyze and present results using different types of tools. The tools selected by each of the agencies were defined by the information they needed to present based on the interests of their audience. Tools ranged from tables and charts to photographs. This progression will be presented through examples of the different types of information presented, and how this information was presented simply and effectively based on the target audience in each of the agencies. In conclusion, the paper will discuss some of the pavement management decisions made by the agencies based on the presentations. The information in this paper may be of interest to other agencies that may be in the process of trying to effectively communicate pavement management system information to decision-makers.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Agencies
KW - Audience
KW - Charts
KW - Decision making
KW - Information management
KW - Northern California
KW - Pavement management systems
KW - Photographs
KW - Tables (Data)
UR - https://trid.trb.org/view/794245
ER -
TY - CONF
AN - 01037880
AU - Pinard, M I
AU - Rohde, G
AU - University of Washington, Seattle
TI - Managing SADC Roads Agencies in the New Millennium: The Role of Road Asset Management Systems
SN - 0971174016
PY - 2001/08
SP - 12p
AB - The management of the Southern African Development Community’s (SADC) road network is a complex task which is often influenced by a variety of factors – technical, financial, social and political – which all enter into the decision making process at various levels of their roads agencies. In such an environment, the determination of optimal strategies requires the use of a rational “systems” approach to road asset management. This paper outlines the road management strategy that is being pursued in a number of countries in the SADC region. It then illustrates how these systems are being used at various levels of application to achieve the desired objectives of the road agency.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - Costs
KW - Decision making
KW - Pavement management systems
KW - Road networks
KW - Socioeconomic development
KW - Southern Africa
KW - Strategic planning
UR - https://trid.trb.org/view/794324
ER -
TY - CONF
AN - 01037879
AU - Hossain, Mustaque
AU - Uddin, Shoeb
AU - University of Washington, Seattle
TI - Evaluation of General Aviation Airport Condition in Kansas - Results and Implications
SN - 0971174016
PY - 2001/08
SP - 15p
AB - A sample of 15 airports, out of 150 General Aviation (GA) airports in Kansas, was evaluated in this study. Micro PAVER was used to survey 16 out of 116 paved runways on the GA airports in 1995 to assess pavement condition in terms of the Pavement Condition Index (PCI). The results showed that approximately 26% of the GA airport runway pavements surveyed were in “poor” to “failed” condition. The pavement deterioration model developed indicated that by June 1997, this percentage would increase to about 33%. By linear extrapolation of the results, as of June 1995, about 30 out of 116 paved GA airport runways in Kansas were in poor, very poor, or, in failed condition. The network maintenance report developed in this study indicated that as of June 1995, the fifteen airports under this study were in need of approximately $800,000 for repair in order to keep the average condition in "good" condition. The budget condition forecasting and the budget scenario comparison reports developed showed that the 16 runway pavements surveyed could be brought back to a satisfactory condition by spending approximately $500,000 per year for the next five years. After that spending would decrease considerably, and the average condition would continue to be "good" or better. The findings of this study along with the results of a concurrent economic impact study were instrumental in 1999 legislative appropriation of $30 million for the improvement of GA airports for the next 10 years in the State of Kansas.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Airport runways
KW - Airports
KW - Deterioration
KW - Economic impacts
KW - Evaluation
KW - Kansas
KW - Maintenance
KW - Pavement condition index
KW - Pavement performance
KW - Pavers
UR - https://trid.trb.org/view/793759
ER -
TY - CONF
AN - 01037878
AU - Venukanthan, Kana Suresh
AU - Hawthorne, Michael
AU - Erchul, Mary
AU - University of Washington, Seattle
TI - The Importance of “Hotline” Support in the Development of Pavement Management
System Software
SN - 0971174016
PY - 2001/08
SP - 10p
AB - This paper describes the “hotline” support service for the Bay Area Metropolitan Transportation Commission (MTC) Pavement Management System (PMS) and how it has assisted in the transition from a DOS based system to a Windows based system. Due to the growth in the number PMS users to approximately 200, MTC found that it was unable to provide and maintain the quality of PMS support. In 1995, to keep the quality of its support services to the users, MTC decided to use consultant assistance to supplement in-house resources and established a telephone hotline for technical support. Hotline support was designed to provide users with an immediate response to their software problems and questions via telephone and other means. The hotline support has proven to be the most important component in building the confidence of new and existing users in MTC PMS. Hotline calls vary from installation to conceptual questions. Some calls required database repairs, database conversion and site visits. Hotline support has helped to improve the performance of the MTC PMS through feedback and suggestions from users and the hotline consultant. MTC has taken the next step to expand its hotline support via an Internet web site with user login features. The paper describes the process of setting up the hotline, why PMS users need hotline support, the ways in which hotline support improved the MTC PMS software, and a description of the web site that has been developed.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Consultants
KW - Databases
KW - Hotline programs
KW - Installation
KW - Internet
KW - Metropolitan transportation commission
KW - Pavement management systems
KW - San Francisco Bay Area
KW - Site visits
KW - Technical support
KW - Websites (Information retrieval)
UR - https://trid.trb.org/view/793443
ER -
TY - CONF
AN - 01037877
AU - Henning, T F P
AU - Pradhan, N
AU - Bennett, C R
AU - Wilson, D J
AU - University of Washington, Seattle
TI - The Nationwide Implementation of Pavement Prediction Modeling in New Zealand
SN - 0971174016
PY - 2001/08
SP - 15p
AB - During 1998 the New Zealand (NZ) Road Information Management Systems (RIMS) Group initiated Phase I of a national project titled "Implementation of Predictive Modeling for Road Management". This representative group comprises members representing all levels of government in NZ including the funding agency. The project arose from the need to implement a credible system that would be used to predict future maintenance and rehabilitation needs for road networks on a long-term basis. An important aspect of this implementation process was to provide a system that was compatible and integrated with the existing Road Assessment and Maintenance Management System (RAMM) inventory and road condition database system used previously for future works programming. The software package Deighton's Total Infrastructure Management System (dTIMS) was selected as the appropriate platform due to its inherent flexibility and its open system that allows the user to customize pavement deterioration models or the actual analyses framework. The project to date has been undertaken in three phases, which reflected the objective to get a system up and running as quickly as was possible. Phase I, which ran for 8 months, developed a preliminary system built around dTIMS which used available research and models and was interfaced with RAMM. During this phase, once a working setup was developed, pilot testing and training were performed with five road controlling authorities representing the range of likely users. The objectives of Phase II and Phase III were to refine the system, to address the issues identified during the pilot studies, as well as overseeing the fullscale implementation and training of users throughout NZ. The final system adopted comprised the following characteristics: (1) It analyses all types of roads in NZ including urban, rural, motorway and gravel roads; (2) Basic HDM-III models are used for pavement deterioration prediction plus some locally developed models; (3) 15 specific treatment types are analyzed and are categorized into four generic treatment classes namely Strengthening, Smoothing, Resurfacing and Gravel road treatments; (4) Triggers developed for the performance standard analyses were based on local research and practices, and include triggers based on performance indexes and composite indexes; (5) The system performs both performance standard and economic analyses. The former indicates the budget required to achieve a target level or standard of service; the latter are the actual work programmes under constrained budgets; and, (6) In order to assist in the integration with RAMM, supporting software was developed that acts as an interface between RAMM and dTIMS as well as to supply critical data that was lacking in RAMM. A number of features of the system are unique, in particular the approach to economic analyses and the defining of performance based standards. It is also unusual in that the same system is applied by more than 70 road controlling authorities ranging from small cities to rural areas to major urban metropolis'. This paper introduces the system developed in NZ but also, and more importantly, will focus on the process of implementing such a system. In a very short period of time a credible national pavement management system was developed and implemented. The experiences of this process―both favorable and otherwise―will be useful for others undertaking such work.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Deterioration
KW - Economic analysis
KW - Financing
KW - Maintenance
KW - New Zealand
KW - Pavement management systems
KW - Pavement prediction models
KW - Pavements
KW - Rehabilitation (Maintenance)
KW - Road networks
KW - Software packages
KW - Testing
KW - Training
UR - https://trid.trb.org/view/794251
ER -
TY - CONF
AN - 01037876
AU - Herabat, Pannapa
AU - Sirirangsi, Poovadol
AU - University of Washington, Seattle
TI - The Integration of Asset Valuation and Thailand Pavement Management System
SN - 0971174016
PY - 2001/08
SP - 7p
AB - Thailand pavement management system has been under development for Thailand Department of Highways since 1984. Thailand Department of Highways is responsible for constructing and maintaining all major highways in Thailand. However, the existing system has many limitations and drawbacks such as the aggregation of its inspection procedures and the difficulty in updating the network analysis module. These weaknesses result in inefficiency of pavement maintenance planning and activities. In addition, maintenance budget is allocated through central government funding. The concept of asset valuation draws a lot of attention to the highway agencies and politicians, particularly in Thailand, since the economic stimulation associated with new construction is popular among voters. Therefore, most highway agencies have a very difficult time convincing the politicians to adopt a policy of maintenance management. Financial statements presenting the asset values provide a clear picture in monetary terms for the decision-making process at the management level. This paper discusses a framework for integrating asset valuation and the existing pavement management system.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset valuation
KW - Budgeting
KW - Decision making
KW - Financing
KW - Highway agencies
KW - Maintenance management
KW - Pavement maintenance
KW - Pavement management systems
KW - Thailand
UR - https://trid.trb.org/view/794334
ER -
TY - CONF
AN - 01037875
AU - Fwa, T F
AU - Chan, W T
AU - Hoque, K Z
AU - University of Washington, Seattle
TI - Optimal Coordination of Multiple Agencies’ Activities in PMS
SN - 0971174016
PY - 2001/08
SP - 12p
AB - Urban infrastructural development activities cover a wide scope ranging from road construction and maintenance to water supply, sewer systems, communications and power facilities. These activities are often handled by different agencies and authorities. This paper examines the situation in Singapore where all infrastructural activities carried out within the right-of-way of roads are coordinated by the road authority. An optimal programming software based on genetic algorithms is described in this paper to coordinate different agencies’ activities within the roadway so as to reduce community impacts and complaints by road users. The main idea is to identify road works along the same stretch of road and schedule them successively so as to minimize disruption to traffic and inconvenience to road users. The advantages of this optimal programming capability over the manual approval process are many folds. Depending on the operational requirements, two different situations with respect to road works coordination are considered. One offers priority considerations to the operational needs of various agencies, the other accords more importance to achieving minimal disruption to traffic and community impacts. Numerical examples are presented to illustrate the capabilities of the program.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Maintenance
KW - Pavement management systems
KW - Road construction
KW - Roads
KW - Sewerage structures
KW - Singapore
KW - Traffic
KW - Water supply structures
UR - https://trid.trb.org/view/794379
ER -
TY - CONF
AN - 01037874
AU - Venukanthan, Kana Suresh
AU - Sebaaly, Peter
AU - Siddharthan, Raj
AU - University of Washington, Seattle
TI - Development of a Customized Pavement Management System Software
SN - 0971174016
PY - 2001/08
SP - 13p
AB - This paper describes the development and features of a user-friendly Window-based new software “PMS_ANA” developed for the Nevada Department of Transportation (NDOT). The NDOT has been using a DOS-based Pavement Management Systems (PMS) software for last few years and its use has been severely affected by its cumbersome use. The information in this paper may be of interest to other agencies, who are interested in developing their own PMS software. PMS_ANA is a customized PMS software for NDOT and is capable of performing three levels of analysis: Project Level, System Level, and Complete Network Level. These three levels correspond to the evaluation of alternatives for maintaining a certain level of serviceability of a selected pavement section, or a group of sections, or an entire network, respectively. The software allows the pavement engineer to select eight rehabilitation/maintenance alternatives from a set of standard alternatives or design their own alternatives which he/she feels are appropriate for the given pavement section or group of pavement sections. The computer software combines performance modeling with life cycle cost analysis of different alternatives for each pavement section. The alternatives have been compared based on both their predicted long-term performance and their associated costs. This is accomplished by comparing Benefit/Cost ratios associated with the alternatives over a 20-year period. The results from the study show that an alternative which has the lowest cost but only maintains the minimum required level of serviceability may not be the best option over an alternative that provides a good level of serviceability with a slightly higher cost.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Analysis
KW - Benefit cost analysis
KW - Costs
KW - Life cycle costing
KW - Nevada
KW - Pavement management systems
KW - Serviceability
KW - Software
UR - https://trid.trb.org/view/794441
ER -
TY - CONF
AN - 01037873
AU - Flintsch, Gerardo W
AU - Medina, Alejandra
AU - University of Washington, Seattle
TI - Framework for a Web-based Intelligent Infrastructure Asset Management System
SN - 0971174016
PY - 2001/08
SP - 15p
AB - Pavement Management Systems (PMS) provided the framework for the development of infrastructure management systems. Under the leadership of the Federal Highway Administration (FHWA), infrastructure management has further evolved into asset management, adding two new dimensions to the traditional approach: integration and business-like objectives. The paper makes the case that systematic asset management is today's best approach for balancing growing demands, aging infrastructure, and constrained resources, and that asset management can greatly benefit from the application of novel artificial intelligence and information technologies. Some of the information management and analysis tools that have enabled the developments in infrastructure management are discussed. The incorporation of these technologies into the decision-making process of how to maintain our transportation infrastructure systems is expected to provide a more efficient method for their intelligent renewal, which is instrumental in accommodating for the increasing demands of the next century. The framework for developing and implementing Web-based intelligent infrastructure asset management systems is presented.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Artificial intelligence
KW - Asset management
KW - Decision making
KW - Information technology
KW - Pavement management systems
KW - Transportation
KW - U.S. Federal Highway Administration
KW - Web based intelligent infrastructure
UR - https://trid.trb.org/view/793544
ER -
TY - CONF
AN - 01037872
AU - Thompson, Roger J
AU - Visser, Alex T
AU - University of Washington, Seattle
TI - Integrated Asset Management Strategies for Unpaved Mine Haul Roads
SN - 0971174016
PY - 2001/08
SP - 13p
AB - The world-wide expansion of surface mining has led to the development of very large off-highway trucks currently capable of hauling payloads in excess of 290 tons. Typical axle loads in excess of 200 tons are applied to mine haul road networks that have historically been designed empirically, relying heavily on local experience. Currently, truck haulage costs can account for 10%-50% of the total costs incurred by a surface mine. As the trend in increasing truck size continues, the current pavement systems will prove inadequate. Not only will the maintenance costs of existing roads with inadequate thickness increase, vehicle operating and maintenance costs will also increase prohibitively. There is a need to consider an integrated approach to pavement system structural, functional and maintenance design components, taking into account road construction costs, vehicle operating costs and road maintenance costs. Since mine roads are built and operated by private companies, minimisation of total transportation costs is required. The paper presents an integrated mine haul road asset management strategy and illustrates the value of its application through case studies. Using the asset management strategy, the improvement in structural design resulted in a 29% saving in construction costs and also provided better service, whilst the optimal selection and management of wearing-course materials also provided better functionality at lower total transportation cost. Environmental considerations were addressed by the characterization of wearing course material performance that enabled a haul road dust management strategy to be developed based on the comparative costs of the suppression solution adopted. Through a case-study application, the benefits of effective dust management and the associated reduction in total construction costs, vehicle operating costs and road maintenance costs is illustrated.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - Axle loads
KW - Costs
KW - Haul roads
KW - Maintenance
KW - Mine haulage
KW - Operating costs
KW - Pavements
KW - Road construction
KW - Strategic planning
KW - Trucks
UR - https://trid.trb.org/view/794438
ER -
TY - CONF
AN - 01037871
AU - Landers, Shawn
AU - Falls, Lynne Cowe
AU - Cheetham, Alan
AU - University of Washington, Seattle
TI - Development of a Pavement Surface Performance Measure for the British Columbia Pavement Management System
SN - 0971174016
PY - 2001/08
SP - 12p
AB - Pavement surface distress is a key performance measure used in asset management systems for monitoring the current condition of a pavement network and predicting future condition. It is also one of primary indicators used by highway agencies for rehabilitation and maintenance programming. The selection and development of a pavement surface distress index can be one of the most perplexing problems facing an agency during the early stages of implementing a pavement management system. There are several mathematical models available for converting the survey data into a composite index, each with its own merits and requirements. Compounding this, is the need for some level of calibration to more accurately reflect local survey methods and conditions. This paper presents a practical and generic methodology that the British Columbia Ministry of Transportation and Highways (BCMoTH) followed for developing, calibrating and implementing a composite pavement distress index.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - British Columbia
KW - Composite pavements
KW - Maintenance
KW - Mathematical models
KW - Pavement distress
KW - Pavement management systems
KW - Performance measurement
KW - Rehabilitation (Maintenance)
UR - https://trid.trb.org/view/793762
ER -
TY - CONF
AN - 01037870
AU - Mannisto, Vesa
AU - Virtala, Pertti
AU - Soderqvist, Marja-Kaarina
AU - Kerali, Henry R
AU - University of Washington, Seattle
TI - Network Level Analysis of Pavements and Bridges in Europe
SN - 0971174016
PY - 2001/08
SP - 15p
AB - The objective of the Road Infrastructure Maintenance Evaluation Study (RIMES) project was to develop a framework for modeling road pavement and structure performance in order to provide a common standard for road management in Europe based on best current knowledge. The models developed provide a rational framework for evaluating the benefits of road infrastructure maintenance strategies. The main product at network level is an integrated network level management model which will be used by policy makers to determine maintenance standards and strategies, appropriate budget levels, and the allocation of funds between competing infrastructure maintenance needs. The network level system utilizes probabilistic Markov chain models to predict the deterioration of pavements and bridges. Linear programming (LP) models are formulated and solved to yield a recommended long-term optimal solution for the condition state distribution. The LP models also give the distribution of the annual maintenance actions required to maintain the optimal cost-effective distribution year by year. A short-term optimization procedure has been incorporated to provide the optimal path to the long-term optimum condition distribution over a short period of time, starting from the initial network condition distribution. One key product of this research is a method, which can be used to develop transition probability matrices using deterministic deterioration curves. This improves the applicability of this system, and it also enables better compatibility of results of different management modules. Long-term and short-term analyses are co-optimized simultaneously for all sub-networks. This enables the use of nation-wide budget constraint, which budget will then be automatically allocated between different parts of network.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Bridges
KW - Cost effectiveness
KW - Deterioration
KW - Europe
KW - Linear programming
KW - Maintenance
KW - Network level models
KW - Pavement management systems
KW - Pavements
KW - Strategic planning
UR - https://trid.trb.org/view/794378
ER -
TY - CONF
AN - 01037869
AU - Falls, Lynne Cowe
AU - Haas, Ralph
AU - Hosang, John
AU - University of Washington, Seattle
TI - Asset Valuation as a Key Element of Pavement Management
SN - 0971174016
PY - 2001/08
SP - 11p
AB - Transportation agencies are changing the way they do their public accounts and are moving toward a corporate type business strategy. Among the associated requirements is valuation of the assets under their jurisdiction. This is particularly important for pavements since they generally represent the item of largest asset value. Accordingly, it is essential for asset valuation to be a key element of asset management and its component system of pavement management. Carrying out asset valuation requires the following: (a) a consistent management framework, (b) adoption of an accounting basis and methodology for actually valuing assets, (c) performance indicators and depreciation functions or performance models for calculating future asset values, and (d) public and executive information systems for reporting pavement network condition and asset value. This paper first provides the framework for asset valuation and then discusses the alternative accounting bases and methodologies. Both financial accounting and management accounting, and correspondingly a written down replacement cost methodology, are described, along with their pros and cons. Other methods, including market value, equivalent present worth in place and productivity realized value are also briefly described. This paper is based largely on an asset valuation and performance indicators project carried out for the Transportation Association of Canada.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Accounting
KW - Asset management
KW - Canada
KW - Costs
KW - Methodology
KW - Pavement management systems
KW - Pavements
KW - Performance models
UR - https://trid.trb.org/view/794308
ER -
TY - CONF
AN - 01037868
AU - Gulyas, Andras
AU - Timar, Jozsef
AU - University of Washington, Seattle
TI - Analysis of Network Level Condition Indicators Using Statistical Correlations
SN - 0971174016
PY - 2001/08
SP - 12p
AB - In any kind of Pavement Management Systems (PMS) an important input is the overall condition of the road network. Different condition indicators characterize the present status like roughness, surface defects, load bearing capacity and rutting. Every year these parameters are measured on the Hungarian national road network. Highway agencies are interested in comparison of results at district (county) level in order to assess the performance of the sub-networks operated by a local agency. Condition parameters are in interaction therefore indicators are somewhat correlated. Their use in a PMS may result in overweighing certain parameters depending partially on some other parameter. That is why a statistical correlations analysis has been performed recently. Correlation coefficients between pairs of condition indicators at district level including 22 agencies and 4 parameters show rather strong correlation between certain parameters such as roughness and surface defects. We have analyzed in a more detailed research differences regarding pavement structure type (asphalt concrete vs. asphalt macadam) and road hierarchy (main roads vs. secondary roads) and present the results as well as some new calculation methods for correlation coefficients in case of combined sub-networks. The optimal number of sub-networks and variables used in a PMS can be determined by correlation analysis. Based on this analysis modifications can be recommended in the existing PMS in order to get more realistic results and reach global optimum in problem solving. An enhanced PMS can promote effective allocation and use of constrained resources for improving pavement condition, realistic assessment of strategic alternatives for highway maintenance and increasing transparency in the decision-making process.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Arterial highways
KW - Asphalt concrete
KW - Bituminous macadam
KW - Correlation analysis
KW - Decision making
KW - Hungary
KW - Pavement management systems
KW - Road networks
KW - Roughness
KW - Rutting
KW - Secondary roads
KW - Statistical analysis
UR - https://trid.trb.org/view/794445
ER -
TY - CONF
AN - 01037867
AU - Hessian, Ralph
AU - Zaghloul, Sameh
AU - Falls, Lynne Cowe
AU - University of Washington, Seattle
TI - Development of Nova Scotia Traffic Census System
SN - 0971174016
PY - 2001/08
SP - 13p
AB - An ongoing effort is underway to develop a Transportation Management Information System (TMIS) for the Nova Scotia Department of Transportation and Public Works (TPW). Four major components are integrated in TMIS, a Pavement Management System (PMS), a Bridge Management System (BMS), a Safety Management System (SMS) and a Traffic Census System (TCS). This paper presents an overview of the TCS and its functions and components. TCS has three main functions; to manage and store the traffic data collected using permanent and portable traffic stations, to perform analysis on the collected data and to feed the PMS, BMS and SMS with traffic attributes. Traffic data collected using permanent Weigh-in-Motion (WIM) stations and classified traffic counters (CTC) as well as that collected using portable classified traffic counters (CTC) and unclassified traffic counters (UTC) is downloaded to TCS. TCS performs three levels of analysis on the data that passes the quality control checks; initial analysis of the permanent station data, analysis for model assignment, and detailed analysis for all highway segments. In the initial analysis, TCS performs analysis only on the data obtained from the permanent WIM and CTC stations to determine levels of different traffic parameters, such as truck factors (TF), that are used in the analytical functions of TCS. These traffic parameters are assigned to the network segments in the model assignment step. In the detailed analysis step, TCS performs a wide range of analyses.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Bridge management systems
KW - Classified traffic counters
KW - Data collection
KW - Nova Scotia
KW - Pavement management systems
KW - Safety management
KW - Traffic counts
KW - Traffic data
KW - Transportation management systems
KW - Weigh in motion
UR - https://trid.trb.org/view/793704
ER -
TY - CONF
AN - 01037866
AU - Pierce, Linda M
AU - Mahoney, Joe P.
AU - Sivaneswaran, Nadarajah
AU - University of Washington, Seattle
TI - An Assessment of the Benefits of the Washington State Pavement Management System
SN - 0971174016
PY - 2001/08
SP - 14p
AB - Washington State Department of Transportation (WSDOT) has been collecting pavement condition data and prioritizing project selection for pavement rehabilitation since 1969. WSDOT has had a working and implemented pavement management system, referred to as the Washington State Pavement Management System (WSPMS), since 1982. As WSPMS was developed in-house, within the WSDOT Materials Laboratory, it has evolved over the years to take advantage of the advances in computing capabilities as well as changes in WSDOT pavement preservation philosophy. The most notable latest advancement is the move from programming projects for rehabilitation based on “worst first” to the “lowest life cycle cost” concept. This paper provides an assessment of the impact WSPMS had on the overall effectiveness of the WSDOT preservation program.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Computer programs
KW - Condition surveys
KW - Life cycle costing
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Relational databases
KW - Washington (State)
UR - https://trid.trb.org/view/794249
ER -
TY - CONF
AN - 01037865
AU - Gryteselv, Dagfin
AU - Haugodegard, Torleif
AU - Sund, Even K
AU - University of Washington, Seattle
TI - The New Norwegian Pavement Management System
SN - 0971174016
PY - 2001/08
SP - 13p
AB - A new pavement management system (PMS2000) has been developed by SINTEF Civil and Environmental Engineering, department for Roads and Transport and implemented by the Norwegian Public Roads Administration (NPRA). 19 regional Road Administrations as well as the central Road Directorate use the program. It is a project level system that is used by regional highway engineers to plan pavement works within a 6 year horizon, with focus on adjusting the plans for the next two years to budget constraints. The main aim of the system is to provide the project engineer with a practical planning tool at the project level. PMS2000 uses simple prediction models to enable managers to produce good plans at the project level as well as getting an overall view of the consequences various strategies will have on future pavement condition on a network level. This can be aggregated for the whole road network, giving the central Road Directorate the full picture. Emphasis has been focused on presenting the voluminous road data graphically in a way that makes it easier for the pavement manager to make the right decisions regarding future pavement works at the project level. Tender documents can be produced directly in PMS2000 on paper as well as exported in various electronic formats. A separate, interacting system has been developed for contractors to complete the tenders with cost data etc. The completed tender can then be returned in electronic format and imported into PMS2000 for further analysis. Parallel to the development of the project level system research has been conducted into a possible approach for a network level system. An existing Finnish system using Markov-chain modeling of pavement deterioration has been tested with Norwegian data. This research is presented in the last part of this paper.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Decision making
KW - Deterioration
KW - Highway engineers
KW - Mathematical prediction
KW - Norway
KW - Pavement management systems
KW - Planning
KW - Road networks
KW - Strategic planning
UR - https://trid.trb.org/view/794489
ER -
TY - CONF
AN - 01037864
AU - Landers, Shawn
AU - Robson, Michael
AU - Falls, Lynne Cowe
AU - University of Washington, Seattle
TI - Development of Quality Assurance and Control Procedures for Network Level Contract Pavement Surface Condition Surveys
SN - 0971174016
PY - 2001/08
SP - 12p
AB - Pavement condition data is the most fundamental component of a pavement management system. It is used for monitoring the condition of the paved highways and forms the basis for predicting future performance for network needs analyses and rehabilitation programming. Like many agencies, the British Columbia Ministry of Transportation and Highways (BCMoTH) contracts out the collection of pavement surface condition data to multiple contractors. Because the Ministry is committed to open contracting and the need to collect accurate and repeatable data, comprehensive Quality Assurance (QA) procedures comprised of multiple levels of field-testing have been implemented. Working with one of the data collection contractors and recognizing the importance that Quality Control (QC) plays in field operations and data processing, expanded QC procedures were developed to improve the quality of the final output for the Ministry. This paper outlines the QA and QC procedures developed and implemented by a highway agency and contractor in a collaborative effort to improve the quality and integrity of network level pavement condition surveys.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - British Columbia
KW - Condition surveys
KW - Contractors
KW - Data collection
KW - Field tests
KW - Information processing
KW - Pavement management systems
KW - Quality assurance
KW - Quality control
KW - Rehabilitation (Maintenance)
KW - Surface course (Pavements)
UR - https://trid.trb.org/view/793643
ER -
TY - CONF
AN - 01037863
AU - Schut, Peter
AU - de Bree, Tijmen
AU - Fuchs, Geert
AU - University of Washington, Seattle
TI - Responsible Pavement Management
SN - 0971174016
PY - 2001/08
SP - 10p
AB - When considering the highway maintenance process it is vital to achieve good communication between policy makers, those concerned with pavement management and the general public. Pavement Management Systems (PMS) occupies a pivotal role in this field by providing concise, objective information and thus eases the assessment of alternative maintenance strategies. PMS is a valuable and multifunctional aid to effective pavement management. As a management and policy tool PMS is an extremely useful instrument in the translation of political decisions and policy statements into a viable maintenance plan within the budgetary constraints. PMS as a technical tool aids the choice at project level by determining the most effective methodology for this maintenance plan. In the early stages of the PMS all available highway data was stored within the software database. This proved to be an inefficient use of the resource and lead to excessive storage and data management requirements. Data collection has now been redefined so that only data deemed necessary is now input i.e. the road condition survey, relevant quantities, traffic models and trigger values. From this raw data the most cost effective solutions with their prices are generated. For the financing of the remedial works a dedicated road fund is one possible solution. In the Netherlands road funds have been historically very successful by sustaining annual budgets for highway maintenance and thereby providing the pavement managers sufficient funding to enable the formation of a credible maintenance plan. Great care must be taken in defining the scope of the works financed by the road fund. In the near future the Netherlands will witness two important developments. Firstly the Dutch national standards (CROW) are being updated and communication routes to those responsible for policy formation are being improved. Secondly the Integrated Management of the Public Space methodology (IMPS) is going to be important in determining scheme priorities. Within this IMPS it is possible to compare technical values with other values that are not easily quantifiable, e.g. amenity value, perception and environmental priorities. These two developments ensure it that the PMS remains a fundamental tool in the decision making process.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Condition surveys
KW - Cost effectiveness
KW - Data collection
KW - Database management systems
KW - Databases
KW - Decision making
KW - Maintenance
KW - Netherlands
KW - Pavement management systems
KW - Policy making
KW - Traffic models
UR - https://trid.trb.org/view/793775
ER -
TY - CONF
AN - 01037862
AU - Slavik, M M
AU - University of Washington, Seattle
TI - Handling Uncertainty in Pavement Design
SN - 0971174016
PY - 2001/08
SP - 10p
AB - The anticipated E80 loading of a road during its lifespan is crucial to road pavement design. The E80 loading depends on factors such as present traffic volume, traffic composition, degree of vehicle loading, and the future traffic growth. However, each of these factors is uncertain, which then compounds the uncertainty about the resultant E80. The task is to select the most economical pavement in the face of this uncertainty. The peculiarity of selection is that it is usually made from a relatively small number of options - a few standardized types of pavement, which constitute the decision options. Since uncertainty in input creates uncertainty in the result, decision-making based on this result involves an element of risk - the risk of being wrong. One way to alleviate this risk is to increase the accuracy of input numbers. However, this is often difficult, too costly, or impractical. An alternative approach is to trace and quantify the consequences of various decisions, with subsequent selection of an option that minimizes the cost of consequence. A requisite of this approach is that the consequences of various decisions are expressed as costs. When there is great uncertainty concerning input figures, rational decisions still can be made by analyzing so-called regrets. Regret is the difference between two costs: that resulting from a wrong decision, and the cost that would ensue from a correct decision. By definition, the regret of a correct decision is always zero. Selection of the best option is then based on minimization of maximum regret - to avoid making decisions that could go badly wrong. In cases of moderate uncertainty, for example, when the probability distributions of individual input variables can be postulated, selection of the best option should be based on minimisation of the expected cost of consequence. A practical example is discussed in which the above methods were used to design the pavement of a freeway in South Africa. In the case analyzed, the standard pavement, called E2, would be the best choice, irrespective of the degree of uncertainty.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Costs
KW - Decision making
KW - Pavement design
KW - Pavements
KW - Regret
KW - South Africa
KW - Traffic growth
KW - Traffic volume
KW - Vehicle mix
UR - https://trid.trb.org/view/794439
ER -
TY - CONF
AN - 01037861
AU - Karan, M A
AU - Al-Kulaib, Abdul Aziz
AU - Haas, Ralph
AU - University of Washington, Seattle
TI - An Overview of Kuwait’s Integrated Infrastructure Maintenance Management System (KIMMS)
SN - 0971174016
PY - 2001/08
SP - 8p
AB - Kuwait has successfully implemented the Kuwait Infrastructure Maintenance Management System (KIMMS) in 2000. KIMMS can be used to determine condition, predict rehabilitation needs and recommend suitable alternatives for multiple infrastructure elements, including pavements, bridges and sanitary systems. A unique feature of KIMMS is the concept of Integrated Priority Program (IPP). IPP analyzes candidate rehabilitation and maintenance alternatives, along with their recommended implementation years and benefit/cost ratios, for each infrastructure element, and produces an overall optimum prioritized list of projects. Budget scenarios can be created for groups of infrastructure elements, depending on maintenance responsibility, and processed in the IPP to create the most cost efficient integrated program. Over 5,000 km of pavements, 260 bridges, over 50,000 signs and supports, and about 5,000 km of sanitary and storm sewers are maintained in KIMMS. This inventory is the responsibility of six maintenance departments with separate budget constraints. Since each department is responsible for a variety of infrastructure elements, an integrated approach is an essential requirement. KIMMS has met that challenge in a comprehensive, objectively based manner. This paper describes the KIMMS in functional terms, with a special focus on the priority programming module and the linkage of the recommended priority programs to a work management system. Key integration and system implementation issues are also briefly addressed.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Benefit cost analysis
KW - Bridges
KW - Budgeting
KW - Integrated priority program
KW - Kuwait
KW - Maintenance management
KW - Pavements
KW - Rehabilitation (Maintenance)
KW - Sanitary sewers
KW - Storm sewers
UR - https://trid.trb.org/view/794383
ER -
TY - CONF
AN - 01037860
AU - Ruck, Gary R
AU - Piane, Robert R
AU - University of Washington, Seattle
TI - Beyond Pavement Management Optimization
SN - 0971174016
PY - 2001/08
SP - 15p
AB - Pavement Management Systems (PMS) software is used to analyze life-cycle costs for various rehabilitation strategies on each segment of road in an agency’s network. During this analysis the software examines one segment at a time. The first part of the analysis generates a list of “feasible” strategies for each segment. Then a budget level is provided and the PMS software selects an “optimal” strategy for each segment in such a way as to ensure that the sum of the costs for all segments does not exceed the budget and that the total network wide benefits are maximized. To do this an agency must first divide their road network up into “homogeneous” segments. Keeping the raw data on as “homogeneous” a segment as possible is important because of model sensitivity. Unfortunately, the “optimal” strategy selection for each segment is often made independent of the segment’s location. It takes a tremendous (impractical) amount of time for agencies to sit down with the optimum recommendations made by their PMS software and rationalize reasonable construction projects by manually combining adjacent road segments. Automatic programme generation reduces this incredible time burden down to a reasonable level. This procedure combines adjacent segments and makes minor adjustments to the optimal strategy to come up with a “viable” recommended construction programme.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Construction
KW - Costs
KW - Life cycle costing
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Software
KW - Strategic planning
UR - https://trid.trb.org/view/793636
ER -
TY - CONF
AN - 01037859
AU - Hawker, Les
AU - Hattrell, Dave
AU - University of Washington, Seattle
TI - The New Generation Data Collection Regime for Pavements for Major Roads in England
SN - 0971174016
PY - 2001/08
SP - 12p
AB - The paper describes the reasons for, and use of, a new regime of data collection for the pavements of the National Roads of England, including a new machine for collecting surface condition data at the speed of the prevailing traffic, causing a minimum of disruption to road users. Historically, there has been extensive use of visual surveys for pavement surface condition assessment, but these, by their nature, are subjective and have been both expensive and the cause of extensive delays to the road users. With the ever increasing levels of traffic and the greater accent being placed on the views and wishes of the traveling public, it became imperative to further the move to machine based surveys. The network wide surveys have therefore moved from routine visual and machine surveys of the surface and structure to solely machine based surveys of the surface. Deflection surveys and a new type of visual surveys are being restricted to the project level to define maintenance work to be done. To undertake network wide surveys entirely by machine, a new generation of machine (TRACS) was implemented, based on extensive research and prototype development. These surveys are carried out at the speed of the prevailing traffic and collect data on longitudinal profile, transverse profile, texture and cracking. Surveys are undertaken on one lane in each direction of single carriageways and at least 2 lanes in each direction of dual carriageways, plus each slip road, each year. A total of more than 40,000 lane-kilometers is surveyed each year, resulting in 6 Mb of raw data per lane-kilometer. At the network level, these surveys are currently supplemented by Sideway - force Coefficient Routine Investigation Machine (SCRIM) surveys, but research continues to relate the skid resistance, as measured by SCRIM, to the texture as measured by TRACS with a view to needing only the data from a single TRACS survey. Before confirmation of the maintenance treatment design, and of expenditure, at a particular location, the surveys undertaken on the entire network are supplemented by additional project level surveys at the particular location. These project level surveys include deflection (Deflectograph) and limited visual surveys. All of the information collected by machines is processed automatically using a single, new software package to validate, locationally reference and partially analyze the output from each of the machines (i. e. TRACS, SCRIM and Deflectograph). Together with data from visual surveys, the machine data forms the principal data source for the new Highways Agency Pavement Management System (HAPMS). The paper gives orders of magnitude of the costs of development and implementation of the new systems, set in the context of the perceived benefits of the new regime, the perceived value of the asset being maintained and the annual spend on maintenance works.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Costs
KW - Cracking
KW - Data collection
KW - Deflection
KW - Deflectographs
KW - England
KW - Maintenance
KW - Pavement performance
KW - Pavements
KW - Roads
KW - Skid resistance
KW - Surveys
KW - Texture
KW - Traffic
UR - https://trid.trb.org/view/793760
ER -
TY - CONF
AN - 01037858
AU - Kazmierowski, Thomas J
AU - He, Zhiwei
AU - Kerr, Brian
AU - University of Washington, Seattle
TI - A Second Generation PMS for the Ministry of Transportation of Ontario
SN - 0971174016
PY - 2001/08
SP - 15p
AB - The existing Pavement Management System (PMS) used at the Ministry of Transportation of Ontario (MTO) was developed in 1985 and is currently being updated with regard to its data management and network analysis capabilities. Large amounts of experience has been gained in the development and implementation of the existing PMS in terms of the system design, data acquisition and management, and engineering decision support models. The Ministry decided to encompass these experiences in developing a second generation PMS in order to facilitate the data management and the analysis of the network level funding needs and project priorities. The objectives of the project include a comprehensive review of the Ministry's pavement management process, recommending improvements to the existing practice, designing and developing a well functioning, effective system to support the network level pavement preservation decision-making processes. This paper first reviews the Ministry's current PMS and issues related to its implementation. It then describes the requirements for developing the second generation PMS. The approaches and challenges in the system design, development and implementation of the new PMS are described. In addition, a number of key features of the second generation MTO PMS are summarized.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Data management systems
KW - Decision making
KW - Decision support systems
KW - Financing
KW - Ontario (Province)
KW - Pavement management systems
KW - System design
UR - https://trid.trb.org/view/793792
ER -
TY - CONF
AN - 01037857
AU - Pienaar, P A
AU - Visser, A T
AU - Dlamini, L
AU - University of Washington, Seattle
TI - A Comparison of the HDM-4 with the HDM-III on A Case Study in Swaziland
SN - 0971174016
PY - 2001/08
SP - 16p
AB - The Highway Design and Maintenance Standards Model (HDM-III), developed by the World Bank, has been used extensively for the economic evaluation of road projects over a period of approximately 15 years. The Highway Development and Management Tools (HDM-4) was released early this year (2000) as the result of a process of upgrading and extension of the HDM-III. Both these models were applied to a case study, the Nsoko-Maloma road in Swaziland, in order to gain insight on the changes and improvements achieved in HDM-4. The paper provides an overview of the development of the HDM-III and HDM-III Manager (which was used for the analysis), and the improvements implemented in HDM-4. A description of the case study and data required for the economic evaluation process are then addressed. The output of the two models is compared. It is shown that with regard to the sub-models the most important effect is the lowering of vehicle operating costs and the increase in travel speed which result from the adjustment of the sub-models for the improvement in the efficiency of motorized vehicles. The HDM-4 consequently produced lower values for the benefit-cost ratio and internal rate of return on the case study. When compared to the justification level, however, this reduction did not influence the economic viability of the project. In conclusion the improvements of HDM-4 as observed in the analysis are summarized. These are a modern-day programming style and wider options with regard to the definition of the vehicle fleet, upgrading choices, pavement types, seal types and other maintenance actions.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Benefit cost analysis
KW - Case studies
KW - Economic analysis
KW - Highway design
KW - Highway Design and Maintenance Program (World Bank)
KW - Highway Development and Management Tool (HDM-4)
KW - Maintenance
KW - Operating costs
KW - Pavement management systems
KW - Speed
KW - Swaziland
KW - Types of pavements
KW - Vehicles
UR - https://trid.trb.org/view/794253
ER -
TY - CONF
AN - 01037856
AU - Attoh-Okine, Nii O
AU - University of Washington, Seattle
TI - Potential Applications of Microelectromechanical Systems (MEMS) in the Management of Infrastructure Assets
SN - 0971174016
PY - 2001/08
SP - 6p
AB - Microelectromechanical Systems (MEMS) have developed significantly in the past ten years, leveraging and advances in the semiconductor industry to produce miniaturized mechanical systems. Infrastructure assets management has recently been addressed as an important field for MEMS applications. MEMS can help in continuous monitoring of in-service infrastructure systems. The advantages of this continuous monitoring include: obtaining data on actual operating levels and conditions, developing structural response and serviceability, and detecting early warning signs of damage. The purpose of this paper is to give a general overview of MEMS and to provide examples of potential applications within infrastructure research.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - Cost effectiveness
KW - Infrastructure
KW - Microelectromechanical systems
KW - Semiconductors
KW - Serviceability
KW - Warning signs
UR - https://trid.trb.org/view/794260
ER -
TY - CONF
AN - 01037855
AU - Sissel, Stephen L
AU - Winter, David R
AU - University of Washington, Seattle
TI - Development of Multi-Year Plan System For Highway Construction and Maintenance Based on LCCA
SN - 0971174016
PY - 2001/08
SP - 15p
AB - Increased construction costs and limited highway funds have stimulated the search for tools to select the most cost-effective strategies for the construction, rehabilitation, and maintenance of highway systems. The Federal Highway Administration (FHWA) has committed extensive resources to the development and implementation of Life Cycle Cost Analysis (LCCA) to determine the cost-effectiveness of alternate construction strategies. Several publications, seminars, and training courses have resulted from this effort and have been presented to state highway agencies throughout the United States. The useful aspects of LCCA, in the selection of cost-effective alternatives, are generally accepted throughout the world. However, most of the emphasis has been on the use of LCCA tools to select a single strategy per highway section per year. A process for selection of a series of strategies, encompassing all sections of a highway network over a period of twenty or more years, has not been emphasized. Prior to PC based systems; this type of analysis would require a mainframe system and extensive resources. Increased power of PCs and the continued development of software for database and analysis applications for the PC, permit such an analysis to facilitate long-term planning. The Nebraska Department of Roads has undertaken the task of developing a Multi-Year Action Plan System (MAPS). This system utilizes historic pavement performance, recorded performance of preventive and general maintenance strategies, and the performance of new materials. The objective of the department’s effort is to create a PC based system to support the automated development of several action plans at the district network level. The most cost-effective plan may then be selected to meet long-term performance goals as established by the governor, the state legislature, and the department director. This paper will present the development process of MAPS by the Nebraska Department of Roads. The topics discussed will include utilization of pavement management data by MAPS, the ability of MAPS to be modified to include unique conditions by region, state, or district, the criteria for strategy selection, the combination of strategies into long-term action plans, individual components of an action plan, and the selection of criteria for measuring improvement on the network level.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Cost effectiveness
KW - Costs
KW - Databases
KW - Highway maintenance
KW - Life cycle costing
KW - Multi-year action plan system
KW - Nebraska
KW - Pavement performance
KW - Rehabilitation (Maintenance)
KW - Road construction
KW - Software
KW - Strategic planning
KW - U.S. Federal Highway Administration
UR - https://trid.trb.org/view/793548
ER -
TY - CONF
AN - 01037854
AU - Jackson, N Mike
AU - Reid, Donald L
AU - University of Washington, Seattle
TI - Implementation of Network Level Pavement Management in Tennessee
SN - 0971174016
PY - 2001/08
SP - 14p
AB - The Tennessee Department of Transportation (TDOT) is currently in the process of implementing a statewide Pavement Management System (PMS). One of the primary motives behind this implementation is to comply with the modified Governmental Accounting Standards Board (GASB) guidelines for justification of allocation of funds. The objectives of this paper are to provide an overview of the implementation of the new TDOT PMS and outline the necessary steps for complete implementation of the system. There are three primary areas of focus in the initial implementation of the new PMS in Tennessee. These include: (1) adoption of a user friendly pavement management software program with the capability to store, analyze and manage pavement condition data; (2) implementation of a standardized process for collecting and compiling pavement condition data such as rutting, roughness and distress; and (3) the ability to produce analytical reports in the form of thematic maps, charts and graphs which provide timely and accurate feedback on the condition of the network. Implementation of these components is essentially complete and TDOT is now prepared to introduce the new system to regional and district personnel throughout the state. Those personnel responsible for maintenance, resurfacing, rehabilitation and planning will be trained in the proper use and interpretation of the new system. Once TDOT personnel become comfortable with the software, understand the significance of the condition data, and begin to utilize the annual condition reports, TDOT will be in a position to fully comply with the modified GASB guidelines for justification of allocation of funds.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Charts
KW - Condition data
KW - Data collection
KW - Distress
KW - Financing
KW - Graphs
KW - Guidelines
KW - Pavement management systems
KW - Roughness
KW - Rutting
KW - Software
KW - Tennessee
KW - Thematic maps
KW - Training
UR - https://trid.trb.org/view/794440
ER -
TY - CONF
AN - 01037853
AU - Lees, Patricia L
AU - Hawthorne, Mike
AU - University of Washington, Seattle
TI - Building PMS Champions
SN - 0971174016
PY - 2001/08
SP - 12p
AB - During the implementation of a Pavement Management System (PMS), a champion must be identified who can explain the benefits and gain acceptance of the operating principles. This person guides the decision-makers from reactive, worst-first, practices to thoughtful planning that maintains the value of the network and assures the most cost-effective use of limited funds over time. This paper describes the collaboration between the Metropolitan Planning Commission of the San Francisco Bay area (MTC) and Nichols Consulting Engineers to develop the skills that support the role change from technical specialist to champion for PMS managers. The workshop that evolved includes special attention to understanding the perspectives of the stakeholders, coalition building, making the best possible decisions, and selling your ideas. There was also an emphasis on using the reports generated by the MTC’s PMS to link budget choices and pavement priorities, and to help the PMS managers increase the funding applied to pavement repair and maintenance.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Cost effectiveness
KW - Decision making
KW - Financing
KW - Maintenance
KW - Pavement maintenance
KW - Pavement management systems
KW - Pavements
KW - Planning
KW - San Francisco Bay Area
KW - Stakeholders
KW - Workshops
UR - https://trid.trb.org/view/793444
ER -
TY - CONF
AN - 01037852
AU - Kristiansen, Jorn R
AU - University of Washington, Seattle
TI - Why a PMS Implemented in 1989 is Still a Success and Continuously Used
SN - 0971174016
PY - 2001/08
SP - 15p
AB - A commonly known fact is that after a road authority's first enthusiasm many Pavement Management Systems (PMS) are not applied optimally. The reasons are many and varying and cover the fact that some of the systems could not live up to the road authority's expectations, that the service and follow-up offered by the supplier was not as expected or that the road authority could not manage to dispose the required resources for continuing the system. However, the purpose of this paper is not to describe reasons why or backgrounds for why the implementation of PMS is not always a success as it is assumed that all experienced PMS people are already familiar with these. The purpose of the paper is to describe how an agreement entered into by a Danish road authority and an experienced PMS consultant taking the just mentioned facts into consideration lead to an on-going PMS success for the road authority as well as for the PMS consultant.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Consultants
KW - Denmark
KW - Highway departments
KW - Highway maintenance
KW - Pavement management systems
KW - Road networks
UR - https://trid.trb.org/view/794247
ER -
TY - CONF
AN - 01037851
AU - Chou, Chia-pei
AU - Huang, Wei-ying
AU - University of Washington, Seattle
TI - Analysis of Maintenance Needs for Improving Runway Skid Resistance
SN - 0971174016
PY - 2001/08
SP - 13p
AB - The main purpose of runway pavement is to provide a safe and comfortable surface for aircraft to takeoff and land. When pavement has low skid resistance ability, aircraft cannot decelerate or stop efficiently. It may even cause some unexpected dangers if an aircraft loses control due to the lack of skid resistance of pavement. Through a questionnaire survey it is known that measurement and evaluation of runway skid resistance is not a routine process for most airports in Taiwan. In order to help the airport authorities maintain an adequate skid number for runways, this study concentrates on the development of a program ‘NTUSKID’ for runway skid resistance evaluation. It is generally based on the Federal Aviation Administration (FAA) specification with significant modifications to the FAA skid analysis program. It is concluded that ‘NTUSKID’ can more precisely specify the runway areas that need to be improved immediately, planned for maintenance, or closely monitored. It can provide the airport authority with accurate information to maintain the runway pavement with sufficient skid resistance ability.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Aircraft
KW - Airport runways
KW - Airports
KW - Friction measurement
KW - Maintenance
KW - Pavements
KW - Questionnaires
KW - Skid resistance
KW - Taiwan
KW - Takeoff
UR - https://trid.trb.org/view/793516
ER -
TY - CONF
AN - 01037850
AU - Bernard, France
AU - University of Washington, Seattle
TI - In Urban Environment No Effective PMS Without IMS (Ref.# :134)
SN - 0971174016
PY - 2001/08
SP - 14p
AB - In Canadian municipalities, the urban roads represent more than 70% of the whole road network; with the down-loading we should expect more and more kms to be transferred from provincial to local jurisdiction. However, in the cities, particularly in the Province of Québec, Pavement Management with Pavement Management Systems (PMS) has not been very successful even if such systems have been available at relatively low cost for the last 25 years. The same trend can be mentioned in other countries. We just have to refer to the Proceedings of the past 4 international conferences on managing pavements to realize that neither local experiments are an important part of the papers nor municipal engineers are active participants. There is a gap between PMS concept and implementation reality. This paper suggests that to close this gap road researchers and engineers must be closer to municipalities (local agencies) needs and concerns by widening the scope towards Infrastructure Management Systems or Asset Management. A Québec’s experiment showed that, with a move in such a direction, local roads managers are really willing to participate and find the way to solve their managerial and technical problems. In other words, by integrating PMS with IMS they hope to find the right answers to their main questions: (1) What kind of intervention must be done in the network? According to which priority program? (2) How to succeed when trying to convince elected people to make the right fund allocation in the most cost-effective way?
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - Financing
KW - Infrastructure
KW - Pavement management systems
KW - Pavements
KW - Quebec (Province)
KW - Road networks
UR - https://trid.trb.org/view/794495
ER -
TY - CONF
AN - 01037849
AU - Feighan, Kieran J
AU - University of Washington, Seattle
TI - Maintenance Standards – The Interface Between PMS and Maintenance Programs
SN - 0971174016
PY - 2001/08
SP - 13p
AB - The Road Infrastructure Maintenance Evaluation Study (RIMES) is a research project funded by the European Community and the RIMES consortium members. The RIMES consortium members include the Finnish and Swedish Road Administrations, the University of Birmingham, and pavement consultants from Ireland, France, Denmark, Finland and Greece. The objectives of the study include the provision of a prototype system for cost-benefit analysis of road maintenance projects, and the provision of guidelines for use by road authorities in Europe in developing maintenance standards and strategies based on the principle of maximisation of economic benefits. A primary objective of the study was to develop a framework in which simultaneous consideration of road pavement and road bridge projects could be carried out. A key aim of the research was to develop greater consistency between the recommended maintenance options derived from the network level analysis ( a typical PMS output), and the actual decisions made on a section-by-section basis (the typical product of Works programming). This lack of consistency is in reality a major problem at the interface between PMS and maintenance programs. It is particularly difficult when the PMS uses global parameters in a probabilistic framework to derive its outputs, while in the development of an actual maintenance programme, deterministic engineering models are typically used. Notwithstanding these real difficulties, an approach was successfully developed whereby the probabilistic-based network level analysis is used to define maintenance standards that in turn provide optimal maintenance solutions to the decision trees used at Works programming level.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Benefit cost analysis
KW - Denmark
KW - Finland
KW - France
KW - Greece
KW - Guidelines
KW - Highway maintenance
KW - Ireland
KW - Pavement management systems
KW - Standards
KW - Strategic planning
UR - https://trid.trb.org/view/794443
ER -
TY - CONF
AN - 01037848
AU - Ponniah, Joseph
AU - Sharma, Brij N
AU - Kazmierowski, Thomas J
AU - University of Washington, Seattle
TI - A Critical Review of an Existing Pavement Condition Rating System
SN - 0971174016
PY - 2001/08
SP - 15p
AB - Pavement condition survey involves measurement of two physical parameters: ride quality of pavement surfaces, and the extent and severity of pavement distress manifestations. The pavement ride quality can be measured with an acceptable level of consistency and repeatability through automation. However, achieving consistency in the evaluation of pavement distress manifestations is a challenging task because the automation that could accurately and consistently detect, quantify and record surface distresses is not yet fully developed in spite of rapid advances in video imagery and non-contact sensing devices. Highway agencies are becoming increasingly conscious of the importance of achieving the consistency and accuracy with subjective pavement condition ratings. The Ministry of Transportation, Ontario (MTO) has invested a considerable amount of time and effort over the years in developing, applying, and analyzing pavement condition rating system to ensure province-wide consistency and integrity of pavement performance data. To continue promoting a uniform rating system across regions, MTO has established a program to certify pavement raters through a pavement condition rating (PCR) workshop held every two years. As part of the workshop, the raters individually evaluate an established calibration circuit consisting of a number of pavement sections. These sections represent typical Ontario highways of varying levels of serviceability from poor to very good condition. In this workshop, members from Ministry's five regions are invited to rate the condition of the pavement test sections to provide an insight into the regional variations in ratings. As well, these sections are rated by a panel of four experts to establish a standard reference for the purpose of comparison. The latest certification workshop was conducted in the spring of 1999. This paper presents the results of the analysis of this study and makes recommendations to improve the existing pavement condition rating system and identifies additional measures required to ensure uniformity and standardization across the province.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Automation
KW - Condition surveys
KW - Ontario (Province)
KW - Pavement distress
KW - Pavements
KW - Ride quality
KW - Serviceability
KW - Test sections
KW - Workshops
UR - https://trid.trb.org/view/793638
ER -
TY - CONF
AN - 01037847
AU - Templo, Linda M
AU - Wacker, Diane E
AU - Paterson, William D O
AU - University of Washington, Seattle
TI - Integrating Road Management Systems and Information Technology in Business Process Reform
SN - 0971174016
PY - 2001/08
SP - 13p
AB - The upgrading of an existing pavement management or bridge management system provides an opportunity also for improving the business practices and for integration in a modern information technology framework for an enterprise. In the Philippines, the Department of Public Works and Highways (DPWH) opted for more than just a technology solution – they began with Business Process Reform (BPR), which identified the business activities to be improved, including the information technology (IT) support. The IT would move from a series of independent systems operated by separate units to an integrated series of applications operating within a common information technology framework. With this holistic approach, the IT systems will support all the core business processes (planning, programming, project implementation and monitoring) and the support processes (financial, procurement, human resource administration, etc.). In particular, the core activities are being developed as complementary but separate applications, which provides the flexibility for progressive upgrading. Begun in 1997, the first process and system design phase is being completed and the development and implementation of the business improvement areas has begun. The challenges and opportunities that this presents for achieving enhanced business performance from the road management systems are the subject of this paper.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Bridge management systems
KW - Business practices
KW - Business process reform
KW - Design
KW - Information technology
KW - Pavement management systems
KW - Philippines
UR - https://trid.trb.org/view/794437
ER -
TY - CONF
AN - 01037846
AU - University of Washington, Seattle
TI - New Developments in the Use of Traffic Data for Pavement Management
SN - 0971174016
PY - 2001/08
SP - 15p
AB - This paper describes trends and new developments in traffic data collection and analysis, and reviews main features of collecting, managing, and utilizing traffic data for pavement management. Pavement professionals need to know how traffic data are collected and managed in order to understand the source, limitations, and reliability of traffic data. The nature of traffic data collection and usage is also changing. More and more, traffic data are collected using integrated area-wide systems and are managed as a corporate resource. Because of the availability of weigh-in-motion scales, and advances in computing and pavement design technologies, traffic loads are increasingly expressed in terms of axle load spectra. This paper presents insights to understand axle load spectra and proposes a statistical measure for their management. The challenges in forecasting traffic data for pavement management, and the need for understanding of spatial and temporal variability of traffic data, are also discussed.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Axle loads
KW - Data collection
KW - Pavement design
KW - Pavement management systems
KW - Spatial variability
KW - Temporal variability
KW - Traffic data
KW - Traffic loads
KW - Trend (Statistics)
KW - Weigh in motion scales
UR - https://trid.trb.org/view/793646
ER -
TY - CONF
AN - 01037845
AU - Pasetto, Marco
AU - University of Washington, Seattle
TI - A Model for Maintenance Management of Road Pavements Classified by Quick Visual Estimate “PDI”: Applicability to Urban Road Networks
SN - 0971174016
PY - 2001/08
SP - 14p
AB - In Italy, road maintenance is managed in substantially different ways by the various Agencies that undertake it: the public Administration and road and motorway companies usually have Pavement Management Systems available that allow them to optimize profits from investments on the superstructures with well-aimed preventive measures; the Local Agencies and Authorities, on the other hand, with smaller, more minor road networks, mostly put their trust in curative and extemporary maintenance that is not always efficient and adequate for requirements. This paper describes a procedure to characterize and classify urban road network pavements, using a visual estimate method based on a concise index of deterioration, named Padua Index (PDI), that aims to rationalize road maintenance management for these Local Agencies and Authorities. The method is divided into a preliminary quantitative and qualitative characterization of the distresses, followed by a definition of deterioration levels for each surface characteristic and the entire pavement. The global index PDI is the parameter on the basis of which the quality of the superstructure is evaluated against predefined standards. The model formulated on this index is used for maintenance planning, correlating the functional characteristics of the pavements with those forecast, the available budget and repair cost. The survey method was applied to the urban road network of the city of Padua, to build the database on which the model of superstructure management was implemented.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Deterioration
KW - Highway maintenance
KW - Italy
KW - Local agencies
KW - Maintenance management
KW - Padua index
KW - Pavement management systems
KW - Pavements
KW - Road networks
KW - Superstructures
UR - https://trid.trb.org/view/793553
ER -
TY - CONF
AN - 01037844
AU - Hedfi, Adel
AU - Stephanos, Peter
AU - University of Washington, Seattle
TI - Pavement Performance Modeling: An Applied Approach at the State of Maryland
SN - 0971174016
PY - 2001/08
SP - 14p
AB - As part of the effort to develop an asset management system, the Maryland State Highway Administration retained the services of Axiom Decision Systems, Inc. to enhance its pavement management capabilities. Most pavement management modules were redesigned to address Maryland’s growing needs and its plan to implement an integrated system for asset management. Consequently, a new approach has been devised to develop pavement performance models. Both deterministic and probabilistic models were included in the development process. Probabilistic models were used to support the forecasting and planning analyses needed at the network level and deterministic models were used to complement analyses conducted at the project level. To synchronize the two types of models, one data processing technique was applied to interpret and transform data into probabilistic models with an embedded algorithm to convert these models into their equivalent deterministic curves. To further deal with the fact that pavement data is often not perfect to generate reliable models on its own, a process to consider expert knowledge was designed. First, a new approach for acquiring and transforming data from experts in a format they related to was developed. Secondly, a new algorithm was implemented to insure that performance data and expert knowledge were both used concurrently during model generation. This way, a simultaneous consideration of both types of information was used to generate models that preserved the data properties and simultaneously complied with expert opinion. The implementation of this approach also required a simpler process for data assembly using frequency distributions of the condition states a pavement goes through after a given fix. This process eliminated the need to estimate the yearly effective age of every pavement segment as commonly used by traditional modeling techniques. To account for the sensitivity of pavement deterioration to various parameters, multiple deterioration models were generated for every pavement group with similar characteristics of structure, traffic, and environment. Each model was further developed to include the effect of the previous major fix and the impact of pavement condition at the time of the fix. Preliminary results of this approach indicate that the algorithms, which are based on techniques from the fields of Operations Research and Artificial Intelligence, are capable of generating reliable models. These algorithms were designed to provide the State of Maryland with a dynamic rather than a static modeling tool capable of improving models as additional data is collected and more refined expert knowledge is gathered.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Algorithms
KW - Artificial intelligence
KW - Asset management
KW - Data collection
KW - Deterioration
KW - Deterministic models
KW - Environment
KW - Forecasting
KW - Information processing
KW - Maryland
KW - Pavement management systems
KW - Pavement performance
KW - Pavements
KW - Planning
KW - Probabilistic models
KW - Traffic
UR - https://trid.trb.org/view/793451
ER -
TY - CONF
AN - 01037843
AU - Knepper, Siegfried
AU - University of Washington, Seattle
TI - Development of a Pavement Management System in Germany
SN - 0971174016
PY - 2001/08
SP - 13p
AB - In Germany there are 11,000 km of motorways and 45,000 km of federal roads. Ensuring that the road network is always functional for the economy and society is of prime importance. Measures taken to maintain the road network should therefore be managed with a system which guarantees that the measures are taken at the optimal time with regard to both construction and transport. In 1992 a system was introduced in Germany whereby the condition of federal trunk roads is rated and evaluated every four years. On the basis of this condition rating and evaluation (Zustandserfassung und –bewertung – ZEB) a standard national Pavement Management System (PMS) is being developed which will enable the Federal Ministry of Transport, Building and Housing to compare the results of PMS and the maintenance and rehabilitation programmes of the federal road network of the 16 German states. Tools now exist for the data required for a PMS which can create a graphical representation of the data on plans and maps, so that it is possible to gain a quick overview of the road network situation. Plausibility checks can be carried out simply and at acceptable cost. In Germany a PMS was first applied by authorities in 8 different states in January 1999. As the ZEB only allows a look at the road surface, the PMS has an additional structural evaluation method. A quality value is calculated based on the thickness and age of the roadway courses. Of particular interest to the road construction administrations is the fact that the PMS can show the future development of roadway condition based on different potential budgets. The initial application of this system has now been extended in a second phase.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Costs
KW - Freeways
KW - Germany
KW - Graphical displays
KW - Maintenance
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Road construction
KW - Road networks
KW - Transportation
UR - https://trid.trb.org/view/794210
ER -
TY - CONF
AN - 01037842
AU - Fonseca, Osvaldo A
AU - University of Washington, Seattle
TI - A Network Level Approach for Simultaneously Managing Pavements of a Set of Airports
SN - 0971174016
PY - 2001/08
SP - 21p
AB - Implementation of pavement management systems in agencies running a set of airports simultaneously have encountered several shortcomings. Although resorting to ready-made softwares may initially help the agency dissiminate a maintenance and rehabilitation culture, some difficulties hallways arise due to the fact that not only the software product is acquired but also the whole system conception. Unfortunately, tailoring activities have more driven the agency to adapt itself to system features rather than produced significant changes within the system to match agency's capabilities and institutional structures. To overcome some of these difficulties, a simplified alternative approach for agencywide network level airport pavement management is presented that is adjusted to the specific characteristics of the paved network and to the resource generating capacity of the agencies as well. The approach was conceived on the basis of typical contexts usually faced by agencies running several airports jointly, and on the experience accumulated over a 20-year effort of pavement management activities in a 67-airport agency in Brazil. Main features of the approach include a simplified data structure that expedites inventory, monitoring and updates; a prioritization scheme that combines physical and operational conditions in a meaningful ranking index; and a programming module that contemplates network performance examination and analyses to meet minimum condition standards imposed by the agencies and/or resource constraints.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Airports
KW - Brazil
KW - Inventory
KW - Maintenance
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Software
UR - https://trid.trb.org/view/794504
ER -
TY - CONF
AN - 01037841
AU - Ferreira, Adelino
AU - Antunes, Antonio
AU - Picado-Santos, Luis
AU - University of Washington, Seattle
TI - A GIS-Based Pavement Management System
SN - 0971174016
PY - 2001/08
SP - 15p
AB - The utilization of Pavement Management Systems (PMS) increased considerably during the 90s. However, the best days of PMS are certainly yet to come, because recent advances in PC technology allow them to become more ‘visual’ and interactive. In the near future, many new national, regional, and local road administrations will undoubtedly adhere to PMS attracted by these highly appreciated attributes. This paper presents SIGPAV, a Geographic Information System (GIS) based PMS developed at the University of Coimbra (Portugal). The system consists of three basic modules: a Road Network Database; a Quality Evaluation Tool; and a Decision-Aid Tool. The latter is based on a mixed-integer optimization model aimed at minimizing the expected agency discounted costs of maintenance and rehabilitation (M&R) actions over a given planning time-span, while keeping the road network within given quality standards. The model allows actions to be directly assigned to road segments. The evolution of pavement condition over time is assumed to be probabilistic, and described by Markov chains. The model is solved with a genetic-algorithm heuristic. The application of SIGPAV is illustrated on a case study involving the main road network of Coimbra (254 segments), the third-largest Portuguese city.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Coimbra (Portugal)
KW - Costs
KW - Databases
KW - Geographic information systems
KW - Highway maintenance
KW - Interactive systems
KW - Markov chains
KW - Optimization
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Road networks
UR - https://trid.trb.org/view/793545
ER -
TY - CONF
AN - 01037840
AU - Lang, Johan M
AU - Potucek, Jaro M
AU - University of Washington, Seattle
TI - Pavement Management Systems in Sweden
SN - 0971174016
PY - 2001/08
SP - 12p
AB - Ten years back engineering judgment was the backbone at different decision levels and the need to have objective information to support decisions was significant. Three decision levels were identified: (1) Strategic level (2) Programming level (3) Project level. The objective of the Pavement Management Systems (PMS) strategic level is to produce objective information as decision support in fund raising, in allocation of available budget to the regions and to monitor the change in network condition. The implementation of PMS Strategic level started 1996 and the system is today accepted as an important tool at the main office. The core of this level is the Finnish system Highway Investment Programming System (HIPS). HIPS is based on a probabilistic approach, using Markov models. The database for HIPS is extracted from the database at the PMS programming level. Further development of HIPS is performed in cooperation with the Finnish National Road Administration. Due to the fact that the Swedish State road network has been measured in a consistent way since 1987 there is good possibilities to monitor the performance of the network. The measured condition (rut depth and roughness) show an improvement of the condition during the last ten years. This is controversial because the results does not correspond to the public opinion that the condition is getting worse. The objective of the PMS programming level is to serve as a tool to identify candidate projects to be analyzed more in detail at the project level. The first version of PMS programming level, was implemented 1988. This system was 1995 replaced by a new modern system (Windows NT). The programming level is today well accepted throughout the 7 regions but the high degree of complexity has reduced the number of users. In order to increase the number of users several steps have been taken. (1) One person is appointed as system manager that maintains the system and support users. The system manager is considered to be the key to a successful implementation. (2) A user-friendly planning module is under development and will be implemented in November 2001. A modified version of the Norwegian PMS will be used as planning module. (3) New modules for condition prediction, road user effects and cost-benefit analysis are implemented. The objective of the PMS project level is to serve as a tool for pavement and overlay design. The first step of the project level was implemented 2000 and further steps are under development. The PMS project level has today sub modules for calculation of traffic load, bearing capacity and frost heave.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Benefit cost analysis
KW - Budgeting
KW - Databases
KW - Decision support systems
KW - Pavement management systems
KW - Planning
KW - Strategic planning
KW - Sweden
UR - https://trid.trb.org/view/794444
ER -
TY - CONF
AN - 01037839
AU - MacLeod, D R
AU - University of Washington, Seattle
TI - Performance of a Specialized Haul Route
SN - 0971174016
PY - 2001/08
SP - 14p
AB - The James Bay Access road was constructed in 1972-74 to provide access to the James Bay Hydroelectric project on the La Grande River. The 720-km access road was constructed in just 450 days over difficult terrain conditions. The highway was paved in 1975 and 1976. The road was constructed as a private access road for the hydroelectric construction project and was opened to the public after the project was completed. The road has been subjected to intensive truck traffic as it provided access for all cement, fuel and construction materials required for the massive project. In addition, there were a number of special hauls required to transport 500 tonne transformers. Given that the owner was also the sole “user,” weight restrictions and maintenance requirements were viewed quite differently compared to a normal highway department perspective. This paper reviews the pavement condition over the past 25 years. This data provides a unique large scale study of pavement performance when subjected to severe traffic and climatic conditions. As a pavement management system was instituted at the same time as construction, the paper reviews the evolution of that pavement management system over the life of the pavement. The analysis indicated that the overall performance of the pavements was controlled by subgrade type. Rutting performance on weaker soils was mediocre despite thick granular sections that were dictated by designs based on limiting deflections. The use of softer grade asphalt (a forerunner of Performance Grades) reduced transverse cracking for at least 10 years but all pavements were extensively cracked after 20 years.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Access roads
KW - Asphalt
KW - Building materials
KW - Cement
KW - Deflection
KW - Fuels
KW - Maintenance
KW - Pavement management systems
KW - Pavement performance
KW - Rutting
KW - Subgrade (Pavements)
KW - Transformers
KW - Transverse cracking
KW - Truck traffic
UR - https://trid.trb.org/view/793705
ER -
TY - CONF
AN - 01037838
AU - Smith, Robert Brian
AU - Fontanilla, Zeus
AU - University of Washington, Seattle
TI - Sustainability – Will the PRMDP PMS Survive?
SN - 0971174016
PY - 2001/08
SP - 13p
AB - The Philippines is a developing country with a rapidly increasing population and relatively poor infrastructure. A Pavement Management System has been implemented in 6 major regional cities. The cities cover a wide range of asset condition and engineering skills. At project initiation computer literacy was minimal or nonexistent and maintenance practices ranged from excellent to very poor. This was reflected in staff motivation as well as in the maintenance budgets. The paper analyses the level of support for managing maintenance in each of the cities, together with the skills base to ascertain the factors likely to lead to a sustainable PMS. It also describes in detail the state of knowledge at the beginning of the implementation, the types of training given, and the possibility of the long-term success of the project. Key elements that have been identified as critical are support at both the political (City Mayor) and technical (City Engineer) level. Other factors are support at the lower levels of the organization and the skill levels and enthusiasm of the staff. Strategies and training courses were developed to assist in the sustainability of the system and to show staff the potential of the system that was implemented. Each course was tailored to the perceived needs and skill base of each City. It was considered essential to develop champions at both the computer/GIS level as well as at the technical maintenance level. At this stage it is considered that at least 3 of the cities will sustain and develop their PMS. Another City will probably sustain it whilst, on current performance, at least one and possibly two will likely fail. Reasons for these conclusions will be discussed together with lessons learned.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Cities
KW - Geographic information systems
KW - Lessons learned
KW - Maintenance practices
KW - Pavement management systems
KW - Philippines
KW - Strategic planning
KW - Sustainable development
KW - Training
UR - https://trid.trb.org/view/793770
ER -
TY - CONF
AN - 01037837
AU - Yapp, Margot
AU - Lundy, James
AU - Chu, Susan
AU - University of Washington, Seattle
TI - Impact of Utility Cuts on Pavement Performance in the City of Seattle
SN - 0971174016
PY - 2001/08
SP - 14p
AB - The City of Seattle possesses a transportation system that is vital to the economic health of the City and the enhancement of the City’s quality of life. Millions of dollars in public funds have been invested to construct, maintain, and repair streets and the City holds these streets as a valuable public asset for its citizens. Seattle grants utility and telecommunication companies reasonable access to the public right-of-way to provide services to the community. However, in order for utility and telecommunications companies to maintain or upgrade their services, they need to access the pavement structure and this, in turn, affects pavement performance. The impact of utility company activity on pavement performance has been a concern of public agencies for many years. In large cities such as Seattle, thousands of utility cuts are made every year. In 1999, Seattle Transportation initiated an engineering study to study the impacts of utility cuts on street pavements. The objective was to determine the extent of pavement degradation and costs associated with maintenance repair and rehabilitation due to the presence of utility cuts. This paper summarizes the engineering approaches that were used to determine the impacts of utility cuts on Seattle’s streets, the results obtained, and the development of a fee schedule. The City’s pavement management system data was used together with deflection testing to quantify the impact of utility cuts. Asphalt concrete, composite and Portland cement concrete arterial streets were evaluated and the results indicated that an additional 40 mm (1.6 in.) of asphalt concrete overlay was required on all the asphalt concrete streets, and on approximately 45% of the composite streets. There were no consistent trends on the PCC streets. Based on this data, a fee schedule was developed for adoption by the City.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asphalt concrete
KW - Concrete overlays
KW - Costs
KW - Deflection tests
KW - Financing
KW - Maintenance
KW - Pavement management systems
KW - Pavement performance
KW - Portland cement concrete
KW - Quality of life
KW - Rehabilitation (Maintenance)
KW - Right of way (Land)
KW - Seattle (Washington)
KW - Streets
KW - Telecommunications
KW - Transportation
KW - Utility cuts
UR - https://trid.trb.org/view/793554
ER -
TY - CONF
AN - 01037836
AU - Venukanthan, Kana Suresh
AU - Coplantz, John
AU - Lei, Amanda
AU - University of Washington, Seattle
TI - Changing Pavement Management Systems – One Agency’s Experience
SN - 0971174016
PY - 2001/08
SP - 11p
AB - This paper describes the City of San Jose's experiences with changing from an older proprietary DOS-based Pavement Management System (PMS) to a modern public domain system operating under Windows. It describes the conversion of PMS inventory data and the results of a correlation study to convert condition data from one system to the other. The information in this paper may be of interest to other agencies that may be faced with a similar situation where the existing PMS data needs to be converted to a new system. This paper will also be of interest to agencies that are currently assessing “subjective” versus “objective” surveys. The inventory data such as section description information and maintenance history were converted directly with slight modifications to data format. The conversion of condition data was more complex because each system uses different survey procedures. The existing system uses Overall Condition Number (OCN), which is based on a multitude of factors including surface distress, drainage, and a subjective assessment of remaining life. The new system uses Pavement Condition Index (PCI), which is based on surface distress. In order to determine if a relationship could be determined between OCN and PCI, PCI condition surveys were performed on approximately 10% of the arterial, collector and residential street network on sections that had been recently surveyed using the OCN procedure. The results of regression analyses showed that only a very weak relationship exists. A primary reason for this weak relationship is that the OCN survey is a “windshield” survey and the distresses were underestimated, causing the PCI to be lower than the OCN. A second reason is that the OCN is influenced by many subjective factors (age, drainage, slippage, etc.) in addition to pavement condition. Based on the findings of this study, it was recommended that the converted OCN only be used as a placeholder in the database and to perform a complete PCI survey for all of the City's streets prior to using the MTC system for budgeting or programming.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Condition surveys
KW - Data conversion
KW - Databases
KW - Inventory
KW - Maintenance
KW - Overall condition number
KW - Pavement condition index
KW - Pavement distress
KW - Pavement management systems
KW - Regression analysis
KW - San Jose (California)
UR - https://trid.trb.org/view/793781
ER -
TY - CONF
AN - 01037835
AU - Alavi, Sirous
AU - Senn, Kevin Andrew
AU - Kombe, Estomih
AU - Papagiannakis, Thomas
AU - University of Washington, Seattle
TI - Framework for the Development of a Statewide Equivalent Single Axle Load (ESAL)
Table for Use in Pavement Management Systems
SN - 0971174016
PY - 2001/08
SP - 13p
AB - Establishing, maintaining, and enhancing the statewide network of roads are among the most important goals of any state highway agency. These require huge investments of both financial and human resources year in and year out. Accordingly, it makes good sense to apply sound engineering practices to ensure these resources are allocated wisely. One of the fundamental and universally sought parameters that influence all new pavement and rehabilitation design decisions is traffic. For a given road segment, accurate estimates of current and projected traffic [in terms of Equivalent Single Axle Loads (ESALs)] can result in Alavi, et al. 2 significant cost savings, either from the standpoint of initial construction cost or from future maintenance and rehabilitation cost. The primary objective of this paper is to describe the methodology used to prepare a new ESAL design table for the State of Arizona’s highway network. This new table is based on analysis of traffic data collection procedures, traffic forecasting methodology, and ESAL development procedures, including the assignment of traffic ESAL values to the various highway segments. The new ESAL table is also based on recently acquired information such as provided by weigh-in-motion (WIM) systems. The research activities described in this paper take full advantage of the Federal Highway Administration’s Long-Term Pavement Performance (FHWA-LTPP) traffic data. The framework described in this paper can be utilized by other state agencies in developing new statewide ESAL (or load) tables based on the most recent and best available data. The framework described in this paper can be utilized in developing ESAL (or load spectra) tables for use in statewide pavement management systems.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Arizona
KW - Axle loads
KW - Costs
KW - Data collection
KW - Long-Term Pavement Performance Program
KW - Maintenance
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Savings
KW - Traffic
KW - Traffic data
KW - U.S. Federal Highway Administration
KW - Weigh in motion
UR - https://trid.trb.org/view/794488
ER -
TY - CONF
AN - 01037834
AU - Tighe, Susan Louise
AU - Falls, Lynne Cowe
AU - Morrall, John
AU - University of Washington, Seattle
TI - Integrating Safety with Asset Management Systems
SN - 0971174016
PY - 2001/08
SP - 15p
AB - Road accidents result in substantial property damage, fatalities, injuries and economic losses. Furthermore they are a major concern to the traveling public and transportation agencies worldwide. Ensuring roads are safe should be an important objective of pavement management systems and the overall asset management systems. To evaluate pavement safety, a number of factors relating pavement properties to pavement engineering need to be examined. These include geometric design, shoulder design and type, surface characteristics and pavement materials. In practice, many of these road safety parameters are separate from the pavement management system. This paper examines road safety factors and how they can be broadly incorporated into an asset management system and specifically into a pavement management system. Such factors as shoulder design, pavement surface, pavement safety measurement criteria and evaluation are presented. Shoulder design, geometrics, ride quality, maintenance issues and cost benefits are assessed based on studies which have been carried out recently in Ontario, Alberta and elsewhere. A systematic approach is proposed for coordinating pavement maintenance and rehabilitation programs with road safety improvement.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Alberta
KW - Asset management
KW - Benefit cost analysis
KW - Fatalities
KW - Injuries
KW - Ontario (Province)
KW - Pavement maintenance
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Ride quality
KW - Safety
KW - Traffic crashes
UR - https://trid.trb.org/view/794381
ER -
TY - CONF
AN - 01037833
AU - Comer, Carol
AU - Broten, Margaret
AU - University of Washington, Seattle
TI - Leveraging the Use of Pavement Management Results
SN - 0971174016
PY - 2001/08
SP - 11p
AB - Airport Pavement Management Systems (APMS) in the United States have been in use since the 1980’s. Traditionally, the objectives of these programs were to document pavement condition and develop maintenance and rehabilitation programs, with the goal of maximizing the benefit received from the expenditure of pavement repair dollars. In recent years, as increasing attention has been paid to the aging airport pavement infrastructure, more emphasis has been placed on leveraging the use of pavement management results to increase recognition of the pavement-related needs of the aviation system and to lobby for the funding necessary to preserve the pavement infrastructure. There are potentially many users of pavement management information; however, historically in aviation applications the emphasis has been placed on generating outputs for the engineering and maintenance staff. More of an effort needs to be made to leverage the usefulness of the pavement management data by reaching a broader audience, and further thought must be given to the methods used to relay the information. The Georgia Department of Transportation-Aviation Programs office case study is presented to illustrate how one agency expanded its use of APMS information and is employing innovative techniques to inform a broader audience of pavement-related issues.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Airports
KW - Aviation
KW - Financing
KW - Georgia Department of Transportation
KW - Maintenance
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
UR - https://trid.trb.org/view/793496
ER -
TY - CONF
AN - 01037832
AU - Hudson, Stuart W
AU - Hudson, W R
AU - Haas, Ralph
AU - University of Washington, Seattle
TI - Interface Requirements of Asset Management with Existing Pavement Management
Systems
SN - 0971174016
PY - 2001/08
SP - 10p
AB - Much effort is currently being expended at the national level in pursuit of the broader concept called “asset management.” This effort includes a task force in American Association of State Highway and Transportation Officials (AASHTO) as well as committee activities in Transportation Research Board (TRB) and reorganization at Federal Highway Administration (FHWA). In a general way, this emphasis leaves the impression that historical pavement management activities as well as bridge management have been successful. It must be understood that asset management can only be successful if it faithfully uses specific information from pavement management, bridge management, and other individual management systems. This paper explores these areas of possible confusion and outlines the relationships and interfaces that are necessary for successful asset management. About sixty percent of all assets of any department of transportation represent its pavement network. Thus the pavement management system is a keystone, indeed the corner stone, of any good asset management system. It is necessary that Pavement Management System (PMS) professionals be open to the broader concepts and willing to cooperate fully. While the requirements of an asset management system are less technical and broader than those of a pavement management system there is 80 to 90% congruence in the requirements of the two systems. This paper defines this congruence and points out the pitfalls that will occur if asset management functions only in the broad area of planning and does not accept adequately the physical details required from pavement, bridge and similar management systems.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - American Association of State Highway and Transportation Officials
KW - Asset management
KW - Bridge management systems
KW - Pavement management systems
KW - Planning
KW - Transportation Research Board
KW - U.S. Federal Highway Administration
UR - https://trid.trb.org/view/794377
ER -
TY - CONF
AN - 01037831
AU - Falls, Lynne Cowe
AU - Cheetham, Alan
AU - University of Washington, Seattle
TI - Web Enablement of a Pavement Management System – The Alberta Model
SN - 0971174016
PY - 2001/08
SP - 10p
AB - In the late 1970’s Alberta developed one of the first network level pavement management systems in Canada. The mainframe Pavement Inventory and Needs System (PINS) and Rehabilitation Improvement and Priority Programming System (RIPPS) were used extensively within the department for over 18 years for development of rehabilitation priority programs and work plans. Reorganization, regionalization, and privatization of the department have resulted in a change in the way data is shared amongst the various stakeholders. In the early 1990’s the department began development of a web based infrastructure corporate data repository. The Infrastructure Management System (IMS) is a web-based application that utilizes Alberta’s integrated corporate data repository to support the business of infrastructure management. This paper describes the architecture of the web-based pavement management application and the implementation steps involved in taking pavement management from the mainframe to the web.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Alberta
KW - Canada
KW - Data storage
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
KW - Stakeholders
KW - Web-based systems
UR - https://trid.trb.org/view/793521
ER -
TY - CONF
AN - 01037830
AU - Lee, Hosin David
AU - Williams, Andrew
AU - Green, Roger
AU - University of Washington, Seattle
TI - Pavement Management Strategy and Requirement for Ohio Department of Transportation
SN - 0971174016
PY - 2001/08
SP - 15p
AB - Since the mid-1980s, the Ohio Department of Transportation (ODOT) has used a priority ranking system called “PMS-II” for multi-lane and interstate systems. To enhance the system with priority optimization and multi-year budgeting features, “PMS-III” was developed in early 1990. Now, however, these systems are not currently being used by ODOT because they neither meet its current needs nor are adaptable to its changing requirements. Furthermore, these systems lack the necessary data to drive them accurately. To determine what ODOT wants and needs from a Pavement Management System (PMS), 90 employees from a cross section of the ODOT were surveyed. The survey results indicate that: (1) all historical distress data, original construction, and M&R history should be stored, (2) consistent prediction models should be developed and distributed to all Districts, (3) pavement data collection procedures should be more automated, and (4) a new user-friendly PMS on a PC is critically needed. In conclusion, the new ODOT PMS should be as simple as possible, readily accessible, user-friendly, flexible, relatively inexpensive, and capable of providing needed information for decision-making at all levels; it should also interface with the existing Geographic Information Systems (GIS) and databases at ODOT.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Data collection
KW - Databases
KW - Decision making
KW - Geographic information systems
KW - Mathematical prediction
KW - Ohio
KW - Pavement management systems
KW - Strategic planning
KW - Surveys
KW - User interfaces (Computer science)
UR - https://trid.trb.org/view/794503
ER -
TY - CONF
AN - 01037829
AU - Vycudil, Alfred
AU - Litzka, Johann
AU - University of Washington, Seattle
TI - Elements of the Austrian PMS and Experiences From the First Application
SN - 0971174016
PY - 2001/08
SP - 13p
AB - With its decision, in July 1998, to implement a harmonized Pavement Management System (PMS) for the systematic maintenance of Austria’s approximately 2,000 km of motorways and expressways, Autobahnen- und Schnellstrassen-Finanzierungs-Aktiengesellschaft (ASFINAG) and the Federal Ministry of Transport, Innovation and Technology (BMVIT) took a first step towards future-oriented road maintenance planning. ASFINAG and the Federal Ministry of Transport, Innovation and Technology commissioned the Institute for Road Construction and Maintenance at Vienna’s University of Technology (ISTU) with the implementation of a computer-assisted pavement management system for motorways and expressways, in cooperation with the road administration authorities of Austria’s 9 provinces and the two motorway companies ASG (Alpenstrassen Aktiengesellschaft) and OESAG (Oesterreichische Autobahnen und Schnellstrassen Aktiengesellschaft), which maintain the road network on behalf of ASFINAG. The aim of the project, apart from the unification of systematic road maintenance, has been the medium- and long-term improvement of the efficiency of maintenance strategies, as well as a more equitable distribution of funds allocated for the constantly increasing share of structural maintenance in total road construction expenditure among individual administration authorities.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Austria
KW - Expressways
KW - Financing
KW - Highway maintenance
KW - Pavement management systems
KW - Planning
KW - Road construction
KW - Road networks
KW - Strategic planning
UR - https://trid.trb.org/view/794337
ER -
TY - CONF
AN - 01037828
AU - Veeraragavan, A
AU - Rao, P Ram Mohan
AU - University of Washington, Seattle
TI - Application of Reliability Concepts in Pavement Maintenance Management
SN - 0971174016
PY - 2001/08
SP - 13p
AB - In flexible pavement design, the viability in materials and traffic input characterization combined with the error in performance prediction results in uncertainty in reliable prediction of life of the pavement. Reliability concepts need to be applied in pavement management to plan timely and appropriate maintenance strategies to achieve desirable level of performance during its design life. In the present study, the pavement evaluation data collected over a period of ten years from overlaid flexible pavements on National Highways in India have been used to study pavement performance. An attempt has been made to study the effect of traffic loading and initial structural condition of the pavements on crack area for Bituminous Macadam + Asphaltic Concrete (BM+AC) and Bituminous Macadam + Premix Carpet (BM+PC) surfaced pavements. The predicted pavement performance was compared with the field performance data. The variance in errors in the prediction of the performance and traffic was computed. Allowable traffic loading for different critical crack area values at different initial structural condition states were calculated. Reliability factors were calculated for both the types of pavement surfacing. The effect of variation in reliability level on pavement maintenance planning has been presented. The relationship between reliability level and allowable traffic loading for different critical crack area values will provide a decision making tool for engineers in the design of pavement maintenance strategies.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asphalt concrete
KW - Bituminous macadam
KW - Cracking
KW - Decision making
KW - Flexible pavements
KW - India
KW - Pavement design
KW - Pavement maintenance
KW - Pavement performance
KW - Pavements
KW - Reliability
KW - Traffic
KW - Traffic loads
UR - https://trid.trb.org/view/793757
ER -
TY - CONF
AN - 01037827
AU - Sharaf, Essam A
AU - Youssef, Medhat A
AU - University of Washington, Seattle
TI - A Two Fold Optimization System for Highway Maintenance Fund Allocation
SN - 0971174016
PY - 2001/08
SP - 14p
AB - Highway network is a vital asset and must be maintained to an acceptable level related to preset objectives. Today’s economical restraints in most countries have led to putting more emphasis on maintenance of existing roads rather than building new ones. It is becoming essential to develop maintenance programs on the basis of goals and objectives that maximize the effectiveness of the already limited funds. In many countries, especially developing countries, preparing maintenance budget is not usually based upon well-conceived goals such as pavement condition, serviceability level, environmental impact or safety. This paper presents a two-fold system aiming at maximizing the utilization of the available maintenance funds. First, the Functional Analysis System Technique (FAST) was utilized to screen alternatives for cost reduction of different maintenance alternatives, through a detailed value engineering analysis of each cost item within each maintenance alternative. The application of this technique indicated that considerable savings (up to 30%, in some cases) can be achieved. Second, an optimization model, Goal Programming (GP), was developed to select the optimum set of maintenance projects at a cost within the allocated budget with maximum achievement of three conflicting goals, namely: (i) pavement surface condition; (ii) serviceability level; and (iii) safety level. The model was extensively applied using different budget levels and performance scenarios. The results indicated that better long-term network performance can be achieved using the GP model, if compared to the current conventional methods. Thus, the system can be looked at as two optimization models. The first deals with cost optimization at the project level and the second is an optimization model to maximize the utilization of available funds at the network level. The development and application of the models are based on data collected from the network of the East-Delta region, Egypt.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Budgeting
KW - Data collection
KW - Egypt
KW - Environmental impacts
KW - Financing
KW - Goal programming
KW - Highway maintenance
KW - Highway safety
KW - Pavement performance
KW - Savings
KW - Serviceability
UR - https://trid.trb.org/view/794502
ER -
TY - CONF
AN - 01037826
AU - Hatcher, Wayne
AU - University of Washington, Seattle
TI - The Use of Predictive Modeling for Tendering Long-Term Maintenance Contracts
SN - 0971174016
PY - 2001/08
SP - 15p
AB - In Australasia (Australia & New Zealand) road asset owners and road controlling agencies are seeking greater certainty in financial planning and cost optimization. This trend is leading to longer term and more encompassing road maintenance contracts. These contracts are typically for periods of 10 years and include not only routine pavement and corridor maintenance, but also pavement rehabilitation and resurfacing as well as other asset management and coordination roles historically undertaken by the asset owner and for a lump sum. In Australasia approximately 13 of these contracts are currently in place of which Opus International Consultants has been involved with tendering for 11 of them. The way these contracts have developed is that the asset owner sets target asset condition values that must be maintained throughout the contract period. Opus has identified that an essential aspect of preparing a lump sum price for a long-term contract is understanding and having some certainty as to how road pavements will perform throughout the contract period. A method of achieving this certainty is through the development of a predictive model. Once a predictive model has been developed and its certainty established, then it can be used to determine programs of works, contract prices and most importantly levels of risk. This paper outlines some important considerations for predictive modeling when preparing a long-term maintenance tender.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Australasia
KW - Australia
KW - Contracts
KW - Corridors
KW - Costs
KW - Highway maintenance
KW - New Zealand
KW - Pavement maintenance
KW - Predictive models
KW - Rehabilitation (Maintenance)
KW - Resurfacing
UR - https://trid.trb.org/view/793555
ER -
TY - CONF
AN - 01037825
AU - Haas, Ralph
AU - Hudson, W Ronald
AU - Tighe, Susan Louise
AU - University of Washington, Seattle
TI - Maximizing Customer Benefits as the Ultimate Goal of Pavement Management
SN - 0971174016
PY - 2001/08
SP - 14p
AB - Maximizing customer benefits and satisfaction is a goal toward which any service or product provider, including pavement engineers, should strive. In order to do this, the customers for pavements must be clearly recognized and the measures to be used for determining their benefits clearly identified. This paper defines the key sets of pavement customers in relation to the different classes of pavements, including roads, off-road areas, airfields and railbeds. It then addresses the means by which customers can be served in a broad sense by effective pavement management. Next, measures of customer benefits are identified, ranging from ride quality to surface distress, structural adequacy, surface friction, surface drainage, noise, user delays and life-cycle cost-effectiveness. As well, the degree of importance for different customer-measure combinations is suggested. A brief description of the technologies available for characterizing the measures is provided, together with some examples. Finally, the results of a simple pilot study to determine the relative value of the measures of road user customer benefits are described. These indicate that on a scale of 0 to 100, ride quality would contribute about 25% to overall customer benefit, surface distress nearly 20% and all the other measures between about 5 and 10% each.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Benefits
KW - Cost effectiveness
KW - Customer satisfaction
KW - Life cycle costing
KW - Noise
KW - Pavement distress
KW - Pavement management systems
KW - Pavements
KW - Ride quality
KW - Surface drainage
UR - https://trid.trb.org/view/794261
ER -
TY - CONF
AN - 01037824
AU - Broten, Margaret
AU - De Sombre, Rachel
AU - University of Washington, Seattle
TI - The Airfield Pavement Condition Index (PCI) Evaluation Procedure: Advantages,
Common Misapplications, and Potential Pitfalls
SN - 0971174016
PY - 2001/08
SP - 9p
AB - The pavement condition index (PCI) procedure has been used in airport pavement management systems (APMS) since the early 1980’s, and thousands of airports have been evaluated using this procedure. It has stood the test of time and has provided sound engineering data on pavement condition, particularly when used during network level evaluations and APMS implementations. However, there are limitations to the procedure and potential pitfalls in its application. This paper discusses the PCI procedure and its application at the network and project level. It describes its advantages as well as its potential limitations, such as the extrapolation of repair quantities for concrete pavements and the difficulty of developing crack sealing programs using only PCI data. Recommendations are made regarding simple supplemental data collection activities that can be conducted simultaneously with the PCI procedure to enhance its usefulness for APMS applications.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Airport runways
KW - Airports
KW - Concrete pavements
KW - Condition data
KW - Data collection
KW - Maintenance
KW - Pavement condition index
UR - https://trid.trb.org/view/793758
ER -
TY - CONF
AN - 01037823
AU - Ruotoistemaki, Antti
AU - Mannisto, Vesa
AU - University of Washington, Seattle
TI - Improvement of the Network Level PMS in Finland
SN - 0971174016
PY - 2001/08
SP - 13p
AB - The Finnish network level Pavement Management System (PMS), Highway Investment Programming System (HIPS), has been extensively used in supporting strategic decision-making by the Finnish National Road Administration (Finnra) for the last decade. The same system and approach has been applied in various other European countries (Sweden, Norway, Estonia, Poland and Hungary). During the ten-year application period only minor improvements to the system have been made. It was lately determined that there is a clear need to re-evaluate the system and to develop a new version which would better serve the needs of the road agency. The main concerns at executive level decision-making are long-term optimal level of funding of road maintenance, short-term budget simulation and regional allocation of funds. These concerns relate to maintenance works distribution, effects on condition and road user effects. A two-stage approach is taken: at executive level analysis, a rough, spreadsheet based tool is used for allocating funds between roads and bridges. At elementary level, a network level management system is used for the analysis of roads and bridges, either separately or together in one analysis. The system design to reflect all the needs of the road agency was prepared at the beginning of year 2001. Implementation of the new system, in integrated manner with bridges and gravel roads will start during 2001.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Bridges
KW - Budgeting
KW - Capital investments
KW - Decision making
KW - Estonia
KW - Financing
KW - Finland
KW - Gravel roads
KW - Highway maintenance
KW - Hungary
KW - Norway
KW - Pavement management systems
KW - Poland
KW - Strategic planning
KW - Sweden
UR - https://trid.trb.org/view/794242
ER -
TY - CONF
AN - 01037822
AU - Kadar, Peter
AU - Frost, Malcolm
AU - University of Washington, Seattle
TI - Implementation of PMS Techniques in Performance Based Long Term Maintenance Contracts in Australia
SN - 0971174016
PY - 2001/08
SP - 10p
AB - An ever-increasing part of the Australian road network is now managed under long term performance based maintenance contracts. The authors are currently the contractors for three term maintenance contracts covering a total of more than 5000 km road length. As such, they are responsible for all aspect of the pavement asset management, planning, programming and delivery. The major findings and conclusions cover the Authors' experience with long term performance based maintenance contracts, covering issues ranging from data collection, analysis, modeling and day to day contract/asset management. Maintenance contracts separate the policy-making activities from the actual maintenance programming, budgeting and work functions. This separation increases the policy formulating responsibility of road agencies, as after letting the contract policy changes may be difficult to implement and most likely they could be costly. The formulation and translation of policies into concrete performance targets is a difficult task that was resolved with differing means and methods in Australia. Appropriate preparation of the tenders i.e. the specifics of the policies carry the key to the success of these type of contracts. Maintenance contracts have specific requirements for analytical tools. The modeling process has to be exceptionally flexible to meet the widely varying requirements at various times of the contracts and of that of various locations and agencies. The authors found that Deighton's Total Infrastructure Management System met all requirements of the contracting environment. This system has been used for five out of the six long-term maintenance contracts awarded so far in Australia.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Asset management
KW - Australia
KW - Budgeting
KW - Contracts
KW - Data collection
KW - Maintenance
KW - Pavement management systems
KW - Planning
KW - Policy
KW - Road networks
UR - https://trid.trb.org/view/793556
ER -
TY - CONF
AN - 01037821
AU - Gutierrez-Bolivar, Oscar
AU - Achutegui, Francisco
AU - University of Washington, Seattle
TI - Fatigue Cracking and Deflection
SN - 0971174016
PY - 2001/08
SP - 12p
AB - Traditionally deflection plays a very important role in Spain in the structural rehabilitation of pavements. Guidelines and specifications advocate the use of the deflection as the main factor for pavement structural rehabilitation projects. In the past the deflection measures were obtained by the Benkelman beam and nowadays by the deflectographs as Lacroix or Curviameter or Falling Weight Deflectometers. On the other hand fatigue is the main structural problem in the pavements of the network. As deflections are costly and slow to be obtained, only distress surveying is the method for evaluating the structural condition in the Pavement Management System for the National Road Network. Therefore the relation between deflections and fatigue is essential for justifying the use of distress surveying as the method for assigning rehabilitation action in the Pavement Management System. This paper will show the relations obtained between deflection and its curvature radius with fatigue cracking. For such a task the data of 6,000 km of road were considered. The deflection in 6,000 km ,measured each 5 m with the Curviameter along a part of the Network, was associated with the distress surveying. The study was divided for different types of pavements. Mean values and correlation coefficients show that a relation could be established between deflection and distresses. Although initially the rehabilitation actions for the PMS were conceived using a panel of experts, these results justify the assumptions that were made using experience and intuition.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Cracking
KW - Deflection
KW - Deflectographs
KW - Falling weight deflectometers
KW - Pavement distress
KW - Pavement management systems
KW - Pavements
KW - Rehabilitation (Maintenance)
KW - Spain
UR - https://trid.trb.org/view/793761
ER -
TY - CONF
AN - 01037820
AU - Hede, Jens C H
AU - Andersen, Jorgen
AU - University of Washington, Seattle
TI - Airpave Management - An Innovative Integrated Pavement Management System for Airport Pavements
SN - 0971174016
PY - 2001/08
SP - 13p
AB - This paper presents the windows based Pavement Management System for airport pavements, AIRPAVE MANAGEMENT, developed in close cooperation between Copenhagen Airport and RAMBOLL. The overall objective of AIRPAVE MANAGEMENT is twofold; to provide an archive system, enabling the airport authority to handle and keep an easy track of all activity concerned with the maintenance of the pavements and to use all information on hand in the prediction of the timing and type of any future maintenance needs. The archive system ensures that all relevant information regarding the pavements is stored in the same database. In this way the user has an easy access to the historical development/information of the pavements. The most important feature of the system is the more complex approach of describing the condition, which is separated into three condition indices; a structural index, a functional index and an index describing the condition of the wearing course. This approach is deemed necessary for the achievement of a more precise prediction of the type of future interventions. The type of maintenance applied by the system will depend on which of the three condition indices reaches the user defined minimum service level of each particular homogeneous pavement section. To get an even better estimate of the actual condition and future development of the pavements the system makes use not only of visual inspections but also of results from a range of objective measurements. The innovative approach of this pavement management system ensures a better estimate of future maintenance and rehabilitation needs on a project level, which is of major importance to any airport authority, enabling them to optimize budget allocations and avoid wasteful planning. Integrated into the Pavement Management System (PMS) program is a Geographical Information System (GIS) which enables a powerful presentation of the many and complex results of the system. Further the GIS is the tool where the archive part of the PMS program, the Management Information System (MIS), is best viewed as it shows the position and result of any of the information collected. The paper will in closing as a case story present the successful implementation of AIRPAVE MANAGEMENT in Copenhagen Airport, one of the major airports in Europe.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Airpave management
KW - Airports
KW - Budgeting
KW - Copenhagen Airport
KW - Data banks
KW - Databases
KW - Geographic information systems
KW - Pavement maintenance
KW - Pavement management systems
KW - Rehabilitation (Maintenance)
UR - https://trid.trb.org/view/793765
ER -
TY - CONF
AN - 01037819
AU - University of Washington, Seattle
TI - Fifth International Conference on Managing Pavements, August 11-14, 2001, Seattle, Washington. Conference Proceedings
SN - 0971174016
PY - 2001/08
SP - v.p.
AB - The CD-ROM contains the conference papers originally accepted for publication as well as new materials presented at the conference. New features include discussions at the Executive Session, the International Society for Asphalt Pavements (ISAP) Distinguished Lecture by Professor Ralph Haas, summaries of opening, closing and workshop sessions, a roster of participants and exhibitor contact information. The Seattle conference built on the experience of previous conferences while incorporating new features to enhance the experience of participants. The technical tracks focused on specific needs of practitioners at the national/state and local levels, as well as those at airports and in private industry. Topics addressed are as follows: adopting and using innovative approaches; applying pavement management system (PMS) information to construction and maintenance; collecting and analyzing PMS data; ensuring a PMS continues to meet agency needs; and integrating a PMS with transportation asset and infrastructure management.
U1 - Fifth International Conference on Managing PavementsWashington State Department of TransportationFoundation for Pavement PreservationInternational Society for Asphalt PavementsFederal Highway AdministrationTransportation Research BoardSeattle,Washington,United States StartDate:20010811 EndDate:20010814 Sponsors:Washington State Department of Transportation, Foundation for Pavement Preservation, International Society for Asphalt Pavements, Federal Highway Administration, Transportation Research Board
KW - Airports
KW - Asset management
KW - Conferences
KW - Countries
KW - Data collection
KW - Infrastructure
KW - Innovation
KW - Local government agencies
KW - Pavement maintenance
KW - Pavement management systems
KW - Private enterprise
KW - Road construction
KW - States
UR - https://trid.trb.org/view/793322
ER -
TY - RPRT
AN - 01024461
AU - Sargand, Shad
AU - Beegle, David
AU - Ohio University, Athens
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Three Dimensional Modeling of Flexible Pavements
PY - 2001/08//Final Report
SP - 76p
AB - A linear viscoelastic model has been incorporated into a three-dimensional finite element program for analysis of flexible pavements. Linear and quadratic versions of hexahedral elements and quadrilateral axisymmetric elements are provided. Dynamic problems are solved by explicit, implicit, or combined explicit-implicit integration methods. Results from the program are shown to compare favorably with data from the Ohio test road.
KW - Dynamic problem
KW - Finite element method
KW - Flexible pavements
KW - Hexahedral elements
KW - Integration methods
KW - Quadrilateral axisymmetric elements
KW - Three dimensional modeling
KW - Viscoelasticity
UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2002/Pavements/14654-FR.pdf
UR - https://trid.trb.org/view/781649
ER -
TY - RPRT
AN - 00987598
AU - Manci, A
AU - Boyd, B
AU - Barge, Waggoner, Sumner and Cannon, Incorporated
AU - Tennessee Department of Transportation
AU - Federal Highway Administration
TI - ULTRA-THIN PORTLAND CEMENT CONCRETE OVERLAY OF A GENERAL AVIATION RUNWAY
PY - 2001/08
SP - 308 p.
AB - The principle objective of this research project was to evaluate the use of a thin concrete overlay to be used for asphalt pavement rehabilitation for an existing runway and if found practical, implement the concept into a construction project. Testing of the concrete/asphalt interface to study the paving responses under traffic loadings and evaluate the interface bonding strength between the two surfaces took place after construction. At the time of the project, there had not been an ultra-thin whitetopping (UTW) overlay of an asphalt runway at a general aviation runway in the United States.
KW - Airport runways
KW - Asphalt pavements
KW - Bond strength (Materials)
KW - Concrete overlays
KW - General aviation
KW - Interfaces
KW - Rehabilitation (Maintenance)
KW - Whitetopping
UR - http://www.tdot.state.tn.us/longrange/reports/Res-1157.pdf
UR - https://trid.trb.org/view/753500
ER -
TY - RPRT
AN - 00977118
AU - Gabr, M A
AU - Nash, A
AU - Mayne, P W
AU - Elhakim, A
AU - Wehrle, K
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - APPLICATION OF PLASMA ARC VITRIFICATION (PAV) TO IMPROVE STABILITY OF WEAK SOIL AND WEATHERED ROCK
PY - 2001/08
SP - 137 p.
AB - A slope failure along US-1, South, near Apex, North Carolina is utilized as a case study for the application of Plasma Arc Vitrification (PAV) as a soil improvement technique. The project work encompassed in situ and laboratory characterization of the site soils, laboratory burn of site soils, as well as slope stability computer analysis. Field exploration of the slope material was performed by conducting traditional standard penetration testing (SPT) and extensive geophysical testing. Samples were collected during the drilling for laboratory classification of the material as well as measurement of site soils' strength properties. Furthermore, inclinometers were installed at the site to assess the location of the possible slip plane and the possibility of further movement. From this information, an idealized model of the slope is developed and utilized in the slope stability software "XSTABL," which performs Rotational Equilibrium Analysis of Multilayered Embankments (REAME). Due to the inability to perform PAV field testing, soil was excavated from the slope site and vitrified in the plasma laboratory at Georgia Institute of Technology. Once completed, additional lab tests were performed on the vitrified sample to determine the strength parameters for vitrified column model. The unit weight of the vitrified material increased by 46% from approximately 17 to 25 kN/cu m. The igneous mass created (in kg) was equal to 0.78 E(0.76), where E is the energy consumed in kWh. The slope stability analyses included many trials by varying the diameter of the PAV columns, the length of the embedment, and the spacing between columns. The analysis indicated the possibility of increasing the factor of safety of the slope from less than one to approximately 1.3 by including the PAV columns with length of 20 ft and a diameter of 4 ft, spaced at 3D, and placed 20 ft up the slope. Based upon the results of laboratory work and PAV modeling, further research is proposed to focus on alternative fuel sources. In addition, studying burn rates (time burn vs. amount of improvement) is needed to optimize the process.
KW - Burning rate
KW - Case studies
KW - Diameter
KW - Embedment depth
KW - Geophysical testing
KW - Improvements
KW - Laboratory tests
KW - Mathematical models
KW - Plasma arc vitrification
KW - Slope failure
KW - Slope stability
KW - Software
KW - Soil penetration test
KW - Spacing
KW - Vitrified soil columns
UR - https://trid.trb.org/view/703193
ER -
TY - RPRT
AN - 00969785
AU - Ren, H
AU - Freeman, T J
AU - Spiegelman, C H
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - FINAL RESEARCH PLAN OF STATISTICAL ANALYSIS FOR SMERP DATA
PY - 2001/08
SP - 28 p.
AB - The primary objective of this research is to provide statistical guidance on the performance of the various maintenance treatments placed as part of the Supplemental Maintenance Effectiveness Research Program (SMERP). A key part of this will be the choice of the statistical model. This report documents the choice of the form of the final model and describes the criterion used to select the model.
KW - Data analysis
KW - Mathematical models
KW - Pavement maintenance
KW - Pavement performance
KW - Statistical analysis
KW - Supplemental Maintenance Effectiveness Research Program
KW - Texas
UR - https://trid.trb.org/view/680691
ER -
TY - RPRT
AN - 00962782
AU - Myers, L A
AU - Mahoney, J
AU - Stephens, J E
AU - University of Connecticut, Storrs
AU - Connecticut Department of Transportation
AU - Federal Highway Administration
TI - APPLICATION OF INFRARED THERMOGRAPHIC IMAGING TO BITUMINOUS CONCRETE PAVEMENTS -- INTERIM REPORT
PY - 2001/08
SP - 51 p.
AB - Recent research has shown that damage to hot mix asphalt (HMA) paving mixtures occurs during construction as a result of temperature differentials of the HMA mix during transport to and discharge from the paver. This phenomenon is called temperature differential damage (TDD). Researchers used a highly accurate infrared camera to evaluate this phenomenon. Temperature differentials were observed in the local HMA, and it was noted that areas of cool material did not consolidate properly during the placement process. Open segregated-appearing areas of pavement often resulted. Based upon the above research findings, it appears that the Connecticut Department of Transportation would benefit from the development of guidelines for reducing the occurrence of TDD by improved loading, trucking, handling, and placement methods and/or by employing new technology on HMA paving projects such as remixing pavers or remixing material transfer devices. In this investigation, difficult field conditions were imaged to obtain data on cold spots related to: cold-weather paving, night paving, cold-weather paving at night, paving equipment, paving bridge decks, and other seasonal paving situations. This interim report presents the results of the literature search and interim findings from the field investigation.
KW - Asphalt concrete pavements
KW - Cold weather construction
KW - Construction equipment
KW - Field studies
KW - Hot mix asphalt
KW - Infrared imagery
KW - Literature reviews
KW - Materials management
KW - Night
KW - Pavement performance
KW - Road construction
KW - Technological innovations
KW - Temperature control
KW - Temperature differential
KW - Thermographs
UR - http://docs.trb.org/00962782.pdf
UR - https://trid.trb.org/view/660842
ER -
TY - RPRT
AN - 00941211
AU - Khosla, N P
AU - Sadasivam, S
AU - Malpass, G
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - PERFORMANCE EVALUATION OF FINE GRADED SUPERPAVE MIXTURES FOR SURFACE COURSES
PY - 2001/08
SP - 81 p.
AB - Strategic Highway Research Program (SHRP) A407 recommends that aggregate gradations pass below the restricted zone as traffic level increases. The aggregate gradation curve of most of the SUPERPAVE mixes used today, especially in the Southeast region of the United States, follows a typical "S" shape with fines lying slightly below the restricted zone. Such a gradation yields a relatively coarse mix; however, the use of gradation with fines slightly above the restricted zone is technically acceptable according to SHRP specifications. Since such a mix is similar to the I-1 or I-2 surface mixture used by the North Carolina Department of Transportation for surfacing of secondary roads, it will be more economical as well as more amenable to acceptance by field engineers. The use of natural sand will reduce the build up of fines in the stone quarries and encourage the use of reclaimed asphalt pavement material. This study investigated the use of natural sand in the fine and coarse gradations for the surface course mixtures. The mixtures were designed using the SUPERPAVE mix design approach and were evaluated for their performance in terms of resistance to rutting, fatigue and moisture damage. In addition, the accelerated performance of these mixtures was also evaluated using the Asphalt Pavement Analyzer.
KW - Accelerated tests
KW - Aggregate gradation
KW - Coarse aggregates
KW - Fatigue (Mechanics)
KW - Fine aggregates
KW - Mix design
KW - Pavement performance
KW - Performance based specifications
KW - Rutting
KW - Sand
KW - Secondary roads
KW - Superpave
KW - Surface course (Pavements)
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2000-06FinalReport.pdf
UR - https://trid.trb.org/view/642522
ER -
TY - RPRT
AN - 00941208
AU - Huang, H F
AU - Schneider, R J
AU - Zegeer, C V
AU - Khattak, A J
AU - Amerlynck, V J
AU - Lacy, J K
AU - University of North Carolina, Chapel Hill
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - IDENTIFICATION OF SEVERE CRASH FACTORS AND COUNTERMEASURES IN NORTH CAROLINA
PY - 2001/08
SP - 151 p.
AB - This report examines the roadway, crash, vehicle, individual and environmental factors that are associated with fatal and serious injury crashes in North Carolina between 1993 and 1997. The initial analysis identifies road classifications, geographic characteristics, and time trends related to severe crashes using Highway Safety Information Systems (HSIS) segment and crash data. HSIS system highways in North Carolina included the state primary and major secondary routes. Non-HSIS roads include local streets and minor secondary streets. Both HSIS and non-HSIS data are used in the more detailed section of the study to analyze the severe crash factors on all HSIS highways, two-lane urban HSIS highways, two-lane rural HSIS highways, urban non-HSIS routes and rural non-HSIS routes. In this report, a test of the standard error of a binomial proportion is used to find the statistical significance of the roadway, crash, vehicle, individual and environmental factors related to severe crashes. The initial analysis shows that urban and rural two-lane roads are associated with the highest crash severity, mountain counties have the highest proportion of severe crashes and crash severity remained stable for some of the most severe crash types. Factors associated with significantly high crash severity on all roadway types include curve, run-off-road, utility pole, tree, head-on, pedestrian, bicycle, darkness and alcohol use. The final section of the report recommends countermeasures that can be used to reduce the incidence of fatal and serious injury crashes associated with these factors.
KW - Countermeasures
KW - Crash analysis
KW - Crash causes
KW - Crash characteristics
KW - Crash data
KW - Crash rates
KW - Crash severity
KW - Crashes
KW - Highway factors in crashes
KW - Human factors in crashes
KW - North Carolina
KW - Rural highways
KW - Statistical analysis
KW - Time series analysis
KW - Traffic safety
KW - Two lane highways
KW - Urban highways
KW - Vehicle factors in crashes
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/1999-11FinalReport.pdf
UR - https://trid.trb.org/view/642519
ER -
TY - RPRT
AN - 00938481
AU - Kim, S-M
AU - Won, M C
AU - McCullough, B F
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - CRCP-10 COMPUTER PROGRAM USER'S GUIDE
PY - 2001/08
SP - 42 p.
AB - An improved CRCP computer program, CRCP-10, has been developed for the mechanistic analysis of continuously reinforced concrete pavements. CRCP-9 and CRCP-10 use two-dimensional finite element methods to calculate stresses and strains, which is a totally different approach compared with the previous computer program, CRCP-8, which uses one-dimensional analytical methods to calculate them. Since CRCP-9 considers a static single wheel load to calculate wheel load stresses, the effects of multiple wheel loads and their variations in amplitude are ignored. To improve the accuracy of the wheel load stress calculation, CRCP-10 considers moving dynamic tandem axle loads. CRCP-10 has Windows-based user-friendly interfaces for convenient use. This report summarizes the background of the CRCP-10 development, installation procedure, communication between files, detailed guide for user input procedure, explanation of output screens, and file control procedure. This report can serve as a user's guide for the CRCP-10 computer program.
KW - Computer program documentation
KW - Continuously reinforced concrete pavements
KW - CRCP (Computer program)
KW - Dynamic loads
KW - Finite element method
KW - Mechanistic design
KW - Strain (Mechanics)
KW - Stresses
KW - Tandem axle loads
KW - Two dimensional analysis
KW - User interfaces (Computer science)
KW - Wheel loads
UR - http://www.utexas.edu/research/ctr/pdf_reports/1831_4.pdf
UR - https://trid.trb.org/view/730702
ER -
TY - RPRT
AN - 00938482
AU - Kim, S-M
AU - Won, M C
AU - McCullough, B F
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - TRANSFORMED FIELD DOMAIN ANALYSIS OF PAVEMENTS SUBJECTED TO MOVING DYNAMIC TANDEM-AXLE LOADS AND INTEGRATING THEIR EFFECTS INTO THE CRCP-10 PROGRAM
PY - 2001/08
SP - 74 p.
AB - The dynamic displacement and stress responses of rigid and flexible pavements subjected to moving tandem-axle loads of constant amplitude and harmonic and arbitrary variations have been investigated. The pavement systems have been modeled using a plate of infinite extent on a viscoelastic foundation. Formulations have been developed in the transformed field domain using: (1) a double Fourier transform in space and moving space for moving loads of constant amplitude; (2) a triple Fourier transform in time, space, and moving space for moving loads of arbitrary variation; and (3) a double Fourier transform in space and moving space for the steady-state response to moving harmonic loads. The effects of viscous damping, vehicle speed, load frequency, and phase between front- and rear-axle loads have been investigated. The analysis results considering viscoelasticity show significant differences from those obtained with an elastic system. The pavement surface roughness causes dynamic variations in the load amplitude, and the maximum deflection and stress can significantly increase accordingly. The variation in the load amplitude and the differences in the phase angles between front- and rear-axle loads can make the maximum deflection and stress considerably larger. The use of tandem axle loads is necessary to find the accurate responses because the phase effect cannot be considered with single-axle loads. The formulations developed to find the wheel load stresses resulting from the moving tandem-axle loads have been integrated into CRCP-10, which is the updated computer program of CRCP-9.
KW - Computer programs
KW - CRCP (Computer program)
KW - Deflection
KW - Dynamic loads
KW - Flexible pavements
KW - Fourier transforms
KW - Rigid pavements
KW - Roughness
KW - Stresses
KW - Tandem axle loads
KW - Transformed field domain
KW - Viscoelasticity
KW - Wheel loads
UR - https://trid.trb.org/view/730703
ER -
TY - RPRT
AN - 00938494
AU - Bhat, C
AU - Handy, S
AU - Kockelman, K
AU - Mahmassani, H
AU - Chen, Q
AU - Srour, I
AU - Weston, Lisa
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - ASSESSMENT OF ACCESSIBILITY MEASURES
PY - 2001/08
SP - 74 p.
AB - This report assesses alternative accessibility measures using data from the Dallas/Fort Worth, Texas metropolitan area. The measures are evaluated against the following considerations: good theoretical basis of the measure, reasonable data needs, and good empirical performance. The report also discusses the aggregation of accessibility measures over the dimensions of purpose, time of day, mode, and space.
KW - Accessibility
KW - Alternatives analysis
KW - Dallas-Fort Worth Metropolitan Area
KW - Evaluation and assessment
KW - Measuring methods
KW - Mode choice
KW - Periods of the day
KW - Spatial analysis
KW - Trip purpose
UR - http://www.utexas.edu/research/ctr/pdf_reports/4938_3.pdf
UR - https://trid.trb.org/view/730715
ER -
TY - RPRT
AN - 00938462
AU - Allen, D L
AU - Barrett, M L
AU - Graves, R C
AU - Pigman, J G
AU - Abu-Lebdeh, G
AU - Aultman-Hall, L
AU - Bowling, S T
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - ANALYSIS OF TRAFFIC GROWTH RATES
PY - 2001/08
SP - 158 p.
AB - The primary objectives of this study were to determine patterns of traffic flow and develop traffic growth rates by highway type for Kentucky's system of highways. Additional subtasks included the following: 1) a literature search to determine if there were new procedures being used to more accurately represent traffic growth rates, 2) development of a random sampling procedure for collecting traffic count data on local roads and streets, 3) prediction of vehicle miles traveled based on socioeconomic data, 4) development of a procedure for explaining the relationship and magnitude of traffic volumes on routes functionally classified as collectors and locals, and 5) development of county-level growth rates based on procedures to estimate or model trends in vehicle miles traveled and average daily traffic. Results produced a random sampling procedure for traffic counting on local roads which were used as part of the effort to model traffic growth at the county level in Kentucky. Promising results were produced to minimize the level of effort required to estimate traffic volumes on local roads by development of a relationship between functionally classified collector roads and local roads. Both regression and logarithmic equations were also developed to explain the relationship between local and collector roads. County-level growth rates in traffic volumes were analyzed and linear regression was used to represent changes in average daily traffic to produce county-level growth rates by functional class. Linear regression and neural network models were developed in an effort to estimate interstate and non-interstate vehicle miles traveled.
KW - Average daily traffic
KW - Collector roads
KW - Estimating
KW - Forecasting
KW - Highway classification
KW - Kentucky
KW - Local roads
KW - Neural networks
KW - Random sampling
KW - Regression analysis
KW - Socioeconomic factors
KW - Streets
KW - Traffic counts
KW - Traffic growth rates
KW - Traffic models
KW - Traffic volume
KW - Vehicle miles of travel
UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_15_SPR213_00_1F.pdf
UR - http://ntl.bts.gov/lib/23000/23700/23787/KTC_01_15_SPR213_00_1F.pdf
UR - https://trid.trb.org/view/730683
ER -
TY - RPRT
AN - 00819617
AU - Briggs, V
AU - Jasper, K
AU - Booz-Allen and Hamilton, Incorporated
AU - Federal Highway Administration
TI - ORGANIZING FOR REGIONAL TRANSPORTATION OPERATIONS: VANCOUVER TRANSLINK
PY - 2001/08
SP - 21 p.
AB - This is one of six case studies exploring regional cooperation among transportation operating organizations. These studies, developed in conjunction with the National Dialogue on Transportation Operations, document alternative approaches for developing and sustaining regional transportation operations and portray institutional practices and lessons learned. They provide examples of experiences that reflect National Dialogue goals of facilitating cultural transitions within transportation operating entities that are driven by system performance and customer service measures. They are intended to serve as a resource guide for decision makers as well as transportation management and operations staff. TransLink's (of Vancouver, British Columbia, Canada) mandate is to plan, finance, operate, and manage a regional transportation system that moves people and goods efficiently and supports the regional growth strategy, air quality objectives, and economic development of the greater Vancouver metropolitan area. Transportation modes, facilities and services that are TransLink's responsibility include major road networks and bridges, ferries, light rail transit, commuter rail, buses, and paratransit.
KW - Air quality
KW - Bridges
KW - Buses
KW - Case studies
KW - Commuters
KW - Cooperation
KW - Customer service
KW - Economic development
KW - Ferries
KW - Financing
KW - Institutional issues
KW - Light rail transit
KW - Management
KW - Metropolitan areas
KW - Operations
KW - Paratransit services
KW - Partnerships
KW - Performance
KW - Railroads
KW - Regional transportation
KW - Roads
KW - TransLink (Program : British Columbia)
KW - Transportation planning
KW - Vancouver (Canada)
UR - https://trid.trb.org/view/691705
ER -
TY - RPRT
AN - 00933912
AU - Barnhart, J E
AU - Ohio Ready Mixed Concrete Association
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - THIN BONDED OVERLAY AND SURFACE LAMINATES
PY - 2001/08
SP - 37 p.
AB - This report describes the current condition and evaluates the effectiveness of a proprietary concrete overlay known as Microlite, which was placed in 1994/95 on two different bridge decks in northwestern Ohio. These bridge candidates were submitted by the Ohio Department of Transportation and accepted by the Federal Highway Administration for inclusion in Thin Bonded Overlay and Surface Laminates Demonstration Program under Intermodal Surface Transportation Efficiency Act (ISTEA) Section 6005. The evaluation process included a visual inspection of the overlay conditions; a sounding inspection of both decks followed by taking random cores for visual examination and laboratory evaluation. The laboratory evaluation included determining chloride contents and permeability readings of the samples. This report discusses the character of traffic using the structures and the salting practices. The report concludes that the overlays are performing extremely well even though there is evidence of surface cracking on one of the deck surfaces and both decks contain substantial amounts of chlorides at the reinforcing steel level.
KW - Bridge decks
KW - Chloride content
KW - Chlorides
KW - Concrete overlays
KW - Cracking
KW - Evaluation
KW - Inspection
KW - Laboratory tests
KW - Laminates
KW - Microlite
KW - Ohio
KW - Performance
KW - Permeability
KW - Reinforcing steel
KW - Sounding
KW - Surface course (Pavements)
KW - Traffic
UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A51003500
UR - http://ntl.bts.gov/lib/19000/19000/19077/PB2002104381.pdf
UR - https://trid.trb.org/view/724971
ER -
TY - RPRT
AN - 00933880
AU - Zhang, Z
AU - Hudson, W R
AU - McNerney, M T
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - SUMMARY OF GIS IMPLEMENTATION PLAN FOR THE TXDOT PMIS
PY - 2001/08
SP - 4 p.
AB - The pavement management information system (PMIS) is the Pavement Management System (PMS) used by the Texas Department of Transportation (TxDOT). PMIS is an automated system for storing, retrieving, analyzing, and reporting information needed to support pavement-related decision-making within TxDOT. Although it has worked well in serving its original objectives, the TxDOT PMIS is faced with new challenges arising from diverse data, technologies, and systems that together result in inefficient information exchange within the Department. The adoption of geographic information systems (GIS) can help overcome these challenges if it is carefully planned and implemented. Successful GIS implementation involves not only the information technologies themselves, but also the personnel and skills needed. The organization and institutional arrangements that govern the patterns of management and information flow are also critical and must be managed interactively. Since GIS related information technologies are updated rapidly, it can be difficult to predict the future. Thus, a GIS implementation plan is needed to improve the chances of successful implementation. The plan presented here can help reduce mistakes and integrate management of various aspects of data issues, personnel, and GIS skills needed, creating a solid basis for dealing with the unexpected. This report summarizes the completed tasks, major findings, and key recommendations for GIS implementation actions.
KW - Abilities
KW - Geographic information systems
KW - Implementation
KW - Information technology
KW - Management
KW - Management information systems
KW - Organizations
KW - Pavement management systems
KW - Personnel
KW - State departments of transportation
KW - Strategic planning
UR - http://www.utexas.edu/research/ctr/pdf_reports/1747_S.pdf
UR - https://trid.trb.org/view/724939
ER -
TY - RPRT
AN - 00933835
AU - Leitner, S J
AU - Harrison, R
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - THE IDENTIFICATION AND CLASSIFICATION OF INLAND PORTS
PY - 2001/08
SP - 134 p.
AB - This report presents a formal definition for inland ports and creates a classification methodology to promote familiarity with inland port operations and aid transportation planners interested in supporting inland port operations. Inland ports are sites away from traditional borders where international trade is processed and value-added services are provided. As the private sector becomes more focused on globalization and efficient supply chains, inland ports may become more important. Transportation planners need to recognize that inland ports may also promote more efficient multi-modal corridors. The classification methodology builds on the management product life cycle concept to create an inland port development life cycle. The stages of the development life cycle can assist planners in understanding what actions can be taken to best promote positive transportation impacts by inland ports.
KW - Classification
KW - Development
KW - Inland water transportation
KW - Intermodal transportation
KW - Life cycle analysis
KW - Multimodal transportation
KW - Operations
KW - River ports
KW - Supply chain management
KW - Transportation planning
UR - http://www.utexas.edu/research/ctr/pdf_reports/4083_1.pdf
UR - http://ntl.bts.gov/lib/18000/18800/18855/PB2002102278.pdf
UR - https://trid.trb.org/view/724898
ER -
TY - RPRT
AN - 00819910
AU - Griffith, A
AU - Lynde, M
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF ARROW PANEL DISPLAYS FOR TEMPORARY WORK ZONES
PY - 2001/08
SP - 65 p.
AB - The Oregon Department of Transportation evaluated the effectiveness of a "sequentially flashing diamond" arrow panel display as advance caution warning in temporary work zones. This display was evaluated by comparing it with two others: the flashing line and flashing four-corner. In survey responses from 33 state departments of transportation, each display was rated about the same in terms of effectiveness. Field trials using each display were conducted in work zones set up on highway shoulders at two locations in Oregon. Total evaluation time at each site was nine hours, divided into three, 3-hour test periods. Each display operated for one hour during the 3-hour period. Hourly average and 85th percentile speeds recorded during the tests were lower than corresponding hourly baseline speeds for all display modes. The greatest speed reductions (from baseline) for most 3-hour periods occurred when the diamond display was operating. Motorists were surveyed about the three displays. People at a highway rest area were asked questions about the displays that were operating in the parking area. Over 70% of 274 respondents chose the diamond display as the most effective at getting their attention. However, 61% found the three displays confusing, particularly the line and the four-corner. Although there was evidence of confusion about the displays, 80% of the respondents said they would like to see the diamond used when work is taking place on Oregon highways. The results of the field trials and motorist survey show considerable potential for the diamond display's use as an advance warning device in temporary work zones.
KW - 85th percentile speed
KW - Arrow panels
KW - Average travel speed
KW - Drivers
KW - Field studies
KW - Flashing diamond display
KW - Flashing four-corner display
KW - Flashing line display
KW - State departments of transportation
KW - Surveys
KW - Work zone traffic control
UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/EvalArrowPanelDisplays.pdf
UR - http://ntl.bts.gov/lib/18000/18500/18562/PB2002100531.pdf
UR - https://trid.trb.org/view/691753
ER -
TY - RPRT
AN - 00818834
AU - Strathman, J G
AU - Dueker, K J
AU - Zhang, J
AU - WILLIAMS, T
AU - Portland State University
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - ANALYSIS OF DESIGN ATTRIBUTES AND CRASHES ON THE OREGON HIGHWAY SYSTEM
PY - 2001/08
SP - 61 p.
AB - This report has investigated the statistical relationship between crash activity and roadway design attributes on the Oregon state highway system. Crash models were estimated from highway segments distinguished by functional classification (freeway v. non-freeway) and location (urban v. non-urban). A number of design attributes were found to be statistically related to crash activity in the various models, including the number of lanes, curve characteristics, vertical grade, surface type, median type, turning lanes, shoulder width, and lane width. In selected instances, crash reduction factors (CRFs) calculated from crash model results were compared to those presently used to evaluate projects in the Oregon Department of Transportation's Safety Improvement Program. The range of design attributes addressed in this study is similar to what has been covered by other studies reported in the crash modeling literature, and the results obtained for Oregon are generally consistent with those obtained from other study areas. Although relatively few at present, the number of design attributes included in crash models will likely grow over time as automated roadway inventory data become increasingly available. Nevertheless, it is doubtful that the coverage of crash models will ever be sufficiently comprehensive to effectively substitute for the present system, which encompasses hundreds of countermeasures in differing contexts. While the number of highway design attributes specified in crash models is limited, they represent a relatively large share of the capital invested in safety improvements. Safety-related outlays for lane and shoulder widening, altering horizontal and vertical curves, introducing median treatments, and for resurfacing have very large cost implications compared to outlays for signage and markings. Cross-sectional crash models usually specify variables that represent countermeasures associated with the more costly outlays. Thus, the models provide states with an opportunity to validate the CRFs that are most important economically.
KW - Costs
KW - Countermeasures
KW - Crash reduction factors
KW - Economics
KW - Highway design
KW - Horizontal curvature
KW - Median treatments
KW - Oregon
KW - Resurfacing
KW - Road markings
KW - Road shoulders
KW - Traffic crashes
KW - Traffic lanes
KW - Traffic signs
KW - Vertical curvature
KW - Width
UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/AnalysisDesignAtt.pdf
UR - http://ntl.bts.gov/lib/18000/18400/18496/PB2002100236.pdf
UR - https://trid.trb.org/view/691449
ER -
TY - RPRT
AN - 00816522
AU - Brooks, E W
AU - Haas, K J
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - DESERT VARNISH (PERMEON (TRADEMARK)) EVALUATION
PY - 2001/08
SP - 40 p.
AB - In 1998, the Oregon Department of Transportation mitigated a rock fall hazard on the Historic Columbia River Highway. Loose rock was removed from the overhanging cliff while the sandstone near the base of the cliff was covered with shotcrete to prevent erosion. The shotcrete was then coated with desert varnish to hide the new-looking concrete face. The desert varnish was intended to help blend the project into the surrounding environment in this area of high tourist traffic. The project was completed in the summer of 1999. The desert varnish was applied without any problems. It continues to darken with age so that the shotcrete blends in well with the natural cliff. This report documents the application and inspections of the results.
KW - Aesthetics
KW - Coatings
KW - Countermeasures
KW - Hazards
KW - Inspection
KW - Performance evaluations
KW - Rockfalls
KW - Shotcrete
KW - Varnish
UR - https://trid.trb.org/view/690784
ER -
TY - RPRT
AN - 00930588
AU - Warner, J E
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - TEXAS RURAL RAIL TRANSPORTATION DISTRICTS: GIS INFORMATION MANUAL
PY - 2001/08
SP - 18 p.
AB - The two Geographic Information System (GIS) databases created as part of Research Project 0-4007 are meant to provide Texas Department of Transportation officials with a ready reference to the location of Rural Rail Transportation Districts in Texas and the location of abandoned and existing rail lines within the state. The two GIS databases included in this product are: (1) Rural Rail Transportation Districts, and (2) Texas Railroad System. This manual describes the features within each of the two GIS databases.
KW - Districts and authorities
KW - Geographic information systems
KW - Lines of track
KW - Manuals
KW - Railroad transportation
KW - Rural transportation
KW - Texas
UR - http://tti.tamu.edu/documents/4007-P2.pdf
UR - http://ntl.bts.gov/lib/19000/19800/19842/PB2003100549.pdf
UR - https://trid.trb.org/view/719599
ER -
TY - CONF
AN - 00927995
AU - Kerr, J
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - STRATEGIES TO DESIGN AN ITMS
PY - 2001/08
SP - p. 25-40
AB - In considering the challenges of initiating a design process related to an Integrated Transportation Management System (ITMS), a wide breadth of potential considerations are worthy of consideration. As would be expected these issues will vary from case to case depending on the specific dynamics of the project in consideration. The objective of this white paper, then, is to establish a framework to assist in the process of capturing issues relevant to the design process in general and to further define these issues to address the breadth of variables which are due attention in order to bring suitable containment for the proper definition of design specific requirements. A common misconception in initiating a design exercise for ITMS is that design specific activities are the first horse out of the gate. It is argued that there are at least a couple of significant stages of work that need attention prior to initiating even the first of design activities. For the purpose of this discussion the following major groupings of activities are examined: scoping phase; deployment planning phase; design phase; implementation phase (not addressed in this paper); and operations and management phase (not addressed in this paper). In addition to the foregoing there is a rapidly growing area of consideration, which the vast majority of past traffic control, type applications have not needed to address in a strategic fashion. This emerging issue focuses on the co-existence and/or the integration of the ITMS application with control agencies' perspectives related to enterprise wide Information Technology activities. Accordingly, a section is included with this paper to address this matter.
U1 - ITMS: A Key Strategy to Optimize Surface Transportation System PerformanceTransportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.Newark, New Jersey StartDate:20010715 EndDate:20010718 Sponsors:Transportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.
KW - Design
KW - Information technology
KW - Integrated systems
KW - Intelligent transportation systems
KW - Strategic planning
KW - Transportation system management
UR - https://trid.trb.org/view/721764
ER -
TY - CONF
AN - 00927998
AU - Wolf, J
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - PERFORMANCE MEASUREMENT AND INTEGRATED TRANSPORTATION MANAGEMENT SYSTEMS - A TRAFFIC OPERATIONS PERSPECTIVE
PY - 2001/08
SP - p. 106-122
AB - Beginning with the statement that "America is on the verge of a revolution in transportation," this white paper is a call to action. Accepting the statements that "There is no more potent issue driving better system management than the need for performance" and "There is probably no better short-term payoff for improved system performance than better system management" as truisms, the paper ferrets out some issues related to Integrated Transportation Management Systems and system performance by describing the experience in a Department of Transportation Traffic Operations Division in California over the last several years in developing system management strategies anchored on performance. The emphasis is on traffic operations and performance measurement with the intent of showing some of the nuts and bolts of performance measurement - the specific measurements, the data sources, the processes used to develop and implement, and how they are expected to be used.
U1 - ITMS: A Key Strategy to Optimize Surface Transportation System PerformanceTransportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.Newark, New Jersey StartDate:20010715 EndDate:20010718 Sponsors:Transportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.
KW - California
KW - Highway operations
KW - Integrated systems
KW - Measurement
KW - Performance
KW - Transportation system management
UR - https://trid.trb.org/view/721767
ER -
TY - CONF
AN - 00927994
AU - Neudorff, L
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - INSTITUTIONAL CHALLENGES, BARRIERS AND OPPORTUNITIES: INSTITUTIONAL INTEGRATION
PY - 2001/08
SP - p. 15-24
AB - The key point made in this white paper is that the process for developing and deploying an Integrated Transportation Management System (ITMS) must address all sorts of institutional interactions - between agencies, within each of these agencies, and between the public and private sectors. The ITMS must fit within these existing organizational infrastructures. It is unrealistic to demand significant changes or attempt to impose a new institutional framework on the various agencies and entities who are involved or affected by a proposed ITMS, other than to build logical extensions to the existing framework and have it evolve over time. In other words, the ITMS must be developed to function and provide optimum benefits within the institutional constraints and barriers. At the same time, steps can and should be taken to eliminate some of these barriers or minimize their impact. The ITMS institutional arrangements can take on a variety of forms. No one technique or process is inherently superior to another. Rather, the optimal ITMS arrangement will vary from region to region, depending on project specific facts and circumstances. Nonetheless, the processes and the resulting ITMS will have a few things in common - they will have engaged all the entities and stakeholders that might be affected by the ITMS in meaningful discussions, they will have champions in senior management levels, and they will have been relentless in achieving the goal of an ITMS.
U1 - ITMS: A Key Strategy to Optimize Surface Transportation System PerformanceTransportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.Newark, New Jersey StartDate:20010715 EndDate:20010718 Sponsors:Transportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.
KW - Deployment
KW - Development
KW - Institutional issues
KW - Integrated systems
KW - Intelligent transportation systems
KW - Transportation system management
UR - https://trid.trb.org/view/721763
ER -
TY - CONF
AN - 00927996
AU - Kraft, W H
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - MANAGING AND OPERATING INTEGRATED TRANSPORTATION MANAGEMENT SYSTEMS: POLICIES, PROCEDURES, FUNDING AND STAFFING ISSUES
PY - 2001/08
SP - p. 41-50
AB - Management and operations of our transportation systems becomes more important as families attempt to gain more affordable housing by moving further away from city centers. They seem to be willing to accept higher transportation costs as a trade-off for more affordable housing. A recent study by the Surface Transportation Policy Project reported that the average household in six metropolitan areas spends more on transportation than housing. This white paper discusses issues dealing with four basic elements that are important for the management and operations of an Integrated Transportation Management System (ITMS) - policies, procedures, funding, and staffing.
U1 - ITMS: A Key Strategy to Optimize Surface Transportation System PerformanceTransportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.Newark, New Jersey StartDate:20010715 EndDate:20010718 Sponsors:Transportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.
KW - Financing
KW - Integrated systems
KW - Intelligent transportation systems
KW - Personnel
KW - Policy
KW - Procedures
KW - Transportation operations
KW - Transportation system management
UR - https://trid.trb.org/view/721765
ER -
TY - CONF
AN - 00927990
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - 4TH INTEGRATED TRANSPORTATION MANAGEMENT SYSTEMS (ITMS) CONFERENCE: CONFERENCE PROCEEDINGS
PY - 2001/08
SP - 64p
AB - This report documents the proceedings from the 4th Integrated Transportation Management Systems (ITMS) Conference, ITMS: A Key Strategy to Optimize Surface Transportation System Performance, held in Newark, New Jersey on July 15-18, 2001. The purpose of the conference was to identify potential initiatives and opportunities to help advance the state-of-the-art in planning, designing, deploying, operating, and evaluating ITMS. These proceedings will be used by the sponsoring groups to help advance all aspects of ITMS. These proceedings summarize the presentations from the general sessions and the breakout sessions. The main topics covered by speakers in the sessions are highlighted. Subject areas addressed in the sessions include defining ITMS, planning and designing ITMS, institutional barriers and opportunities, performance monitoring, management and operations, and traffic management strategies and operational plans. The major issues and research initiatives discussed in the breakout sessions are summarized. The list of conference attendees is also provided. The seven white papers prepared to help frame key issues and opportunities associated with ITMS are summarized in the general sessions. The full white papers are provided in a separate document (FHWA-OP-01-145).
U1 - ITMS: A Key Strategy to Optimize Surface Transportation System PerformanceTransportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.Newark, New Jersey StartDate:20010715 EndDate:20010718 Sponsors:Transportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.
KW - Conferences
KW - Deployment
KW - Design
KW - Evaluation
KW - Highway operations
KW - Institutional issues
KW - Integrated systems
KW - Intelligent transportation systems
KW - Monitoring
KW - Operations
KW - Performance
KW - Planning
KW - State of the art
KW - Strategic planning
KW - Traffic control
KW - Transportation system management
UR - https://trid.trb.org/view/721759
ER -
TY - CONF
AN - 00927992
AU - Urbanik, Thomas
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - DEFINITION OF ITMS
PY - 2001/08
SP - p. 1-4
AB - This white paper discusses the definition of Integrated Transportation Management Systems (ITMS). The definition provided by the Freeway Operations Committee of the Transportation Research Board is presented and further discussion centers around costs and benefits of ITMS, the progress being made in developing ITMS, and the obstacles to be faced.
U1 - ITMS: A Key Strategy to Optimize Surface Transportation System PerformanceTransportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.Newark, New Jersey StartDate:20010715 EndDate:20010718 Sponsors:Transportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.
KW - Benefits
KW - Costs
KW - Definitions
KW - Development
KW - Integrated systems
KW - Intelligent transportation systems
KW - Transportation system management
UR - https://trid.trb.org/view/721761
ER -
TY - CONF
AN - 00927997
AU - Kelman, L
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - TRAFFIC MANAGEMENT STRATEGIES AND OPERATIONAL PLANS
PY - 2001/08
SP - p. 51-105
AB - This white paper presents a discussion of traffic management strategies and operational plans by the director of the Traffic Management Centre of the City of Toronto. Chapter 1 provides an introduction. Chapter 2 discusses the need to manage road space, pointing out that road space in urban areas is a diminishing commodity. This is not to infer that roads are physically shrinking, but that the demands on road space are increasing for both traditional use (moving vehicles) as well as non-traditional use (special events, parades, filming, etc.). The laws of economics indicate that as an asset becomes more scarce, its value in the marketplace increases. In times of scarcity, the need to manage an asset to ensure optimum productivity becomes more crucial. Over the past 25 years, much progress has been made in striving for 100% optimized freeway system utilization. More recently the focus has been on new advancements in technique development (e.g., incident detection algorithms), technology evolution (e.g., sensors, cameras) and integrated system applications (e.g., Traffic Management Centres). These are discussed in Chapter 3. One of the major challenges is to transport all of the lessons learned on the freeway system and apply them to urban arterials to mitigate the disruptions caused by special events (Chapter 4) and construction activities (Chapter 5). A tool for prioritizing and coordinating schedules for these activities is addressed in Chapter 6. The additional pressures on the road system from the film industry and the telecommunications industry are discussed in Chapters 7 and 8, respectively. The need to have operational plans ready for non-transportation emergencies is addressed in Chapter 9. Chapter 10 contains concluding remarks as well as outlines some new initiatives to help manage the road system in Toronto.
U1 - ITMS: A Key Strategy to Optimize Surface Transportation System PerformanceTransportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.Newark, New Jersey StartDate:20010715 EndDate:20010718 Sponsors:Transportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.
KW - Asset management
KW - Emergencies
KW - Highway operations
KW - Highway traffic control
KW - Integrated systems
KW - Special events
KW - Technological innovations
KW - Toronto (Canada)
KW - Transportation system management
KW - Work zone traffic control
UR - https://trid.trb.org/view/721766
ER -
TY - CONF
AN - 00927993
AU - Berman, W
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - PLANNING FOR OPERATIONS
PY - 2001/08
SP - p. 5-14
AB - The purpose of this white paper is to define the concept of "planning for operations" (or planning for management and operations) and make the case for it being a necessary and formally recognized, institutional function for both operating agencies and planning organizations. In making this case, the paper presents the following: (1) Some background on the environment within which our systems operate today; (2) A definition and scope for "planning for operations"; (3) The different perspectives and elements of "planning for operations"; (4) Why "planning for operations" is important; (5) Principle factors to consider in "planning for operations"; and (6) Expectations from successful "planning for operations".
U1 - ITMS: A Key Strategy to Optimize Surface Transportation System PerformanceTransportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.Newark, New Jersey StartDate:20010715 EndDate:20010718 Sponsors:Transportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.
KW - Highway operations
KW - Integrated systems
KW - Intelligent transportation systems
KW - Planning
KW - Transportation operations
KW - Transportation system management
UR - https://trid.trb.org/view/721762
ER -
TY - CONF
AN - 00927991
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - 4TH INTEGRATED TRANSPORTATION MANAGEMENT SYSTEMS (ITMS) CONFERENCE: WHITE PAPERS
PY - 2001/08
SP - 124p
AB - This report provides the technical papers prepared for the 4th Integrated Transportation Management Systems (ITMS) Conference held in Newark, New Jersey on July 15-18, 2001. The seven papers cover a variety of topics. Subjects addressed in the white papers include defining ITMS, institutional issues and opportunities, planning for ITMS, designing for ITMS, management and operations, traffic management strategies and operational plans, and performance measurement. The proceedings from the conference are provided in a separate report (FHWA-OP-01-145).
U1 - ITMS: A Key Strategy to Optimize Surface Transportation System PerformanceTransportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.Newark, New Jersey StartDate:20010715 EndDate:20010718 Sponsors:Transportation Research Board; Federal Highway Administration; Institute of Transportation Engineers; ITS America; and American Association of State Highway and Transportation Officials.
KW - Conferences
KW - Design
KW - Highway operations
KW - Institutional issues
KW - Integrated systems
KW - Intelligent transportation systems
KW - Measurement
KW - Performance
KW - Planning
KW - Strategic planning
KW - Traffic control
KW - Transportation operations
KW - Transportation system management
UR - https://trid.trb.org/view/721760
ER -
TY - RPRT
AN - 00925963
AU - KIRK, M
AU - Morgan, G
AU - Schumacher, R
AU - Myrah, L
AU - Shupe Consulting
AU - South Dakota Department of Transportation
AU - Federal Highway Administration
TI - UNIFIED REPORTING OF COMMERCIAL AND NON-COMMERCIAL TRAFFIC ACCIDENTS
PY - 2001/08
SP - 508 p.
AB - This report documents the current business processes, forms, and data used for accident reporting in South Dakota's and applicable national databases; the functional requirements for a single system that can record, manage, and track accident information; a migration plan to design and implement an upgraded/new Accident Reporting System, and a "preliminary" re-design of South Dakota's Traffic Accident Report Form. These objectives were accomplished by a) reviewing existing systems, documentation, and initiatives currently in place, b) holding workshops to gather stakeholder input on functional requirements, data element requirements, and form design ideas, and c) having periodic reviews to gain approval of findings and deliverables produced to date. Some key findings are: a) form re-design will be inherently challenging, b) use of the TraCS system will save time and money, c) a new client server database is required to achieve stated goals of a new system. The main recommendation from this study is to use TraCS as a key component to the migration plan. The use of a client/server-based architecture with a relational database is needed to support the data storage and analysis needs of the users. Additional data for SAFETYNET, FARS (Fatality Analysis Reporting System), and MMUCC (Model Minimum Uniform Crash Criteria) needs to be collected and stored in the electronic accident records database. This report also contains a preliminary design of the combined South Dakota Traffic Accident Report Form, a detailed data model, a detailed process model, a Process/Entity Usage Matrix (CRUD), a data dictionary, the approved data elements, and many other project deliverables listed in the Appendix document.
KW - Computer architecture
KW - Crash reports
KW - Data collection
KW - Data storage
KW - Forms (Documents)
KW - Relational databases
KW - South Dakota
KW - Traffic crashes
UR - https://trid.trb.org/view/718128
ER -
TY - RPRT
AN - 00923407
AU - Manci, A
AU - Boyd, B
AU - Barge, Waggoner, Sumner and Cannon, Incorporated
AU - Tennessee Department of Transportation
AU - Federal Highway Administration
TI - ULTRA-THIN PORTLAND CEMENT CONCRETE OVERLAY OF A GENERAL AVIATION RUNWAY
PY - 2001/08
SP - 22 p.
AB - The principle objective of this research project was to evaluate the use of a thin concrete overlay to be used for asphalt pavement rehabilitation for an existing runway and, if found practical, implement the concept into a construction project. Testing of the concrete/asphalt interface to study the paving responses under traffic loadings and evaluate the interface bonding strength between the two surfaces took place after construction. At the time of the project, there had not been an ultra-thin whitetopping overlay of an asphalt runway at a general aviation runway in the United States.
KW - Airport runways
KW - Asphalt pavements
KW - Bond strength (Materials)
KW - Concrete overlays
KW - General aviation airports
KW - Interfaces
KW - Rehabilitation (Maintenance)
KW - Thinness
KW - Whitetopping
UR - http://ntl.bts.gov/lib/19000/19200/19262/PB2002105409.pdf
UR - https://trid.trb.org/view/707386
ER -
TY - RPRT
AN - 00921642
AU - Zhu, R-H
AU - Wanichakorn, W
AU - Hsu, TTC
AU - University of Houston
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - CRACK WIDTH PREDICTION FOR INTERIOR PORTION OF INVERTED 'T' BENT CAPS
PY - 2001/08
SP - 66 p.
AB - Inverted "T" bent caps are used extensively in highway bridges to support elevated roadways on beams. Such bent caps are aesthetically pleasing as well as economically sound. The cross-section of an inverted "T" bent cap consists of a "web" (or "stem") with short cantilever "ledges" at the bottom to support the beams, thus minimizing the structural depth of bridges. At service load unacceptable diagonal cracking frequently occurs between the cantilever ledges and the web. An important factor contributing to this cracking is the lack of a rational behavioral theory that supports serviceability design of such bent caps. Current design guidelines are based on the ultimate load stage and do not address cracking at service load. Thus, it is necessary to develop a serviceability design method that takes into account the deformation compatibility condition because any method that attempts to determine crack width must consider strains in both the concrete and the steel. To this end, the following approach was taken: First, develop a compatibility-aided struts-and-ties model (CASTM) that leads to a simple design method capable of controlling crack widths at service load; and second, conduct experimental tests on full-sized specimens and use the test results to calibrate the theoretical model. The study of inverted "T" bent caps involves the testing and analysis of two types of specimens. The first type of specimen represents approximately an interior slice of the inverted "T" bent cap. It is proposed that this slice be treated as a 2-dimensional (2-D) problem by converting the two loads on the ledges into line loads and by placing the center reaction as a line load directly on the bottom surface of the web. This simplification allows development of a 2-D CASTM rather than a 3-D CASTM. The loading condition of a 2-D test specimen happens to represent closely the loading condition at the dapped end of a bridge girder. The second type of specimen represents the end portion of an inverted "T" bent cap. The stresses and strains in the end portion are 3-D. This report summarizes the first phase of this effort. It describes (1) the experiments and the test results of the seven full-sized specimens simulating the interior portions of an inverted "T" bent cap; and (2) the development of a 2-D CASTM that is applicable to inverted "T" bent caps with and without diagonal bars at the re-entrant corner. The proposed formulas for predicting crack widths at service load are quite simple and conceptually very clear. The second phase of the research is currently under way, and tests results and the 3-D CASTM will be presented in a separate report.
KW - Bents
KW - Crack width
KW - Cracking
KW - Design methods
KW - Highway bridges
KW - Loads
KW - Mathematical models
KW - Prototype tests
KW - Serviceability
KW - Three dimensional specimens
KW - Two dimensional specimens
UR - https://trid.trb.org/view/706792
ER -
TY - RPRT
AN - 00921531
AU - Pierce, Charles E
AU - Petrou, M F
AU - Chaudhry, M H
AU - University of South Carolina, Columbia
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - AGGREGATE AND CONCRETE QC/QA CERTIFICATION OF CONTRACTORS AND SCDOT PERSONNEL, PHASE II: PILOT AND IMPLEMENTATION OF COARSE AGGREGATE PROGRAM
PY - 2001/08
SP - 55 p.
AB - The South Carolina Department of Transportation (SCDOT) has been developing comprehensive Quality Control and Quality Assurance (QC/QA) programs for construction-related processes involving asphalt, aggregate and concrete during the past 10 years. As part of the QC/QA program for aggregate, a state certification course was initiated with the Department of Civil and Environmental Engineering at the University of South Carolina. Certification is geared toward suppliers' technicians and focuses on coarse aggregate only. SCDOT personnel will also be certified through this course. There are two levels of certification. "Level I: Sampling and Grading" is intended for all participants and provides a strong background in issues affecting QC/QA for aggregate suppliers. Technicians at this level must demonstrate proficiency in sampling, reducing and sieving aggregate. "Level II: Testing" is aimed at appropriate personnel who are required to perform and regulate necessary aggregate QC/QA tests. These tests include specific gravity and absorption, Los Angeles abrasion, sand equivalency, and flat and elongated particles. Pilot programs were conducted at both certification levels with participants having a range of experience in the aggregate industry. The pilots were fully evaluated and subsequently modified for the implementation phase. A total of 10 courses were conducted in the year 2000 to provide a pool of certified technicians, with at least one Level I technician at each quarry or terminal supplying SCDOT projects. Technician certification courses will be offered continuously to accommodate those technicians who have yet to enroll, newly hired technicians, and additional SCDOT personnel. State-to-state reciprocity is not allowed at this time, but will be strongly considered as states move toward unifying certification requirements.
KW - Aggregate gradation
KW - Aggregate tests
KW - Aggregates
KW - Certification
KW - Contractors
KW - Education and training
KW - Personnel
KW - Quality assurance
KW - Quality control
KW - Sampling
KW - Sieve analysis
KW - South Carolina Department of Transportation
KW - Suppliers
KW - Technicians
KW - University of South Carolina
UR - https://trid.trb.org/view/706763
ER -
TY - RPRT
AN - 00921532
AU - Burati, J L
AU - Clemson University
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF A QUALITY PROGRAM FOR AGGREGATES IN SOUTH CAROLINA
PY - 2001/08
SP - 127 p.
AB - The South Carolina Department of Transportation (SCDOT) decided to develop a new aggregate quality policy. A Quality Control (QC) Committee was formed to develop the policy, with members from the SCDOT, industry, the Federal Highway Administration, and academia. A survey of state highway agencies with aggregate quality programs was conducted to learn about the state of the industry, and interviews were conducted with three neighboring states (North Carolina, Georgia, and Florida) to gain more in-depth information about their aggregate programs. The QC Committee held numerous meetings to come to a consensus on the attributes of the new quality policy. Five different drafts were developed and reviewed before a final aggregate quality policy was ultimately implemented. This report documents the process that was used to develop and implement the new aggregate quality policy. The process used to develop this policy led to the desired results. Through the surveys, the interviews, and the meetings, the QC Committee developed a knowledge base that allowed them to decide on the attributes and requirements for the new quality policy. This report contains a flow chart of the successful policy development process as well as discussions of some of the important and necessary steps for developing a new aggregate quality policy.
KW - Aggregates
KW - Florida
KW - Flow charts
KW - Georgia
KW - Interviewing
KW - North Carolina
KW - Policy
KW - Policy development process
KW - Policy making
KW - Quality control
KW - South Carolina
KW - State highway departments
KW - Surveys
UR - https://trid.trb.org/view/706764
ER -
TY - RPRT
AN - 00921524
AU - Womack, K C
AU - Halling, M W
AU - Bott, S P
AU - Utah State University, Logan
AU - Utah Department of Transportation
AU - Federal Highway Administration
TI - STATIC AND DYNAMIC TESTING OF A CURVED, STEEL GIRDER BRIDGE IN SALT LAKE CITY, UTAH
PY - 2001/08
SP - 39 p.
AB - A three span, curved steel girder bridge, 152 ft in length, slated for demolition in the Fall of 1999 was tested both statically and dynamically under three different boundary conditions. The objectives of these tests were to 1) collect data on the behavior of curved steel girders under load, 2) investigate the ability of modal analysis to determine changes in boundary conditions (or structural damage), and 3) provide field test data for the verification of a finite element model. The testing of the bridge was successfully completed in the Summer of 1999. Since that time a detailed finite element model of the bridge, using plate elements, has been constructed using SAP2000. The data from the tests have been reduced and influence diagrams for both the static test and the finite element model have been produced and show a good match between model and field tests. The dynamic test data have been analyzed and show an ability to detect the changes in the boundary conditions via the change in natural frequencies and mode shapes.
KW - Boundary conditions
KW - Curved bridges
KW - Data collection
KW - Field tests
KW - Finite element method
KW - Girder bridges
KW - Load tests
KW - Salt Lake City (Utah)
KW - Static and dynamic tests
KW - Steel
KW - Structural analysis
UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=55826
UR - https://trid.trb.org/view/706756
ER -
TY - RPRT
AN - 00921507
AU - Eisele, W L
AU - Parham, A H
AU - Cothron, A S
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - GUIDANCE FOR PLANNING, OPERATING, AND DESIGNING MANAGED LANE FACILITIES IN TEXAS
PY - 2001/08
SP - 222 p.
AB - This report provides the Texas Department of Transportation with geometric guidance for the design of managed lane facilities. The report draws from the experiences of leading states in the development of managed lanes throughout the country. The report highlights the design and operation of managed lanes, and it includes additional information on planning, marketing, implementing, and enforcing managed lane facilities. It illustrates the critical design elements of managed lane facilities including geometric design criteria; the link between operations, design, and enforcement; and ingress/egress treatments. This report is intended to be used as both an introduction to the managed lane concept and to provide design guidance. Throughout the report, schematics and photographs are included to illustrate the elements discussed in the text. These photographs include experiences and examples from across the country as well as in Texas.
KW - Geometric design
KW - Guidelines
KW - High occupancy toll lanes
KW - High occupancy vehicle lanes
KW - Implementation
KW - Managed lanes
KW - Marketing
KW - Planning
KW - Texas
KW - Traffic control
KW - Traffic law enforcement
KW - United States
UR - https://trid.trb.org/view/706741
ER -
TY - RPRT
AN - 00921776
AU - Ecker, C
AU - Krechmer, D
AU - Grimm, L
AU - Hodge, D
AU - Goetzke, F
AU - Cambridge Systematics, Incorporated
AU - Federal Highway Administration
AU - Federal Transit Administration
TI - FEDERAL LANDS ALTERNATIVE TRANSPORTATION SYSTEMS STUDY - CONGRESSIONAL REPORT
PY - 2001/08
SP - v.p.
AB - This report documents the alternative transportation system needs in lands managed by the National Park Service, the U.S. Fish and Wildlife Service and the Bureau of Land Management. The report includes a summary of alternative transportation system needs and estimated costs between 2001 and 2020. The alternative transportation system needs are categorized by agency, State, transit mode, system status and type of expenditure. The report describes issues that can be addressed through transit implementation and the potential economic impacts of these transit systems. The report also identifies several Federal program structure options that could provide the Federal land management agencies with a source of funding to assist in implementing transit systems on Federal lands.
KW - Alternatives analysis
KW - Bureau of Land Management
KW - Cost estimating
KW - Costs
KW - Economic impacts
KW - Expenditures
KW - Federal government
KW - Implementation
KW - Land
KW - National Park Service
KW - Needs assessment
KW - Public transit
KW - States
KW - Transit mode
KW - Transit operating agencies
KW - U.S. Fish and Wildlife Service
UR - http://www.nps.gov/transportation/alt/ats-study/ats-study.pdf
UR - https://trid.trb.org/view/708125
ER -
TY - RPRT
AN - 00921466
AU - Bourdeau, P L
AU - Fox, P J
AU - Runser, D J
AU - Lee, J-P
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF LOW COST RETAINING WALLS FOR INDIANA HIGHWAYS
PY - 2001/08
SP - 176 p.
AB - Low-cost alternatives to traditional modular facing reinforced soil retaining walls were reviewed, on the basis of published data and information. Technological information, design methods and observed performance of segmental facing reinforced soil walls were used for this review. Guidelines are proposed for selection, design and construction of such retaining walls, within a limited range of conditions, in Indiana highway projects.
KW - Construction
KW - Costs
KW - Design
KW - Guidelines
KW - Indiana
KW - Performance
KW - Retaining walls
UR - http://ntl.bts.gov/lib/18000/18500/18550/PB2002100436.pdf
UR - https://trid.trb.org/view/706700
ER -
TY - RPRT
AN - 00824682
AU - Mahboub, K C
AU - Hancher, D E
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - DEVELOPMENT OF CONCRETE QC/QA SPECIFICATIONS FOR HIGHWAY CONSTRUCTION IN KENTUCKY
PY - 2001/08
SP - 79 p.
AB - There is a growing trend toward quality-based specifications in highway construction. A large number of quality control/quality assurance (QC/QA) specifications shift the responsibility of day-to-day testing from the state highway department to the contractor. This requirement for contractor-performed QC testing has been partly due to the fact that state agencies are operating with a smaller pool of employees compared to previous years. Another driving force has been the application of performance related specifications and realization that the contractor and the producer need some degree of flexibility in order to be more efficient and innovative. This report presents the background information behind the development of the new QC/QA concrete specifications in Kentucky. Findings of this study have already been implemented in the form of a Special Note for QC/QA Concrete, which is expected to be fully implemented by 2002-2003. The QC/QA Special Note encourages the Contractor to produce a consistent quality product by giving incentives. Conversely, it penalizes the Contractor for poor quality, and/or inconsistent quality. The Special Note has been written with quality and innovation in mind. That is why it allows the Contractor and the Producer to follow the ACI-318 procedures for concrete mix design as well as the Kentucky Transportation Cabinet recipe mixes.
KW - Concrete
KW - Incentives
KW - Kentucky
KW - Mix design
KW - Penalties
KW - Quality assurance
KW - Quality control
KW - Road construction
KW - Specifications
UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_22_SPR187_97_1F.pdf
UR - https://trid.trb.org/view/713789
ER -
TY - RPRT
AN - 00824778
AU - Outcalt, W
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - CENTERLINE RUMBLE STRIPS
PY - 2001/08
SP - 14 p.
AB - This report presents an evaluation of centerline rumble strips on a two-lane mountain highway. Accident data before and after construction is given to demonstrate the improvement in safety. Visual evaluations of the effects of the rumble strips on the condition of the pavement and centerline striping are given. Centerline rumble strips are recommended for installation on two-lane highways where there is a history of crossover (head-on and sideswipe from opposite directions) type accidents.
KW - Center lines
KW - Crash data
KW - Evaluation
KW - Frontal crashes
KW - Highway safety
KW - Mountain roads
KW - Rumble strips
KW - Side crashes
KW - Traffic crashes
KW - Traffic lanes
KW - Traffic safety
KW - Two lane highways
UR - http://www.dot.state.co.us/Publications/PDFFiles/centerline.pdf
UR - http://ntl.bts.gov/lib/18000/18500/18575/PB2002100589.pdf
UR - https://trid.trb.org/view/713810
ER -
TY - RPRT
AN - 00824787
AU - Anderson, M
AU - D'ANGELO, J
AU - Huber, G
AU - Colorado Department of Transportation
AU - Asphalt Institute
AU - Federal Highway Administration
TI - FORENSIC INVESTIGATION OF EARLY CRACKING ON I-25 IN DENVER, COLORADO
PY - 2001/08
SP - 132 p.
AB - In May 2000 the Colorado Department of Transportation (CDOT) requested a forensic evaluation of a project located in I-25 north of Denver, Colorado. Within a year of the 1997 overlay, longitudinal cracking appeared in the surface. Two years later the pavement appeared to be deteriorating rapidly. In October 2000, a forensic team of pavement experts reviewed the project and established a sampling and testing plan. Based on the data analysis, it was the opinion of the forensic team that the early cracking of I-25 was caused by several factors, which were combined on this project. The factors included: higher in-place air voids than expected, and low effective asphalt and segregation within the mat. The forensic team also provided recommendations to minimize occurrences of similar behavior on future projects. The forensic team recommended CDOT evaluate alternate surface mixtures, methods of measuring in-place density, methods of measuring asphalt content and methods of measuring mechanical properties of mixtures.
KW - Air voids
KW - Asphalt content
KW - Asphalt pavements
KW - Cracking
KW - Denver (Colorado)
KW - Deterioration
KW - In place density
KW - Mechanical properties
KW - Mixtures
KW - Overlays (Pavements)
KW - Surface course (Pavements)
KW - Testing
UR - http://www.dot.state.co.us/Publications/PDFFiles/EarlyCracking.pdf
UR - https://trid.trb.org/view/713817
ER -
TY - RPRT
AN - 00824784
AU - Lewis, W M
AU - Western Environmental Analysts
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION AND COMPARISON OF THREE CHEMICAL DEICERS FOR USE IN COLORADO
PY - 2001/08
SP - 29 p.
AB - The scope of work for the study included analysis and environmental evaluation of constituents in magnesium chloride, Caliber M1000, and Caliber M2000, experimental tests of oxygen demand for the deicers, and modeling of the environmental effects of phosphorous and ammonia in the deicers. Phosphorous had been added as part of an anticorrosion formulation, and the Colorado Department of Transportation (CDOT) requested in 1999 an alternative formulation that greatly reduced the phosphorous concentrations in magnesium chloride deicers. In addition, new restrictions by CDOT were successful in lowering the amounts of heavy metals and related substances to environmentally-acceptable levels. These improvements were reflected in the 2001 samples of magnesium chloride, which showed no indication of potential of deicer to cause environmental damage through presence of heavy metals or phosphorous. Similarly, Caliber M1000 and Caliber M2000 showed acceptably low concentrations of heavy metals and related substances that are regulated for the protection of aquatic life and other uses. Unlike magnesium chloride deicer, however, Caliber M1000 and Caliber M2000 had high concentrations of phosphorus, ammonia, and organic matter that could be potentially of environmental concern if these deicers were applied in quantity at high elevation. CDOT may be able to alleviate concerns about phosphorous and ammonia in the Caliber M1000 and Caliber M2000 deices by setting restrictions on the concentrations of these substances in the undiluted deicer.
KW - Ammonia
KW - Aquatic life
KW - Caliber M1000
KW - Caliber M2000
KW - Colorado
KW - Corrosion protection
KW - Deicing chemicals
KW - Environmental impact analysis
KW - Heavy metals
KW - Magnesium chloride
KW - Oxygen demand
KW - Phosphorus
UR - http://www.dot.state.co.us/publications/PDFFiles/3chemicaldeicers.pdf
UR - http://ntl.bts.gov/lib/18000/18700/18725/PB2002101702.pdf
UR - https://trid.trb.org/view/713814
ER -
TY - RPRT
AN - 00824781
AU - Abu-Hejleh, N
AU - Zornberg, J G
AU - Wang, T
AU - McMullen, M
AU - Outcalt, W
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - PERFORMANCE OF GEOSYNTHETIC-REINFORCED WALLS SUPPORTING THE FOUNDERS/MEADOWS BRIDGE AND APPROACHING ROADWAY STRUCTURES. REPORT 2: ASSESSMENT OF THE PERFORMANCE AND DESIGN OF THE FRONT GRS WALLS AND RECOMMENDATIONS FOR FUTURE GRS ABUTMENTS
PY - 2001/08
SP - v.p.
AB - The Founders/Meadows structure is the first major bridge in the United States built on footings supported directly by geosynthetic-reinforced soil (GRS) walls, eliminating the traditional use of deep foundations altogether. The performance of the front GRS walls, which support the bridge structure and embankment behind the abutment wall, was investigated by collecting data for the movements of the wall facing, settlement of the bridge footing, distributions of the vertical earth pressures and geogrid tensile strains inside the front GRS walls, and lateral earth pressures against the wall facing. Monitoring data was collected during six construction stages and while the structure was in service. This report provides a summary and analysis of the collected data, assessment of the performance and design of the front wall, and recommendations for design and construction of future GRS abutments. Compaction operations created large loads in the reinforcements and against the wall facing during interim construction stages of the front wall. The front GRS walls showed excellent performance because: (i) the monitored movements were significantly smaller than those expected in design or allowed by performance requirements, (ii) post-construction movements and geogrid strains became negligible after an in-service period of 1 year, (iii) measured loads in the reinforcements, connections, and on the wall facing were less than or around 50% of those estimated in the design, (iv) there is not any potential for overturning the structure (due to the flexibility of GRS wall system, resulting in the reduction of loads developed behind and against the wall facing), and (v) the measured bearing pressures were well below the allowable soil bearing capacity. The design employs a high creep reduction factor for the geogrid reinforcements although little if any long-term creep was observed.
KW - Abutments
KW - Bearing capacity
KW - Bridges
KW - Creep
KW - Design
KW - Geogrids
KW - Geosynthetics
KW - Loads
KW - Mechanically stabilized earth
KW - Monitoring
KW - Performance
KW - Reinforcing materials
KW - Walls
UR - http://www.dot.state.co.us/Publications/PDFFiles/Founders2.pdf
UR - http://ntl.bts.gov/lib/18000/18600/18653/PB2002101164.pdf
UR - https://trid.trb.org/view/713969
ER -
TY - RPRT
AN - 00824650
AU - Overman, J H
AU - Crawford, J A
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - POTENTIAL EMISSION REDUCTION EFFECTS OF ALTERNATIVE CONSTRUCTION EQUIPMENT CONTROL MEASURES
PY - 2001/08
SP - 70 p.
AB - Ensuring that national air quality standards in Texas' two largest metropolitan areas are met has proven a difficult task for the Texas Natural Resource Conservation Commission (TNRCC) and other interested agencies. Tightening of emission budgets for these nonattainment areas results in consideration and adoption of inventive and controversial controls and restrictions. One such control recently adopted by TNRCC is that of postponing or shifting construction activities that require the use of heavy-duty diesel engines. The purpose of this report is to review and assess the potential for emission reductions from nonroad diesel equipment using various control measures. This assessment compares the potential emission reduction benefits and cost of using emission control technologies to those of usage controls known as construction shifting. In general, the results of this study indicate that use of diesel engine emission control devices targeted to reduce oxides of nitrogen (NOx) emissions is more cost effective than the construction shift when measured in dollars per ton of NOx reduced. The cost of using diesel engine emission control technology is generally less than the cost of the construction shift and provides greater NOx emission reductions. The NOx reduction potential is greatest when diesel engine emission control devices are combined with the use of low-sulfur diesel fuel.
KW - Air quality management
KW - Benefit cost analysis
KW - Construction equipment
KW - Construction scheduling
KW - Construction shifting
KW - Cost effectiveness
KW - Diesel engines
KW - Emission control devices
KW - Low sulfur diesel fuels
KW - Metropolitan areas
KW - Nitrogen oxides
KW - Nonattainment areas
KW - Texas
UR - http://ntl.bts.gov/lib/18000/18500/18571/PB2002100585.pdf
UR - https://trid.trb.org/view/713769
ER -
TY - RPRT
AN - 00824651
AU - Crawford, J A
AU - Trejo, D
AU - Overman, J H
AU - Benz, R
AU - Fenno, D
AU - Anderson, S
AU - Perkinson, D G
AU - Knuennen, S
AU - De Las Casas, R
AU - Deshmuhk, R
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - ASSESSMENT OF IMPACTS FROM CONSTRUCTION EQUIPMENT RESTRICTIONS IN SELECT TEXAS NONATTAINMENT AREAS
PY - 2001/08
SP - 179 p.
AB - The Texas construction industry will face new environmental air quality control in 2005. The use of diesel-powered construction equipment >/= 50 hp will be restricted during the morning hours throughout the ozone season in both the Dallas/Fort Worth (DFW) and Houston/Galveston (HG) nonattainment areas. Work with this equipment may begin after 10:00 a.m. in DFW and after noon in HG. Texas is currently the only state with such controls in its State Implementation Plan. The Texas Natural Resource Conservation Commission's (TNRCC's) inputs for the U.S. Environmental Protection Agency's (EPA's) NONROAD model used construction equipment inventory and equipment activity data to improve and reduce NONROAD's emission estimates by two-thirds from its default inputs. The equipment inventory from HG was then scaled and applied to DFW. As a result of this rule, the Texas Department of Transportation (TxDOT) operations will be significantly affected in terms of additional project costs and delayed project schedules. Interviews with TxDOT staff and private contractors in the affected nonattainment areas were used to estimate the budgetary and schedule impacts from the rule. The budgetary impact from both nonattainment areas is estimated to be $116 million annually, or an estimated $350,000 per ton nitrogen oxides (NOx) reduced. Project schedules are estimated to increase 5 to 28%. Alternative emission control technologies are available that can reduce NOx and particulate matter. These technologies are typically aftermarket products used to retrofit equipment. The diesel engine emission control technology is generally less than the cost of the construction equipment restriction rule and provides greater NOx emission benefits. Some states have government incentive programs to encourage repower, retrofit, or purchase of cleaner equipment by paying the incremental cost for equipment exceeding a baseline NOx reduction. This report synthesizes the work performed for this project and documented in other research and letter reports. The purpose of the project was to review TNRCC-modeled results, assess the impacts to TxDOT of the construction equipment restriction rule, assess the cost-effectiveness of alternative control measure technology, and assess mobile source emission changes due to work zone lane closures.
KW - Air quality management
KW - Construction equipment
KW - Construction scheduling
KW - Construction shifting
KW - Cost effectiveness
KW - Costs
KW - Diesel engines
KW - Emission control devices
KW - Metropolitan areas
KW - Nitrogen oxides
KW - Nonattainment areas
KW - Particulates
KW - Project delays
KW - Regulations
KW - Retrofitting
KW - Texas
UR - http://ntl.bts.gov/lib/18000/18600/18618/PB2002100918.pdf
UR - https://trid.trb.org/view/713770
ER -
TY - RPRT
AN - 00824638
AU - Bligh, R P
AU - Alberson, D C
AU - Atahan, A O
AU - Bowen, A R
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - LABORATORY TESTING OF RECYCLED MATERIALS IN ROADSIDE SAFETY DEVICES
PY - 2001/08
SP - 204 p.
AB - This report summarizes the second phase of a three-phase project intended to evaluate the use of recycled materials in roadside safety devices. In the first phase of this project, information regarding recycled material manufacturers and their products was acquired through an extensive literature review and survey of research organizations, various state and federal transportation agencies, professional and trade societies, and manufacturers. The information received was categorized into two distinct areas: (1) commercially available roadside safety products and traffic control devices having the potential for immediate implementation, and (2) other products and materials not specifically designed for use in roadside safety devices but having possibility for use in such applications. Thus, in the second phase of this project, those products lacking the desired data were evaluated to make a conclusive decision regarding their suitability for implementation. To date, 17 recycled material manufacturers having one or more products with potential application in the areas of interest have agreed to collaborate with Texas Transportation Institute on this study. Full-scale product specimens were obtained in order to account for size effects and the non-homogeneous nature of the materials. Received materials and products were sorted according to their potential uses for roadside safety applications. After the classification, the testing focused primarily on the applications of guardrail posts, guardrail offset blocks, and sign supports, which were all identified in Phase I as applications with high potential which lacked suitable recycled alternatives.
KW - Blocks
KW - Guardrails
KW - Laboratory tests
KW - Posts
KW - Recycled materials
KW - Roadside
KW - Safety equipment
KW - Sign supports
UR - http://tti.tamu.edu/documents/1458-2.pdf
UR - https://trid.trb.org/view/713757
ER -
TY - RPRT
AN - 00824642
AU - Wooldridge, M D
AU - Fambro, D B
AU - Brewer, M A
AU - Engelbrecht, R J
AU - Harry, S R
AU - Cho, H
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - AT-GRADE INTERSECTIONS NEAR HIGHWAY-RAILROAD GRADE CROSSINGS
PY - 2001/08
SP - 108 p.
AB - The design of at-grade intersections near highway-railroad grade crossings is challenging because of the interaction between the two geometric features. Their designs can have a critical effect on safety and operation at both features. This report provides background information regarding a number of issues related to the following specific areas: traffic control devices, signal interconnection, channelization, high-profile or "hump" crossings, and illumination.
KW - Geometric design
KW - High-profile grade crossings
KW - Highway operations
KW - Highway safety
KW - Intersections
KW - Lighting
KW - Railroad grade crossings
KW - Traffic channelization
KW - Traffic control devices
KW - Traffic signal control systems
UR - http://tti.tamu.edu/documents/1845-2.pdf
UR - http://ntl.bts.gov/lib/18000/18700/18744/PB2002101752.pdf
UR - https://trid.trb.org/view/713761
ER -
TY - RPRT
AN - 00823215
AU - Federal Highway Administration
TI - DATA INTEGRATION GLOSSARY
PY - 2001/08
SP - 18 p.
AB - Asset Management is a framework for making cost-effective resource allocation, programming, and management decisions. Asset Management is a data-intensive process that involves the gathering, retrieval, storage, analysis, and communication of enormous quantities of data. Data integration is the process of combining or linking two or more data sets from different sources to facilitate data sharing, promote effective data gathering and analysis, and support overall information management activities in an organization. This glossary presents simple and understandable definitions of the terminology used in information management, especially in database management and integration. The terms and definitions presented are applied in transportation databases.
KW - Analysis
KW - Asset management
KW - Data collection
KW - Data integration
KW - Databases
KW - Decision making
KW - Definitions
KW - Glossaries
KW - Information dissemination
KW - Information management
KW - Information storage and retrieval systems
KW - Resource allocation
UR - https://trid.trb.org/view/713358
ER -
TY - RPRT
AN - 00823214
AU - Federal Highway Administration
TI - DATA INTEGRATION PRIMER
PY - 2001/08
SP - 28 p.
AB - Asset Management is a framework for making cost-effective resource allocation, programming, and management decisions. Useful and reliable data are central to a fully functioning Asset Management process. Asset Management is a data-intensive process that involves the gathering, retrieval, storage, analysis, and communication of enormous quantities of data. The information that is drawn from these data is essential to the cooperative and informed decision-making process underlying Asset Management. Data integration is the process of combining or linking two or more data sets from different sources to facilitate data sharing, promote effective data gathering and analysis, and support overall information management activities in an organization. This Primer provides information to all transportation agencies on the principles of data integration and data sharing and their role in comprehensive Asset Management.
KW - Analysis
KW - Asset management
KW - Data analysis
KW - Data collection
KW - Data integration
KW - Data sharing
KW - Decision making
KW - Information management
KW - Information retrieval
KW - Information storage and retrieval systems
KW - Management
KW - Resource allocation
KW - Transportation departments
UR - http://ntl.bts.gov/lib/19000/19700/19793/PB2003100444.pdf
UR - https://trid.trb.org/view/713357
ER -
TY - RPRT
AN - 00819616
AU - Briggs, V
AU - Jasper, K
AU - Booz-Allen and Hamilton, Incorporated
AU - Federal Highway Administration
TI - ORGANIZING FOR REGIONAL TRANSPORTATION OPERATIONS: SAN FRANCISCO BAY AREA
PY - 2001/08
SP - 18 p.
AB - This is one of six case studies exploring regional cooperation among transportation operating organizations. These studies, developed in conjunction with the National Dialogue on Transportation Operations, document alternative approaches for developing and sustaining regional transportation operations and portray institutional practices and lessons learned. They provide examples of experiences that reflect National Dialogue goals of facilitating cultural transitions within transportation operating entities that are driven by system performance and customer service measures. They are intended to serve as a resource guide for decision makers as well as transportation management and operations staff. The Metropolitan Transportation Commission (MTC) is the transportation planning, financing, and coordinating agency for the nine-county San Francisco Bay Area. The Bay Area's transportation network includes highways, carpool lanes, local streets, transit routes, rail transit, bridges, ports, commuter ferry lines, airports and bicycle trails.
KW - Airports
KW - Bicycles
KW - Bridges
KW - Carpools
KW - Case studies
KW - Commuting
KW - Cooperation
KW - Coordination
KW - Customer service
KW - Ferries
KW - Financing
KW - Highways
KW - Institutional issues
KW - Metropolitan Transportation Commission (California)
KW - Operations
KW - Partnerships
KW - Performance
KW - Ports
KW - Public transit
KW - Rail transit
KW - Regional transportation
KW - Routes
KW - San Francisco Bay Area
KW - Streets
KW - Traffic lanes
KW - Trails
KW - Transportation planning
UR - https://trid.trb.org/view/691704
ER -
TY - RPRT
AN - 00819612
AU - Briggs, V
AU - Jasper, K
AU - Booz-Allen and Hamilton, Incorporated
AU - Federal Highway Administration
TI - ORGANIZING FOR REGIONAL TRANSPORTATION OPERATIONS: NEW YORK/NEW JERSEY/CONNECTICUT TRANSCOM
PY - 2001/08
SP - 21 p.
AB - This is one of six case studies exploring regional cooperation among transportation operating organizations. These studies, developed in conjunction with the National Dialogue on Transportation Operations, document alternative approaches for developing and sustaining regional transportation operations and portray institutional practices and lessons learned. They provide examples of experiences that reflect National Dialogue goals of facilitating cultural transitions within transportation operating entities that are driven by system performance and customer service measures. They are intended to serve as a resource guide for decision makers as well as transportation management and operations staff. TRANSCOM is a coalition of 16 transportation operations and public safety agencies in New York/New Jersey/Connecticut metropolitan region dedicated to providing a cooperative, coordinated approach to regional transportation management. TRANSCOM members are responsible for operating limited access highways, commuter rail, daily trains and buses, tunnels and bridges, airports, port facilities and bus terminals.
KW - Airports
KW - Bridges
KW - Bus terminals
KW - Buses
KW - Case studies
KW - Commuters
KW - Connecticut
KW - Cooperation
KW - Highways
KW - Institutional issues
KW - Light rail transit
KW - New Jersey
KW - New York (State)
KW - Operations
KW - Partnerships
KW - Performance
KW - Ports
KW - Railroads
KW - Regional transportation
KW - Safety
KW - TRANSCOM (Program)
KW - Tunnels
UR - https://trid.trb.org/view/691700
ER -
TY - RPRT
AN - 00819615
AU - Briggs, V
AU - Jasper, K
AU - Booz-Allen and Hamilton, Incorporated
AU - Federal Highway Administration
TI - ORGANIZING FOR REGIONAL TRANSPORTATION OPERATIONS: SOUTHERN CALIFORNIA ITS PRIORITY CORRIDOR
PY - 2001/08
SP - 14 p.
AB - This is one of six case studies exploring regional cooperation among transportation operating organizations. These studies, developed in conjunction with the National Dialogue on Transportation Operations, document alternative approaches for developing and sustaining regional transportation operations and portray institutional practices and lessons learned. They provide examples of experiences that reflect National Dialogue goals of facilitating cultural transitions within transportation operating entities that are driven by system performance and customer service measures. They are intended to serve as a resource guide for decision makers as well as transportation management and operations staff. The Southern California region was designated as one of four Intelligent Transportation Systems (ITS) Priority Corridors under the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991, entitling the region to receive Federal funds to do ITS strategic planning and deploy the Showcase Demonstration Program. To lead this charge, the Southern California ITS Priority corridor Steering Committee formed as a partnership of 16 public entities.
KW - Case studies
KW - Cooperation
KW - Customer service
KW - Institutional issues
KW - Intelligent transportation systems
KW - Operations
KW - Partnerships
KW - Performance
KW - Regional transportation
KW - Southern California
KW - Strategic planning
KW - Transportation corridors
UR - https://trid.trb.org/view/691703
ER -
TY - RPRT
AN - 00819613
AU - Briggs, V
AU - Jasper, K
AU - Booz-Allen and Hamilton, Incorporated
AU - Federal Highway Administration
TI - ORGANIZING FOR REGIONAL TRANSPORTATION OPERATIONS: HOUSTON TRANSTAR
PY - 2001/08
SP - 19 p.
AB - This is one of six case studies exploring regional cooperation among transportation operating organizations. These studies, developed in conjunction with the National Dialogue on Transportation Operations, document alternative approaches for developing and sustaining regional transportation operations and portray institutional practices and lessons learned. They provide examples of experiences that reflect National Dialogue goals of facilitating cultural transitions within transportation operating entities that are driven by system performance and customer service measures. They are intended to serve as a resource guide for decision makers as well as transportation management and operations staff. Houston TranStar is a partnership between the Texas Department of Transportation, Metropolitan Transit Authority of Harris County, City of Houston and Harris County that coordinates regional transportation and emergency management in the Houston metropolitan area.
KW - Case studies
KW - Cooperation
KW - Customer service
KW - Emergency transportation
KW - Houston (Texas)
KW - Institutional issues
KW - Metropolitan areas
KW - Operations
KW - Partnerships
KW - Performance
KW - Regional transportation
KW - TranStar
UR - https://trid.trb.org/view/691701
ER -
TY - RPRT
AN - 00819614
AU - Briggs, V
AU - Jasper, K
AU - Booz-Allen and Hamilton, Incorporated
AU - Federal Highway Administration
TI - ORGANIZING REGIONAL TRANSPORTATION OPERATIONS: ARIZONA AZTECH
PY - 2001/08
SP - 21 p.
AB - This is one of six case studies exploring regional cooperation among transportation operating organizations. These studies, developed in conjunction with the National Dialogue on Transportation Operations, document alternative approaches for developing and sustaining regional transportation operations and portray institutional practices and lessons learned. They provide examples of experiences that reflect National Dialogue goals of facilitating cultural transitions within transportation operating entities that are driven by system performance and customer service measures. They are intended to serve as a resource guide for decision makers as well as transportation management and operations staff. AZTech was begun as an intelligent transportation systems integration demonstration project in the Phoenix, Arizona metropolitan area, and it has evolved into an operations initiative for the region.
KW - AZTech
KW - Case studies
KW - Cooperation
KW - Customer service
KW - Institutional issues
KW - Intelligent transportation systems
KW - Operations
KW - Partnerships
KW - Performance
KW - Phoenix (Arizona)
KW - Regional transportation
UR - https://trid.trb.org/view/691702
ER -
TY - RPRT
AN - 00819610
AU - Briggs, V
AU - Jasper, K
AU - Booz-Allen and Hamilton, Incorporated
AU - Federal Highway Administration
TI - ORGANIZING FOR REGIONAL TRANSPORTATION OPERATIONS: AN EXECUTIVE GUIDE
PY - 2001/08
SP - 36 p.
AB - Regional Operating Organizations (ROOs) are partnerships among transportation and public safety agencies to provide coordinated transportation operations on a regional basis. This Executive Guide provides an overview of the key features and critical elements impacting the development and long-term sustainability of ROOs. The guide is intended to serve as a resource for transportation management and operations leaders and decision makers. It highlights the findings and lessons learned from six case studies developed in conjunction with the National Dialogue on Transportation Operations. These six case studies are TRANSCOM in New York, New Jersey, and Connecticut; TransLink in Vancouver, British Columbia; the Metropolitan Transportation Commission (MTC) in the San Francisco Bay Area; the Intelligent Transportation Systems (ITS) Priority Corridor in Southern California; TranStar in Houston and AZTech in Phoenix. Case studies were selected to present a variety of approaches that differ in regional size and characteristics, organizational structure, scope, and geography. Although these case studies focus primarily on large metropolitan areas, many findings are broadly applicable to regions of all sizes.
KW - AZTech
KW - Case studies
KW - Connecticut
KW - Houston (Texas)
KW - ITS Priority Corridor
KW - Metropolitan Transportation Commission (California)
KW - New Jersey
KW - New York (State)
KW - Operations
KW - Phoenix (Arizona)
KW - Regional planning
KW - Regional transportation
KW - San Francisco Bay Area
KW - Southern California
KW - TRANSCOM (Program)
KW - TransLink (Program : British Columbia)
KW - TranStar
KW - Vancouver (Canada)
UR - https://trid.trb.org/view/691698
ER -
TY - RPRT
AN - 00818848
AU - Huang, H F
AU - Cynecki, M J
AU - University of North Carolina, Chapel Hill
AU - City of Phoenix
AU - Federal Highway Administration
TI - THE EFFECTS OF TRAFFIC CALMING MEASURES ON PEDESTRIAN AND MOTORIST BEHAVIOR
PY - 2001/08
SP - 30 p.
AB - Traffic calming treatments may benefit pedestrians who are crossing the street by slowing down vehicle traffic, shortening crossing distances, and enhancing motorist and pedestrian visibility. The objective of this study is to evaluate the effects of selected traffic calming treatments, at both intersection and mid-block locations, on pedestrian and motorist behavior. Before and after data were collected in Cambridge, MA (bulbouts and raised intersection), Corvallis, OR (pedestrian refuge island), and Seattle, WA (bulbouts). Data were also collected at "treatment" and "control" sites in Durham, NC (raised crosswalks), Greensboro, NC (bulbouts), Montgomery County, MD (raised crosswalks), Richmond, VA (bulbouts), and Sacramento, CA (bulbouts). The key findings include: (1) Overall vehicle speeds were often lower at treatment sites than at control sites. (2) The combination of a raised crosswalk with an overhead flasher increased the percentage of pedestrians for whom motorists yielded. It is not known what part of the improvement was attributable to the raised crosswalk and what part was attributable to the flasher. None of the other treatments had a significant effect on the percentage of pedestrians for whom motorists yielded. (3) The treatments usually did not have a significant effect on average pedestrian waiting time. (4) Refuge islands often served to channelize pedestrians into marked crosswalks. The raised intersection in Cambridge also increased the percentage of pedestrians who crossed in the crosswalk. In conclusion, these devices have the potential for improving the pedestrian environment. However, these devices by themselves do not guarantee that motorists will slow down or yield to pedestrians.
KW - Before and after studies
KW - Behavior
KW - Bulbouts
KW - Cambridge (Massachusetts)
KW - Corvallis (Oregon)
KW - Drivers
KW - Durham (North Carolina)
KW - Greensboro (North Carolina)
KW - Montgomery County (Maryland)
KW - Overhead flashers
KW - Pedestrian refuge islands
KW - Pedestrian safety
KW - Pedestrians
KW - Raised crosswalks
KW - Raised intersections
KW - Richmond (Virginia)
KW - Sacramento (California)
KW - Seattle (Washington)
KW - Traffic calming
KW - Traffic speed
KW - Waiting time
UR - http://www.fhwa.dot.gov/publications/research/safety/00104/00104.pdf
UR - https://trid.trb.org/view/691462
ER -
TY - RPRT
AN - 00818849
AU - Knoblauch, R L
AU - Nitzburg, M
AU - Seifert, R F
AU - Center for Applied Research, Incorporated
AU - Federal Highway Administration
TI - PEDESTRIAN CROSSWALK CASE STUDIES: SACRAMENTO, CALIFORNIA; RICHMOND, VIRGINIA; BUFFALO, NEW YORK; STILLWATER, MINNESOTA
PY - 2001/08
SP - 52 p.
AB - The objective of this research was to determine the effect of crosswalk markings on driver and pedestrian behavior at unsignalized intersections. A before/after evaluation of crosswalk markings was conducted at 11 locations in 4 U.S. cities. Behavior observed included: pedestrian crossing location, vehicle speeds, driver yielding, and pedestrian crossing behavior. It was found that drivers approach a pedestrian in a crosswalk somewhat slower, and that crosswalk usage increases after markings are installed. No evidence was found indicating that pedestrians are less vigilant in a marked crosswalk. No changes were found in driver yielding or pedestrian assertiveness. Overall, it appears that marking pedestrian crosswalks at relatively low-speed, low-volume, unsignalized intersections is a desirable practice, based on the sample of sites used in this study.
KW - Before and after studies
KW - Behavior
KW - Buffalo (New York)
KW - Case studies
KW - Crosswalks
KW - Drivers
KW - Pedestrian safety
KW - Pedestrians
KW - Richmond (Virginia)
KW - Road markings
KW - Sacramento (California)
KW - Stillwater (Minnesota)
KW - Traffic speed
KW - Unsignalized intersections
UR - http://www.fhwa.dot.gov/publications/research/safety/00103/00103.pdf
UR - https://trid.trb.org/view/691463
ER -
TY - RPRT
AN - 00818813
AU - Cook, R A
AU - Bobo, B J
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - DESIGN GUIDELINES FOR ANNULAR BASE PLATES
PY - 2001/08
SP - 114 p.
AB - The report summarizes previous test results on 4-, 6-, and 8-bolt installations and provides test results for two 10-bolt installations with and without grout pads. The specimens investigated consist of tubular members welded to annular base plates and connected to a foundation with anchor bolts. The tubular members were loaded with a transverse load in order to produce a moment at the base plate-to-foundation connection. The results of this and previous projects were used to develop strength and serviceability design recommendations for annular base plates. The strength design recommendations include equations for determining the base plate thickness and the diameter of the anchor bolts. The serviceability recommendations provide a means to evaluate the rotation caused by deformation of the base plate and anchor bolts.
KW - Anchor bolts
KW - Annular base plates
KW - Design
KW - Diameter
KW - Equations
KW - Grout pads
KW - Guidelines
KW - Laboratory tests
KW - Load tests
KW - Moments (Mechanics)
KW - Recommendations
KW - Serviceability
KW - Sign supports
KW - Strength of materials
KW - Structural supports
KW - Thickness
UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BC354_4_rpt.PDF
UR - https://trid.trb.org/view/691429
ER -
TY - RPRT
AN - 00818815
AU - Saiidi, M S
AU - MORTENSEN, J
AU - Martinovic, F
AU - University of Nevada, Reno
AU - Nevada Department of Transportation
AU - Federal Highway Administration
TI - ANALYSIS AND RETROFIT OF FIXED FLARED COLUMNS WITH GLASS FIBER-REINFORCED PLASTIC JACKETING
PY - 2001/08
SP - 52 p.
AB - The main objectives of this study were to develop and analyze a seismic retrofit method for flared columns that are fixed at both ends and consist of a structural flare. The columns of Bridge I-1556 located in Sparks, Nevada, were used in the study. A previous study of the columns with respect to the seismic requirements had shown that the confinement steel is inadequate and the shear capacity near the base of the columns is marginal. Both of these deficiencies were addressed by using a glass fiber-epoxy jacket. Because the columns are flared, a continuous wrap over the flared segments is not appropriate. Therefore, for the flared segments, a series of overlapping straps were recommended. The Federal Highway Administration and American Concrete Institute procedures were used in design of the composite jacket. To determine the effectiveness of the retrofit, the as-built and retrofitted columns were analyzed for earthquakes loading using a nonlinear response history analysis computer program called RC-Shake. This program accounts for stiffness and strength degradation of reinforced concrete elements under cyclic loads. The 1994 Sylmar-Northridge earthquake record was used. It was found that the retrofit reduced the displacement ductility demand by 50% under an earthquake with PGA of 1.2g.
KW - Bridges
KW - Columns
KW - Computer programs
KW - Ductility
KW - Earthquake resistant design
KW - Flared columns
KW - Glass fiber reinforced plastics
KW - Jacketing (Strengthening)
KW - Reinforced concrete
KW - Repeated loads
KW - Retrofitting
KW - Stiffness
KW - Strength of materials
UR - http://www.nevadadot.com/uploadedFiles/NDOT/About_NDOT/NDOT_Divisions/Planning/Research/RDT_01-027_Analysis_Retrofit_Fixed_Flared_Columns_Glass_Fiber-reinforced_Plastic_Jacketing.pdf
UR - http://www.unr.edu/cceer/publications/2001/01-4
UR - http://ntl.bts.gov/lib/18000/18800/18886/PB2002102696.pdf
UR - https://trid.trb.org/view/691431
ER -
TY - RPRT
AN - 00818811
AU - Massarelli, P J
AU - Baber, T T
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - FATIGUE RELIABILITY OF STEEL HIGHWAY BRIDGE DETAILS
PY - 2001/08
SP - 44 p.
AB - The expected life of a steel highway bridge subjected to random, variable-amplitude traffic cycles is highly dependent on damage accumulation caused by various fatigue mechanisms. This study addressed some of the issues associated with developing probabilistic reliability models for steel bridge structures under vehicular traffic loadings. Specifically, methods for incorporating inspection data (e.g., the presence and size of cracks) into classical and fracture mechanics-based fatigue models to predict fracture-critical element damage accumulation were analyzed. The block loading method introduced here assigns a damage state to the cracked detail after each vehicle passage. This method is limited to loading blocks where the plastic zone at the crack tip developed by the pseudo-static response of the bridge must be larger than the crack growth caused by the subsequent dynamic cycles for each vehicle passage. It must also be assumed that the crack length is fixed during a loading block. This method accounts for closure effects by predicting the occurrence of damage only when the crack is opened. When a bridge inspection reveals fatigue cracks, field data in the form of strain measurements can be collected in the vicinity of the fracture detail to identify the characteristic stress block and the fluctuations in the curve attributes attributable to randomness of the traffic loading. Then, the data can be analyzed to identify the statistical properties of the attribute parameters, which include the magnitude of the pseudo-static response, the number of dynamic cycles in each block, and the duration of the vehicle passage. With this information, the distribution of stress blocks can be estimated, and the block loading method can be employed to calculate the fatigue lifetime of each critical detail.
KW - Cracking
KW - Damage accumulation
KW - Fatigue (Mechanics)
KW - Fracture mechanics
KW - Highway bridges
KW - Service life
KW - Steel
KW - Strain measurement
KW - Traffic loads
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r4.pdf
UR - http://ntl.bts.gov/lib/18000/18300/18376/PB2001108552.pdf
UR - https://trid.trb.org/view/691427
ER -
TY - RPRT
AN - 00818810
AU - Kyte, C A
AU - O'Leary, A A
AU - Perfater, M A
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - A REVIEW OF THE VIRGINIA DEPARTMENT OF TRANSPORTATION'S BUSINESS RELOCATION PROCESS
PY - 2001/08
SP - 52 p.
AB - This report details a study that reviewed the Virginia Department of Transportation's (VDOT's) business relocation program, with a focus on the relocation difficulties of retail gasoline service stations operating on leased property, as mandated by House Joint Resolution 490 passed by the Virginia General Assembly in 1999. The researchers reviewed reports and legislation related to business relocations and conducted interviews with VDOT field relocation agents, senior Federal Highway Administration (FHWA) staff, and a representative of the Virginia Gasoline Marketers Council. The study also included a mail survey of businesses relocated by VDOT between 1993 and 1999 and surveys and interviews of relocation agents in other state DOTs. Statistical analyses were performed on relocation payment data for 262 Virginia businesses to estimate what the average payments would have been in the absence of the limits in the federal Uniform Relocation Assistance and Real Property Acquisition Policies Act and how much higher the limits would need to be to ensure that the majority of relocated businesses were compensated appropriately. The recommendations were: (1) FHWA should strongly consider increasing the federal maximums for reestablishment and in lieu of (actual moving costs) (ILO) payments, given the evidence from Virginia and numerous other states. (2) FHWA should index their reestablishment and ILO payment maximums to the Consumer Price Index to account for inflation. Virginia should also index its relocation payment ceilings to inflation. (3) As long as relocation payment ceilings exist, Virginia should monitor actual payments to businesses and conduct analyses similar to those done in this study every few years. (4) VDOT may wish to consider the potential value of conducting a prospective study of business displacees. Ideally, any future study of the impact of displacement on businesses would follow a sample of businesses from initiation of negotiations to the conclusion of displacement process.
KW - Businesses
KW - Consumer Price Index
KW - Inflation
KW - Interviewing
KW - Legislation
KW - Literature reviews
KW - Payment
KW - Recommendations
KW - Relocation (Facilities)
KW - Relocation assistance
KW - Right of way (Land)
KW - Service stations
KW - State departments of transportation
KW - Statistical analysis
KW - Surveys
KW - Uniform Relocation Assistance and Real Property Acquisition Act
KW - Virginia Department of Transportation
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/02-r3.pdf
UR - http://ntl.bts.gov/lib/18000/18300/18354/PB2001108234.pdf
UR - http://ntl.bts.gov/lib/37000/37000/37075/02-r3.pdf
UR - https://trid.trb.org/view/691426
ER -
TY - RPRT
AN - 00818812
AU - Brogan, J J
AU - Brich, S C
AU - Demetsky, M J
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - APPLICATION OF A STATEWIDE INTERMODAL FREIGHT PLANNING METHODOLOGY
PY - 2001/08
SP - 60 p.
AB - Anticipating the need for Virginia to comply with the new freight planning requirements mandated by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and the Transportation Equity Act for the 21st Century (TEA-21), the Virginia Transportation Research Council in 1998 developed a Statewide Intermodal Freight Transportation Planning Methodology, which provided a standard framework for identifying problems and evaluating alternative improvements to Virginia's freight transportation infrastructure. The first step in the methodology was to inventory the system. This study completed that step. In this study, a freight advisory committee, consisting of public and private freight stakeholders, was formed. Next, county-level commodity flow data were commercially procured. Using these data, Virginia's "key" commodities were identified, and the flows of these commodities were assigned to county-level origin-destination (O-D) tables. A geographic information system (GIS) database was developed that showed freight flows, county-level population and employment information, and Virginia's freight transportation network. With the use of various statistical analysis techniques, freight generation and attraction relationships were defined, and predictive equations were developed for each of Virginia's key commodities. Future freight flows were predicted, and various models with which to distribute these future flows were evaluated. The freight transportation GIS database, along with the analytical tools to predict and display future freight flows within Virginia, provides the Virginia Department of Transportation and its Freight Advisory Committee the means by which to identify problems, establish performance measures, and develop and evaluate alternatives to improve the flow of freight into, out of, and within Virginia.
KW - Commodities
KW - Commodity flow
KW - Equations
KW - Freight transportation
KW - Future freight flows
KW - Geographic information systems
KW - Intermodal Surface Transportation Efficiency Act of 1991
KW - Intermodal transportation
KW - Inventory
KW - Mathematical prediction
KW - Methodology
KW - Origin and destination
KW - Statistical analysis
KW - Transportation Equity Act for the 21st Century
KW - Transportation planning
KW - Virginia
UR - http://ntl.bts.gov/lib/18000/18400/18429/PB2001109056.pdf
UR - https://trid.trb.org/view/691428
ER -
TY - RPRT
AN - 00816502
AU - Sagues, Alberto A
AU - Pena, J
AU - Cotrim, C
AU - Pech-Canul, M
AU - Urdaneta, I
AU - University of South Florida, Tampa
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - CORROSION RESISTANCE AND SERVICE LIFE OF DRAINAGE CULVERTS
PY - 2001/08
SP - 62 p.
AB - Laboratory/yard tests and a field survey were conducted to determine how chloride-induced corrosion limits the durability of reinforced concrete culvert pipe, and to revise as needed Florida Department of Transportation (FDOT) guidelines for predicting durability. Laboratory tests exposed culvert pipe segments from two different manufacturers to cyclic and continuous saltwater ponding for up to 4.4 years. Yard tests were conducted with full size pipes exposed to saltwater for over 2 years. These tests revealed substantial chloride penetration and corrosion initiation during the exposure period. The results suggest that performance may be improved by the use of higher cementitious content concrete containing fly ash. Culverts exposed in the field to coastal seawater for estimated periods ranging from 27 to 43 years were examined and showed conditions ranging from mild corrosion to severe cracking, although all pipes appeared to be fully functional. Concrete cores of the field samples showed extensive chloride penetration. The results indicate that typical production culverts provide no exceptional protection against chloride penetration or initiation of corrosion, and that evaporative chloride concentration was important. It is proposed that an approach similar to that used by FDOT for estimating service regimes of marine substructure be applied to culvert pipe so that pipes in saltwater having above 2,000 ppm chloride, and having portions immediately above high tide, be treated for service life estimation the same as if exposed to seawater service. It is proposed to retain the present approach (using actual environmental chloride content) for estimating service life for continuing immersion, or environmental water chloride contents of less than 2,000 ppm.
KW - Cement content
KW - Chloride content
KW - Chlorides
KW - Corrosion resistance
KW - Culverts
KW - Drainage structures
KW - Durability
KW - Field studies
KW - Fly ash
KW - Laboratory tests
KW - Reinforced concrete culverts
KW - Seawater
KW - Service life
UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_756_rpt.pdf
UR - http://ntl.bts.gov/lib/18000/18400/18410/PB2001108754.pdf
UR - https://trid.trb.org/view/690779
ER -
TY - RPRT
AN - 00816501
AU - Ping, W V
AU - Liu, Changqin
AU - Yang, Z
AU - Florida A&M University, Tallahassee
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - IMPLEMENTATION OF RESILIENT MODULUS IN THE FLORIDA FLEXIBLE PAVEMENT DESIGN PROCEDURE
PY - 2001/08
SP - 317 p.
AB - The primary objective of this study was to implement the 1986 and 1993 AASHTO flexible pavement design procedure, with the laboratory test procedure for measuring resilient modulus of unbound granular base/subbase materials and subgrade soils in Florida. The resilient modulus concept and measurement are discussed. Major test procedures of measuring resilient modulus for pavement materials are reviewed. The T 292-91I procedure was selected for the laboratory resilient modulus test of pavement materials. A recommended resilient modulus test procedure was proposed. The linear variable differential transducer (LVDT) measurements were used for determining resilient strains. The full length LVDT measurement was more reliable and practical, and was recommended for determining the resilient modulus. A comprehensive study was conducted to evaluate the relationship between resilient modulus and other bearing characteristics of pavement layers, including LBR (Limerock Bearing Ratio) and FWD (falling weight deflectometer) backcalculated modulus. An experimental program was undertaken to measure the field and laboratory (both in-situ and optimum compacted conditions) resilient modulus of materials in flexible pavements. The comparisons among these characteristics found no relationship between LBR and resilient modulus, and the FWD backcalculated moduli were about 1.8 times higher than the laboratory resilient moduli under the identical state of stress for granular materials. A feasibility and sensitivity study showed that the laboratory measured resilient modulus under the optimum compacted condition could reflect the actual resilient behavior of granular material in flexible pavements. The modified Proctor was recommended for base/subbase materials, but the standard Proctor was recommended for embankment soils. Finally, three major pilot projects (SR-54, SR-44, and SR-70) were performed to illustrate the actual design steps for implementing the resilient modulus in the flexible pavement design procedure. After serious consideration, the implementation of resilient modulus in the Florida flexible pavement design procedure is applicable under the guidelines of the 1986 AASHTO Design Guide.
KW - Backcalculation
KW - Falling weight deflectometers
KW - Field tests
KW - Flexible pavements
KW - Florida
KW - Granular bases
KW - Implementation
KW - Laboratory tests
KW - Limerock bearing ratio
KW - Linear variable differential transducers
KW - Modulus of resilience
KW - Pavement design
KW - Pilot projects
KW - Proctor compaction test
KW - Subbase (Pavements)
KW - Subgrade (Pavements)
KW - Test procedures
UR - https://trid.trb.org/view/690778
ER -
TY - SER
AN - 00815894
JO - Research Update
PB - Federal Highway Administration
AU - Federal Highway Administration
TI - YOUNG DRIVERS AND HIGHWAY DESIGN AND OPERATIONS: FINDINGS AND RECOMMENDED RESEARCH
PY - 2001/08
SP - 2 p.
AB - The Federal Highway Administration conducted a project that investigated the safety problems of young drivers in relation to highway design and operations. The objective of the project was to obtain preliminary information that supports the development of traffic engineering countermeasures aimed at improving the safety of young drivers. This Research Update highlights the findings of the project and provides recommendations for future research.
KW - Countermeasures
KW - Future
KW - Highway design
KW - Highway operations
KW - Highway safety
KW - Recommendations
KW - Research
KW - Teenage drivers
UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/pdfs/01-120.pdf
UR - https://trid.trb.org/view/692567
ER -
TY - RPRT
AN - 00932470
AU - Sivakumar, A
AU - Srinivasan, A
AU - Bhat, C R
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - FREIGHT MODAL SPLIT: ESTIMATION RESULTS AND MODEL IMPLEMENTATION
PY - 2001/07/31
SP - 46 p.
AB - This report, as a follow-up to the previous report, presents the results of the model estimation task. The final commodity-specific model split models are presented, followed by a discussion of their implications. These models are embedded within a larger Geographic Information System (GIS) based modeling system, the development of which is also presented here. This model system is intended to forecast the effects of port expansions, market changes, and network changes on the statewide transportation network.
KW - Commodities
KW - Estimates
KW - Forecasting
KW - Freight transportation
KW - Geographic information systems
KW - Implementation
KW - Markets
KW - Modal split
KW - Models
KW - Networks
KW - Ports
UR - http://www.utexas.edu/research/ctr/pdf_reports/1833_5.pdf
UR - https://trid.trb.org/view/724490
ER -
TY - ABST
AN - 01461022
TI - Application of the LRFD Bridge Design Specifications to High-Strength Structural Concrete: Shear Provisions
AB - The objective of this research is to develop recommended revisions to the AASHTO LRFD Bridge Design Specifications to extend the applicability of shear design provisions for reinforced and prestressed concrete structures to concrete compressive strengths greater than 10 ksi. In addition, other barriers to the use of high- strength concrete will be identified.
KW - Bridge design
KW - Compressive strength
KW - High strength concrete
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Shear properties
KW - Structural design
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=343
UR - https://trid.trb.org/view/1229240
ER -
TY - ABST
AN - 01459496
TI - Countermeasures to Protect Bridge Piers from Scour
AB - The objective of this research is to develop and validate selection criteria and guidelines for the design and construction of countermeasures to protect bridge abutments and approach embankments from scour damage.
KW - Bridge abutments
KW - Bridge approaches
KW - Bridge design
KW - Bridge piers
KW - Countermeasures
KW - Maintenance
KW - National Cooperative Highway Research Program
KW - Protection against environmental damage
KW - Research projects
KW - Scour
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=716
UR - https://trid.trb.org/view/1227709
ER -
TY - ABST
AN - 01459505
TI - Effective Slab Width for Composite Steel Bridge Members
AB - The objective of this research is to develop recommended revisions to the AASHTO specifications for the effective slab width of composite steel bridge members. The recommended specifications should be applicable to all types of composite steel bridge superstructures and must be suitable for design office use; that is, presented in the form of equations, tables, charts, or some other format deemed acceptable by the NCHRP.
KW - Bridge design
KW - Bridge members
KW - Bridge superstructures
KW - Composite structures
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Slabs
KW - Steel
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=345
UR - https://trid.trb.org/view/1227718
ER -
TY - ABST
AN - 01459463
TI - AASHTO Strategic Highway Safety Plan--Technology Transfer Plan
AB - The objectives of this project are to develop (1) an assessment tool for state DOT safety officials to use to compare their strategic safety plans or current safety efforts against the best practices identified in the AASHTO Strategic Highway Safety Plan and (2) a technology transfer plan to implement the products from NCHRP Projects 17-18(03) and 17-18(05).
KW - American Association of State Highway and Transportation Officials
KW - Highway safety
KW - Implementation
KW - National Cooperative Highway Research Program
KW - Planning
KW - Research projects
KW - Strategic planning
KW - Technology transfer
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=439
UR - https://trid.trb.org/view/1227676
ER -
TY - ABST
AN - 01460747
TI - Pavement Maintenance / Pavement Management System
AB - Research to develop, integrate and improve the pavement maintenance system into the existing pavement management system used by the Washington State Department of Transportation (WSDOT) for its highway program.
KW - Integrated systems
KW - Maintenance
KW - Maintenance management
KW - Pavement maintenance
KW - Pavement management systems
KW - Pavement performance
KW - Research projects
UR - https://trid.trb.org/view/1228965
ER -
TY - ABST
AN - 01460746
TI - Bucoda Test Section Phase III
AB - Field investigation of geotextiles in application as separator.
KW - Applications
KW - Field tests
KW - Geotextiles
KW - Investigation of structure
KW - Research projects
KW - Separators
KW - Testing
UR - https://trid.trb.org/view/1228964
ER -
TY - ABST
AN - 01458329
TI - Field Assessment and Mitigation of Potential Environmental Impacts of Portland Cement Concrete Highway Grindings
AB - Very little information is currently available on the environmental impact of highway grindings that result form re-surfacing activities associated with Portland Cement Concrete (PCC) highways. Data should be collected regarding the impact of PCC grinding slurry on soil pH and on soil metal concentrations in the receiving area compared to "native" or non-impacted soils. Since it is believed that the greatest potential for negative environmental impact may be pH related, the proposed study will also focus on developing a mitigation strategy that would include an evaluation of using compost to neutralize the alkaline pH of grinding slurry. The primary objectives are to define the impact of PCC highway grinding slurry on soil pH in disposal areas and investigate efficient and affordable methods to neutralization slurry pH prior to or during disposal.
KW - Data collection
KW - Disposal
KW - Environmental impacts
KW - Field tests
KW - Grinding
KW - Metals
KW - Mitigation
KW - Neutralization
KW - pH value
KW - Portland cement concrete
KW - Research projects
KW - Slurry
KW - Soils
UR - https://trid.trb.org/view/1226540
ER -
TY - RPRT
AN - 00815742
AU - El-Tawil, S
AU - Okeil, Ayman M
AU - University of Central Florida, Orlando
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - DESIGN OF CONCRETE BRIDGE GIRDERS STRENGTHENED WITH CFRP LAMINATES: STATIC STRENGTH, FATIGUE BEHAVIOR AND RELIABILITY
PY - 2001/07/01
SP - 134 p.
AB - This research had the following objectives: (1) Develop analytical models for simulating the static response and accelerated fatigue behavior of concrete beams strengthened with carbon fiber reinforced polymer (CFRP) laminates and use the developed models to investigate the static and fatigue behavior of CRFP strengthened beams; (2) Investigate the short-term tensile strength of CFRP laminates and establish a relationship between the fiber tensile strength and the tensile strength of CFRP laminates attached to a concrete girder, as such a relationship would facilitate the design process and enable structural engineers to estimate laminate strength from the fiber properties published by the manufacturer; and (3) Develop resistance models for reinforced and prestressed concrete bridge girders flexurally strengthened with externally bonded CFRP laminates and use the developed models to calculate the probability of failure, reliability index, and flexural resistance factor of CFRP strengthened cross-sections. The report is presented in six chapters and an appendix. Chapter 1 provides background and motivation for this work and lists specific objectives. Chapter 2 describes the fiber section method used to characterize the static and fatigue behavior of composite cross-sections. Constitutive models and the solution method are described and discussed. In Chapter 3, the Weibull theory is used to establish a relationship between the strength of a CFRP laminate and the fiber strength reported by the manufacturer. A chart for quickly determining laminate strength is provided for design convenience. The fiber section program developed in Chapter 2 is exercised and the results reported in Chapter 4. Both static and fatigue analyses are conducted using the program and compared to experimental results for verification purposes. Chapter 5 provides details of the reliability study used to develop flexural strength reduction factors for both reinforced and prestressed concrete girders. The work is summarized and the most important conclusions are drawn in Chapter 6. Appendix A lists the details of the First Order Reliability Method employed for the reliability study reported in Chapter 5.
KW - Bridge design
KW - Carbon fibers
KW - Fatigue (Mechanics)
KW - Flexural strength
KW - Girders
KW - Laminates
KW - Mathematical models
KW - Prestressed concrete
KW - Rehabilitation (Maintenance)
KW - Reinforced concrete
KW - Reinforced plastics
KW - Static structural analysis
KW - Strengthening (Maintenance)
KW - Structural reliability analysis
KW - Tensile strength
UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BC190_final.pdf
UR - https://trid.trb.org/view/690451
ER -
TY - RPRT
AN - 01531740
AU - Kashi, Mohsen G
AU - Malloy, Robert A
AU - Swan, Christopher W
AU - University of Wisconsin, Madison
AU - University of New Hampshire, Durham
AU - Federal Highway Administration
TI - Synthetic Lightweight Aggregate for Highway Construction
PY - 2001/07//Final Report
SP - 92p
AB - The objective of this study was to develop a new product, Synthetic Lightweight Aggregate (SLA), from two materials, waste plastics and fly ash. SLA is being developed and evaluated for use in construction applications such as geotechnical lightweight fill, concrete masonry blocks, and lightweight concrete structures. SLA is produced by melt compounding high concentrations of fly ash from coal with various thermoplastics. In this study, a series of lightweight aggregate samples were produced using several different thermoplastics as binders at several fly ash-to-binder ratios. The SLA samples were produced using flexible thermoplastics, rigid thermoplastics, and mixed thermoplastics as binder. The fly ash used as filler contained various levels of carbon content ranging from less than 4% to more than 30%. The physical properties of the melt-compounded materials such as Izod impact, hardness, flexural, and flammability, were evaluated to determine the relationship between variables such as the binder stiffness and the SLA stiffness as well as the filler concentration and the SLA physical properties. The results of the study show that the SLA properties are influenced by both the fly ash concentration and the thermoplastic binder composition. However, as the fly ash concentration increases, the physical properties of the SLA become less dependent on the thermoplastic binder’s properties. At fly ash concentrations of 80%, the physical properties of the SLA are fairly insensitive to the composition of the thermoplastic binder. Samples of SLA were tested for their properties as a geotechnical fill and as a concrete aggregate. An expanded clay lightweight aggregate and a normal weight aggregate were used for comparison. For geotechnical applications, the SLAs were tested for gradation, specific gravity, bulk density, absorption, 1-D compression (consolidation), and triaxial compression properties. The SLA exhibited a very high friction angle, high compressive strength, and a higher compressibility than normal fill. Concrete made with SLA exhibited a lower compressive strength as compared with the control material. As fly ash contents of the SLA increased, all properties of the SLA concrete were improved. SLA concrete can satisfy the minimum strength of 170 kPa (2500 psi) required for structural lightweight concrete and non load-bearing concrete masonry units. The SLA concrete samples tested for compressive strength exhibited a low elastic modulus and a unique post cracking ductile behavior. The concrete samples made with the SLA that contained the maximum amount of fly ash (80%) showed an excellent freeze-thaw salt scaling resistance, surpassing concrete made with both natural and lightweight aggregate.
KW - Artificial aggregates
KW - Compressive strength
KW - Fillers (Materials)
KW - Fly ash
KW - Freeze thaw durability
KW - Lightweight aggregates
KW - Lightweight concrete
KW - Physical properties
KW - Road construction
KW - Thermoplastic materials
KW - Wastes
UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/P19final.pdf
UR - https://trid.trb.org/view/1316349
ER -
TY - JOUR
AN - 01393743
JO - Public Roads
PB - Federal Highway Administration
AU - Curtis, D
TI - QuickZone [software that estimates traveller delay due to road work zones]
PY - 2001/07
VL - 65
IS - 1
SP - 20-1
KW - Computer program
KW - Computer programs
KW - Construction site
KW - Costs
KW - Delay
KW - Highway maintenance
KW - Highways
KW - Road construction
KW - Road construction
KW - Road costs
KW - Road maintenance
KW - Road user costs
KW - Traffic delays
KW - User charges
UR - https://trid.trb.org/view/1161509
ER -
TY - JOUR
AN - 01393742
JO - Public Roads
PB - Federal Highway Administration
AU - Smith, D
TI - The Millennium Manual matters [US Manual for uniform traffic control devices]
PY - 2001/07
VL - 65
IS - 1
SP - 17-9
KW - Design guide
KW - Design guide
KW - History
KW - History
KW - Standardization
KW - Standardization
KW - Traffic control devices
KW - Traffic control devices
KW - Traffic sign
KW - Traffic signal
KW - Traffic signals
KW - Traffic signs
KW - Usa
UR - https://trid.trb.org/view/1161508
ER -
TY - RPRT
AN - 01084818
AU - Kupferman, Susan
AU - Rudin Center for Transportation Policy and Management
AU - Institute of Transportation Engineers (ITE)
AU - Federal Highway Administration
TI - National Dialogue on Transportation Operations Association Partners Dialogue
PY - 2001/07
SP - 33p
AB - This white paper reflects the views of the National Association of City Transportation Officials (NACTO) regarding operations and management issues. It is intended to assist the U.S. Department of Transportation in furthering the National Dialogue on Transportation Operations (National Dialogue) at its 2002 fall Summit, and in formulating operations and management policy initiatives for the next reauthorization of federal transportation programs. This project was conducted for the Institute of Transportation Engineers and the Federal Highway Administration with the cooperation and support of the National Association of City Transportation Officials.
KW - Federal government
KW - Management
KW - Partnerships
KW - Policy
KW - Transportation operations
KW - Transportation programs
KW - United States
UR - https://trid.trb.org/view/842485
ER -
TY - RPRT
AN - 01004372
AU - Little, Dallas N
AU - Button, Joe
AU - Jayawickrama, Priyantha
AU - Solaimanian, Mansour
AU - Hudson, Barry
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Literature Review for Long-Term Research on Bituminous Coarse Aggregate
PY - 2001/07
SP - 54p
AB - The Soils and Aggregates Branch of the Construction Division of the Texas Department of Transportation (TxDOT) has the primary responsibility for overseeing aggregate quality issues. An overall process review of selected testing and monitoring protocols used within the branch is needed to ensure that the needs of TxDOT and the state of Texas are continuously met. Two key areas are addressed in this review: (1) a review and upgrade of the Aggregate Quality Monitoring Program (AQMP) and (2) a review and upgrade of the proposed Surface Aggregate Classification System. The assessment of the AQMP includes evaluation of other tests that might be required as replacements and/or supplements for the tests currently used to monitor quality. The study also includes an assessment of the frequency and protocol of testing and suggests changes where necessary. The Surface Aggregate Classification System evaluation will involve defining the best tests and protocols to ensure excellent wet weather skid properties (level 1) and to ensure excellent overall hot-mix quality (level 2) for a safe and durable hot-mix surface. The project also includes a long-term field-monitoring program to ensure that selected tests and protocols correlate with field experience.
KW - Aggregate quality
KW - Aggregate tests
KW - Bituminous aggregates
KW - Classification
KW - Coarse aggregates
KW - Hot mix asphalt
KW - Literature reviews
KW - Monitoring
KW - Quality assurance
KW - Research
KW - Skid resistance
KW - Test protocols
KW - Texas
UR - https://trid.trb.org/view/760366
ER -
TY - RPRT
AN - 00932102
AU - Placer, J
AU - Northern Arizona University, Flagstaff
AU - Arizona Department of Transportation
AU - University of Arizona, Tucson
AU - Federal Highway Administration
TI - FUZZY VARIABLE SPEED LIMIT DEVICE MODIFICATION AND TESTING PROJECT, PHASE II
PY - 2001/07
SP - 24 p.
AB - In a previous project, Northern Arizona University and the Arizona Department of Transportation designed and implemented the prototype of a variable speed limit (VSL) system for rural highways. The VSL system implements a real-time fuzzy control algorithm that utilizes information provided by Road Weather Information Stations (RWIS). This system continuously displays highway speeds appropriate to the atmospheric and road surface conditions at locations of interest along the I-40 corridor in rural northern Arizona. At the time of this initial project, none of the RWIS sites along I-40 were providing the complete data set needed for full utilization of the fuzzy control algorithm. A main objective of the current project described in this document was to fully upgrade an RWIS site on I-40 so that it could be used as a test site to monitor the complete data set of atmospheric and road surface conditions needed by the fuzzy control algorithm. A second objective was to enhance this upgraded site so that it would supply traffic flow data. The remaining objectives of the project were to collect atmospheric, road surface, and traffic data over a wide variety of weather conditions and to use these data to assess the reliability and appropriateness of the speed limits produced by the VSL system. The first two objectives of implementing a full RWIS site upgrade and enhancement were achieved and are discussed in detail in this report. However, reconfiguring software and hardware for the project, installing power and telephone lines, and installing and calibrating sensor and traffic detection systems consumed most of the time allotted to the project. Collection of project data did not begin until July of 2001, just as this report was being written. Nonetheless, an interactive web site has been developed which employs software tools that will be used to analyze and compare the RWIS data and the traffic flow data when it is collected. The web site and its software tools are discussed in this report.
KW - Arizona
KW - Data collection
KW - Fuzzy algorithms
KW - Implementation
KW - Real time control
KW - Road weather information systems
KW - Rural highways
KW - Software
KW - Speed limits
KW - Traffic flow
KW - Variable message signs
KW - Variable speed limits
KW - Websites (Information retrieval)
UR - http://ntl.bts.gov/lib/12000/12400/12444/az_spr466(2).pdf
UR - https://trid.trb.org/view/724351
ER -
TY - RPRT
AN - 00938140
AU - Nightingale, B
AU - Simenstad, C
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - DREDGING ACTIVITIES: MARINE ISSUES
PY - 2001/07
SP - 182 p.
AB - This paper synthesizes scientific information on the effects of dredging activities on marine habitats. Direct and long-term effects, dredge methods, regulatory framework, contaminated sediment issues, and a separate bibliography of contaminated sediment-related reports are also presented. Direct behavioral effects include entrainment, increased turbidity, fish injury due to suspended sediment exposure, decreased dissolved oxygen levels, and the effects of noise. A turbidity threshold of 200 mg/L could reduce dredge-induced salmonid prey-predator reaction changes. High sediment load related fish injury deserves further analysis. Gill injury thresholds specific to marine environments have not been identified. Suspended sediment size, shape, and exposure duration are likely important risk assessment factors for salmonids and other fishes. The most relevant issue is likely the fish ability to avoid plumes and dredge areas. Benthic infauna, epibenthic and demersal organisms, such as borrowing shrimp, crabs, and fish, are subject to entrainment risks. A clearer understanding of dredging effects to biota requires further synthesis of physiology, life-history strategies, water column use, and timing. In Washington State, maintenance dredging conversion of shallower subtidal to deeper subtidal habitats is much more frequent than new construction dredging conversion of intertidal to subtidal habitats, which is rarely allowed. Loss of intertidal habitats represents potential reductions in coastal habitat carrying capacity. The fish effects of channel deepening alteration to estuarine-freshwater mixing are most evident during early life history stages. Productivity recovery rates range from three months to many years, depending on the species. Lack of long-term and dredge pre- and post-project monitoring makes it difficult to conclusively identify effects.
KW - Coasts
KW - Dissolved gases
KW - Dredging
KW - Environmental impacts
KW - Estuaries
KW - Fishes
KW - Habitat (Ecology)
KW - Injuries
KW - Noise
KW - Oxygen
KW - Plumes
KW - Salmon
KW - Shellfish
KW - Suspended sediments
KW - Turbidity
UR - http://www.wsdot.wa.gov/research/reports/fullreports/507.1a.pdf
UR - https://trid.trb.org/view/730513
ER -
TY - RPRT
AN - 00938506
AU - Nightingale, B
AU - Simenstad, C
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - EXECUTIVE SUMMARY: DREDGING ACTIVITIES: MARINE ISSUES
PY - 2001/07
SP - 14 p.
AB - This paper synthesizes scientific information on the effects of dredging activities on marine habitats. Direct and long-term effects, dredge methods, regulatory framework, contaminated sediment issues, and a separate bibliography of contaminated sediment-related reports are also presented. Direct behavioral effects include entrainment, increased turbidity, fish injury due to suspended sediment exposure, decreased dissolved oxygen levels, and the effects of noise. A turbidity threshold of 200 mg/L could reduce dredge-induced salmonid prey-predator reaction changes. High sediment load-related fish injury deserves further analysis. Gill injury thresholds specific to marine environments have not been identified. Suspended sediment size, shape, and exposure duration are likely important risk assessment factors for salmonids and other fishes. The most relevant issue is likely the fish ability to avoid plumes and dredge areas. Benthic infauna, epibenthic and demersal organisms, such as burrowing shrimp, crabs, and fish, are subject to entrainment risks. A clearer understanding of dredging effects to biota requires further synthesis of physiology, life-history strategies, water column use, and timing. In Washington State, maintenance dredging conversion of shallower subtidal to deeper subtidal habitats is much more frequent than new construction dredging conversion of intertidal to subtidal habitats, which is rarely allowed. Loss of intertidal habitats represents potential reductions in coastal habitat carrying capacity. The fish effects of channel deepening alteration to estuarine-freshwater mixing are most evident during early life history stages. Productivity recovery rates range from three months to many years, depending on the species. Lack of long-term and dredge pre- and post-project monitoring makes it difficult to conclusively identify effects.
KW - Dredging
KW - Environmental impacts
KW - Fishes
KW - Habitat (Ecology)
KW - Injuries
KW - Noise
KW - Oxygen
KW - Suspended sediments
KW - Turbidity
KW - Water pollution
UR - http://www.wsdot.wa.gov/research/reports/fullreports/507.1A.pdf
UR - https://trid.trb.org/view/730727
ER -
TY - RPRT
AN - 00938491
AU - McNerney, M T
AU - Landsberger, B J
AU - Burcsak, S
AU - DeMoss, J
AU - Yeo, W H
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - FEASIBILITY OF USING QUIET PAVEMENT TECHNOLOGY TO ATTENUATE TRAFFIC NOISE IN TEXAS
PY - 2001/07
SP - 74 p.
AB - The effects of traffic noise are a serious concern in the United States and the rest of the world. One significant component of traffic noise is tire/pavement interaction. Protecting individual receivers by reducing pavement noise at the source rather than by using traffic noise barriers may result in substantial cost reductions and improved community acceptance of highway projects. This research consisted of field-testing 200 different pavements of several different types found in Texas using a trailer test vehicle developed to conform to ISO Standard 11819 "Method for Measuring the Influence of Road Surfaces on Traffic Noise - Part 2: The Close Proximity Method." The test results indicated a range of tire pavement noise measured approximately 7 dB with a jointed concrete pavement as the highest and a thin flexible seal coat as the quietest. A weak correlation was found between the age or serviceability rating of dense asphaltic concrete pavements and the measured noise levels that tend to weakly support the hypothesis of increasing noise over time. Testing indicated that the outer microphone location of 400 mm was influenced by tow vehicle and testing at the inner microphone location was independent of tow vehicle for the Texas test trailer constructed.
KW - Aging (Materials)
KW - Asphalt concrete pavements
KW - Concrete pavements
KW - Costs
KW - Field tests
KW - Flexible pavements
KW - Location
KW - Microphones
KW - Noise control
KW - Rolling contact
KW - Seal coats
KW - Serviceability
KW - Sound level
KW - Texas
KW - Traffic noise
UR - http://www.utexas.edu/research/ctr/pdf_reports/2957_3.pdf
UR - https://trid.trb.org/view/730712
ER -
TY - RPRT
AN - 00933934
AU - Federal Highway Administration
TI - SUMMARY OF FHWA INTERNATIONAL SCANNING PROGRAM FOR PAVEMENT PRESERVATION, FRANCE, SOUTH AFRICA AND AUSTRALIA, JULY 6-22, 2001
PY - 2001/07
SP - 9 p.
AB - Traditionally, highway agencies have allowed the ride quality and structural condition of their pavements to deteriorate to fair or poor condition before taking steps to rehabilitate the pavements. In recent years, an increasing number of highway agencies have found that applying a series of low-cost pavement preservation treatments can extend the service lives of their pavements. France, South Africa and Australia were identified as nations that have innovative programs as well as new treatments for pavement preservation. The objective of this scanning tour was to review and document innovative techniques, materials, procedures and equipment utilized in the host countries relative to pavement preservation and to evaluate these elements for potential application in the United States. To this end, the panel had meetings with government agencies and private sector organizations involved with pavement preservation, and also participated in site visits to observe the results of pavement preservation techniques and strategies.
KW - Australia
KW - Equipment
KW - Evaluation
KW - France
KW - Innovation
KW - International Scanning Program
KW - Pavement performance
KW - Pavements
KW - Preservation
KW - Procedures
KW - Ride quality
KW - South Africa
KW - U.S. Federal Highway Administration
KW - United States
UR - http://international.fhwa.dot.gov/Pdfs/converted_to_html/scan_summaries/pavement_preservation.cfm
UR - https://trid.trb.org/view/724984
ER -
TY - RPRT
AN - 00929261
AU - GABLER, H C
AU - Rowan University
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF A LOW-COST AUTOMATED CRASH NOTIFICATION SYSTEM
PY - 2001/07
SP - 77 p.
AB - The report describes the development of a Low-Cost Automated Crash Notification System for eventual field testing on New Jersey highways. The project was developed in response to national studies which show that nearly half of all traffic crash fatalities occur before the crash victim reaches a trauma center. Many of these deaths can be attributed to the inability of emergency medical service (EMS) personnel to locate and reach the victim during the so-called "Golden Hour" after the accident when emergency medical treatment is most effective. The goal of this project was to dramatically reduce EMS response time by developing and testing an advanced in-vehicle system which automatically transmits the location and severity of a crash to EMS personnel. Specifically, the project has designed, developed, and tested a low cost functional system that combines wireless communications and Global Positioning Systems with a network of inexpensive sensors for crash detection.
KW - Automatic crash notification
KW - Crash locations
KW - Crash sensors
KW - Crash severity
KW - Emergency medical services
KW - Emergency response time
KW - Global Positioning System
KW - In vehicle sensors
KW - New Jersey
KW - Wireless communication systems
UR - http://ntl.bts.gov/lib/19000/19700/19723/PB2003100072.pdf
UR - https://trid.trb.org/view/719125
ER -
TY - RPRT
AN - 00924686
AU - Federal Transit Administration
AU - Federal Highway Administration
TI - PLANNING FOR RURAL TRANSPORTATION IN RURAL AREAS
PY - 2001/07
SP - 100 p.
AB - The purpose of this document is to provide a resource to rural planners, city and county engineers, stakeholders, local officials, and other decision makers involved with developing rural transportation plans. The document is intended to contribute to a better understanding about: how rural is defined, the characteristics of the rural system, issues and trends impacting the rural system, and the benefits of a good rural transportation system; how various jurisdictional levels address rural transportation planning, major challenges and some lessons to be learned on how states are addressing these challenges; questions to be asked before getting started on a rural plan, approaches for public consultation and environmental review, the basic components for planning, and how to develop the plans; how transit system planning concepts, rural intelligent transportation systems, and access management can be used as additional tools for rural transportation planners; and successful rural transportation planning from several states.
KW - Access control (Transportation)
KW - Benefits
KW - Environmental impacts
KW - Intelligent transportation systems
KW - Planning
KW - Rural transportation
UR - http://www.fhwa.dot.gov///////planning/rural/planningfortrans/index.html
UR - https://trid.trb.org/view/707860
ER -
TY - RPRT
AN - 00924081
AU - Martinez, M
AU - Louisiana Transportation Research Center
AU - Louisiana Department of Transportation and Development
AU - Federal Highway Administration
TI - EVALUATION OF LADOTD TRAFFIC LOAD DATA FOR DETERMINATION OF TRAFFIC LOAD EQUIVALENCY FACTORS
PY - 2001/07
SP - 116 p.
AB - This study updates Louisiana's Load Equivalency Factor (LEF) tables, which are used as an integral part of the State's highway design and rehabilitation effort. This study was required because the tables have not been updated in over 15 years and are, as such, overdue for revision. Attempts were also made to quantify Louisiana's traffic growth trends for similar reasons. The trend analysis ultimately proved to have inherent problems associated with the statistical significance of the representative data and, thus, had to be abandoned. In conjunction with this, a full statistical analysis of all representative LEF data was also carried out to quantify the significance of the derived LEF table figures. Methods used to update the tables found in this report made use of the techniques and resources prescribed by the Highway Performance Monitoring System (HPMS), as developed by the Federal Highway Administration (FHWA), along with procedures developed by the American Association of State Highway and Transportation Officials (AASHTO). Sources of raw data needed to carry out investigations are drawn from the Louisiana Department of Transportation and Development's (LADOTD's) Weigh-In-Motion (WIM) program and Louisiana's Traffic Volume Monitoring (TVM) program. Computer data processing is used to expedite the investigative process as much as possible. This effort uses the FHWA's Vehicle Travel Information System (VTRIS) software for primary calculations. Results of this study include revised LEF tables and associated significance figures. Findings indicated that the 15-year-old tables do require revision, because the figures were, in some cases, significantly lower than the revision figures. Trend figures could not be accurately calculated due to a shortfall in relevant data.
KW - Highway Performance Monitoring System
KW - Load equivalency
KW - Load factor
KW - Louisiana
KW - Modernization
KW - Monitoring
KW - Revisions
KW - Statistical analysis
KW - Tables (Data)
KW - Traffic loads
KW - Traffic volume
KW - Vehicle Travel Information System
KW - Weigh in motion
UR - http://ntl.bts.gov/lib/19000/19300/19370/PB2002106365.pdf
UR - https://trid.trb.org/view/707650
ER -
TY - RPRT
AN - 00924775
AU - Umbrell, E
AU - YOUNG, K
AU - Estes, C
AU - Stein, S M
AU - Pearson, D R
AU - GKY & Associates, Incorporated
AU - Federal Highway Administration
TI - HYDRAULLICS OF DALE BOULEVARD CULVERTS: PERFORMANCE CURVE FOR A PROTOTYPE OF TWO LARGE CULVERTS IN SERIES, DALE BOULEVARD, DALE CITY, VIRGINIA
PY - 2001/07
SP - 53 p.
AB - Dewberry, Davis and Associates, Incorporated were performing the Neabsco Creek Flood Insurance Study at the Dale Boulevard culvert for the Federal Emergency Management Agency (FEMA), but had no guidelines for modeling the two culverts in series. A laboratory study was developed to support the FEMA study and evaluate the hydraulics of culverts in series. This report summarizes model testing performed on a prototype culvert for the purpose of addressing the objective of the FEMA study, which is to determine the base flood elevation upstream of the culvert. A performance curve was developed for the culvert to increase the accuracy of the FEMA study.
KW - Base flood elevation
KW - Culverts
KW - Culverts in series
KW - Dale City (Virginia)
KW - Hydraulics
KW - Laboratory studies
KW - Performance
KW - Prototypes
UR - https://trid.trb.org/view/707893
ER -
TY - RPRT
AN - 00921494
AU - Cramer, S M
AU - Walls, R A
AU - University of Wisconsin, Madison
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - STRATEGIES FOR ENHANCING THE FREEZE-THAW DURABILITY OF PORTLAND CEMENT CONCRETE PAVEMENTS
PY - 2001/07
SP - 52 p.
AB - Use of fly ash and ground granulated blast furnace slag as partial portland cement replacement materials continues to grow, driven by recycling issues, occasional cement shortages, and simple initial cost economics. This laboratory study examined the freeze/thaw durability of concrete specimens containing these additives with water cement ratios ranging from 0.30 to 0.45 and air contents ranging from no entrained air to a target 7.0% air. ASTM 666 accelerated freeze-thaw testing in a sodium chloride solution with measurements of the dynamic modulus of elasticity and weight loss were the primary evaluation methods for the concrete. Because of the latent hydraulic activity imparted by the mineral additives, specimens were allowed to cure for 56 days before the testing regime began. Freeze-thaw testing then proceeded for an extended period up to 1500 cycles. Results showed that air content overwhelmingly determined the freeze-thaw durability of these mixtures and that the water cement ratio had no identifiable influence for water cement ratios as low as 0.30. Wisconsin Department of Transportation (WisDOT) Grade A-FA concrete with 18.6% fly ash by weight displayed superior durability to a comparable WisDOT Grade A mix. The 50% granulated blast furnace slag mixes (Grade A-S) had durability comparable to the Grade A mix. Water cement ratio played a dominant role in strength development and will affect traffic opening on new pavements. This research has shown that ensuring an adequate air void system is crucial to concrete longevity.
KW - Accelerated tests
KW - Air content
KW - Air voids
KW - Dynamic modulus of elasticity
KW - Fly ash
KW - Freeze thaw durability
KW - Freeze thaw tests
KW - Granulated slag
KW - Laboratory tests
KW - Portland cement concrete
KW - Service life
KW - Sodium chloride
KW - Water cement ratio
KW - Weight loss
UR - http://wisdotresearch.wi.gov/wp-content/uploads/45-76durability-f.pdf
UR - https://trid.trb.org/view/706727
ER -
TY - RPRT
AN - 00921488
AU - Allen, T
AU - Christopher, B
AU - Elias, V
AU - DeMaggio, J
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF THE SIMPLIFIED METHOD FOR INTERNAL STABILITY DESIGN OF MECHANICALLY STABILIZED EARTH WALLS
PY - 2001/07
SP - 108 p.
AB - In 1994, a technical working group under the auspices of the T-15 Technical Committee on Substructures and Walls of the American Association of State Highway and Transportation Officials (AASHTO) Bridge Subcommittee, was formed to reevaluate the design specifications for mechanically stabilized earth (MSE) walls contained in the AASHTO Standard Specifications for Highway Bridges (1996). One of the areas of focus was the internal stability design of MSE walls. Several methods for calculating the backfill reinforcement loads were available at that time in the AASHTO Standard Specifications, and the intent was to unify the design methods to simplify and clarify the specifications. To accomplish this, full-scale MSE wall case history data were gathered and analyzed so that the unified method developed could be calibrated to the empirical data, since all of the methods available were empirical in nature. The effect of simplifications in the method, such as how vertical soil stresses are calculated and how reinforcement stiffness is considered in the design, could also be evaluated with these full-scale wall data to ensure that the unified method developed was adequately accurate. From this effort, the AASHTO Simplified Method was developed. This report summarizes the development of the Simplified Method. It uses a number of full-scale MSE wall case histories to compare the prediction accuracy of the Simplified Method to that of the other methods currently available and focuses primarily on steel reinforced MSE walls. The theoretical assumptions used by the Simplified Method, as well as the other methods, are also evaluated and compared in light of the empirical evidence. This evaluation showed that the prediction accuracy of the Simplified Method is at least as good as that of the other methods, while the Simplified Method still simplifies calculations. This evaluation also showed, however, that all of the methods have limitations that must be considered.
KW - Accuracy
KW - Calculation
KW - Case studies
KW - Design methods
KW - Highway bridges
KW - Mechanically stabilized earth
KW - Reinforcing steel
KW - Retaining walls
KW - Specifications
KW - Stability (Mechanics)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/513.1.pdf
UR - https://trid.trb.org/view/706721
ER -
TY - RPRT
AN - 00921448
AU - Willoughby, K A
AU - Mahoney, J P
AU - Pierce, L M
AU - Uhlmeyer, J S
AU - Anderson, K W
AU - Read, S A
AU - Muench, S T
AU - Thompson, T R
AU - Moore, R
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - CONSTRUCTION-RELATED ASPHALT CONCRETE PAVEMENT TEMPERATURE DIFFERENTIALS AND THE CORRESPONDING DENSITY DIFFERENTIALS
PY - 2001/07
SP - 163 p.
AB - The detrimental effects of low compaction temperatures or aggregate segregation have been documented for at least forty years. Lower compaction temperatures are directly related to an increase in air void content, which decreases the strength of the pavement. Even with a perfect mix design, if the mix is not properly compacted in the field, the final product will not last for its intended length of time. The goals of this study were to determine what kind of problem the Washington State Department of Transportation (WSDOT) experiences with hot-mix paving, whether temperature differentials or aggregate segregation or both, the possible causes of those problems, and what WSDOT can do to fix the problem. The study found that WSDOT experiences temperature differentials on many projects and to some extent aggregate segregation (typically in longitudinal streaks). The study also found that because many factors are involved with paving operations, no one single piece of equipment or operation will guarantee that temperature differentials will not occur, but that techniques can be utilized to offset the effects of the temperature differentials. The study utilized a density profile procedure that provides a method of determining the effect of the temperature differentials in the finished product. It can locate potential areas of low density, test those areas, and provide results (via a nuclear asphalt content gauge) to determine the extent of the problem. Density differentials are a primary concern in hot-mix paving. If temperature differentials exist, but the finished pavement has a uniform density of 93% or greater for dense-graded mixes, then the pavement should serve its intended purpose for its intended length of time. The density profile procedure does not guarantee a uniform mat density, but it can be used as a quality control tool to help attain a uniform density. This could be a major step in achieving a higher quality hot-mix product.
KW - Air voids
KW - Asphalt concrete pavements
KW - Compaction
KW - Density
KW - Hot mix asphalt
KW - Quality control
KW - Road construction
KW - Segregation (Aggregates)
KW - Temperature
KW - Temperature differentials
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/476.1.pdf
UR - https://trid.trb.org/view/706682
ER -
TY - RPRT
AN - 00921456
AU - Bolton, S M
AU - Shellberg, J
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - ECOLOGICAL ISSUES IN FLOODPLAINS AND RIPARIAN CORRIDORS
PY - 2001/07
SP - 156 p.
AB - This white paper examines and synthesizes the literature pertaining to the current state of knowledge on the physical and biological effects of alluvial river channelization, channel confinement, and various channel and floodplain modifications. It also examines and summarizes literature on the mitigation, rehabilitation and restoration of rivers affected by these human modifications. Data gaps in our current understanding of physical and biological process, the effects of human modifications, and appropriate rehabilitation or restoration techniques are also reviewed. The paper overviews ecological and habitat issues associated with streams and riparian zones in Washington State and the Pacific Northwest. The results of the literature review are documented in a synthesis of the ecological and habitat effects of channelization, channel confinement and construction. The physical and morphologic effects of channelization are first reviewed to highlight how habitat templates have been or potentially could be modified. Then, the responses of different groups of organisms (invertebrates, fish, plants, birds, mammals) that are dependent on functional riparian corridors are reviewed. Data gaps in our current knowledge in connecting cause and effects relationships in complex ecological systems are reviewed. The functional importance of hyporheic and perirheic zones in alluvial streams is also reviewed. The paper includes a section on habitat protection and mitigation techniques. Alternative management strategies such as passive (vs. active) restoration, streamside vegetation retention or promotion, and modified in-channel vegetation removal are reviewed. Recommendations by various authors on minimizing impacts during design and construction are also summarized. Preservation of channel morphology, incorporation of vegetation into embankments, and alternative bank protection techniques are also explored. In recent years there has been a societal push to rehabilitate and/or restore streams and rivers degraded by channel modifications. The paper ends with a review of large-scale rehabilitation and restoration projects and techniques in the literature.
KW - Bank protection
KW - Channelization (Waterways)
KW - Data gaps
KW - Ecology
KW - Environmental impacts
KW - Environmental protection
KW - Flood plains
KW - Habitat (Ecology)
KW - Literature reviews
KW - Pacific Northwest
KW - Restoration ecology
KW - Riparian corridors
KW - Rivers
KW - Streams
KW - Vegetation
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/524.1.pdf
UR - http://ntl.bts.gov/lib/18000/18900/18941/PB2002103165.pdf
UR - https://trid.trb.org/view/706690
ER -
TY - RPRT
AN - 00921445
AU - Coleman, D M
AU - Connecticut Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT AND IMPLEMENTATION OF DIGITAL VERSATILE DISC (DVD) FOR THE STORAGE OF DIGITAL PHOTOLOG IMAGES IN CONNECTICUT
PY - 2001/07
SP - 50 p.
AB - This study addresses all aspects of the application of digital versatile disc (DVD) and related digital imaging technologies as they apply to the storage and retrieval of Photolog images. Additionally, this study outlines the implementation of DVD-based workstations and network-based Photolog servers to replace the analog optical laser videodiscs, which had been the primary Photolog image storage media in Connecticut.
KW - Connecticut
KW - Digital versatile disc
KW - Image storage and retrieval
KW - Imaging systems
KW - Photologging
KW - Technological innovations
UR - http://docs.trb.org/00921445.pdf
UR - http://ntl.bts.gov/lib/12000/12300/12330/final_report_spr-2224.pdf
UR - https://trid.trb.org/view/706679
ER -
TY - RPRT
AN - 00921443
AU - Pezeshk, S
AU - Camp, C V
AU - Liu, L
AU - Evans, J M
AU - He, Jianxun
AU - University of Memphis
AU - Tennessee Department of Transportation
AU - Federal Highway Administration
TI - SEISMIC ACCELERATION COEFFICIENTS FOR WEST TENNESSEE AND EXPANDED SCOPE OF WORK FOR SEISMIC ACCELERATION COEFFICIENTS FOR WEST TENNESSEE PHASE 2 - FIELD INVESTIGATION
PY - 2001/07
SP - 424 p.
AB - This report describes the methods and results of a two-year research project to evaluate seismic hazards in West Tennessee and to produce a new set of acceleration contour maps to be used in the design of Tennessee Department of Transportation (TDOT) facilities. The work was performed by the researchers at the University of Memphis Department of Civil Engineering and the Center for Earthquake Research and Information in consultation with local consulting engineers, TDOT, and the United States Geological Survey. The investigation is composed of three major tasks: (1) Develop procedures to generate horizontal bedrock motions in West Tennessee from a seismologically based model that includes the effects of attenuation, characteristics of the source zone, recurrence interval (500 and 2500 years), and seismotectonic setting of the region; (2) Perform seismic field investigations to determine the dynamic properties of soil in West Tennessee; and (3) Propagate the bedrock motion through the layered soil deposits using the computer program SHAKE to determine the earthquake motions at the ground surface of a site. Methods employed and the results of these tasks are discussed and described in detail in this report.
KW - Bedrock
KW - Computer programs
KW - Contour maps
KW - Earth movements (Geophysics)
KW - Earthquake engineering
KW - Field studies
KW - Geological surveying
KW - Hazard analysis
KW - Layered soils
KW - Seismic acceleration coefficients
KW - Seismicity
KW - Tectonics
KW - Tennessee
UR - https://trid.trb.org/view/706677
ER -
TY - RPRT
AN - 00824681
AU - Langley, R E
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - KENTUCKY HIGHWAY USER SURVEY 2000
PY - 2001/07
SP - 36 p.
AB - The purpose of this study was to continue the efforts begun in 1997 to monitor Kentucky public opinion regarding the quality of the highway system. The study also includes a portion to measure satisfaction with the current driver licensing and registration renewal processes. Kentucky's 2000 public opinion survey is compared to data collected since 1997 to gauge Kentucky's progress over the past years, and is compared to the NQI 2000 Survey done on the national level to show how Kentuckians' opinions compare to those nationwide.
KW - Driver licensing
KW - Highways
KW - Kentucky
KW - Public opinion
KW - Registration
KW - Surveys
KW - Travelers
UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_20_PSA01_1F.pdf
UR - http://ntl.bts.gov/lib/18000/18300/18339/PB2001108142.pdf
UR - http://ntl.bts.gov/lib/23000/23700/23773/KTC_01_20_PSA01_1F.pdf
UR - https://trid.trb.org/view/713788
ER -
TY - RPRT
AN - 00824687
AU - Gordon, K M
AU - Anderson, S H
AU - Gribble, B
AU - Johnson, M
AU - University of Wyoming, Laramie
AU - Wyoming Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF THE FLASH (FLASHING LIGHT ANIMAL SENSING HOST) SYSTEM IN NUGGET CANYON, WYOMING
PY - 2001/07
SP - 47 p.
AB - U.S. Highway 30 between Kemmerer and Cokeville, Wyoming bisects the migratory route of the Wyoming Range mule deer (Odocoileus hemionus) herd and is the site of hundreds of deer vehicle collisions each year. The Flashing Light Animal Sensing Host (FLASH) system, which consisted of infrared detectors that sensed deer as they passed through an opening in a deer proof fence and activated a sign with flashing lights to alert motorists to the presence of deer on or near the highway, and a geophone deer detection system, were assessed in order to determine their reliability, or accuracy of hits, as the sensors picked up deer approaching the area. It was found that more than 50% of the hits registered by the FLASH system were false hits not caused by deer, though the geophone system worked well throughout the study period, with no false hits detected. Vehicles did not slow down significantly for the warning signs. When deer or a stuffed decoy was adjacent to the road, and the lights activated, vehicles reduced their speed (12.32 and 6.63 mph on average for passenger vehicles and tractor trailers, respectively). This lack of speed reduction may be attributed to non-local motorists unfamiliar with the danger of deer vehicle collisions in the area. Investigation into the application of the warning light system on stretches of road heavily used by local residents familiar with deer migratory patterns and deer-vehicle collisions is warranted. The geophone system is more reliable than the FLASH system and should be used as a model for development of similar systems in the future.
KW - Accuracy
KW - Animal migrations
KW - Crashes
KW - Deer
KW - Evaluation and assessment
KW - Flashing lights
KW - Geophones
KW - Infrared detectors
KW - Prevention
KW - Reliability
KW - Warning systems
UR - https://trid.trb.org/view/713793
ER -
TY - RPRT
AN - 00824680
AU - Eger, R J
AU - Hackbart, M M
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - STATE ROAD FUND REVENUE COLLECTION PROCESSES: DIFFERENCES AND OPPORTUNITIES OF IMPROVED EFFICIENCY
PY - 2001/07
SP - 150 p.
AB - Research regarding the administration and collection of road fund revenues has focused on gaining an understanding of the motivations for tax evasion, methods of evasion, and estimates of the magnitude of evasion for individual states. To our knowledge, little attention has been focused on the impact road fund collection, assessment, audit, and enforcement processes have on tax evasion. The purpose of this study is to review the current road fund assessment, collection, audit, and enforcement processes and procedures and to develop recommendations to improve the efficiency and effectiveness of the process.
KW - Auditing
KW - Highway user taxation
KW - Kentucky
KW - Law enforcement
KW - Revenues
KW - Road fund administration
KW - States
KW - Tax evasion
KW - Taxation
UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_17_SPR192_99_1F.pdf
UR - http://ntl.bts.gov/lib/23000/23700/23774/KTC_01_17_SPR192_99_1F.pdf
UR - https://trid.trb.org/view/713787
ER -
TY - RPRT
AN - 00823195
AU - Federal Highway Administration
TI - CONTINUOUS PROCESS IMPROVEMENT: TOOLS AND TECHNIQUES FOR PRACTITIONERS
PY - 2001/07
SP - 96 p.
AB - The Federal Highway Administration (FHWA) has had a program called Process Review and Product Evaluation (PR/PE) for many years. As the role of the agency changed over the years, it sought ways to make PR/PE more relevant to daily operations. Recently, it embarked on a "Quality Journey" using Process Management criteria. Process management examines, among other things, how key processes are improved to obtain better performance. It was noticed that practitioners need a way to achieve continuous process improvement. This handbook has 15 chapters describing a variety of tools and techniques that practitioners of continuous process improvement may find useful.
KW - Continuous process improvement
KW - Evaluation
KW - Handbooks
KW - Management
KW - Personnel performance
KW - Process management
KW - Quality control
KW - Reviews
KW - U.S. Federal Highway Administration
UR - http://ntl.bts.gov/lib/18000/18900/18928/PB2002103121.pdf
UR - https://trid.trb.org/view/713336
ER -
TY - RPRT
AN - 00818842
AU - Landphair, H C
AU - Li, M-H
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - REGIONAL APPLICATIONS FOR BIOTECHNICAL METHODS OF STREAMBANK STABILIZATION IN TEXAS: A LITERATURE REVIEW
PY - 2001/07
SP - 46 p.
AB - Using current literature and by reviewing current practice, this project will identify bioengineering and biotechnical streambank stabilization technologies appropriate to the climatic and resource regions of Texas. Concurrently, selected Texas Department of Transportation (TxDOT) districts will be surveyed to determine the types and extent of streambank erosion problems that would be amenable to bioengineering or biotechnical solutions. Based on this information, an evaluation of the potential cost effectiveness of various methods will be prepared along with recommendations for the development of demonstration projects as a means of transferring the research findings into practice. Project results will be provided in a research report. Technical materials will be prepared in the TxDOT "on-line" document format for later insertion in the TxDOT On-line Design Manual.
KW - Banks (Waterways)
KW - Bioengineering
KW - Cost effectiveness
KW - Erosion control
KW - Literature reviews
KW - Soil stabilization
KW - Technology
KW - Texas
UR - http://ntl.bts.gov/lib/18000/18400/18495/PB2002100235.pdf
UR - https://trid.trb.org/view/691456
ER -
TY - RPRT
AN - 00818838
AU - Weissmann, A J
AU - Weissmann, J
AU - Ashur, S
AU - University of Texas, San Antonio
AU - University of Texas, El Paso
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - PROJECT 0-1800: NAFTA IMPACTS ON OPERATIONS, EXECUTIVE SUMMARY
PY - 2001/07
SP - 18 p.
AB - Project 0-1800 pioneered the use of modern microsimulation models to analyze the complex procedures involved in international border crossings in Texas. Animated models simulate the entire southbound commercial traffic flow in two important international bridges, Ysleta-Zaragoza in El Paso and World Trade in Laredo. The simulations addressed all the crossing procedures, starting with U.S. Customs export inspections on the U.S. side, all the way to the Mexican exit gates. The results were impressive, including identification of bottlenecks, test of possible solutions, and estimate of future impacts of traffic on crossing times and on adjacent roadways, for both bridges: Zaragoza and World Trade. This report presents an executive summary of the project findings, focusing on the usefulness of simulation models as a tool to analyze international crossings. The animated models helped visualize the problems, as well as the effectiveness of the proposed strategies, and are an excellent way to improve and promote exchange of ideas among the different agencies concerned with international commerce.
KW - Bottlenecks
KW - Bridges
KW - Computer animation
KW - El Paso (Texas)
KW - International borders
KW - International bridges
KW - International trade
KW - Laredo (Texas)
KW - Microsimulation
KW - Strategic planning
KW - Texas
KW - Traffic delays
KW - Traffic flow
KW - Traffic simulation
UR - http://ntl.bts.gov/lib/18000/18400/18483/PB2002100221.pdf
UR - https://trid.trb.org/view/691452
ER -
TY - RPRT
AN - 00816533
AU - Boyle, M
AU - Valley Forge Laboratories, Incorporated
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - MATERIALS-RELATED FORENSIC ANALYSIS AND SPECIAL TESTING: DRYING SHRINKAGE EVALUATION OF BRIDGE DECKS WITH CLASS AAA AND CLASS AA CONCRETE WITH OR WITHOUT TYPE K CEMENT
PY - 2001/07
SP - 143 p.
AB - This work pertains to preparation of concrete drying shrinkage data for proposed concrete mixtures during normal concrete trial batch verification. Selected concrete mixtures include Pennsylvania Department of Transportation Classes AAA and AA and also include the use of Type K cement. Concrete mixtures are evaluated for use in each of 18 bridge deck constructions.
KW - Bridge decks
KW - Cement
KW - Concrete
KW - Drying
KW - Pennsylvania
KW - Shrinkage
UR - http://ntl.bts.gov/lib/12000/12200/12217/12217.pdf
UR - https://trid.trb.org/view/690795
ER -
TY - RPRT
AN - 00816390
AU - Trejo, D
AU - Aguiniga, F
AU - Buth, E C
AU - JAMES, R W
AU - Keating, P B
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - PENDULUM IMPACT TESTS ON BRIDGE DECK SECTIONS
PY - 2001/07
SP - 31 p.
AB - Fiber-reinforced polymers (FRP) are being increasingly used in the construction industry. One application is to use FRP bars as reinforcement in concrete. This report presents a study of the behavior of bridge deck overhangs built with FRP bars when subjected to pendulum impact forces. Researchers tested four specimens. Two of the specimens were reinforced with conventional steel bars, and two were reinforced with FRP bars. This report presents a comparison between the results obtained with the two systems.
KW - Bridge decks
KW - Fiber reinforced plastics
KW - Fiber reinforced polymers
KW - Pendulum tests
KW - Reinforcing bars
UR - https://trid.trb.org/view/690702
ER -
TY - RPRT
AN - 00816385
AU - Aksharadananda, T
AU - Wu, JTH
AU - University of Colorado, Denver
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - STRENGTH PARAMETERS OF BACKFILLS FOR DESIGN AND CONSTRUCTION OF RETAINING WALLS
PY - 2001/07
SP - 135 p.
AB - A study was undertaken to examine the strength parameter phi of backfills of retaining walls. The objectives were to evaluate the current practice employed by the Colorado Department of Transportation for determination of design strength parameters and to propose improved criteria for determination of design strength parameters. Laboratory tests were performed to compile the strength parameters and index properties of 100 soils. The compiled properties include gradation, Atterberg limits, maximum dry density and optimum water content, and internal friction angle. Analysis of the test results indicated that the current practice of assigning c=0 and phi=34 deg for Class-1 soils was indeed a conservative measure. To provide improved criteria for determination of the internal friction angle of soils without performing any shear tests, two statistical decision trees were established based on the index properties of the 100 soils. One decision tree was for soils with LL=35 and PI=6, and the other was for Class-1 soils. More data may be needed to validate or refine the decision trees for routine applications of the decision trees.
KW - Aggregate gradation
KW - Atterberg limits
KW - Backfill soils
KW - Coefficient of internal friction
KW - Design
KW - Dry density
KW - Internal friction
KW - Laboratory tests
KW - Moisture content
KW - Retaining walls
KW - Strength of materials
KW - Trees (Mathematics)
UR - http://ntl.bts.gov/lib/18000/18300/18379/PB2001108555.pdf
UR - https://trid.trb.org/view/690696
ER -
TY - JOUR
AN - 00815326
JO - Public Roads
PB - Federal Highway Administration
AU - Gray-Fisher, D M
AU - Federal Highway Administration
TI - IOWA'S APPROACH TO ENVIRONMENTAL STEWARDSHIP
PY - 2001/07
VL - 65
IS - 1
SP - p. 22-25
AB - The Iowa Department of Transportation (IDOT) is the state's largest public works agency. It is responsible for providing Iowa residents with a safe and reliable transportation system and for protecting and enhancing the state's environmental resources. IDOT's public service ethic is guided by a philosophical approach that encourages employees to provide a good transportation system as well as a healthy environment. However, some state residents and employees, as well as external customers of IDOT, find this approach somewhat frustrating and confusing. This article looks at the environmentally-friendly policy of the IDOT, and reports on a survey conducted of state residents to acquire a better sense of the public's perception of IDOT's environmental approach. The information gained from this survey will provide essential benchline data from which IDOT can build a focused, multiyear educational and communication plan.
KW - Employees
KW - Environmental policy
KW - Highway departments
KW - Highway transportation
KW - Iowa
KW - Iowa Department of Transportation
KW - Public opinion
KW - Public service
KW - Public works departments
KW - State departments of transportation
KW - Surveys
KW - Transportation policy
UR - http://www.fhwa.dot.gov/publications/publicroads/01julaug/iowasapproach.cfm
UR - https://trid.trb.org/view/692142
ER -
TY - JOUR
AN - 00815328
JO - Public Roads
PB - Federal Highway Administration
AU - Wood, D C
AU - Federal Highway Administration
TI - LEARNING FROM THE BIG DIG
PY - 2001/07
VL - 65
IS - 1
SP - p. 30-36
AB - The Central Artery/Tunnel Project (Boston, Massachusetts), also known as the "Big Dig", is providing many lessons for transport planners and engineers from all over the world. Designed to replace 7.5 miles of aging urban highway in the center of the city, the Big Dig has been compared in its extent and complexity to such engineering projects as the Panama Canal or the European Chunnel. Due to the innovative and unprecedented nature of the Big Dig, there has been broad interest in nearly every aspect of the project. To help facilitate the transfer of technology, the Federal Highway Administration has established the Innovations and Advancements Program to share knowledge gained from the Big Dig with the national and international transport communities. This article discusses some of the areas attracting the most interest among transportation professionals eager to benefit from lessons learned in the Big Dig project. These relate to tunnel jacking, slurry walls, immersed tubes, cable-stayed bridges, environmental mitigation, and partnering programs.
KW - Arterial highways
KW - Boston (Massachusetts)
KW - Central Artery/Tunnel Project
KW - Highway engineering
KW - Highway maintenance
KW - Highway operations
KW - Highway planning
KW - Highway transportation
KW - Road construction
KW - Tunnels
KW - U.S. Federal Highway Administration
KW - Urban highways
UR - http://www.fhwa.dot.gov/publications/publicroads/01julaug/bigdig.cfm
UR - https://trid.trb.org/view/692144
ER -
TY - JOUR
AN - 00815330
JO - Public Roads
PB - Federal Highway Administration
AU - Frye, C
AU - Federal Highway Administration
TI - INTERNATIONAL COOPERATION TO PREVENT COLLISIONS AT INTERSECTIONS
PY - 2001/07
VL - 65
IS - 1
SP - p. 41-46
AB - This article describes efforts by the U.S. and Japan to jointly engage in finding technology-based solutions to reduce the high incidence of traffic accidents at intersections. The U.S.-Japan Intelligent Transportation Systems (ITS) Joint Research Program, initiated in November 2000, allows transportation professionals from both countries to exchange information and discuss solutions being developed, evaluated, or implemented in either nation.
KW - Crash analysis
KW - Crash causes
KW - High risk locations
KW - Highway safety
KW - Highway transportation
KW - Intelligent transportation systems
KW - Intersections
KW - Japan
KW - Traffic crashes
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/01julaug/preventcollisions.cfm
UR - https://trid.trb.org/view/692146
ER -
TY - JOUR
AN - 00815325
JO - Public Roads
PB - Federal Highway Administration
AU - Curtis, D
AU - Federal Highway Administration
TI - QUICKZONE
PY - 2001/07
VL - 65
IS - 1
SP - p. 20-21
AB - It is a difficult process to determine the true cost of a road construction improvement project. There are "hard" costs, such as labor and materials, and there are "soft" costs, such as those to road users who experience travel delays as they negotiate their way through traffic work zones. A tool to help quantify delays and estimate user costs would benefit everyone affected by work zones, including highway officials, workers, and motorists. This article describes QuickZone, a recently released software package that estimates traveler delay due to work zones, and, by doing so, provides a more complete and realistic view of total construction costs. QuickZone is a key component of the Strategic Work-Zone Analysis Tools Program of the U.S. Federal Highway Administration (FHWA), and was developed by FHWA's Office of Research, Development, and Technology, and by Mitretek Systems.
KW - Construction management
KW - Cost estimating
KW - Cost finding
KW - Direct costs
KW - Highway transportation
KW - Indirect costs
KW - Project management
KW - QuickZone (Computer program)
KW - Road construction
KW - Software packages
KW - Types of costs
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/01julaug/quickzone.cfm
UR - https://trid.trb.org/view/692141
ER -
TY - JOUR
AN - 00815327
JO - Public Roads
PB - Federal Highway Administration
AU - Satterfield, C
AU - Federal Highway Administration
TI - MOVEABLE BARRIER SOLVES WORK-ZONE DILEMMA
PY - 2001/07
VL - 65
IS - 1
SP - p. 26-29
AB - The Illinois Department of Transportation (IDOT) District 4 was faced with a major challenge. The eastbound McClugage Bridge, which carries U.S. routes 24 and 150 over the Illinois River in Peoria, needed major rehabilitation, forcing the newer westbound span to carry 2-way traffic while the older bridge was repaired. Major traffic congestion problems were foreseen for commuters. To place both eastbound and westbound traffic on the adjacent newer structure would require a positive separation of traffic, which would provide a maximum of 3 lanes. To accommodate rush hour traffic needs (2 lanes in the direction of peak hour traffic and 1 lane in the opposite direction), a decision was made to use the QuickChange Moveable Barrier (QMB). This article describes the QMB system, IDOT's decisionmaking process, potential problems that were considered, and the largely successful result of using the QMB system to deal with the temporary bridge closure.
KW - Barriers (Roads)
KW - Bridge maintenance
KW - Highway bridges
KW - Highway operations
KW - Highway transportation
KW - Illinois
KW - Illinois Department of Transportation
KW - Maintenance equipment
KW - McClugage Bridge (Illinois)
KW - Temporary barriers
KW - Traffic control
KW - Traffic control devices
UR - http://www.fhwa.dot.gov/publications/publicroads/01julaug/workzone.cfm
UR - https://trid.trb.org/view/692143
ER -
TY - JOUR
AN - 00815329
JO - Public Roads
PB - Federal Highway Administration
AU - Botelho, F V
AU - Federal Highway Administration
TI - A LIGHT AT THE END OF THE TUNNEL
PY - 2001/07
VL - 65
IS - 1
SP - p. 37-40
AB - Although U.S. highway and transit tunnels have performed well and are safe, they are beginning to show their age. A recent report prepared by the Federal Transit Administration (FTA) rated the condition of 28% of transit underground structures as substandard or poor. To help ensure the proper preservation of the nation's tunnels, FHWA and FTA have joined together to develop a state-of-the-art tunnel management system (TMS), a process that will extend the service life and reduce the operating expenses of tunnels throughout the country. This article provides an overview of the TMS, and also describes an extensive set of guidelines currently being developed as an accompaniment to the TMS.
KW - Highway planning
KW - Highway transportation
KW - Infrastructure
KW - Maintenance of specific facilities
KW - Tunnel management systems
KW - Tunnels
KW - U.S. Federal Highway Administration
KW - U.S. Federal Transit Administration
KW - Underground structures
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/01julaug/lightattunnel.cfm
UR - https://trid.trb.org/view/692145
ER -
TY - JOUR
AN - 00815322
JO - Public Roads
PB - Federal Highway Administration
AU - Martin, C
AU - Federal Highway Administration
TI - HELP WANTED--MEETING THE NEED FOR TOMORROW'S TRANSPORTATION WORK FORCE
PY - 2001/07
VL - 65
IS - 1
SP - p. 2-12
AB - This article looks at the anticipated shortage in the U.S. of qualified transportation industry workers in the coming years as a result of the "baby boomer" generation beginning to retire and the concurrent growth of the combined transportation system. Various efforts by the Federal Highway Administration to address this problem by attracting and training new transportation construction and maintenance workers are discussed. Provisions of the Transportation Equity Act for the 21st Century and of the National Executive Potential Program aimed at transportation workforce development are also described.
KW - Baby boomer generation
KW - Highway transportation
KW - Occupations
KW - Transportation careers
KW - Transportation Equity Act for the 21st Century
KW - Transportation planning
KW - Transportation workers
KW - U.S. Federal Highway Administration
KW - United States
KW - Workforce development
UR - http://www.fhwa.dot.gov/publications/publicroads/01julaug/helpwanted.cfm
UR - https://trid.trb.org/view/692138
ER -
TY - JOUR
AN - 00815324
JO - Public Roads
PB - Federal Highway Administration
AU - Smith, D
AU - Federal Highway Administration
TI - THE MILLENNIUM MANUAL MATTERS
PY - 2001/07
VL - 65
IS - 1
SP - p. 17-19
AB - One of the missions of the Federal Highway Administration (FHWA) is to increase the uniformity, safety, and efficiency of traffic operations on U.S. highways, roads, and streets. By adopting standards for traffic control devices, FHWA ensures that all signs, signals, pavement markings, and other traffic control devices follow the same basic rules anywhere in the U.S. Not only do highway engineers use the Manual for Uniform Traffic Control Devices (MUTCD) in their daily operations, so do many businesses, industries, and other entities that focus on the needs of the highway community. This article describes the 2000 Millennium Edition of MUTCD, a recently released and significantly updated version of the classic manual developed by the National Committee on Uniform Traffic Control Devices and published by FHWA. Results of recent highway research and cutting-edge technological advances are covered in the 2000 Millennium Edition of MUTCD.
KW - Highway engineering
KW - Highway operations
KW - Highway safety
KW - Highway transportation
KW - Manual on Uniform Traffic Control Devices
KW - Manuals
KW - National Committee on Uniform Traffic Control Devices
KW - Road markings
KW - Standards
KW - Traffic control
KW - Traffic control devices
KW - Traffic signs
KW - U.S. Federal Highway Administration
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/01julaug/millennium.cfm
UR - https://trid.trb.org/view/692140
ER -
TY - JOUR
AN - 00815323
JO - Public Roads
PB - Federal Highway Administration
AU - Payne, I D
AU - Porter, L C
AU - Crye, L
AU - Federal Highway Administration
TI - THE DWIGHT DAVID EISENHOWER TRANSPORTATION FELLOWSHIP PROGRAM: PREPARING FOR THE FUTURE OF TRANSPORTATION
PY - 2001/07
VL - 65
IS - 1
SP - p. 13-16
AB - In the last 50 years, the transportation field has been altered by rapidly advancing technology, broad organizational changes, and globalization. Each of these developments presents challenges that only a well-educated, multidisciplinary workforce can meet. Continuing education and training are crucial for current and future transportation professionals who will need to respond to an even more complex, dynamic environment. This article describes the Dwight David Eisenhower Transportation Fellowship Program (DDETFP), which is intended to serve as a catalyst for research, training, technology transfer, and enhancement of the abilities of professionals in industry and academia. DDETFP is administered by the National Highway Institute for the U.S. Department of Transportation, and awards annually in 6 fellowship categories to undergraduate/graduate students and selected faculty. To date, about 2,000 fellowships worth $20 million have been awarded.
KW - Dwight David Eisenhower Transportation Fellowship Program
KW - Educational services
KW - Fellowship programs
KW - National Highway Institute
KW - Research and educational facilities
KW - Training programs
KW - Transportation careers
KW - Transportation Equity Act for the 21st Century
KW - U.S. Department of Transportation
KW - United States
KW - Workforce development
UR - http://www.fhwa.dot.gov/publications/publicroads/01julaug/dwightprogram.cfm
UR - https://trid.trb.org/view/692139
ER -
TY - RPRT
AN - 00815858
AU - Sobanjo, John O
AU - Thompson, P D
AU - Florida State University, Tallahassee
AU - Paul D. Thompson, Consultant
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF AGENCY MAINTENANCE, REPAIR & REHABILITATION (MR&R) COST DATA FOR FLORIDA'S BRIDGE MANAGEMENT SYSTEM
PY - 2001/07
SP - 301 p.
AB - The objective of this research was to develop agency cost models and deterioration models for Florida's implementation of the AASHTOWare Pontis (registered trademark) Bridge Management System. The two-year study analyzed three existing information systems on maintenance and construction history, and supplemented these with the judgment of a panel of experts from the districts and head office. The results were delivered in electronic form for import into the Pontis database. The expert panel proved essential to the completion of the study. Although the panel found the computerized data to be useful for 70% of the actions considered, only 50% of them had a statistically significant sample, and only 15% were usable directly from a statistical analysis. The main issues concerning usability of the automated data were differences in data collection units, and differences or uncertainties in the scope of recorded actions. The report includes recommendations for improvements in the automated systems to enhance the usability of the data in future updates of the agency cost model. Like most state departments of transportation, the Florida Department of Transportation lacked historical data for development of Pontis transition probabilities. Therefore, an expert elicitation process was used. A panel of district and head office engineers was asked a series of structured questions about deterioration, and their answers were converted to transition probabilities using a statistical process recommended in the Pontis Technical Manual.
KW - Automatic data collection systems
KW - Bridge management systems
KW - Costs
KW - Deterioration
KW - Expert evidence
KW - Florida
KW - Improvements
KW - Maintenance
KW - Mathematical models
KW - Pontis (Computer program)
KW - Rehabilitation (Maintenance)
KW - Repairing
KW - Statistical analysis
KW - Transition probabilities
UR - http://www.pdth.com/images/fdotagcy.pdf
UR - https://trid.trb.org/view/690539
ER -
TY - SER
AN - 00815791
JO - HSIS Summary Report
PB - Federal Highway Administration
AU - Federal Highway Administration
TI - A REVIEW OF THE IMPACTS OF THE TOWAWAY REPORTING THRESHOLD ON A HIGHWAY SAFETY PROGRAM
PY - 2001/07
SP - 6 p.
AB - This study reviewed the potential impacts of a towaway reporting threshold (where at least one vehicle is disabled to the extent it must be towed from the scene) on the North Carolina Highway Safety Improvement Program (HSIP) listings and on the locations and types of crash patterns identified on collision diagrams by field engineers. Results showed that there would be significant shuffling of HSIP listings that North Carolina uses to identify, investigate, and treat potentially hazardous locations on the highway system. The results of the crash-pattern analysis indicate that a towaway crash report threshold would make it more difficult for a group of engineers to identify crash patterns and therefore less likely to recommend improvements to certain sites with serious problems.
KW - Crash locations
KW - Crash reports
KW - Crash types
KW - High risk locations
KW - Impact studies
KW - Safety programs
KW - Towaway reporting threshold
UR - http://www.hsisinfo.org/pdf/01-114.pdf
UR - https://trid.trb.org/view/692506
ER -
TY - RPRT
AN - 00814152
AU - Alampalli, S
AU - Kunin, J
AU - New York State Department of Transportation
AU - Federal Highway Administration
TI - LOAD TESTING OF AN FRP BRIDGE DECK ON A TRUSS BRIDGE
PY - 2001/07
SP - 32 p.
AB - New York State has installed a Fiber Reinforced Polymer (FRP) bridge deck as an experimental project. The goal of the project was to improve the load rating of a 60-yr-old truss bridge located in Wellsburg, New York. The FRP deck weighs approximately 80% less than the deteriorated concrete bridge deck it replaced. Reducing the dead load increased the allowable live load capacity of the bridge without significant repair work to the existing superstructure, thus lengthening its service life. Load testing was conducted after installation of the FRP deck to study the conservativeness of the design, ascertain the assumptions made on composite action between the deck and the superstructure, and examine the effectiveness of joints in load transfer. The results indicate that the design was conservative. The design assumed no composite action between the deck and the superstructure, and the experimental data confirms that assumption. Peak strains under the test loads were only a very small fraction of the ultimate strength of the FRP deck. The study also shows that the joints are only partially effective in load transfer between panels.
KW - Bearing capacity
KW - Bridge decks
KW - Bridge design
KW - Fiber reinforced plastics
KW - Joints (Engineering)
KW - Live loads
KW - Load factor
KW - Load tests
KW - Load transfer
KW - Rehabilitation (Maintenance)
KW - Service life
KW - Truss bridges
KW - Wellsburg (New York)
UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/sr137.pdf
UR - http://ntl.bts.gov/lib/18000/18200/18204/PB2001107426.pdf
UR - https://trid.trb.org/view/681539
ER -
TY - RPRT
AN - 00812575
AU - Boaze, P M
AU - Wiggins, B
AU - Fish and Wildlife Associates, Incorporated
AU - Tennessee Department of Transportation
AU - Federal Highway Administration
TI - ENVIRONMENTAL CONCERNS, PROBLEMS, AND SOLUTIONS ASSOCIATED WITH THE CONSTRUCTION OF US 23 (FUTURE I-26), UNICOI COUNTY, TN
PY - 2001/07
SP - 119 p.
AB - The construction of US 23 (Future I-26) in Unicoi County, Tennessee was one of the largest and most environmentally sensitive projects ever undertaken by the Tennessee Department of Transportation (TDOT). Located in eastern Tennessee, this road was a major upgrade of the highway system between Johnson City, Tennessee and Asheville, North Carolina. The very steep mountainous terrain coupled with the presence of trout streams, black bear refuge areas, and pyritic rock formations presented some formidable challenges to the construction of a four lane highway. The objective of this study was to review the environmental history of the construction of US 23 and to evaluate the environmental protection and monitoring from planning through construction. The study reviewed all environmental documents which included DEIS, EIS, 404 permits, 401 permits, construction and erosion designs, field reports from TDOT engineers, NOVs and NOCs from other agencies, lawsuits, results of biological and water quality monitoring, pyritic rock encapsulation reports, bear migration studies, stream restoration efforts, erosion control and mitigation efforts. This project was the first to institute environmental monitoring for impacts to the entire watershed. Only minor problems resulting from the construction were found. Biological and water quality monitoring showed few impacts during construction and no long term impacts. Recommendations from both the resource agencies and the environmental consultants indicated a need for baseline monitoring at least one full year prior to construction in order to establish a data base of existing conditions and seasonal variability. The parameters for required monitoring need to be set prior to commencement of construction. This would include permanent sampling stations, sampling protocols, and frequency. Planning and design greatly underestimated the magnitude of the precipitation and the velocity of runoff encountered in the steep mountainous terrain of the Appalachians. All agencies, including TDOT, recommended better planning and design for future projects. One of the most significant changes to come out of the US 23 project was the decision to fund four regional environmental coordinator positions. A number of innovative techniques and procedures were used to address environmental problems that arose during the road construction.
KW - Appalachian Mountains
KW - Environmental impact analysis
KW - Environmental impact statements
KW - Environmental impacts
KW - Environmental protection
KW - Erosion control
KW - Future
KW - History
KW - Innovation
KW - Monitoring
KW - Mountains
KW - Permits
KW - Problem solving
KW - Rainfall
KW - Recommendations
KW - Restoration ecology
KW - Road construction
KW - Runoff
KW - Unicoi County (Tennessee)
KW - Water quality
KW - Watersheds
UR - https://trid.trb.org/view/680642
ER -
TY - RPRT
AN - 01505823
AU - Lee, K Wayne
AU - Huston, Milton T
AU - Davis, Jeffrey
AU - Vajjhalla, Sekhar
AU - University of Rhode Island, Kingston
AU - New England Transportation Consortium
AU - Federal Highway Administration
TI - Structural Analysis of New England Subbase Materials and Structures
PY - 2001/06/30/Final Report
SP - 169p
AB - Properties of subbase materials used in New England have been compiled and a diversity of materials and practices has been cataloged. Most New England states have specifications for reclaimed materials, but Connecticut and Massachusetts are the only states routinely using reclaimed materials in the construction of the subbase layer. Connecticut allows stockpiles of reclaimed materials maintained at inspected private sites and blended there to meet specifications. Massachusetts specifies full depth in place milling of the entire pavement structure down to the subgrade, and the addition of virgin materials may be required to meet specifications. The resilient modulus of subbase materials (EsB) had been selected as the primary parameter for structural analysis of New England subbase materials, and the AASHTO T292-9 1 procedure had initially been used. However, the AASHTO TP46-94 procedure was finally selected to determine moduli of subbase materials with and without reclaimed asphalt pavement (RAP), since it uses larger specimens (150 mm dia. x 300 mm ht.) which represent the field samples better, a servo-hydraulic actuator, and more appropriate equipment configuration including LVDT location which leads less testing error. Virgin aggregate and reclaimed subbase materials provided by the participating state transportation agencies had been tested. Fundamental properties, coefficients of permeability, resilient moduli and layer coefficients for ten subbase materials have been determined in the present study. In addition, milled asphalt pavements have been blended for optimization of layer coefficient. All blends have coefficients better than the virgin aggregates. Based on results of the study, procedures for State agencies to develop optimum properties have been recommended.
KW - Aggregates
KW - Connecticut
KW - Flexible pavements
KW - Massachusetts
KW - Modulus of resilience
KW - New England
KW - Permeability
KW - Reclaimed asphalt pavements
KW - Structural analysis
KW - Subbase (Pavements)
UR - http://www.uvm.edu/~transctr/pdf/netc/netcr26_94-1.pdf
UR - https://trid.trb.org/view/1287039
ER -
TY - RPRT
AN - 00969809
AU - Hopkins, T C
AU - Beckham, T L
AU - Sun, C
AU - Ni, B
AU - Butcher, B
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - HIGHWAY ROCK SLOPE MANAGEMENT PROGRAM
PY - 2001/06/30
SP - 78 p.
AB - Development of a comprehensive geotechnical database for risk management of highway rock slope problems is described. Computer software selected to program the client/server application in Windows' environment, components and structure of the geotechnical database, and some of the primary factors considered in constructing the database are discussed. In the establishment of a large database that will be used widely, it is extremely important to select development software that will allow simultaneous use of the database by numerous users. Major integrated components of the database include rock slope, landslide, and soil and rock engineering data. This report mainly focuses on the rock slope component. The rock slope database program provides procedures for gathering field data and rating the hazardous conditions of rock slopes. Secondary components of the database include statistical analyzers and engineering applications for performing "on-line" analysis of data, developing correlations between different soil parameters, and performing engineering analysis and designs. Procedures for entering historical soil and rock engineering data have been developed and programmed. Methods for "capturing" geotechnical data in a "real-time" mode, which will allow the storage of geotechnical data as it is generated, are currently being programmed. Issues concerning database security, engineering units, and storing and displaying maps, graphics, and photographs are discussed. The database contains procedures for dynamically overlaying the locations of landslides, rock slopes, and borings onto embedded roadway and digitized geological maps. Latitudes and longitudes of rock slopes and landslides were determined using Global Positioning System equipment (sub-meter accuracy). Strategies and illustrations of graphical user interfaces for data entry and retrieval are discussed. About 2086, potentially hazardous, rock slopes were rated numerically using the Rock Fall Hazard Rating system developed by the Oregon Department of Transportation and sponsored by the Federal Highway Administration. A priority list of hazardous rock slopes can be generated rapidly.
KW - Databases
KW - Digital maps
KW - Engineering geology
KW - Geotechnical engineering
KW - Global Positioning System
KW - Graphical user interfaces
KW - Hazard analysis
KW - Kentucky
KW - Landslides
KW - Real time data processing
KW - Risk management
KW - Rock fall hazard rating system
KW - Rock slopes
KW - Software
UR - http://www.ktc.uky.edu/files/2012/06/KTC_03_06_SPR_177_98_1F.pdf
UR - https://trid.trb.org/view/680752
ER -
TY - ABST
AN - 01458658
TI - Identification of Alternate Methodologies for Collecting Pedestrian Exposure and Crash Data
AB - No summary provided.
KW - Alternatives analysis
KW - Crash injuries
KW - Data collection
KW - Identification systems
KW - Pedestrian-vehicle crashes
KW - Pedestrians
KW - Research projects
UR - https://trid.trb.org/view/1226869
ER -
TY - RPRT
AN - 00816445
AU - Memari, A M
AU - Harris, H G
AU - Hamid, A A
AU - Scanlon, A
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - SEISMIC COLUMN REINFORCEMENT STUDY. VOLUME I (CHAPTERS 1-6)
PY - 2001/06/12
SP - 322 p.
AB - The interest for this study stemmed from the fact that some of the reinforcement detailing in existing reinforced concrete bridge columns do not satisfy the seismic provisions of recent editions of AASHTO (1992 and 1996) because of the changes that took place in such requirements from the previous editions. The objective of this study was to determine the implications of recent changes in AASHTO with respect to the question of the need for any seismic retrofit of the existing bridge inventory in Pennsylvania. Seven bridges were selected as prototype bridges with a variety of pier and column types including circular and rectangular columns, hammerhead piers, wall piers, and double, triple, and five-column bents. The conditions of the selected bridges were evaluated based on visiting the sites, checking reinforcement details, performing elastic finite element analysis of the bridges using the SEISAB computer program, performing static nonlinear pushover analysis of selected bents, and conducting a comprehensive literature review of available test results on columns with deficient detailing. The elastic analysis results showed that some columns were overstressed for earthquake ground acceleration input of 0.15g if a response modification factor (R-factor) of 1.0 is used. Based on the pushover analysis results, displacement ductility factors and corresponding R-factors of larger than 1.0 were estimated. The study has determined that if splice lengths at potential plastic hinge areas are sufficient based on the current AASHTO requirements, then the existing transverse reinforcement, i.e., #4 at 12 in., is not critical with respect to the need for seismic retrofit considering the AASHTO prescribed ground accelerations in Pennsylvania.
KW - American Association of State Highway and Transportation Officials
KW - Bents
KW - Bridge piers
KW - Bridges
KW - Columns
KW - Computer programs
KW - Earthquake resistant design
KW - Elastic analysis
KW - Finite element method
KW - Literature reviews
KW - Pennsylvania
KW - Reinforced concrete
KW - Retrofitting
UR - https://trid.trb.org/view/690747
ER -
TY - ABST
AN - 01459502
TI - Recommended Unit Conversions and Updates of the AASHTO Model Drainage Manual and Highway Drainage Guidelines
AB - The objectives of this research are to: (1) update the 1999 Metric Editions of the AASHTP Highway Drainage Guidelines (HDG) and the AASHTP Model Drainage Manual (MDM) so as to incorporate NCHRP- provided corrections and additions; (2) convert the updated HDG to dual units; and (3) prepare a companion MDM in customary U.S. units.
KW - Drainage
KW - Guidelines
KW - Highways
KW - Hydraulics
KW - Manuals
KW - National Cooperative Highway Research Program
KW - Research projects
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=403
UR - https://trid.trb.org/view/1227715
ER -
TY - ABST
AN - 01459475
TI - RESEARCH ON RIGID PAVEMENT ANALYSIS
AB - No summary provided.
KW - Pavement design
KW - Pavement distress
KW - Pavement maintenance
KW - Pavement management systems
KW - Pavement performance
KW - Pavements
KW - Research projects
KW - Rigid pavements
UR - https://trid.trb.org/view/1227688
ER -
TY - ABST
AN - 01460935
TI - Seismic Instrumentation of the Kealakaha Stream Bridge
AB - The existing bridge over the Kealakaha Stream on the Island of Hawaii is scheduled for replacement. The new bridge will be a prestressed concrete structure spanning approximately 600 feet, and designed to withstand all anticipated loads, including earthquake ground shaking. Because of the bridge's location on the seismically active island of Hawaii, it represents an ideal opportunity for the first seismic instrumentation of a major bridge structure in the State of Hawaii. Earthquakes in the future will be monitored to study the response on the structure and compare the response with the analytical model used to design the bridge. In addition to seismic monitoring, the instrumentation will provide feedback on the dynamic properties of the structure under ambient traffic load. This information will be used to evaluate changes in the structural response with time so as to identify potential deterioration of the structure. The project will include: 1) coordinating with the design consultant of the bridge for the instrument installation; 2) procure and install the instruments in the new construction; 3) test the concrete properties of the new bridge; 4) monitor and maintain the instruments; 5) monitor ambient traffic; 6) process all data collected during an earthquake event; and 7) prepare final technical report at the completion of the study.
KW - Bridge design
KW - Bridges
KW - Concrete structures
KW - Earthquake resistant structures
KW - Hawaii
KW - Prestressed concrete
KW - Research projects
KW - Seismic prospecting
UR - https://trid.trb.org/view/1229153
ER -
TY - RPRT
AN - 01104395
AU - Mason, John M
AU - Donnell, Eric T
AU - Harwood, Douglas W
AU - Bauer, Karin M
AU - Sada, John M
AU - Pietrucha, Martin T
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - Median Safety Study (Interstates and Expressways). Appendices, Volume 2. University-Based Research Education and Technology Transfer
PY - 2001/06/01
SP - 66p
AB - According to the Pennsylvania Department of Transportation's (PENNDOT's) current median barrier guidelines, barrier is not warranted if the median width exceeds tens meters or the average daily traffic is less than 20,000 vehicles, unless there is a significant history of cross median crashes. Over the last five year (1994-1998), there have been 267 cross-median collisions (constituting 55 deaths) on Pennsylvania Interstates and expressways. Research was needed to evaluate median safety in Pennsylvania including the relationship between cross-median collisions and median widths on Interstates and expressways.
KW - Crashes
KW - Crossovers
KW - Frontal crashes
KW - Highway design
KW - Median barriers
KW - Median openings
KW - Medians
KW - Pennsylvania
KW - Traffic safety
UR - http://ntl.bts.gov/lib/18000/18400/18407/PB2001108748.pdf
UR - https://trid.trb.org/view/863564
ER -
TY - RPRT
AN - 00814154
AU - Mason, J M
AU - Donnell, E T
AU - Harwood, D W
AU - Bauer, K M
AU - Sada, J M
AU - Pietrucha, M T
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - MEDIAN SAFETY STUDY (INTERSTATES AND EXPRESSWAYS)
PY - 2001/06/01
SP - 101 p.
AB - According to the Pennsylvania Department of Transportation's (PennDOT's) current median barrier guidelines, barrier is not warranted if the median width exceeds 10 m or the average daily traffic is less than 20,000 vehicles, unless there is a significant history of cross median collisions (CMC). Over the last 5 years (1994-1998), there have been 267 CMC (constituting 55 deaths) on Pennsylvania Interstates and expressways. Research was needed to evaluate median safety in Pennsylvania, including the relationship between CMC and median widths on Interstates and expressways. The findings indicate that CMC are rare events on Pennsylvania Interstates and expressways. Despite the low frequency of CMC, they are an important safety concern because, when such crashes occur, they are very severe events. Approximately 15% of CMC involve fatalities and another 72% involve nonfatal injuries. By contrast, all crashes on the same segments involve only 1% fatalities and 52% nonfatal injuries. PennDOT should continue to determine median barrier warrants based on their current policy until a more extensive evaluation of crashes involving collisions with median barriers can be completed. In addition, PennDOT should evaluate the need to install median barriers in wider medians. PennDOT should establish a monitoring program to identify the median-related crashes on particular segments or routes. Lastly, PennDOT should consider revisions to its roadway inventory database to make it easier to use in evaluating median-related crashes. This report is presented in two volumes. This is Volume I, the final report. Volume II contains the appendices.
KW - Average daily traffic
KW - Crashes
KW - Cross median accidents
KW - Databases
KW - Expressways
KW - Fatalities
KW - Injuries
KW - Interstate highways
KW - Median barriers
KW - Medians
KW - Monitoring
KW - Pennsylvania
KW - Policy
KW - Revisions
KW - Warrants (Traffic control devices)
KW - Width
UR - https://trid.trb.org/view/681542
ER -
TY - RPRT
AN - 01160533
AU - Balaguru, P N
AU - Bhatt, Dharm
AU - Nazier, Mohamed
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
AU - Research and Innovative Technology Administration
TI - Evaluation of SHRP Equipment (Non-Destructive Evaluation of Structures)
PY - 2001/06//Final Report
SP - 100p
AB - Non-destructive evaluation of the condition of structures and possible solutions to improve the life of structures are being researched by a number of investigators. The results presented in this report focus on the performance of two instruments that are useful for rapid evaluation of the existing structures. The two instruments were developed as part of the Strategic Highway Research Program (SHRP) and have potential for widespread use in the Transportation Infrastructure field. The Air Permeability Meter forces air in a pre-vacuumed concrete to estimate the permeability. The Corrosion Meter measures the corrosion potential and corrosion rate. For air permeability, tests were conducted on a new concrete surface, rough concrete, a newly painted surface and an old painted surface. A large number of readings were taken using two operators. The Corrosion Meter was used to measure corrosion rate and corrosion potential on instrumented bridges. The results were analyzed using statistical methods. The results and the analysis indicate that both instruments provide repeatable results. The evaluation form, which provides answers to specific questions, is presented in appendix A.
KW - Bridge decks
KW - Concrete structures
KW - Corrosion
KW - Gas permeability (Concrete)
KW - Measuring instruments
KW - Nondestructive tests
KW - Reinforced concrete bridges
KW - Repeatability
KW - Statistical analysis
KW - Strategic Highway Research Program
KW - Transportation infrastructure
UR - http://cait.rutgers.edu/files/FHWA-NJ-2001-012.pdf
UR - https://trid.trb.org/view/920669
ER -
TY - RPRT
AN - 01105033
AU - Federal Highway Administration
TI - Toll Facilities in the United States: Bridges - Roads - Tunnels - Ferries. June 2001
PY - 2001/06
SP - 9p
AB - This report presents a history, and the current policy, of toll roads in the United States as of January 1, 2001. It covers state legislative provisions, federal legislative provisions, the federal value pricing pilot program, and tolls in the twenty first century.
KW - Automated toll collection
KW - History
KW - Legislation
KW - Policy
KW - Road pricing
KW - Toll bridges
KW - Toll facilities
KW - Toll roads
KW - Toll tunnels
KW - United States
UR - http://ntl.bts.gov/lib/8000/8300/8349/tollhist.pdf
UR - https://trid.trb.org/view/863924
ER -
TY - RPRT
AN - 01103217
AU - Kleymeyer, John E
AU - John E Kleymeyer and Associates
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Impact of By-Pass Highways to Ohio Communitites under 35,000 Population
PY - 2001/06//Final Report
SP - 64p
AB - A complete bibliographic search and review of all publications on the topic of 'By-pass Highways' was performed; comparisons of (11) cities in Ohio, some with a by-pass, and some without, were made through on-site visits; and data from the Census of Business, U.S. Census Bureau, Department of Commerce, was gathered for these cities. The analysis determined that by-pass highways do not negatively effect total retail sales of a community, and while a direct causal effect cannot definitely be stated, the evidence suggests that the construction of a by-pass highway may be a positive variable in sales increases. At the same time, the evidence is that the by-pass highway may be a factor in the dislocation of gasoline service stations.
KW - Benefit cost analysis
KW - Bypasses
KW - Economic impacts
KW - Highway facilities
KW - Impacts
KW - Ohio
KW - Planning and design
KW - Relocation (Facilities)
KW - Statistical analysis
UR - http://ntl.bts.gov/lib/18000/18300/18382/PB2001108575.pdf
UR - https://trid.trb.org/view/860424
ER -
TY - RPRT
AN - 01103177
AU - Federal Highway Administration
AU - Environmental Protection Agency
TI - Integrated Transportation and Land Use Forecasting: Sensitivity Tests of Alternative Model Systems Configuration
PY - 2001/06
SP - 126p
AB - For nearly half a century transportation planners have been making use of increasingly complex computer models for forecasting the consequences of construction of, and modifications to, transportation systems. For most of that time, and in the majority of instances, the inputs, especially the employment, household, and land use inputs, to their forecasting models have been considered only as an afterthought. This study examines the alternative configurations which are currently and readily available to allow integrated transportation and land use forecasting. The authors demonstrate that that such forecasts can be implemented in regional planning agencies, MPO's, in various sizes of region. The authors then go on to demonstrate the effects of alternative model system configurations, and provide some guidelines which will allow an agency's technical staff to make informed decisions as to how to modify their own transportation and land use modeling processes in order to produce more reliable forecasts and policy evaluations.
KW - Guidelines
KW - Land use planning
KW - Mathematical analysis
KW - Metropolitan areas
KW - Planning by facility or land use
KW - Sensitivity analysis
KW - Traffic forecasting
KW - Transportation planning
UR - http://ntl.bts.gov/lib/18000/18300/18370/PB2001108460.pdf
UR - https://trid.trb.org/view/860540
ER -
TY - RPRT
AN - 01074124
AU - Federal Highway Administration
TI - South and east beltways, Lincoln : environmental impact statement
PY - 2001/06//Volumes held: Draft, Final
KW - Environmental impact statements
UR - https://trid.trb.org/view/833518
ER -
TY - RPRT
AN - 01062327
AU - Federal Highway Administration
TI - Paseo del Volcan Corridor, acquisition of right-of-way and construction of Roadway, from the intersection of I-40 to intersection of NM-44 near Bernalillo : environmental impact statement
PY - 2001/06//Volumes held: Draft(2v), Final
KW - Environmental impact statements
KW - New Mexico
UR - https://trid.trb.org/view/821824
ER -
TY - RPRT
AN - 01062316
AU - Federal Highway Administration
TI - Routes 120 and 22/Exits 2 and 3 on I-684, Town of North Castle, Westchester County : environmental impact statement
PY - 2001/06//Volumes held: Draft(6v) (v.5 is fol), Supplement to the draft(8v), Supplement to the draft1C, Supplement to the draft1F(fol), Supplement to the draft7(A(fol)-E) (Dsupv.5 is fol), Fv.1,Fv.1C,Fv.1F(folio),Fv.6
KW - Environmental impact statements
KW - New York (State)
UR - https://trid.trb.org/view/821813
ER -
TY - RPRT
AN - 00986419
AU - Fisher, J W
AU - Kaufmann, E J
AU - Wright, W
AU - Xi, Zhuo
AU - Tjiang, H
AU - Sivakumar, B
AU - Edberg, W
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - HOAN BRIDGE FORENSIC INVESTIGATION FAILURE ANALYSIS FINAL REPORT
PY - 2001/06
SP - 103 p.
AB - The Hoan Bridge (also know as the Milwaukee Harbor Bridge), opened to traffic in 1974, is located on interstate highway I-794 over the Milwaukee River in the city of Milwaukee, Wisconsin. I-794 is a major commuter route carrying 6 lanes of traffic to and from the city. Eighteen of the bridge spans are steel plate girder spans; the main unit is a three span tied arch crossing the river. On December 13, 2000, cracks were detected in the steel girders supporting one of the southern approach spans. Two of the three girders had full depth fractures, leaving the span near collapse. The entire roadway, both northbound and southbound, was immediately closed to traffic. On December 28, the most critically damaged section of the northbound roadway was removed by explosive demolition. The southbound roadway was re-opened to two way traffic on February 17, 2001, with weight and speed restrictions on bridge traffic. This report summarizes the results of the failure analysis and forensic investigation that was carried out on the three cracked girders from the Hoan Bridge. Valuable insight was also provided by examining cracked surfaces from two other cracked girder webs in the Hoan Bridge Structure. One was from northbound Unit S2A at Panel Point 9 of Girder D. The second was removed from southbound unit S2B at Panel Point 26 of Girder B. These latter crack surfaces were removed during the inspection and retrofit of southbound unit S2B and northbound unit S2A.
KW - Bridges
KW - Cracking
KW - Demolition
KW - Explosions
KW - Failure analysis
KW - Forensic science
KW - Girder bridges
KW - Hoan Bridge (Wisconsin)
KW - Maintenance
KW - Milwaukee (Wisconsin)
KW - Rehabilitation (Maintenance)
KW - Steel plates
UR - http://www.fhwa.dot.gov/publications/focus/01dec/milwaukee_bridge.cfm
UR - https://trid.trb.org/view/748114
ER -
TY - RPRT
AN - 00980000
AU - Szary, P J
AU - Maher, A
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - PEM FUEL CELL INTEGRATION WITH A HYDROGEN GENERATOR ON A BENCH
PY - 2001/06
SP - 43 p.
AB - The main intent of this project was to bench test a next generation Proton Exchange Membrane (PEM) fuel cell system with a Hydrogen on Demand Fuel Source. This system will require the following elements to run: a fuel cell stack, a fuel source, a humidifier, a compressor and motor, an electronic controller, a cooling pump and motor(s), a pressure transducer, a hydrogen shut-off valve, a hydrogen purge valve(s), a tank for hydrogen waste storage, and a tank and apparatus for the hydrogen generation. A previous version of the fuel cell system has been demonstrated for numerous uses and its application need not be discussed here. Instead, the intent of this project was to demonstrate the improvements of the next generation of fuel cell system by bench-testing it and comparing it to the previous version.
KW - Bench testing
KW - Development
KW - Fuel cells
KW - Hydrogen fuels
KW - Hydrogen storage
KW - Proton exchange membrane
KW - Research
UR - http://cait.rutgers.edu/files/FHWA-NJ-2001-034.pdf
UR - https://trid.trb.org/view/740776
ER -
TY - RPRT
AN - 00979998
AU - Szary, P J
AU - Maher, A
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - NEW JERSEY FUEL CELL HYBRID ELECTRIC VEHICLE (NEW JERSEY GENESIS)
PY - 2001/06
SP - 133 p.
AB - The intent of this project was the retrofit of a donated aluminum Ford Mercury Sable with an electric drive train, fuel cell power system, advanced battery pack, and a hydrogen generator to do a preliminary demonstration of the technology. Currently there are several high profile electric vehicles and hybrids now commercially available through numerous automotive manufacturers. Many of these manufacturers are now evaluating hydrogen as a source of fuel to power future vehicles. The mechanism to process the hydrogen into a usable form of energy for these mobile applications is the fuel cell. The New Jersey Department of Transportation (NJDOT) has contracted with the Center for Advanced Infrastructure and Transportation (CAIT) at Rutgers University to conduct an advanced clean vehicle development program known as the New Jersey Fuel Cell Hybrid Electric Vehicle (New Jersey Genesis) Project. The program is a multi-party partnership of governmental, private, and academic institutions in the state of New Jersey collectively known as Team New Jersey. The New Jersey team is engaged currently in the development of a prototype vehicle incorporating an advanced fuel cell and using a novel method of hydrogen storage. Hydrogen will be generated, stored, and transported in the form of a 20% solution of sodium borohydride in water. In the vehicle, the sodium borohydride solution will be passed over a catalyst to generate gaseous hydrogen. The hydrogen gas in then cooled, dried, and used to power the fuel cell. Since the hydrogen is produced on-board only a small amount of hydrogen gas will be present in the vehicle at any given time between the catalyst reactor and the fuel cell, thus reducing storage problems. There are many important issues still to be resolved and refined, thus this work should be considered a preliminary study. As such, this vehicle has little chance of being used as the final prototype for a practical vehicle. An unusable rear seat and little trunk space would not be user acceptable. Thus, more engineering is necessary. At the time this report was written, at the end of 1.5 years of development work, a fully functional integrated system had not yet been demonstrated.
KW - Development
KW - Electric vehicles
KW - Fuel cells
KW - Hybrid automobiles
KW - Hydrogen fuels
KW - Hydrogen storage
KW - Prototypes
KW - Public private partnerships
KW - Research
KW - Sodium borohydride
UR - http://cait.rutgers.edu/files/FHWA-NJ-2001-001.pdf
UR - https://trid.trb.org/view/740774
ER -
TY - RPRT
AN - 00815738
AU - Eighmy, T T
AU - Cook, R A
AU - Coviello, A
AU - Spear, JCM
AU - Hover, K C
AU - University of New Hampshire, Durham
AU - Federal Highway Administration
TI - A PREDICTIVE APPROACH FOR LONG-TERM PERFORMANCE OF RECYCLED MATERIALS USING ACCELERATED AGING, VOLUME 1: MAIN REPORT
PY - 2001/06
SP - 423 p.
AB - Use of recycled materials in a proposed highway application frequently requires the assessment of physical and environmental performance. Future behavior is often difficult to predict. As an alternative to field demonstrations, there is a need to develop strategies to predict long-term physical and environmental performance. Accelerated aging is one means of exploring the long-term physical and environmental performance of recycled materials in a highway. Coal fly ash (CFA) use in portland cement concrete (PCC) was selected as a model system to develop an accelerated aging approach. Three types of accelerated aging were chosen for this project: Arrhenius aging (AA), cyclic loading (CL), and freeze-thaw exposure (FT). This approach, incorporated in an experimental design, allowed a systematic exploration of the separate effects and combined interactions of both developmental and degradative accelerated aging variables. A slab from U.S. Route 20 in northwest Iowa was used as both the basis for the concrete mixes and as a field verification site. The aging protocol impacted both physical and chemical properties of the prism monoliths. Generally speaking, the main effects were more important than the interactive effects, which was unexpected. It took about 9 months of elapsed time to age specimens to an equivalent age of up to 4 years. The equivalent ages matched well with the time frame seen in the field in Iowa for the onset of early distress and also matched well the chronological age of the field pavement. AA significantly reduced the compressive strength of the concrete, possibly indicating the onset of a deleterious reaction in the mix. CL affected the microcracking in the concrete. All aging variables affected the fine pore structure of the concrete. CL affected the Ca diffusional leaching from the monoliths. Logically, there appears to be a linkage between strength loss, microcracking, and leaching behavior of a major matrix constituent in the concrete (notably Ca). Most response variables from the aged laboratory prisms and the field samples were similar, suggesting that the method did a reasonable job of producing a laboratory pavement of similar age and distress to the field pavement. Certain field aging phenomena (microcracking from unknown sources, road salting, and carbonation) could not be recreated in the laboratory specimens.
KW - Accelerated tests
KW - Aging (Materials)
KW - Arrhenius aging
KW - Calcium
KW - Chemical properties
KW - Compressive strength
KW - Concrete pavements
KW - Field specimens
KW - Fly ash
KW - Freeze thaw durability
KW - Laboratory specimens
KW - Leaching
KW - Microcracking
KW - Performance evaluations
KW - Physical properties
KW - Portland cement concrete
KW - Recycled materials
KW - Repeated loads
UR - https://trid.trb.org/view/690447
ER -
TY - RPRT
AN - 00815739
AU - Eighmy, T T
AU - Cook, R A
AU - Coviello, A
AU - Spear, JCM
AU - Hover, K C
AU - University of New Hampshire, Durham
AU - Federal Highway Administration
TI - A PREDICTIVE APPROACH FOR LONG-TERM PERFORMANCE OF RECYCLED MATERIALS USING ACCELERATED AGING, VOLUME 2: APPENDICES
PY - 2001/06
SP - 223 p.
AB - Use of recycled materials in a proposed highway application frequently requires the assessment of physical and environmental performance. Future behavior is often difficult to predict. As an alternative to field demonstrations, there is a need to develop strategies to predict long-term physical and environmental performance. Accelerated aging is one means of exploring the long-term physical and environmental performance of recycled materials in a highway. Coal fly ash (CFA) use in portland cement concrete (PCC) was selected as a model system to develop an accelerated aging approach. Three types of accelerated aging were chosen for this project: Arrhenius aging (AA), cyclic loading (CL), and freeze-thaw exposure (FT). This approach, incorporated in an experimental design, allowed a systematic exploration of the separate effects and combined interactions of both developmental and degradative accelerated aging variables. A slab from U.S. Route 20 in northwest Iowa was used as both the basis for the concrete mixes and as a field verification site. The aging protocol impacted both physical and chemical properties of the prism monoliths. Generally speaking, the main effects were more important than the interactive effects, which was unexpected. It took about 9 months of elapsed time to age specimens to an equivalent age of up to 4 years. The equivalent ages matched well with the time frame seen in the field in Iowa for the onset of early distress and also matched well the chronological age of the field pavement. AA significantly reduced the deleterious reaction in the mix. CL affected the microcracking in the concrete. All aging variables affected the fine pore structure of the concrete. CL affected the Ca diffusional leaching from the monoliths. Logically, there appears to be a linkage between strength loss, microcracking, and leaching behavior of a major matrix constituent in the concrete (notably Ca). Most response variables from the aged laboratory prisms and the field samples were similar, suggesting that the method did a reasonable job of producing a laboratory pavement of similar age and distress to the field pavement. Certain field aging phenomena (microcracking from unknown sources, road salting, and carbonation) could not be recreated in the laboratory specimens.
KW - Accelerated tests
KW - Aging (Materials)
KW - Arrhenius aging
KW - Calcium
KW - Chemical properties
KW - Compressive strength
KW - Concrete pavements
KW - Field specimens
KW - Fly ash
KW - Freeze thaw durability
KW - Laboratory specimens
KW - Leaching
KW - Microcracking
KW - Performance evaluations
KW - Physical properties
KW - Portland cement concrete
KW - Recycled materials
KW - Repeated loads
UR - http://ntl.bts.gov/lib/18000/18200/18284/PB2001107671.pdf
UR - https://trid.trb.org/view/690448
ER -
TY - RPRT
AN - 00969781
AU - Button, J W
AU - Freeman, T J
AU - Fry, G T
AU - Jones, S
AU - Smith, R E
AU - Estakhri, C K
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - PAIRED MEASUREMENT STRATEGY TO ANALYZE THE EFFECTS OF CONSTRUCTION SPECIFICATION CHANGES ON QUALITY OF HMA SURFACE COURSES
PY - 2001/06
SP - 76 p.
AB - The primary objective was to develop and test a "Measurement Strategy" for evaluating the relative degree of success of new hot mix asphalt (HMA) pavement construction specifications using information from the Texas Department of Transportation (TxDOT) Pavement Management Information System (PMIS) database. The specific reason for developing a Measurement Strategy was for use in comparing relative performance as a function of time of HMA pavements constructed under Item 340 with pavements constructed using the newer quality control/quality assurance (QC/QA) specifications. Researchers developed a paired analysis method and 30 pairs of pavements were identified to test the method. A paired set of pavements is defined herein as an Item 340 pavement and a QC/QA pavement that have similar locations, substrates, thicknesses, mixture type, and traffic but probably were constructed at different times by different contractors. Pavement performance information on these paired pavements from the TxDOT PMIS database was used in a statistical analysis in an attempt to determine which type of specification provided the best performing pavement. A second measurement strategy was developed and provided to TxDOT which uses a general analysis method; that is, it considers all the appropriate pavements in the PMIS database, even if the number of pavements prepared using the different specifications are unequal. The general approach is described in Research Report 1877-6. Even if pavements constructed using the different specifications performed differently, the PMIS data were found to be unsuitable for detecting these differences. Therefore, one of the chief benefits of this work was to determine and recommend the type of data that is necessary for TxDOT to fully implement the measurement strategy in the future.
KW - Asphalt pavements
KW - Data needs
KW - Databases
KW - Hot mix asphalt
KW - Measurement strategies
KW - Pavement management systems
KW - Pavement performance
KW - Quality assurance
KW - Quality control
KW - Road construction
KW - Specifications
KW - Statistical analysis
KW - Texas
UR - https://trid.trb.org/view/680679
ER -
TY - RPRT
AN - 00969782
AU - Button, J W
AU - Freeman, T J
AU - Spiegelman, C H
AU - Smith, R E
AU - Estakhri, C K
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - GENERAL MEASUREMENT STRATEGY TO ANALYZE THE EFFECTS OF CONSTRUCTION SPECIFICATION CHANGES ON QUALITY OF HMA SURFACE COURSES
PY - 2001/06
SP - 32 p.
AB - The primary objective of this study was to develop a "Measurement Strategy" for evaluating the relative degree of success of new hot mix asphalt (HMA) pavement construction specifications. The specific reason for developing a Measurement Strategy was for use in comparing relative performance as a function of time of HMA pavements constructed under Item 340 (sometimes called methods and materials, recipe, or prescription specifications) with pavements constructed using the newer quality control/quality assurance (QC/QA) specifications. Researchers developed a paired analysis method and reported in Report 1877-5. In the event that pavement construction specifications are developed, in the future, after the Pavement Management Information System (PMIS) data collection process and database are upgraded, it may be desirable to compare performance of all suitable pavements in the database. A second measurement strategy was developed and provided to Texas Department of Transportation which uses a general analysis method, that is, it is designed to consider all the appropriate pavements in the PMIS database even if the number of pavements prepared using the different specifications are unequal.
KW - Asphalt pavements
KW - Databases
KW - Hot mix asphalt
KW - Measurement strategies
KW - Pavement management systems
KW - Pavement performance
KW - Quality assurance
KW - Quality control
KW - Road construction
KW - Specifications
KW - Texas
UR - https://trid.trb.org/view/680682
ER -
TY - RPRT
AN - 00938505
AU - Nee, J
AU - Ishimaru, J
AU - Hallenbeck, M
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - HOV LANE PERFORMANCE MONITORING: 2000 REPORT EXECUTIVE SUMMARY
PY - 2001/06
SP - 28 p.
AB - High occupancy vehicle (HOV) lanes, also known as carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ridesharers, and motorcyclists that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time and experiencing greater travel time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes, as well as the lanes' violation rates. This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 2000. It presents an analysis of data collected to describe the number of people and vehicles that use those lanes, the reliability of the HOV lanes, travel time savings in comparison to GP lanes, violation rates, and public perceptions. This information in intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area and in planning of other HOV facilities. Descriptions of the tool set and methodology for analyzing HOV facility usage and performance in terms of vehicle and person throughput, travel time, and speed reliability measures are provided in a separate report, "Evaluation Tools for HOV Lanes Performance Monitoring."
KW - Benefits
KW - High occupancy vehicle lanes
KW - Highway capacity
KW - Impact studies
KW - Monitoring
KW - Performance
KW - Planning
KW - Puget Sound Region
KW - Traffic violations
KW - Travel time
UR - http://www.wsdot.wa.gov/research/reports/fullreports/506.2.pdf
UR - https://trid.trb.org/view/730726
ER -
TY - RPRT
AN - 00938492
AU - Brown, M
AU - Sellers, G
AU - Folliard, K J
AU - Fowler, D W
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - RESTRAINED SHRINKAGE CRACKING OF CONCRETE BRIDGE DECKS: STATE-OF-THE-ART REVIEW
PY - 2001/06
SP - 60 p.
AB - In the United States, restrained shrinkage cracking is a significant durability problem. The issues affecting restrained shrinkage cracking arise from design and construction practices, as well as material properties. The mechanisms of drying, autogenous, and carbonation shrinkage are presented and discussed along with related creep issues. Thermal stresses also play a role in bridge deck cracking. These stresses result from the heat of hydration, diurnal temperature changes, and solar radiation. Current and proposed test methods are introduced and evaluated. Both conventional and innovative methods of controlling drying shrinkage are presented. Some innovative materials are discussed, including: fibers, shrinkage-compensating concrete, shrinkage-reducing admixtures, and extensible concrete. The use of innovative materials combined with improved design and construction practices can eliminate restrained shrinkage cracking.
KW - Admixtures
KW - Bridge decks
KW - Concrete
KW - Construction
KW - Cracking
KW - Creep
KW - Daily
KW - Design
KW - Drying
KW - Expansive concrete
KW - Fibers
KW - Heat of hydration
KW - Properties of materials
KW - Shrinkage
KW - Solar radiation
KW - State of the art studies
KW - Temperature
KW - Test procedures
KW - Thermal stresses
UR - https://trid.trb.org/view/730713
ER -
TY - RPRT
AN - 00933740
AU - Correa, A L
AU - Wong, B
AU - Federal Highway Administration
TI - CONCRETE PAVEMENT REHABILITATION - GUIDE FOR DIAMOND GRINDING
PY - 2001/06
SP - 13 p.
AB - This Technical Bulletin recommends procedures for selecting, designing, and construction of diamond grinding in portland cement concrete pavements. Diamond grinding consists of removing surface irregularities from concrete pavements that are often caused by faulting, curling, and warping of the slabs. The main benefits of properly using this technique include smoother ride, reduced road noise, and improved friction. Diamond grinding can be used as a stand-alone rehabilitation technique. However, the Federal Highway Administration recommends its use as part of a comprehensive Concrete Pavement Rehabilitation program. Information regarding cost and performance is also included in this document.
KW - Benefits
KW - Concrete pavements
KW - Costs
KW - Diamond grinding
KW - Grinding
KW - Guidelines
KW - Performance
KW - Rehabilitation (Maintenance)
KW - Ride quality
KW - Smoothness
UR - http://www.fhwa.dot.gov/pavement/diamond.htm
UR - https://trid.trb.org/view/724842
ER -
TY - RPRT
AN - 00932399
AU - Qi, Y
AU - Guo, Q
AU - Dennis, A
AU - Morosco, W A
AU - Regents of the University of California, Berkeley
AU - California Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF AN INVASIVE SPECIES INFORMATION SYSTEM
PY - 2001/06
SP - 22 p.
AB - This work addressed augmenting an existing online plant information system, the CalFlora Database (www.calflora.org), to better serve information needs related to invasive species. The authors addressed four areas: 1) increasing photo and data holdings available through CalFlora's online library, 2) developing infrastructure for online contribution of new species occurrence data, 3) developing a data processing module to facilitate standardization of location data, and 4) improving usability of online interface for Caltrans users. The authors added up 53,321 occurrence records for exotic and invasive species, obtained nomenclature data on all exotic taxa now known to be naturalized in California, and digitized and databased 1100 weed photos. They created online input forms for data and photo contribution and contributor registration, and wrote a program that derives standard UTM, latitude-longitude, and postmile from incoming data in diverse formats.
KW - CalFlora Database
KW - Databases
KW - Development
KW - Information processing
KW - Information systems
KW - Internet
KW - Invasive plants
KW - Location
KW - Online information systems
KW - Photographs
KW - Plants
KW - Standardization
KW - User interfaces (Computer science)
KW - Websites (Information retrieval)
UR - http://www.dot.ca.gov/newtech/researchreports/reports/2001/invasive.pdf
UR - http://ntl.bts.gov/lib/19000/19700/19714/PB2003100041.pdf
UR - https://trid.trb.org/view/724467
ER -
TY - RPRT
AN - 00929876
AU - Nantung, T E
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF ZERO VELOCITY DEICER SPREADER AND SALT SPREADER PROTOCOL
PY - 2001/06
SP - 42 p.
AB - Increasing traffic volume and declining resources have led to a need for innovative winter maintenance strategies, techniques, equipment and materials while not sacrificing the safety of the traveling public. Any reduction of salt use will ease fund for other maintenance operations while minimizing salt runoff on surface and ground waters and effect of road salt on roadside vegetation. In the past, conventional spreaders have been designed for sand and are generally incapable of metering for lower, more precise amount of salt desired. The use of materials in solid form demands critical timing of the application to minimize loss of the material by being blown off the road by traffic, especially by high speed and commercial vehicles. Further loss of a straight solid salt can occur during application with conventional spreaders because of the particles bouncing off the pavement. Advancements in the design of zero velocity spreaders have enabled the placement of solid chemicals on the pavement with minimum bounce. The basic principle of the zero velocity spreader is rather simple. The zero velocity spreader ejects salt particles at zero velocity relative to the roadway. With this principle, salt particles are 'placed' to the intended area on the roadway and a lot less to the area outside the roadway. Based on the tests, the zero velocity systems will give excellent performance with a large number of cost savings due to the accurate placement of salt particles on the roadway. However, on the slower truck speed, a modified system such as the Y system or Muncie system, can give a satisfactory result as well.
KW - Deicers (Equipment)
KW - Indiana
KW - Innovation
KW - Salts
KW - Spreaders
KW - Strategic planning
KW - Traffic volume
KW - Velocity
KW - Winter maintenance
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1566&context=jtrp
UR - https://trid.trb.org/view/719371
ER -
TY - RPRT
AN - 00815750
AU - National Highway Traffic Safety Administration
AU - Centers for Disease Control and Prevention
AU - Federal Highway Administration
TI - NATIONAL STRATEGIES FOR ADVANCING BICYCLE SAFETY
PY - 2001/06
SP - 29 p.
AB - This document, a call to action for "National Strategies for Advancing Bicycle Safety," includes goals, strategies, and short- and long-term actions that can be taken to reduce injury and mortality associated with bicycle-related incidents. It is national in scope, but local in application. The document was developed by a diverse group of bicycle advocates, injury prevention specialists, and government representatives working together at a conference in July 2000. Although it reflects the thoughts of that group, it is not meant to be a government plan of action. The following five key goals are addressed: Motorists will share the road; Bicyclists will ride safely; Bicyclists will wear helmets; The legal system will support safe bicycling; and Roads and paths will safely accommodate bicyclists. Under each goal is a series of strategies and initial action steps. These are designed to be a road map for policy makers, safety specialists, educators, and the bicycling community to follow as they undertake national, state and local efforts to increase safe bicycling.
KW - Bicycle crashes
KW - Bicycle helmets
KW - Bicycle lanes
KW - Bicycling
KW - Bikeways
KW - Fatalities
KW - Injuries
KW - Legal factors
KW - Policy making
KW - Prevention
KW - Safety
KW - Strategic planning
UR - http://ntl.bts.gov/lib/18000/18700/18783/PB2002101997.pdf
UR - https://trid.trb.org/view/690458
ER -
TY - RPRT
AN - 00814164
AU - Ketchart, K
AU - Wu, JTH
AU - University of Colorado, Denver
AU - Federal Highway Administration
TI - PERFORMANCE TEST FOR GEOSYNTHETIC-REINFORCED SOIL INCLUDING EFFECTS OF PRELOADING
PY - 2001/06
SP - 282 p.
AB - A study was undertaken to investigate the behavior of Geosynthetic Reinforced Soil (GRS) masses under various loading conditions and to develop a simplified analytical model for predicting deformation characteristics of a generic GRS mass. Significant emphasis was placed on the effect of preloading. To conduct the study, a revised laboratory test, known as the Soil-Geosynthetic Performance (SGP) test, was first developed. The test is capable of investigating the behavior of a generic GRS mass in a manner mimicking the field placement condition, and the soil and geosynthetic reinforcement are allowed to deform in an interactive manner. A series of SGP tests was performed. Different soils and reinforcements were employed, and the soil-geosynthetic composites were subject to various loading sequences. The tests showed that preloading typically reduces vertical and lateral deformations of a generic soil mass by a factor of 2 to 7, and that prestressing (preloading followed by reloading from a non-zero stress level) can further increase the vertical stiffness by a factor of 2 to 5. Correlations between the results of SGP tests and full-scale GRS structures were evaluated. It was found that the degree of reduction in settlement due to preloading could be assessed by the SGP test with very good accuracy. Finite element analyses were performed to examine the stress distribution in the SGP test. The importance of using small reinforcement spacing was evidenced by the stress distribution. A Simplified Preloading-Reloading (SPR) analytical model was developed to predict the deformation characteristics of a GRS mass subject to monotonic loading and preloading/reloading. The SPR model was shown to be able to accurately predict the results obtained from the SPG tests and numerical analysis of automated plane strain reinforcement (APSR) tests.
KW - Deformation
KW - Deformation curve
KW - Finite element method
KW - Geosynthetics
KW - Ground settlement
KW - Laboratory tests
KW - Load tests
KW - Mathematical models
KW - Mechanically stabilized earth
KW - Performance tests
KW - Preloading
KW - Prestressing
KW - Stiffness
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/gtr/01018/index.cfm
UR - https://trid.trb.org/view/681560
ER -
TY - RPRT
AN - 00928018
AU - Cable, J K
AU - Hart, J M
AU - Ciha, T J
AU - Iowa State University, Ames
AU - Iowa Department of Transportation
AU - Federal Highway Administration
TI - THIN BONDED OVERLAY EVALUATION
PY - 2001/06
SP - 154 p.
AB - In 1994 the Iowa Department of Transportation constructed a 7.2-mile portland cement concrete overlay project in Iowa County on Iowa Highway 21. The project was constructed to evaluate the performance of an ultrathin concrete overlay (ultrathin whitetopping) during a 5-year period. The experiment included variables of base surface preparation, overlay depth, joint spacing, fiber reinforcement, and the sealed or non-sealed joints. The project was instrumented to measure overlay/base interface temperatures and strains. Visual distress surveys and deflection testing were also used to monitor performance. Coring and direct shear testing was accomplished 3 times during the research period. Results of the testing and monitoring are identified in the report. The experiment was very successful and the results provide an insight into construction and design needs to be considered in tailoring a portland cement concrete overlay to a performance need. The results also indicate a method to monitor bond with nondestructive methods.
KW - Bonded concrete overlays
KW - Concrete overlays
KW - Condition surveys
KW - Cores (Specimens)
KW - Deflection tests
KW - Direct shear tests
KW - Fiber reinforced concrete
KW - Interfaces
KW - Joint sealing
KW - Monitoring
KW - Nondestructive tests
KW - Pavement distress
KW - Pavement joints
KW - Pavement performance
KW - Spacing
KW - Strain (Mechanics)
KW - Surface preparation
KW - Temperature
KW - Thickness
KW - Whitetopping
UR - http://publications.iowa.gov/id/eprint/19742
UR - https://trid.trb.org/view/718732
ER -
TY - RPRT
AN - 00812552
AU - Moore, M
AU - Phares, Brent M.
AU - Graybeal, B
AU - Rolander, D
AU - Washer, G
AU - Wiss, Janney, Elstner Associates, Incorporated
AU - Federal Highway Administration
TI - RELIABILITY OF VISUAL INSPECTION FOR HIGHWAY BRIDGES, VOLUME I: FINAL REPORT
PY - 2001/06
SP - 516 p.
AB - Visual Inspection is the predominant nondestructive evaluation technique used in bridge inspections. However, since implementation of the National Bridge Inspection Standards in 1971, a comprehensive study of the reliability of Visual Inspection as it relates to highway bridge inspections has not been conducted. The goals of the study include: providing overall measures of the accuracy and reliability of Routine and In-Depth Visual Inspections, studying the influence of several key factors that affect Routine and In-Depth Inspections, and studying the differences between State inspection procedures and reports. Ten inspection tasks were performed at seven test bridges using State bridge inspectors. The sample of participating inspectors included 49 inspectors from 25 State agencies. Inspectors were provided with common information, instruction, and tools. Inspector characteristics were measured through self-report questionnaires, interviews, and direct measurements. Routine Inspections were completed with significant variability, and the Condition Ratings assigned varied over a range of up to five different ratings. It is predicted that only 68% of the Condition Ratings will vary within one rating point of the average, and 95% will vary within two points. Factors that appeared to correlate with Routine Inspection results include Fear of Traffic; Visual Acuity and Color Vision; Light Intensity; Inspector Rushed Level; and perceptions of Maintenance, Complexity, and Accessibility. In-Depth Inspections using Visual Inspection alone are not likely to detect or identify the specific types of defects for which the inspection is prescribed, and may not reveal deficiencies beyond those that could be noted during a Routine Inspection. The overall thoroughness with which inspectors completed one of the In-Depth tasks tended to have an impact on the likelihood of an inspector detecting weld crack indications. Other factors that may be related to In-Depth Inspection accuracy include: time to complete inspection, comfort with access equipment and heights, structure complexity and accessibility, viewing of welds, flashlight use, and number of annual inspections performed. The State procedural and reporting tasks indicated that most States follow similar procedural and reporting criteria. Several inconsistencies were noted with the use of the element-level inspection systems, but it is not known if these variations are the result of State practices or inspector use. Deck delamination surveys were found to have significant variability, with only a few teams performing a delamination survey as part of the Routine Inspection.
KW - Accuracy
KW - Condition surveys
KW - Cracking
KW - Defects
KW - Delamination
KW - Detection and identification
KW - Highway bridges
KW - Inspection
KW - Inspectors
KW - Interviewing
KW - National Bridge Inspection Standards
KW - Questionnaires
KW - Reliability
KW - Routine inspection
KW - Variables
UR - http://www.fhwa.dot.gov/publications/research/nde/01020.cfm
UR - http://ntl.bts.gov/lib/11000/11100/11133/index.html
UR - https://trid.trb.org/view/680608
ER -
TY - RPRT
AN - 00812553
AU - Moore, M
AU - Phares, Brent M.
AU - Graybeal, B
AU - Rolander, D
AU - Washer, G
AU - Wiss, Janney, Elstner Associates, Incorporated
AU - Federal Highway Administration
TI - RELIABILITY OF VISUAL INSPECTION FOR HIGHWAY BRIDGES, VOLUME II: APPENDICES
PY - 2001/06
SP - 376 p.
AB - Visual Inspection is the predominant nondestructive evaluation technique used in bridge inspections. However, since implementation of the National Bridge Inspection Standards in 1971, a comprehensive study of the reliability of Visual Inspection as it relates to highway bridge inspections has not been conducted. The goals of the study include: providing overall measures of the accuracy and reliability of Routine and In-Depth Visual Inspections, studying the influence of several key factors that affect Routine and In-Depth Inspections, and studying the differences between State inspection procedures and reports. Ten inspection tasks were performed at seven test bridges using State bridge inspectors. The sample of participating inspectors included 49 inspectors from 25 State agencies. Inspectors were provided with common information, instruction, and tools. Inspector characteristics were measured through self-report questionnaires, interviews, and direct measurements. Routine Inspections were completed with significant variability, and the Condition Ratings assigned varied over a range of up to five different ratings. It is predicted that only 68% of the Condition Ratings will vary within one rating point of the average, and 95% will vary within two points. Factors that appeared to correlate with Routine Inspection results include Fear of Traffic; Visual Acuity and Color Vision; Light Intensity; Inspector Rushed Level; and perceptions of Maintenance, Complexity, and Accessibility. In-Depth Inspections using Visual Inspection alone are not likely to detect or identify the specific types of defects for which the inspection is prescribed, and may not reveal deficiencies beyond those that could be noted during a Routine Inspection. The overall thoroughness with which inspectors completed one of the In-Depth tasks tended to have an impact on the likelihood of an inspector detecting weld crack indications. Other factors that may be related to In-Depth Inspection accuracy include: time to complete inspection, comfort with access equipment and heights, structure complexity and accessibility, viewing of welds, flashlight use, and number of annual inspections performed. The State procedural and reporting tasks indicated that most States follow similar procedural and reporting criteria. Several inconsistencies were noted with the use of the element-level inspection systems, but it is not known if these variations are the result of State practices or inspector use. Deck delamination surveys were found to have significant variability, with only a few teams performing a delamination survey as part of the Routine Inspection.
KW - Accuracy
KW - Condition surveys
KW - Cracking
KW - Defects
KW - Delamination
KW - Detection and identification
KW - Highway bridges
KW - Inspection
KW - Inspectors
KW - Interviewing
KW - National Bridge Inspection Standards
KW - Questionnaires
KW - Reliability
KW - Routine inspection
KW - Variables
UR - http://www.fhwa.dot.gov/publications/research/nde/01021.cfm
UR - http://ntl.bts.gov/lib/10000/10800/10895/index.html
UR - https://trid.trb.org/view/680610
ER -
TY - RPRT
AN - 00924259
AU - Pigman, J G
AU - University of Kentucky, Lexington
AU - Tennessee Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF TENNESSEE REFERENCE MARKERS
PY - 2001/06
SP - 42 p.
AB - Reference markers were installed on sections of interstates and freeways in Tennessee in 1999 and 2000. An evaluation was conducted to determine if the use of reference markers at spacings of 0.2-mile intervals could improve the effectiveness of emergency response and incident management processes. The evaluation included a general observational survey, meetings with emergency response personnel, and an opinion survey of the application, placement, color, and overall benefits of the reference markers. The condition of the markers was found to be very good and there appeared to be only minor problems within the relatively short period of time since installation. Interview and surveys of participants in the emergency response process and others involved in traffic management systems indicate nearly unanimous endorsement of the reference markers. Dispatch personnel indicate that drivers are using the markers for identification of locations where incidents occur, with the resultant effect of a more efficient process for responding to incidents and crashes. Results indicate highway agency and emergency response personnel generally feel that spacing of the reference markers at 0.2-mile intervals was satisfactory. Responses also indicated increased benefit related to the distinguishable color of blue for the reference markers, specifically related to the consistency with motorists service signs. The increased size of the signs over that used for standard milepost signs did not appear to be an issue with any of those offering opinions and the 18 by 48-in. size is recommended for future use.
KW - Benefits
KW - Color
KW - Emergency response time
KW - Freeways
KW - Guide signs
KW - Incident management
KW - Interstate highways
KW - Interviewing
KW - Location
KW - Mileposts
KW - Reference markers
KW - Size
KW - Spacing
KW - Surveys
KW - Tennessee
KW - Traffic signs
UR - http://www.tdot.state.tn.us/longrange/reports/Res-1183.pdf
UR - http://ntl.bts.gov/lib/19000/19400/19459/PB2002107247.pdf
UR - https://trid.trb.org/view/707697
ER -
TY - RPRT
AN - 00924101
AU - Sanchez, T
AU - Moore, T
AU - Portland State University
AU - ECONorthwest
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - CORVALLIS CASE STUDY: INDIRECT LAND USE AND GROWTH IMPACTS
PY - 2001/06
SP - 52 p.
AB - To improve environmental analysis of indirect land use impacts of highway capacity improvements, this study analyzed the land use and growth patterns of 20 Oregon communities over 20 years. Using a Geographic Information System and aerial photos, growth patterns were categorized and mapped. Factors related to land use and transportation were evaluated for their relationships to resulting growth patterns. These relationships were further investigated in six in-depth case studies of development prior to, during, and after construction of a highway capacity improvement. A guidebook was produced to provide guidance to Oregon Department of Transportation (ODOT) staff for completing environmental analysis and documentation on indirect land use impacts of highway improvements, based on the findings of the study. One finding was that most highway capacity increases do not cause development to be dramatically different from local land use plan guidance, or from what would have occurred in the absence of the highway improvement. In Oregon, local governments hold the tools to determine development patterns, using zoning and public utilities such as water, sewer and roads. The guidebook is not a directive but a compilation of recommendations for a systematic look and consistent approach to predicting the indirect land use impacts of highway improvements. Appendices A-F of the guidebook provide background on the study findings, including the literature review, growth trends analysis and six in-depth case studies. Also included in the appendices are a discussion of population and employment forecasting issues and a summary of ODOT processes for project evaluation. This report is the full case study report for one community - Corvallis.
KW - Aerial photography
KW - Case studies
KW - Corvallis (Oregon)
KW - Environmental impact analysis
KW - Geographic information systems
KW - Highway capacity
KW - Impacts
KW - Improvements
KW - Land use
KW - Urban growth
UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/CorvallisCaseStudy.pdf
UR - https://trid.trb.org/view/707670
ER -
TY - RPRT
AN - 00921842
AU - Kim, Sanling
AU - University of Virginia, Charlottesville
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - PREDICTING CRASHES FROM INCREASED SIGNALIZATION: PROTOTYPE SOFTWARE FOR CORRIDOR PLANNING
PY - 2001/06
SP - 28 p.
AB - As a corridor evolves or develops, pressure is often placed on transportation administrators to increase the number of signalized intersections. In some cases, these signals may be justified based on Manual on Uniform Traffic Control Devices (MUTCD) warrants or other types of analyses. In other cases, however, the signals may be providing access that should be provided by other methods. A common example is the use of two signalized access points instead of having only one signalized access point along with a judicious sharing of driveways. Continuing with this example, it could be that fewer crashes will occur yet sufficient amount of access has been provided- under the second scenario of only one signal. There are several models that can predict crash rate depending on various roadway conditions, daily traffic volume, signalized access density, median treatment, and unsignalized access density. However, because of their mathematical complexity, they can be time consuming for administrators to apply in real-world situations. In order to bridge the gap between the user requirements of transportation administrators and the computational requirements of these detailed models, a user-friendly software package has been developed that automates these computations. The executable software application developed in this study can be used to estimate the number of crashes a corridor will experience as a function of changes in average daily traffic (ADT), signalized access, unsignalized access, and median treatment. The software implements models developed by others, as described in this report.
KW - Access
KW - Average daily traffic
KW - Crash rates
KW - Forecasting
KW - Manual on Uniform Traffic Control Devices
KW - Mathematics
KW - Medians
KW - Signalized intersections
KW - Software packages
KW - Traffic control
KW - Traffic crashes
KW - Traffic signals
KW - Transportation corridors
KW - Unsignalized intersections
KW - Warrants (Traffic control devices)
UR - http://ntl.bts.gov/lib/18000/18700/18778/PB2002101951.pdf
UR - https://trid.trb.org/view/706863
ER -
TY - RPRT
AN - 00921529
AU - Amirkhanian, S N
AU - Clemson University
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF A GYRATORY DESIGN SYSTEM FOR CONVENTIONAL SCDOT HOT MIXED ASPHALT MIXTURES
PY - 2001/06
SP - 173 p.
AB - The Superpave mix design method was part of the Federal Highway Administration's Strategic Highway Research Program (SHRP). Currently, several states and industry organizations have or are attempting to determine a correlation between the Marshall and Superpave mix design methods. The purpose of this laboratory investigation was to determine if a correlation could be made between the Marshall hammer and the gyratory compactor for South Carolina mixtures. The comparison was performed using six aggregate sources and four mixture types (Surface Types 1, 3, 4, and Intermediate Type 2). A total of 207 Marshall and 276 gyratory samples were made and tested to obtain the bulk specific gravity, voids in mineral aggregate, voids filled with asphalt, and percent air voids. The flow and stability values for Marshall samples were also obtained. Optimum binder contents determined by the Marshall mix design method were used in preparing specimens with the Superpave Gyratory Compactor (SGC). Densification curves comparing percent G sub mm and the number of log gyrations were developed for each specimen compacted with the SGC. Based on these densification curves, N sub des values were calculated at each binder content and the volumetric properties analyzed. Volumetric properties were also analyzed where gyration levels overlapped between aggregate sources within the asphalt mixtures. A trial and error method was also used to evaluate the volumetric properties for a range of N sub des values. A range of N sub des values was established based on a gyration level and binder content exhibiting volumetric properties most closely satisfying South Carolina Department of Transportation (SCDOT) specifications. The results of this investigation indicate that no direct correlation could be determined between the Marshall hammer and the SGC. Results showed a distinct difference in volumetric properties of asphalt mixtures prepared with the Marshall hammer and the SGC at design binder contents. Though no direct correlation could be found, two gyration levels produced volumetric properties in which a majority fell within the SCDOT specifications for each asphalt mixture. A gyration level equal to 75 gyrations will most closely satisfy SCDOT's specifications for Surface Type 1, Surface Type 3, and Intermediate Type 2 mixtures, while 60 gyrations will most closely satisfy Surface Type 4 specifications.
KW - Air voids
KW - Asphalt mixtures
KW - Binder content
KW - Compactors
KW - Correlation analysis
KW - Gyratory compactors
KW - Gyratory testing machines
KW - Hot mix asphalt
KW - Laboratory tests
KW - Marshall hammer
KW - Marshall mix design
KW - Marshall test
KW - Mix design
KW - Specific gravity
KW - Superpave
KW - Voids in mineral aggregate
UR - https://trid.trb.org/view/706761
ER -
TY - RPRT
AN - 00921765
AU - MIKULIC, D
AU - Gucunski, N
AU - Maher, A
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - BLACKTOP RESURFACING OF BRIDGE DECKS
PY - 2001/06
SP - 137 p.
AB - Durability of concrete bridge decks to mechanical and environmental effects is examined for the purpose of evaluation of effects of blacktop resurfacing of bridge decks. Aggressive environmental actions on reinforced concrete are described, classified and equivalent environmental loads presented. To explain effects of aggressive environmental loads, concrete transport properties dependent on concrete structure, external effects, mechanisms in concrete, and chemical reactions of aggregates are discussed in detail. Mathematical formulation (model) for durability design of reinforced concrete structures is presented. The model allows estimation of various stages in corrosion progression in reinforced concrete structures: from initiation to propagation of reinforcement corrosion. The process can be effectively described using fuzzy sets. To enable evaluation of susceptibility of reinforced concrete to corrosion attacks, various electrochemical and nonelectrochemical methods are presented and discussed. Various types of overlays, that can be employed for bridge deck protection and/or repair, are discussed with respect to required properties. Special attention is given to application of corrosion inhibitors in both concrete and asphalt concrete, if used as a bridge deck overlay.
KW - Asphalt concrete
KW - Bituminous materials
KW - Bridge decks
KW - Concrete
KW - Corrosion
KW - Deterioration by environmental action
KW - Mathematical analysis
KW - Overlays (Pavements)
KW - Reinforced concrete
KW - Resurfacing
UR - http://cait.rutgers.edu/files/FHWA-NJ-2001-011.pdf
UR - http://ntl.bts.gov/lib/18000/18600/18605/PB2002100894.pdf
UR - https://trid.trb.org/view/706833
ER -
TY - RPRT
AN - 00921450
AU - Taylor, R S
AU - Smith (Wilbur) and Associates
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - MAINTAINING FREIGHT MOBILITY OPTIONS IN WASHINGTON STATE: INNOVATIVE APPROACHES TO PRESERVING RAIL FREIGHT SERVICE
PY - 2001/06
SP - 42 p.
AB - Since 1970, Washington State's rail system has shrunk from approximately 5,008 route miles to 3,123 miles. Many rural communities and shippers no longer have rail service due to rail line abandonments. Of the remaining rail system in the state, approximately 1,600 miles are light density rail lines that are most vulnerable to abandonments. This document reports the results of a study of means of preserving service on these potentially endangered rail lines. The changing nature of the rail system, both nationally and in Washington State is documented along with what these changes mean to the public and system stability. The reasons rail lines are abandoned are reviewed and the revenue-cost relationship, the heart of the issue, is discussed at some length including how adjustments in both revenues and costs can impact line viability. Public assistance forms and availability are documented as are the existing and potential roles of various public bodies at both the state and local level. Findings are summarized, conclusions reached stated and recommendations made.
KW - Abandonment
KW - Costs
KW - Federal assistance programs
KW - Financing
KW - Freight service
KW - History
KW - Local government
KW - Rail freight service preservation
KW - Railroads
KW - Revenues
KW - State government
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/509.1.pdf
UR - http://ntl.bts.gov/lib/18000/18700/18749/PB2002101757.pdf
UR - https://trid.trb.org/view/706684
ER -
TY - RPRT
AN - 00824678
AU - Walton, J R
AU - Barrett, M L
AU - Crabtree, J D
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - MANAGEMENT AND EFFECTIVE USE OF CHANGEABLE MESSAGE SIGNS
PY - 2001/06
SP - 51 p.
AB - Changeable message signs (CMSs) are used to communicate accurate, timely, and pertinent information to travelers on Kentucky's roadways. This information helps travelers avoid hazards or delays and respond properly to changing roadway conditions. In an ideal environment, the Kentucky Transportation Cabinet (KYTC) would be able to allocate CMSs to various areas of the state based upon changing needs. The location of each sign would be monitored, and the message could be controlled and checked remotely. Currently these capabilities do not exist. KYTC has four different types of portable CMSs in use throughout the state. Each type has different internal and external interfaces, and each requires different replacement parts. Also, there is no policy or guidelines in place for the use of these signs. The decision on how and when the CMSs are used is made at the district level on a case-by-case basis. This research effort includes an evaluation of Kentucky's current inventory and usage of CMSs, identification of key issues associated with the signs, and identification of state and regional policies on the management and use of CMSs. Recommended guidelines for the management and use of CMSs are included in this report.
KW - Guidelines
KW - Inventory
KW - Kentucky
KW - Management
KW - Policy
KW - Recommendations
KW - Utilization
KW - Variable message signs
UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_14_SPR233_00_1F.pdf
UR - http://ntl.bts.gov/lib/18000/18100/18172/PB2001107338.pdf
UR - http://ntl.bts.gov/lib/23000/23700/23765/KTC_01_14_SPR233_00_1F.pdf
UR - https://trid.trb.org/view/713785
ER -
TY - RPRT
AN - 00824679
AU - Pigman, J G
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF REFERENCE MARKERS
PY - 2001/06
SP - 45 p.
AB - The objective of this research evaluation was to evaluate the reference markers which were installed on sections of interstates and freeways in the Cincinnati-northern Kentucky area, the Lexington-Fayette Urban County area, the Louisville-southern Indiana area, and the Indianapolis area. The evaluation was conducted to determine if the use of reference markers at spacings of 0.1 or 0.2-mile intervals could improve the effectiveness of the emergency response and incident management processes. Also evaluated were color of the markers and the placement location within the right-of-way. Both "white on blue" and "white on green" markers were installed on various projects, with some installed on the median barrier wall and some on grass medians or shoulders. Included were condition surveys of the marker installations and opinion surveys of those involved in the incident or emergency management process. Nearly unanimous endorsement of the reference markers was received from interviews and surveys of highway agency personnel and participants in the emergency management process. Recommendations were made for spacing of the markers at 0.2-mile intervals, with exceptions in curved sections to allow for placement of the markers at 0.1-mile intervals. Based on what appears to be slightly increased conspicuity of the "white on blue" marker as compared to the "white on green" marker, it was recommended that a standardized reference marker be developed and incorporated in the Manual on Uniform Traffic Control Devices with white letters on blue background. Because of reduced exposure to mowing operations and errant vehicles, it was recommended that reference markers be placed on median barrier walls where practical. Recommendations were also made for a standard sign size and message content consistent with the reference markers evaluated in the three states.
KW - Color
KW - Condition surveys
KW - Emergency response time
KW - Incident management
KW - Indiana
KW - Kentucky
KW - Location
KW - Manual on Uniform Traffic Control Devices
KW - Messages (Communications)
KW - Ohio
KW - Recommendations
KW - Reference markers
KW - Size
KW - Spacing
KW - Standards
KW - Surveys
KW - User benefits
KW - Visibility
UR - http://ntl.bts.gov/lib/18000/18700/18755/PB2002101776.pdf
UR - https://trid.trb.org/view/713786
ER -
TY - RPRT
AN - 00824677
AU - Thompson, E
AU - Miller, J
AU - Roenker, J
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - THE IMPACT OF A NEW BYPASS ROUTE ON THE LOCAL ECONOMY AND QUALITY OF LIFE
PY - 2001/06
SP - 64 p.
AB - The objective of this research study was to assess the potential of a new bypass route to influence the overall growth rate of a local economy, the allocation of economic activity within the community, and overall community quality of life. To address this objective, a review of the literature, a statistical study of Kentucky counties that received a new bypass and similar counties within the state, and case studies of eight bypass counties were conducted. It was found that a new bypass did not have a significant impact on employment and population growth in a community, although it could lead to a modest reduction in retail sales growth. A bypass was found to increase vacancy rates in the downtown area and to lead to a loss of retail-oriented businesses downtown and a concentration of retail-oriented businesses on the bypass. This process, however, was for the most part not driven by downtown businesses moving to the bypass, but rather by the location of new businesses along the bypass. Finally, while there were some concerns, surveyed residents of communities that received a bypass indicated that they felt that the bypass did not hurt business outside of the downtown area and that the bypass made contributions to the local quality of life, such as through reduced traffic congestion.
KW - Businesses
KW - Bypasses
KW - Case studies
KW - Central business districts
KW - Communities
KW - Economic growth
KW - Economic impacts
KW - Employment
KW - Impact studies
KW - Literature reviews
KW - Population growth
KW - Quality of life
KW - Retail trade
KW - Statistical analysis
KW - Surveys
KW - Traffic mitigation
UR - http://ntl.bts.gov/lib/23000/23700/23788/KTC_01_10_SPR_219_00_2I.pdf
UR - https://trid.trb.org/view/713784
ER -
TY - RPRT
AN - 00816458
AU - Federal Highway Administration
TI - HIGHWAY TAXES AND FEES: HOW THEY ARE COLLECTED AND DISTRIBUTED, 2001
PY - 2001/06
SP - 172 p.
AB - This publication presents tabular information on State and Federal laws that provide for the taxation of motor fuels, motor vehicles, motor carriers, and licensed drivers, and the distribution of revenues from these highway taxes and fees. Also included are tables that show the use of other State taxes for highways and the involvement of Federal agencies and Federal funds in highway activities. The information presented is based on data obtained from State authorities and the laws of the various States. The contents are organized as follows: Introduction; State Taxation of Gasoline; State Taxation of Special Fuels; State Gasoline Tax Loss and Expense Allowances; Motor-Fuel Tax Provisions on Interstate Motor Carriers; Exemption and Refund Provisions of State Gasoline Taxation; Provisions Governing the Disposition of State Motor-Fuel Tax Receipts; State Licenses and Fees Imposed on Wholesale Distributors of Motor Fuel; State Licenses and Fees Imposed on Retail Dealers of Motor Fuel; State Licenses and Fees Imposed on Users of Motor Fuel; State Liquid-Fuels Inspection Fees; Summary of State Motor-Vehicle Registration Fee Schedules; Provisions Governing the Disposition of State Motor-Vehicle and Motor-Carrier Receipts; Provisions Governing the Allocation for Highway Purposes of Certain State Taxes, Fees, and Appropriations (Other than Highway-User Revenues); and Provisions Governing the Allocation of Federal Funds for Highway Purposes.
KW - Drivers
KW - Federal laws
KW - Fees
KW - Fuel taxes
KW - Fuels
KW - Fund allocations
KW - Gasoline
KW - Highway user taxation
KW - Motor carriers
KW - Motor vehicles
KW - State laws
KW - State taxation
KW - Tables (Data)
KW - Tax receipts
KW - Taxation
UR - http://www.fhwa.dot.gov/ohim/hwytaxes/2001/pdf/hwytax.pdf
UR - https://trid.trb.org/view/690752
ER -
TY - RPRT
AN - 00815800
AU - Nee, J
AU - Hallenbeck, M E
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - SURVEILLANCE OPTIONS FOR MONITORING ARTERIAL TRAFFIC CONDITIONS
PY - 2001/06
SP - 80 p.
AB - The interest in and need for monitoring and reporting on arterial traffic conditions have increased with the growing implementation of both traffic management and traveler information systems. Because an increasing number of travelers are turning to the Internet for information, agencies are seeking ways to present arterial traffic data on this medium that are both understandable and useful to the public. At the same time, these same data must provide additional operational insight to public agency traffic management staff. However, although the idea of reporting arterial conditions is similar to that of monitoring and reporting freeway traffic conditions, different and innovative methods appear necessary for arterials because freeways and arterials differ in many aspects, particularly the effects of signals on traffic flow and speed. The research approach for this project consists of a literature search, a series of personal interviews, and the development and user testing of alternative Internet-based information displays. The results of the study confirm that jurisdictions have a high level of interest in obtaining arterial traffic condition information for both arterial management and public information purposes. However, existing sensor coverage and equipment capabilities, as well as the manner in which data are (or are not) captured, require that much work be done before existing data sources can supply traffic data to Internet-based display systems. The study results provide some basic guidelines agencies can follow to obtain traffic information if no existing data sources are available, along with recommendations for presenting that arterial traffic data to the public.
KW - Arterial highways
KW - Information display systems
KW - Information dissemination
KW - Internet
KW - Interviewing
KW - Literature reviews
KW - Monitoring
KW - Traffic control
KW - Traffic data
KW - Traffic flow
KW - Traffic speed
KW - Traffic surveillance
UR - http://depts.washington.edu/trac/bulkdisk/pdf/510.1.pdf
UR - http://www.wsdot.wa.gov/research/reports/fullreports/510.1.pdf
UR - https://trid.trb.org/view/690509
ER -
TY - RPRT
AN - 00815769
AU - Proper, A T
AU - Maccubbin, R P
AU - Goodwin, L C
AU - Mitretek Systems
AU - Federal Highway Administration
TI - INTELLIGENT TRANSPORTATION SYSTEMS BENEFITS: 2001 UPDATE
PY - 2001/06
SP - 88 p.
AB - This report continues the series of reports that document evaluation results of Intelligent Transportation Systems (ITS) user services and the benefits these services provide to the surface transportation system. The organization of this report differs from that of the previous ITS benefits reports. While previous reports were cumulative, this report only summarizes major findings of data included in previous reports in the series. More detailed discussion is included for data collected since the 1999 report. Referenced data are classified into a structure that reflects individual ITS program areas. These program areas include metropolitan and rural infrastructure, ITS for Commercial Vehicle Operations (ITS/CVO), and Intelligent Vehicle user services. Data within the report reflect empirical results from field operations of deployed systems, supplemented with benefits information based upon modeling studies and statistical studies. This is a reference report. It provides a snapshot of the information contained in the ITS Benefits Database (www.benefitcost.its.dot.gov), as of February 15, 2001. The online database is updated more frequently and provides more detail on specific references than this report. Both the report and database highlight benefits identified by other authors and refer the reader to information sources. The interested reader is encouraged to obtain source documents in order to appreciate the assumptions and constraints placed upon interpretation of results. It is the intent of the ITS Joint Program Office to update this report periodically.
KW - Benefits
KW - Commercial vehicle operations
KW - Infrastructure
KW - Intelligent transportation systems
KW - Intelligent vehicles
KW - Metropolitan areas
KW - Rural areas
UR - http://ntl.bts.gov/lib/18000/18200/18226/PB2001107525.pdf
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13463.pdf
UR - https://trid.trb.org/view/690477
ER -
TY - RPRT
AN - 00815745
AU - Little, D N
AU - Lytton, R L
AU - Williams, D
AU - Chen, C W
AU - Texas Transportation Institute
AU - Western Research Institute
AU - Federal Highway Administration
TI - MICRODAMAGE HEALING IN ASPHALT AND ASPHALT CONCRETE, VOLUME I: MICRODAMAGE AND MICRODAMAGE HEALING, PROJECT SUMMARY REPORT
PY - 2001/06
SP - 84 p.
AB - Volume I is a summary report which chronicles the research highlights of the entire study of microdamage healing in asphalt concrete. The primary objectives of the study were to: (1) Demonstrate that microdamage healing occurs and that it can be measured in the laboratory and in the field, (2) Confirm that the same fracture properties that control propagation of visible cracks control the propagation of microcracks, (3) Identify the asphalt constituents which influence microdamage and microdamage healing, (4) Establish appropriate correlations between microdamage and microdamage healing in the laboratory and in the field, and (5) Predict the effect of microdamage healing on pavement performance and develop the appropriate constitutive damage models that account for the effects of microdamage healing on the performance of asphalt concrete pavement layers. Volume I describes the success of the project in obtaining each research objective.
KW - Asphalt concrete pavements
KW - Asphalt pavements
KW - Field tests
KW - Laboratory tests
KW - Mathematical models
KW - Microcracking
KW - Microdamage healing
KW - Pavement performance
UR - http://ntl.bts.gov/lib/18000/18200/18279/PB2001107666.pdf
UR - https://trid.trb.org/view/690454
ER -
TY - RPRT
AN - 00815747
AU - Lytton, R L
AU - Chen, C W
AU - Little, D N
AU - Texas Transportation Institute
AU - Western Research Institute
AU - Federal Highway Administration
TI - MICRODAMAGE HEALING IN ASPHALT AND ASPHALT CONCRETE, VOLUME III: A MICROMECHANICS FRACTURE AND HEALING MODEL FOR ASPHALT CONCRETE
PY - 2001/06
SP - 78 p.
AB - Volume III documents the development of a micromechanics fracture and healing model for asphalt concrete. This model can be used to calculate the density and growth of microcracks during repeated direct tensile controlled-strain loading. The model is based on a relationship among stiffness changes in the mixture as damage occurs, the rate of change in dissipated pseudo strain energy as loading is applied to the samples and as damage occurs, and mixture properties including crack length changes upon loading and mixture cohesive surface energies. The report demonstrates that microcrack growth is the dominate mode of distress at temperatures below 25 deg C and that microcrack healing is the dominate mode of recovery of dissipated pseudo strain energy at these test temperatures. However, at temperatures above about 25 deg C, the predominate mode of distress is plastic damage. Cracking rates during fatigue damage are related to de-wetting cohesive surface energy measurements of the bitumen whereas microcracking healing rates are related to wetting cohesive surface energy measurements of the bitumen. Surface energies of five bitumens with widely different chemical compositions were found to correlate strongly with healing properties as defined by viscoelastic fracture and healing theory.
KW - Asphalt concrete pavements
KW - Asphalt pavements
KW - Mathematical models
KW - Microcracking
KW - Microdamage healing
KW - Surface energy
KW - Temperature
KW - Viscoelastic fracture
UR - http://ntl.bts.gov/lib/18000/18200/18281/PB2001107668.pdf
UR - http://ntl.bts.gov/lib/46000/46500/46546/FHWA-RD-98-143.pdf
UR - https://trid.trb.org/view/690456
ER -
TY - RPRT
AN - 00815740
AU - Hansen, W
AU - Jensen, E A
AU - Mohr, P
AU - University of Michigan, Ann Arbor
AU - Federal Highway Administration
TI - THE EFFECTS OF HIGHER STRENGTH AND ASSOCIATED CONCRETE PROPERTIES ON PAVEMENT PERFORMANCE
PY - 2001/06
SP - 256 p.
AB - The major goal of this project was to develop recommendations for portland cement concrete (PCC) properties and materials characteristics found in higher strength jointed plain concrete pavements (JPCPs) with improved long-term performance as determined by joint spalling and faulting, and transverse slab cracking. Primary project variables were pavement age, climate, traffic [4 to 23 million equivalent single axle loads (ESALs)], distress levels and types, joint spacing, and compressive strength. Fifteen JPCPs were selected for detailed field and laboratory investigation. The field compressive and tensile strengths (splitting) ranged from 33 to 75 MPa and from 3.1 to 4.5 MPa, respectively. Regular strength highway concrete with a design flexure strength of about 4.5 MPa can develop excellent long-term joint spalling resistance provided that (1) good sub-surface drainage conditions are present, (2) the concrete reaches low permeability level over time from additional curing (i.e., high resistance to physical and chemical deterioration from rapid chloride and water permeability test), (3) it has good entrained air void system (i.e., 6 to 8.5%), and (4) sound aggregate are used in the concrete mix. Several different permeability tests were evaluated, and each showed a good correlation with compressive strength. The compressive strength test is therefore a good indicator of the permeability level. The range of low permeability can typically be achieved at a compressive strength range of 45 to 50 MPa. Water-cementitious ratio was found to be the major mix feature controlling compressive strength. This requires a concrete mix with a water-cementitious ratio of 0.42 to 0.45, a cement content of about 335 kg per cu m, and well-graded quality aggregate. Several aggregate characteristics of the concrete mix were found important to achieve good long-term pavement performance. These included aggregate inertness with respect to alkali aggregate reaction and freeze-thaw test, and strong and large sized coarse aggregate to ensure good cracking resistance and aggregate interlock. In addition, well-graded aggregates were beneficial in reducing the paste volume fraction. This results in low coefficient of thermal expansion and drying shrinkage, which are both important properties for avoiding premature transverse cracking. Given sufficient slab thickness, good long-term resistance to fatigue (transverse) cracking was found at any flexure strength level of 4.5 to 6 MPa, provided that loss of slab support from pumping erosion was not a factor. Joint faulting was found to be a consequence of factors causing pumping erosion and/or slab settlement and it was not affected by PCC strength level. Prototype mix designs were developed for different climatic regions.
KW - Aggregates
KW - Aging (Materials)
KW - Air voids
KW - Climate
KW - Climatic regions
KW - Compressive strength
KW - Concrete pavements
KW - Faulting
KW - Field tests
KW - Flexural strength
KW - Laboratory tests
KW - Mix design
KW - Pavement distress
KW - Pavement joints
KW - Pavement performance
KW - Permeability
KW - Portland cement concrete
KW - Shrinkage
KW - Spacing
KW - Spalling
KW - Tensile strength
KW - Thermal expansion
KW - Traffic
KW - Transverse cracking
KW - Water cement ratio
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/00161.pdf
UR - https://trid.trb.org/view/690449
ER -
TY - RPRT
AN - 00815741
AU - Abu-Hejleh, N
AU - Zornberg, J G
AU - Outcalt, W
AU - McMullen, M
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - RESULTS AND RECOMMENDATIONS OF FORENSIC INVESTIGATION OF THREE FULL-SCALE GRS ABUTMENT AND PIERS IN DENVER, COLORADO
PY - 2001/06
SP - 84 p.
AB - In 1996, a full-scale geotextile-reinforced soil (GRS) bridge abutment and two bridge piers with block facing were constructed in the Havana Maintenance Yard in Denver, Colorado. The abutment and outer GRS pier were load tested to demonstrate that GRS abutments and piers with block facing are viable alternatives to conventional bridge piers and abutments. Four to six months after the surcharge load was placed, excessive movements of the top several layers of the outer pier structure and severe cracking of the block facing were noticed. The toppling failure of the upper four block layers of the outer pier was deemed imminent and, consequently, the structures were dismantled. This report summarizes the measured in-situ conditions and characteristics of the structures' materials (backfill, blocks, and geotextile fabric) after almost three years of being in place and identifies potentially relevant causes for the excessive deformation and cracking of the outer pier structure. Results of 27 out of 28 soil density tests indicate the backfill compaction level for the Havana GRS structures was below standard specifications (the average measured relative compaction was 88.3%). Also, relative compaction was variable (ranging 74% to 97%) and particularly low (88.3%), especially close to the facing (average of 86.6%). Results of 128 wide-width tensile tests, conducted on geotextile sheets, indicated only a small loss of geotextile tensile strength (5.3%), which was attributed primarily to construction damage. Construction damage contributes to geosynthetic material deterioration and should be minimized. The block facing of the outer pier showed heavy external and internal damage in the middle zone. The facing experienced its largest movements in the upper four block layers, which decreased with the depth to become negligible in the bottom layers. The excessive deformations in the upper zone of the pier were evidence of a bearing capacity problem. Both the results of forensic investigation and simplified facing connection stability analysis indicate that layers 25 to 38 of the outer pier failed in meeting the serviceability block-to-block connection requirements. Potential reasons for the observed excessive deformation and cracking of the Havana outer pier are: high surcharge load applied to a limited surface area of a slender pier, low and variable backfill compaction level, low facing connection strength and reinforcement pullout resistance in the upper zone of the pier, weak blocks, and seasonal changes of temperature and moisture. GRS abutments and piers, constructed using closely spaced and high-strength geosynthetic reinforcements, well-compacted quality granular backfill, and strong blocks are viable alternatives to conventional bridge piers and abutments. Durability and creep of reinforcements were not identified as a problem for this system. Research is still needed to develop rational design and construction guidelines for GRS piers.
KW - Backfill soils
KW - Bearing capacity
KW - Block facing
KW - Block-to-block connection
KW - Blocks
KW - Bridge abutments
KW - Bridge piers
KW - Construction damage
KW - Cracking
KW - Deformation
KW - Denver (Colorado)
KW - Failure
KW - Forensic science
KW - Geotextiles
KW - Load tests
KW - Mechanically stabilized earth
KW - Prototype tests
KW - Soil compaction
KW - Tensile strength
KW - Tension tests
KW - Weather conditions
UR - http://www.dot.state.co.us/Publications/PDFFiles/GRSAbutment.pdf
UR - http://ntl.bts.gov/lib/18000/18200/18272/PB2001107654.pdf
UR - https://trid.trb.org/view/690450
ER -
TY - RPRT
AN - 00815746
AU - Williams, D
AU - Little, D N
AU - Lytton, R L
AU - Kim, Y R
AU - Kim, Y
AU - Texas Transportation Institute
AU - Western Research Institute
AU - Federal Highway Administration
TI - MICRODAMAGE HEALING IN ASPHALT AND ASPHALT CONCRETE, VOLUME II: LABORATORY AND FIELD TESTING TO ASSESS AND EVALUATE MICRODAMAGE AND MICRODAMAGE HEALING
PY - 2001/06
SP - 180 p.
AB - Volume II documents laboratory and field testing that provides the evidence that microdamage healing is real and measurable and that it has a significant impact on pavement performance. Part of the laboratory experiments to evaluate the impact of rest periods were performed at North Carolina State University (NCSU). The experiment included two very different asphalt binders: AAD and AAM. The experiment clearly demonstrated that the rest periods introduced after fatigue damage allowed significant recovery in the flexural and dynamic modulus. The recovery was attributed to the healing of microcracks within the sample. A separate series of laboratory testing was performed at Texas A&M University's Texas Transportation Institute. These tests consisted of controlled-strain haversine loading direct tensile tests and controlled-strain trapezoidal loading direct tensile tests. The change and rate of change in Dissipated Pseudo-Strain Energy (DPSE) were recorded throughout the test and after rest periods introduced during the fatigue tests. The recovered DPSE after the rest period normalized by the DPSE before the rest period defined a Healing Index (HI) term used to quantify healing. Although healing was found to be dependent on the temperature of the mixture during the rest period and the length of the rest period, it was also found to be highly dependent on the type of asphalt cement. Asphalt AAM was found to provide much better healing properties than asphalt AAD, which is in agreement with the work of NCSU where significantly different testing protocols were used. Volume 2 completes the evidence of microdamage healing with convincing field evidence. Wave speed and attenuation measurements were made on in situ pavements. The stress wave test and analysis successfully detected fatigue damage growth and microdamage healing of asphalt pavements (at the FHWA's Turner-Fairbank Highway Research Center - Accelerated Loading Facility) with different asphalt layer thicknesses and viscosities and demonstrated the importance of microdamage healing during rest periods of pavement performance. The ability of stress wave testing to measure microdamage and healing in the field was further evaluated at the Minnesota Road Project (Mn/ROAD) on seven pavement test sections at the site. The fact that healing does occur in pavements in the field during rest periods suggests that the performance and service life of the pavement will be increased if rest periods are introduced, or if binders are used that heal more quickly and completely.
KW - Asphalt cement
KW - Asphalt concrete pavements
KW - Asphalt pavements
KW - Fatigue (Mechanics)
KW - Field tests
KW - Laboratory tests
KW - Microcracking
KW - Microdamage healing
KW - Pavement performance
KW - Rest periods
KW - Stress wave tests
KW - Temperature
KW - Tension tests
KW - Time duration
UR - http://ntl.bts.gov/lib/18000/18200/18280/PB2001107667.pdf
UR - https://trid.trb.org/view/690455
ER -
TY - RPRT
AN - 00815748
AU - Lytton, R L
AU - Chen, C W
AU - Little, D N
AU - Texas Transportation Institute
AU - Western Research Institute
AU - Federal Highway Administration
TI - MICRODAMAGE HEALING IN ASPHALT AND ASPHALT CONCRETE, VOLUME IV: A VISCOELASTIC CONTINUUM DAMAGE FATIGUE MODEL OF ASPHALT CONCRETE WITH MICRODAMAGE HEALING
PY - 2001/06
SP - 178 p.
AB - A mechanistic approach to fatigue characterization of asphalt-aggregate mixtures is presented in this volume. This approach is founded on a uniaxial viscoelastic constitutive model that accounts for damage evolution under cyclic loading conditions. The elastic-viscoelastic correspondence principle is applied in order to evaluate damage growth and healing in cyclic loading separately from time-dependent characteristics of the material. The damage growth during loading cycles and healing during rest periods are modeled using work potential theory, a continuum damage theory based on thermodynamics of irreversible processes. Internal state variable formulation was used in developing the analytical representation model. Tensile uniaxial fatigue tests were performed in the controlled-strain mode with different strain amplitudes to determine model parameters. The resulting constitutive model successfully predicts the damage growth of asphalt concrete under monotonic loading at varying strain rates and damage growth and recovery due to complex loading histories, in both controlled-strain and controlled-stress modes, composed of randomly applied multi-level loading with different loading rates and varying durations of rest. Fatigue lives of two different mixtures were predicted with reasonable accuracy using the constitutive model for the constant stress-strain amplitude cyclic loading histories with and without rest periods. A standard uniaxial fatigue test protocol is proposed by simplifying the experimental approach used in developing the constitutive model.
KW - Accuracy
KW - Asphalt concrete pavements
KW - Asphalt pavements
KW - Fatigue (Mechanics)
KW - Fatigue tests
KW - Mathematical models
KW - Microcracking
KW - Microdamage healing
KW - Repeated loads
KW - Rest periods
KW - Viscoelasticity
UR - http://ntl.bts.gov/lib/18000/18200/18282/PB2001107669.pdf
UR - https://trid.trb.org/view/690457
ER -
TY - RPRT
AN - 00814163
AU - Brewer, J
AU - German, J
AU - Krammes, R
AU - Movassaghi, K
AU - Okamoto, J
AU - OTTO, S
AU - Ruff, W
AU - Sillan, S
AU - Stamatiadis, N
AU - Walters, R
AU - American Trade Initiatives
AU - Federal Highway Administration
TI - GEOMETRIC DESIGN PRACTICES FOR EUROPEAN ROADS
PY - 2001/06
SP - 63 p.
AB - The objective of the scanning tour was to review and document European procedures and practices in roadway geometric design and context-sensitive design, in which a balance is sought between safety and mobility needs and community interests. The U.S. group visited sites in Sweden, Denmark, the Netherlands, England, and Germany, and met with numerous representatives from transportation and highway ministries, research organizations, and consultants. In the European countries, the general philosophy for highway design and project development is to develop a transportation program and system that enhances community values and integrates roadways into communities and the environment. This philosophy is supported by very high safety goals. The U.S. delegation found potentially transferable practices regarding public involvement in project planning; self-explaining, self-enforcing rural roads; design flexibility; area-wide traffic calming measures; intersection control through roundabouts; and integration of bicyclists and pedestrians.
KW - Communities
KW - Context sensitive design
KW - Cyclists
KW - Denmark
KW - England
KW - Environmental design
KW - Europe
KW - Geometric design
KW - Germany
KW - Highway design
KW - Mobility
KW - Netherlands
KW - Pedestrians
KW - Positive guidance
KW - Programming (Planning)
KW - Public participation
KW - Roundabouts
KW - Safety
KW - Social values
KW - Study tours
KW - Sweden
KW - Traffic calming
UR - http://international.fhwa.dot.gov/Pdfs/Geometric_Design.pdf
UR - http://ntl.bts.gov/lib/11000/11000/11053/Geometric_Design.pdf
UR - http://ntl.bts.gov/lib/18000/18400/18421/PB2001108803.pdf
UR - https://trid.trb.org/view/681558
ER -
TY - RPRT
AN - 00814141
AU - Kachlakev, D
AU - Miller, T
AU - Yim, S
AU - Seamanontaprinya, D
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - BEHAVIOR OF FRP COMPOSITE-STRENGTHENED BEAMS UNDER STATIC AND CYCLIC LOADING - SUMMARY REPORT
PY - 2001/06
SP - 16 p.
AB - Small concrete beams with no steel reinforcement were externally strengthened with eight different configurations of fiber reinforced polymer composites. The reinforcement configurations consisted of high and low modulus epoxy, high and low modulus fiber, and 1 and 2 composite layers. Load capacity tests were conducted for all eight configurations, and fatigue tests were conducted for two of the configurations. Beams with the higher modulus epoxy had more load capacity than beams with the lower modulus epoxy. However, this enhancement decreased as the failure mode changed from flexural failure to less desirable failure modes. The modulus of the resin had no effect on beam stiffness. The fatigue strength of the beams was strongly dependent on the load capacity of the beams; consequently, higher modulus epoxy could improve the fatigue performance of concrete beams.
KW - Beams
KW - Bearing capacity
KW - Composite materials
KW - Concrete
KW - Epoxy resins
KW - Failure
KW - Fatigue strength
KW - Fiber reinforced plastics
KW - Fiber reinforced polymers
KW - Loads
KW - Modulus
KW - Reinforcement (Engineering)
UR - http://ntl.bts.gov/lib/18000/18100/18174/PB2001107343.pdf
UR - https://trid.trb.org/view/681522
ER -
TY - RPRT
AN - 00814140
AU - Lopez-Anido, R
AU - Harik, I
AU - Dutta, P
AU - Shahrooz, B
AU - University of Cincinnati
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - FIELD PERFORMANCE EVALUATION OF MULTIPLE FIBER-REINFORCED POLYMER DECK SYSTEMS OVER EXISTING GIRDERS - PHASE I
PY - 2001/06
SP - v.p.
AB - The research work presented in this report is focused on the experimental evaluation of fiber reinforced polymer (FRP) deck systems, which have been used on two side-by-side bridges on Route 49 in Dayton, Ohio. The long spans of the bridges allowed evaluation of FRP deck systems from four FRP deck manufacturers under similar loading and environmental conditions. The first phase of the project, reported herein, focused on the performance criteria and extensive laboratory testing. The objectives of Phase I of the project were to: (1) Assess the performance criteria developed by the Ohio Department of Transportation for FRP deck systems; (2) Evaluate the mechanical properties of the FRP deck materials; (3) Evaluate the bending and shear stiffness of the FRP deck panels; (4) Evaluate the ultimate strength response of the FRP deck panels; (5) Evaluate the fatigue response of the FRP deck panels on steel girders at high and low temperature; and (6) Evaluate the environmental durability of the FRP deck materials. The fabricators provided FRP material coupons representative of the deck systems. The coupons were laminates with the same type of multi-axial reinforcement, fiber content and resin system that were used for the deck panels. The following properties were measured: tensile strength and tensile modulus in the longitudinal and transverse directions and interlaminar shear strength in the longitudinal direction. The materials were found to be consistent in their properties and the coefficients of variation are relatively small. Environmental durability tests were performed, and the results were analyzed based on the criteria of the HITEC panel on FRP composite bridge decks. The HITEC evaluation criteria establish minimum levels of retained properties after exposure to the accelerated environmental exposure conditions covered in this report. The HITEC panel's minimum levels of retained material properties after 38 months of accelerated aging are as follows: 85% retention of the average as-received test values and 75% retention of each individual as-received test value. The environmental exposure and durability study served to discriminate the FRP materials that satisfied the durability requirements. Deflection limits of FRP panels were determined and, based on the deflection of conventional reinforced-concrete decks subjected to a simulated AASHTO HS25-44 design load with an impact factor of 30%, the results were analyzed. The deflection of the conventional reinforced-concrete deck was obtained from analysis following the standard AASHTO procedure for design. The deflection limits were applied in the static tests of FRP panels for three different simply supported spans and one continuous span. Strain limits in the FRP panels subjected to AASHTO HS25-44 design load with an impact factor of 30% were based on 20% of ultimate strains computed from tensile tests. These strain limits measured in the material coupon tests were correlated with the strains measured in the static tests of the FRP panels.
KW - Accelerated weathering
KW - Bending
KW - Bridge decks
KW - Dayton (Ohio)
KW - Deflection tests
KW - Durability
KW - Fatigue (Mechanics)
KW - Fiber reinforced plastics
KW - Fiber reinforced polymers
KW - Laboratory tests
KW - Mechanical properties
KW - Performance evaluations
KW - Properties of materials
KW - Shear properties
KW - Shear strength
KW - Stiffness
KW - Strain (Mechanics)
KW - Temperature
KW - Tensile strength
KW - Ultimate strength
UR - http://www.dot.state.oh.us/research/2001/Structures/14708-FR.pdf
UR - http://ntl.bts.gov/lib/56000/56000/56066/OH_147080.PDF
UR - https://trid.trb.org/view/682767
ER -
TY - RPRT
AN - 00814138
AU - Gopalaratnam, V S
AU - Earney, T P
AU - Myers, John J
AU - Nanni, A
AU - Stone, D
AU - University of Missouri, Columbia
AU - University of Missouri, Rolla
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - PRECAST I-GIRDER CRACKING: CAUSES AND DESIGN DETAILS
PY - 2001/06
SP - 217 p.
AB - The report describes details of a study of cracking in prestressed concrete I-girder bridges in Missouri. The objectives of this effort were to identify causes for the types of cracking that have been observed at girder ends of prestressed I-girder bridges; study if these cracks warrant structural repairs; suggest suitable repair techniques; and recommend potential design revisions to prevent cracking in future girders. A database of bridge information was constructed and analyzed to determine potential causes of cracking. The database contained 150 cracked and uncracked bridges and extensive information regarding the location, geometry, and construction of the bridges. A model was developed that has the ability to predict the cracked status of a bridge with 77% accuracy, based on certain bridge parameters. Diagonal tension stresses were computed using uncracked elastic analysis. It was observed that when combined with residual tensile stresses due to early-age differential thermal loading and restraints provided by forms, the diagonal tensile stress might be adequate to cause girder-end cracking. However, using ultimate analysis, it was shown that the shear reinforcement provided in the Missouri Department of Transportation design is more than adequate to ensure that these cracks do not precipitate a catastrophic shear failure. Early-age cracking at girder-ends was studied using a combination of analytical and numerical models. It was concluded that the combined effect of residual stresses due to differential thermal loading at early-age and tensile stress at girder-ends due to prestress transfer was adequate to cause the horizontal web cracks and diagonal cracks in the reverse diagonal direction observed. The effects of continuity provided at the diaphragms on cracking of the girder-ends and diaphragms were studied. Vertical cracks in the girders near the end, spalling of diaphragms and girders pulling out of diaphragms were attributed to service temperature loading and continuity detailing used. Design detailing at the bents used by a few other states were reviewed in light of the problems encountered in Missouri with a view to offer design alternatives for consideration. Two existing bridges, one cracked and one uncracked, were monitored to determine accurate temperature profiles and the magnitude of thermal deflections experienced by these typical bridges. The AASHTO recommended thermal gradients were compared to the measured thermal gradients and were found to be in good agreement. A finite element analysis using a commercially available software package was used to perform a parametric study to determine the magnitude and distribution of stresses that can be induced by the AASHTO positive and negative thermal gradients. The thermal stresses ranged from 500 psi (3.44 MPa) in tension to 1000 psi (6.89 MPa) in compression, which are on the order of 0.3 to 1.3 times the stress due to dead load, live load and prestressing. Ultimately, the objective of this study was to effectively eliminate this type of cracking in I-girders.
KW - Bridge design
KW - Cracking
KW - Diaphragms (Engineering)
KW - Finite element method
KW - Girder bridges
KW - Girders
KW - Prestressed concrete
KW - Repairing
KW - Residual stress
KW - Shear reinforcement
KW - Stresses
KW - Temperature
KW - Temperature gradients
KW - Tension
KW - Thermal loading
UR - http://ntl.bts.gov/lib/18000/18600/18666/PB2002101212.pdf
UR - https://trid.trb.org/view/681519
ER -
TY - RPRT
AN - 00814110
AU - Carey, J
AU - Jason Carey
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - ARIZONA LOCAL GOVERNMENT SAFETY PROJECT ANALYSIS MODEL
PY - 2001/06
SP - 136 p.
AB - Due to the time and expense required for the preliminary data collection and site assessment, some local governments lack the resources for an in-depth analysis of highway safety needs in their jurisdiction. This is significant because these jurisdictions may not determine candidate projects for safety program funding, and high-incident locations statewide may go without remedy despite the availability of federal aid for local safety improvements. The focus of this research has been primarily on development of site identification and implementation strategies for local safety projects. This research is intended to provide local governments with an efficient and justifiable means of assigning priority to potential projects in a local safety program. While some analysis has been devoted to the multiple variables that affect the outcome of a safety measure, the primary aim of that analysis was the synthesis of data such as traffic volumes, average speed, type and design of roadway, and special circumstances, in order to develop appropriate parameters of implementation strategies. This process was automated through the development of a database model intended to facilitate site identification and safety project selection by local jurisdictions and planning organizations. By providing an automated method for identifying local safety hazards, prioritizing these locations, and evaluating the potential benefits of treatments designed to remedy these locations, the Arizona Local Government Safety Project (LGSP) affords local jurisdictions more time for in-depth research of specific sites and a rationale for decision-making that is impartial and justifiable. It is expected that the Arizona LGSP model will help local governments address their highway safety needs on a more timely basis, and ensure that more attention is directed at the most hazardous locations, thereby improving the overall safety of the roadway system in Arizona.
KW - Arizona
KW - Automation
KW - Databases
KW - Decision making
KW - Federal aid
KW - High risk locations
KW - Highway safety
KW - Local government
KW - Project selection
KW - Safety programs
KW - Safety projects
KW - Strategic planning
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ504.pdf
UR - https://trid.trb.org/view/681474
ER -
TY - RPRT
AN - 00814111
AU - Roubik, D
AU - VisionEcon Consulting
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - MOVEMENTS IN LAND-USE REGULATIONS
PY - 2001/06
SP - 35 p.
AB - "New economy" undercurrents combined with the changes instituted by Growing Smarter and Growing Smarter Plus in Arizona will work to accelerate the push for self-contained neighborhoods that possess large parcels of open space, farmland and recreational and/or environmental treasures. Yet, traveling requirements will not decline. With the importance of networking between the nodes escalating, and with the open space element of Growing Smarter Plus expanding the area between the nodes, traveling needs will still experience exponential growth. When tested with statistics gathered from three Arizona communities, the percentage of potential travelers that hit the streets of our communities does grow exponentially. And, while a measure of self-containment affects the rate of that growth--so does the adopted land use doctrines of a community. Overall, more open space, the continued need to travel between the nodes for networking, the need to move goods due to the globalization of retail and manufacturing, and the declining cost of transportation that is implied by technological advances, will all work to increase the number of miles traveled. Thus, just as communities are now searching for ways to ensure that the benefactors of new development cover the costs of providing public services, soon travelers will be pressured to cover the costs of providing transportation services. Hence, all these trends suggest that while we will be traveling more in the future--we will still be traveling more economically and intelligently.
KW - Arizona
KW - Economic development
KW - Economic growth
KW - Land use
KW - Open space control
KW - Regulations
KW - Travel demand
KW - Trend (Statistics)
UR - http://ntl.bts.gov/lib/18000/18300/18318/PB2001108008.pdf
UR - https://trid.trb.org/view/681476
ER -
TY - RPRT
AN - 00814106
AU - Azizinamini, Atorod
AU - Lotfi, H R
AU - Elremaily, A
AU - Mehrabi, A B
AU - Mans, P
AU - Luedke, J
AU - University of Nebraska, Omaha
AU - Nebraska Department of Roads
AU - Federal Highway Administration
TI - ASSESSING STRENGTH CAPACITY OF PRESTRESSED CONCRETE GIRDERS
PY - 2001/06
SP - 225 p.
AB - This report summarizes a two-phase study that was conducted to assess the strength capacity of prestressed concrete girders. A new nondestructive technique to measure directly the available prestress in prestressed girders is developed. The previous methods are strain based, whereas the new method is stress based. The deformation due to creep and shrinkage influences the strain based methods. As a result, the existing techniques are not capable of predicting accurately the available prestress in the girders. Experimental data indicate that this new method predicts the available prestress within a few percentages (3%) of the actual values. Experimental data also provided information to assess the available prestress in the type of girders constructed some 25 years ago. These data indicate that simplified methods, as stated in American Association of State Highway and Transportation Officials (AASHTO) codes, could be used to conservatively estimate the prestress losses. Using the effective prestress obtained with this new method, the shear capacities of two 25 year old prestressed girders were evaluated, both according to code and experimentally. Five shear tests were carried out. These tests indicated that the complex method of calculating shear strength given in AASHTO Load and Resistance Factor Design (LRFD) specifications is very conservative and that the simpler method given in AASHTO standard specifications is a better approach. Guidelines for calculating ultimate strength of the prestressed girders are also provided.
KW - American Association of State Highway and Transportation Officials
KW - Calculation
KW - Girders
KW - Guidelines
KW - Load and resistance factor design
KW - Nondestructive tests
KW - Prestressed concrete
KW - Shear strength
KW - Shear tests
KW - Specifications
KW - Ultimate strength
UR - https://trid.trb.org/view/681468
ER -
TY - RPRT
AN - 00814094
AU - Barrett, M L
AU - Pigman, J G
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - EVALUATION OF TRIMARC PROCUREMENT PROCEDURES (FINAL REPORT)
PY - 2001/06
SP - 35 p.
AB - An Advanced Traffic Management System (ATMS), referred to as TRIMARC (Traffic Response and Incident Management Assisting the River Cities), was installed in the Louisville, Kentucky and southern Indiana area beginning in the summer of 1998. A system integrator approach was used for the installation, operation, and maintenance of this system. The system integrator approach involved using Special Experimental Project No. 14 (SEP-14) procedures to procure the services of an equipment installation contractor. The SEP-14 process is an innovative means of procuring projects that may be uncharacteristic to the traditional projects normally encountered by highway departments. SEP-14 provides an opportunity to use and evaluate the contractual arrangements when an alternate process is more beneficial than the traditional process. In this case, selection of the equipment installation contractor was based on criteria other than cost. The SEP-14 process allowed the equipment installation contract to be based on cost, schedule, and experience/past performance. The objective of this study was to evaluate the effectiveness and success of the TRIMARC project including the SEP-14 process. The overall project has been received positively and the contract is now being extended to include a larger incident management program. The SEP-14 process has provided the system integrator more flexibility with such aspects as receiving the specific equipment desired and contracting with an equipment installation contractor that had previous experience with similar projects. This resulted in time and cost savings to Kentucky and Indiana.
KW - Advanced traffic management systems
KW - Contractors
KW - Costs
KW - Equipment
KW - Indiana
KW - Installation
KW - Kentucky
KW - Procurement
KW - Savings
KW - Time
UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_13_FR93_98_2F.pdf
UR - https://trid.trb.org/view/681449
ER -
TY - RPRT
AN - 00812577
AU - Miller, J S
AU - Hoel, L A
AU - Kim, Sanling
AU - Drummond, K P
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - THE TRANSFERABILITY OF SAFETY-DRIVEN ACCESS MANAGEMENT MODELS FOR APPLICATION TO OTHER SITES
PY - 2001/06
SP - 45 p.
AB - Several research studies have produced mathematical models that predict the safety impacts of selected access management techniques. Since new models require substantial resources to construct, this study evaluated five existing models with regard to their applicability to locations other than the one for which they were designed. The predictive power of the models was assessed using three sites in Virginia. The study also considered the practical aspects of applying the models in Virginia to estimate the likelihood that necessary data are available, the number of computations required to apply the models, the simplicity of the rationale underlying the models, and the sensitivity of the models to inputs. The applicability of the models was wide ranging. Without site-specific adjustments, the average percent error of the models ranged from 34 to a few hundred percent. With simple site-specific adjustments, the error ranged from 27 to 29%. Because some of the models were developed for a specific site or were intended to be used only with site-specific adjustments, these error percentages indicate only the extent to which the models are transferable with respect to estimating crashes, not the performance of the models themselves. The wide variation in applicability was due to discrepancies in data definitions, the availability of data, the structure of the model, and the assumptions used. Recommendations were developed for using the models in practice and for understanding their limitations. Two principal conclusions were as follows: (1) existing models (with minor adjustments for some) can predict crashes as a function of access within +/-34% of the actual number, and (2) some of the models are simple enough to be used in practice.
KW - Access control (Transportation)
KW - Error analysis
KW - Highway safety
KW - Mathematical models
KW - Mathematical prediction
KW - Traffic crashes
KW - Transferability
KW - Virginia
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/01-r12.pdf
UR - http://ntl.bts.gov/lib/37000/37000/37074/01-r12.pdf
UR - https://trid.trb.org/view/680645
ER -
TY - RPRT
AN - 00812572
AU - Soltesz, S M
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - CEMENTITIOUS MATERIALS FOR THIN PATCHES
PY - 2001/06
SP - 33 p.
AB - Ten cementitious patching materials, which were suitable for thin, vertical repairs according to the manufacturers, were evaluated. Compatibility with cathodic protection systems was a particular concern. The materials were tested for propensity to crack and delaminate, compressive strength, bond strength, length change, and resistivity. Three materials, ThoRoc SP20 Spray Mortar, Re-Crete 20, and Polyfast LPL had the best results; consequently, they are recommended for field trials.
KW - Bond strength (Materials)
KW - Cathodic protection
KW - Cement mortars
KW - Compressive strength
KW - Cracking
KW - Delamination
KW - Electrical resistivity
KW - Laboratory tests
KW - Patching mortar
KW - Reinforced concrete bridges
KW - Repairing
KW - Shrinkage
UR - http://ntl.bts.gov/lib/18000/18100/18141/PB2001106915.pdf
UR - https://trid.trb.org/view/680637
ER -
TY - RPRT
AN - 00812570
AU - Dougan, C E
AU - University of Connecticut, Storrs
AU - Connecticut Department of Transportation
AU - Federal Highway Administration
TI - SMOOTHNESS OF PAVEMENTS IN CONNECTICUT, PHASE 2 - REPORT, DATA ANALYSES AND TRENDS
PY - 2001/06
SP - 112 p.
AB - The Connecticut Department of Transportation annually collects roughness data for the entire state highway system. The data are obtained via an ARAN system and are provided in the form of International Roughness Index (IRI) units processed through a quarter-car algorithm. Research was undertaken to determine the smoothness of various functional classes of highways and to determine factors affecting IRI values. This report presents a series of analyses designed to document trends in IRI data and to quantify the effects of various factors on IRI data. The data universe is comprised of four years of IRI data, obtained from the state highway system in Connecticut. Analysis samples were selected based on input from the Connecticut Department of Transportation staff to document factors affecting IRI of direct importance to the Department.
KW - Connecticut
KW - Field data
KW - International Roughness Index
KW - Pavements
KW - Roughness
KW - Smoothness
KW - State highways
UR - http://ntl.bts.gov/lib/11000/11100/11119/SmoothnessFinalReport.pdf
UR - https://trid.trb.org/view/680634
ER -
TY - RPRT
AN - 00812551
AU - Scott, M
AU - Rezaizadeh, A
AU - Moore, M
AU - Wiss, Janney, Elstner Associates, Incorporated
AU - Federal Highway Administration
TI - PHENOMENOLOGY STUDY OF HERMES GROUND-PENETRATING RADAR TECHNOLOGY FOR DETECTION AND IDENTIFICATION OF COMMON BRIDGE DECK FEATURES
PY - 2001/06
SP - 33 p.
AB - Accurately evaluating the condition of a bridge deck over time and using this information to choose appropriate maintenance techniques has become critical for the efficient allocation of resources to bridge deck maintenance. Tomographic imaging of subsurface bridge deck features using ground penetrating radar (GPR) is one method of addressing this problem that has been pursued through a research program at the Federal Highway Administration (FHWA) Nondestructive Evaluation Validation Center. Prototype GPR systems, developed by Lawrence Livermore National Laboratory (LLNL), have been used in a phenomenology study of several controlled specimens. These specimens were designed with subsurface features that simulate cracks, voids and other common problem phenomena for bridge decks. The specimens have some unique features that make the data collected from them compelling. Results from these phenomenology tests are the primary focus of this paper. Field tests have also been conducted that produced inconsistent results, clarifying the need for system improvements. These improvements are planned for incorporation into a new prototype GPR system currently being developed by LLNL that will be tested by FHWA in the coming year.
KW - Bridge decks
KW - Condition surveys
KW - Field tests
KW - Ground penetrating radar
KW - Laboratory tests
KW - Nondestructive tests
KW - Prototypes
KW - Tomography
UR - http://www.fhwa.dot.gov/publications/research/nde/pdfs/01090.pdf
UR - https://trid.trb.org/view/680606
ER -
TY - RPRT
AN - 00812555
AU - Graziano, F
AU - Stein, S
AU - Umbrell, E
AU - Martin, B
AU - GKY & Associates, Incorporated
AU - Federal Highway Administration
TI - SOUTH DAKOTA CULVERT INLET DESIGN COEFFICIENTS
PY - 2001/06
SP - 71 p.
AB - Each year, the South Dakota Department of Transportation builds a number of box culverts through its highway construction program. In the past, cast-in-place box culverts were used exclusively; however, use of precast box culverts is becoming a viable option. The cast-in-place culverts feature 30-degree flared wingwalls and a beveled top edge. The precast culverts have a 0-degree flare and a constant 4-in. (101.6-mm) bevel (regardless of barrel size) along the top of the wingwalls and the top edge of the culvert entrance. This report summarizes model testing performed on the above culvert shapes for the purpose of developing design coefficients for both inlet and outlet control. The most efficient configuration tested was the model of the cast-in-place box culvert.
KW - Box culverts
KW - Cast in place structures
KW - Coefficients
KW - Culvert inlets
KW - Design
KW - Hydraulics
KW - Precast concrete
KW - Scale models
KW - South Dakota
KW - Testing
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/01076/01076.pdf
UR - https://trid.trb.org/view/680613
ER -
TY - RPRT
AN - 00812554
AU - Graziano, F
AU - Stein, S
AU - Umbrell, E
AU - Martin, B
AU - GKY & Associates, Incorporated
AU - Federal Highway Administration
TI - HYDRAULICS OF IOWA DOT SLOPE-TAPERED PIPE CULVERTS
PY - 2001/06
SP - 105 p.
AB - This report updates the Iowa Department of Transportation design procedures for circular, slope-tapered concrete culverts. The current practice is to use the design coefficients for a square-edged, circular concrete culvert with a headwall that are found in Hydraulic Series No. 5 (HDS-5). New inlet control design constants and entrance loss coefficients were calculated for the slope-tapered culverts and then compared with the HDS-5 coefficients (square edge). In addition, various reducer lengths and taper ratios were also studied to determine what impact, if any, they have on the design coefficients. All of the laboratory testing was done at the Federal Highway Administration's Turner Fairbank Highway Research Center located in McLean, Virginia.
KW - Coefficients
KW - Concrete culverts
KW - Culvert inlets
KW - Design
KW - Hydraulics
KW - Iowa
KW - Laboratory tests
KW - Pipe culverts
UR - http://publications.iowa.gov/id/eprint/19687
UR - https://trid.trb.org/view/680611
ER -
TY - ABST
AN - 01461033
TI - Capacity and Quality of Service of Interchange Ramp Terminals
AB - The objectives of this project are to develop improved methods for capacity and quality-of-service analysis of interchange ramp terminals and nearby intersections and to recommend a revised Chapter 26 of the Year 2000 Highway Capacity Manual that addresses a full range of interchange types.
KW - Highway capacity
KW - Highway design
KW - Highway operations
KW - Highway planning
KW - Interchanges and intersections
KW - National Cooperative Highway Research Program
KW - Quality of service
KW - Ramps (Interchanges)
KW - Research projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=813
UR - https://trid.trb.org/view/1229251
ER -
TY - RPRT
AN - 00940576
AU - Holguin-Veras, J
AU - List, G F
AU - Meyburg, A H
AU - Ozbay, Kaan
AU - Teng, Hg
AU - Yahalom, S
AU - University Transportation Research Center
AU - Federal Highway Administration
TI - AN ASSESSMENT OF METHODOLOGICAL ALTERNATIVES FOR A REGIONAL FREIGHT MODEL IN THE NYMTC REGION
PY - 2001/05/30
SP - 82 p.
AB - Freight transportation requires the use of models to conduct analyses of supply and demand for current and future conditions, as part of the forcasting process. This report conducts an assessment of the different freight transportation modeling methodologies. The report begins with a definition of the main objectives and scope of the regional freight model, followed by a discussion of the main freight transportation issues in the NYMTC region, and the potential role of the regional freight model. The main methodological alternatives are discussed next. This includes a brief description of the different models and a preliminary assessment of: data requirements; staff requirements; computing power required; adequacy to NYMTC's conditions; practicality; and conceptual validity. A summary of key findings is presented.
KW - Alternatives analysis
KW - Demand responsive transportation
KW - Freight transportation
KW - Infrastructure
KW - Methodology
KW - Metropolitan planning organizations
KW - Model atmosphere
KW - New York Metropolitan Area
KW - Origin and destination
KW - Planning methods
KW - Regional planning
KW - Supply chain management
UR - http://www.utrc2.org/research/assets/6/regionalfreight1.pdf
UR - https://trid.trb.org/view/731480
ER -
TY - RPRT
AN - 00814100
AU - Miller, J H
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - PENN TRAIN TRANSIT TRAINING AND TECHNICAL ASSISTANCE REPORT
PY - 2001/05/29
SP - 9 p.
AB - The Penn TRAIN (Pennsylvania Transportation Resource and Information Network) program is an extremely valuable resource to Pennsylvania's urban, rural, and community transit systems, their current customers, and employees. Because of the Pennsylvania Department of Transportation's continuing commitment to the program and the allocation of significant resources beyond those provided by the national Rural Transportation Assistance Program (RTAP) program, Penn TRAIN has been able to develop the nationally recognized Penn SCORE driver training program and also take a leadership role in such activities as the Mid-Atlantic Regional RTAP effort. The move to integrate Pennsylvania Public Transportation Association (PPTA) and Penn TRAIN activities under the management of the PPTA will further enhance Penn TRAIN's ability to serve its customers and insure that training and other activities that it promotes meet the needs of its customers, the transit systems of Pennsylvania.
KW - Driver training
KW - Pennsylvania
KW - Public transit
KW - Technical assistance
UR - http://ntl.bts.gov/lib/18000/18400/18408/PB2001108750.pdf
UR - https://trid.trb.org/view/681457
ER -
TY - RPRT
AN - 00812512
AU - Tawfiq, K
AU - Florida State University, Tallahassee
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - FIELD ASSESSMENT AND ANALYTICAL MODELING OF ULTRA THIN WHITETOPPING
PY - 2001/05/20
SP - 263 p.
AB - In this investigation the mechanical behavior of three test tracks of Ultra Thin Whitetopping (UTW) overlays was studied under different conditions of loading and material properties. The emphasis was on the analytical modeling of these test tracks where various nonlinear finite element (FE) schemes were used. The full scale UTW test tracks were built at the Florida Department of Transportation (FDOT) Materials Office in Gainesville, and were subjected to repetitive truck loading over a period of 24 months. Along with the field testing it was decided to construct three similar FE models using geometrical and material properties similar to those in the field. The Test Track I, a 4-in. thick UTW was placed on an existing pavement composed of 1.5-in. asphalt pavement and 6-in. concrete base. Test Track II consisted of 3- and 4-in. thick sections. Test Track III was built with a 2-in. thick concrete overlay. Joint spacings ranged from 4 ft to 6 ft for Test Tracks I and II, and 3 ft x 3 ft to 12 ft for Test Track III. Fibrillated Polypropylene fibers were used in Tracks I and II. Monofilament Polyolefin fibers were used in Track III. High early strength concrete mixture was designed for the UTW. Bond strength at the concrete-asphalt interface was generally above 200 psi. The test tracks were subjected to approximately 50,000 (18-kip) ESALs using a truck loaded with concrete blocks. During the fate of this project, Falling Weight Deflectometer test results showed significant reduction in the surface deflection which indicated an improvement in the structural capacity of the pavement after the UTW placement. A reduction in the surface deflection of about 75% was experienced at Track I and about 78% at Track II. Surface deflection at Track III was reduced by about 46% when UTW was used. Also, frequent condition surveys exhibited good performance of the three test tracks. Structural cracking was noticed on Track III with 12 ft x 12 ft panel. In general, the good performance of the test tracks was attributed to the method of UTW preparation and to the good performance of the underlying pavement layers. The same conclusion was deduced from the analytical modeling. Reducing the bonding strength, increasing the panel size, and reducing the overlay thicknesses were among the main factors for crack development, and hence, the low performance of the UTW. Other contributing factors may include the existing layer stiffnesses, fatigue characteristics of the fiber reinforced concrete, and surrounding environmental conditions.
KW - Bond strength (Materials)
KW - Condition surveys
KW - Deflection tests
KW - Environment
KW - Falling weight deflectometers
KW - Fatigue (Mechanics)
KW - Field tests
KW - Finite element method
KW - High early strength cement
KW - Load tests
KW - Overlays (Pavements)
KW - Pavement cracking
KW - Polymer fibers
KW - Polyolefin
KW - Polypropylene
KW - Stiffness
KW - Test tracks
KW - Thickness
KW - Whitetopping
UR - http://ntl.bts.gov/lib/18000/18000/18068/PB2001106554.pdf
UR - https://trid.trb.org/view/680549
ER -
TY - RPRT
AN - 01081484
AU - Reid, R A
AU - South Dakota State University, Brookings
AU - South Dakota Department of Transportation
AU - Federal Highway Administration
TI - Soil Density Target Values
PY - 2001/05/18/Final Report
SP - 65p
AB - The compaction of soil in embankments, subbase or base course layers is one of the most important aspects of road construction. In order to ensure the soil is placed as specified and with uniformity, frequent testing of the compacted soil is necessary. This testing requires the in-place dry density of the soil to be obtained along with the soil moisture content. The values are then compared to a specified standard, typically a percentage of standard Proctor density, and optimum moisture content (OMC) to determine if the sample meets the required specification. The South Dakota Department of Transportation (SDDOT) presently uses the Ohio Typical Moisture Density Curves to establish target moisture density values. This method of repeatedly establishing the target values can be a time consuming process that limits the time available for inspectors to perform other duties. Additionally, the ability to complete the required number of tests with the equipment and personnel available becomes challenging for the inspectors. In many cases it could require up to an hour to complete a single one point determination and moisture density test. The length of time required to complete each test means contractors are not obtaining timely feedback on the quality of their work. In the event a test fails, the contractor may be required to perform a significant amount of rework, causing delays and increasing costs. The research is focused on three issues: determining the suitability of current SDDOT soil and granular materials testing policies and procedures, developing recommendations for improving efficiency while maintaining or improving quality of soil and granular compaction testing policies and procedures, and developing recommendations for a training program to address all procedural changes.
KW - Base course (Pavements)
KW - Dry density
KW - Embankments
KW - Moisture content
KW - Recommendations
KW - Road construction
KW - Soil compaction
KW - Specifications
KW - Subbase (Pavements)
KW - Test procedures
KW - Testing
KW - Training
UR - http://www.sddot.com/business/research/projects/docs/SD2000_02_Final_Report.pdf
UR - https://trid.trb.org/view/840710
ER -
TY - ABST
AN - 01458675
TI - Program Support for ATSM R&D
AB - No summary provided.
KW - Advanced traffic management systems
KW - Advanced traffic management systems
KW - Development
KW - Program management
KW - Research
KW - Research projects
KW - Technical assistance
UR - https://trid.trb.org/view/1226886
ER -
TY - ABST
AN - 01458604
TI - ATMS Research and Development
AB - The objectives of this project include maintaining The Federal Highway Administration's (FHWA's) Traffic Software Integrated System (TSIS) software, developing a testbed for integrating ATMS technologies, providing technical support to FHWA on projects to advance the state-of-the-art in ATMS, and supporting the laboratory testing of national ITS standards.
KW - Automated highway systems
KW - Intelligent transportation systems
KW - Laboratory tests
KW - Research projects
KW - Software
KW - State of the art
KW - Traffic congestion
KW - Traffic control
KW - Traffic surveillance
UR - https://trid.trb.org/view/1226815
ER -
TY - RPRT
AN - 00974789
AU - ICF Consulting
AU - HLB Decision Economics, Incorporated
AU - Louis Berger and Associates, Incorporated
AU - Federal Highway Administration
TI - CAPTURING THE FULL BENEFITS OF FREIGHT TRANSPORTATION IMPROVEMENTS: A NON-TECHNICAL REVIEW OF LINKAGES AND THE BENEFIT-COST ANALYSIS FRAMEWORK
PY - 2001/05/11
SP - 30 p.
AB - The objective of this study is to capture the benefits of freight improvements in the standard benefit-cost methodology. The insights discussed in this paper provide the basis for an analytic framework that can bring the full benefits of freight improvements into the benefit-cost calculation. This paper presents the conceptual framework that has been developed for this purpose. This conceptual framework can be used to develop a method that is analytically robust, will yield useful, quantitative results, and will stand up under critical economic review. The material in this paper is presented in five sections. Section 1, Introduction, provides an introduction to the paper. Section 2, Illustration of Linkages, explains and discusses business managers' increasing focus on reducing logistics costs while improving service to customers. Three case histories are presented that provide some insight on the ways in which businesses reorganize their logistics operations. Section 3, Framework for Economic Analysis, presents the economic concepts that will be used to estimate benefits for freight improvements and shows how those concepts provide a usable framework for the analysis. The concepts are defined and explained so as to be accessible to non-economists. Section 4, Estimating Quantitative Values for Benefits, sets out the approach, and related economic concepts, that will allow using the framework to develop quantitative values for benefits of freight improvements. The material is presented in a manner that makes it understandable for non-economists. Section 5, Summary and Next Steps, summarizes the analytical framework and the quantitative approach and identifies the next steps the study team must take to develop valid, usable estimates of benefits of freight-transportation improvements.
KW - Benefit cost analysis
KW - Benefits
KW - Case studies
KW - Customer service
KW - Economic analysis
KW - Estimating
KW - Freight transportation
KW - Improvements
KW - Logistics
KW - Quantitative analysis
KW - Reorganization
UR - http://ops.fhwa.dot.gov/freight/documents/nontechdesciptfrmwrk.pdf
UR - https://trid.trb.org/view/698202
ER -
TY - ABST
AN - 01557275
TI - Research for the AASHTO Standing Committee on Planning. Task 20. Conformity Problems Caused by the Mismatch in SIP/Transportation Plan Timeframe
AB - The proposed research will, through actual examples in specific areas, define and update the extent and severity of problems in demonstrating conformity due to the timeframe mismatch. The research will involve consultation-iterative discussions with all key stakeholders-that aims for a consensus on problems / causes / consequences. The research will then, through iterative consultation, aim for a consensus on different short and long term solutions (e.g., statutory provisions, amended regulations, and/or guidance).
KW - Air quality
KW - Emission control devices
KW - National Cooperative Highway Research Program
KW - Regulations
KW - Research projects
KW - Transportation planning
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909
UR - https://trid.trb.org/view/1346935
ER -
TY - ABST
AN - 01464639
TI - Research for AASHTO Standing Committee on Highways. Task 141. Conformity Problems Caused by the Mismatch in SIP/Transportation Plan Timeframe
AB - The task is defining and updating the extent and severity of problems in demonstrating conformity that are due to the timeframe mismatch between transportation plans and state implementation air quality plans. The project is completed and the report was distributed to AASHTO's Standing Committee on Planning.
KW - Air quality management
KW - Conformity
KW - Plan implementation
KW - State departments of transportation
KW - Transportation planning
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1206
UR - https://trid.trb.org/view/1232871
ER -
TY - ABST
AN - 01461032
TI - Communicating Changes in Horizontal Alignment
AB - The objective of this project is to develop a methodology to determine and communicate horizontal curve information to road users in a consistent and credible manner.
KW - Crash locations
KW - Crash rates
KW - Curves (Geometry)
KW - Driver information systems
KW - Highway safety
KW - Highway traffic
KW - Highways
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Runoff
KW - Speed
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=814
UR - https://trid.trb.org/view/1229250
ER -
TY - RPRT
AN - 00814062
AU - French, L J
AU - Iskander, W
AU - Jaraiedi, M
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - TRAFFIC VOLUME MONITORING RELATED RESEARCH
PY - 2001/05/04
SP - 76 p.
AB - The goal of this research project was to investigate two short-term issues currently faced by the Pennsylvania Department of Transportation (PennDOT) relative to its statewide traffic counting program. PennDOT operates 63 Automatic Traffic Recorders (ATR) that are used to calculate adjustment factors to estimate Annual Average Daily Traffic (AADT) from short-term counts. Monthly adjustment factors calculated from 1998 and 1999 data were tested using statistical analysis to determine (1) their statistical significance and (2) short term strategies to improve effectiveness of the program. PennDOT also uses the ATR data along with other short-term counts to calculate annual growth factors for various functional classes and regions across the state. Statistical analysis of this program was conducted to determine its overall quality and to recommend short-term improvements. A second phase of this overall research is anticipated in which longer-term issues with the two programs will be investigated. The study found that there are a number of deficiencies in the current process of estimating growth factors in Pennsylvania. Growth factors were calculated for only 35 of the 42 categories since 7 of them do not contain any sites. If groups that have either a sample size of three or less or precision levels greater than 10% are considered to be inadequate, then only 14 of the groups, or 40% of the 35 groups having at least one site are adequate. In general, the counting program that supports the estimation of growth factors will require some long-range and deep-reaching changes. The program should be reviewed in detail to determine if a different general approach should be adopted. Currently, significant effort is expended taking longer-duration counts at fewer locations. The approach puts more emphasis on "temporal" rather than "spatial" aspects that would have shorter count durations and more locations. The Traffic Monitoring Guide (TMG) recommends more emphasis on the spatial aspects. This approach should be investigated in greater detail to determine if it might yield better results relative to growth factor estimation.
KW - Adjustment factors
KW - Annual average daily traffic
KW - Economic growth
KW - Growth factors
KW - Monitoring
KW - Pennsylvania
KW - Short range planning
KW - Spatial aspects
KW - Statistical analysis
KW - Traffic counting
KW - Traffic volume
UR - http://ntl.bts.gov/lib/18000/18000/18060/PB2001106514.pdf
UR - https://trid.trb.org/view/681396
ER -
TY - ABST
AN - 01461031
TI - Selection of Materials to Optimize Sign Performance
AB - The objective of the research is to develop a simple user-friendly decision-making tool that will aid transportation agencies in the selection of retroreflective materials for traffic signs, based on roadways conditions and other factors that most critically affect sign performance.
KW - Luminance
KW - National Cooperative Highway Research Program
KW - Performance evaluations
KW - Research projects
KW - Retroreflectivity
KW - Traffic safety
KW - Traffic signs
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=861
UR - https://trid.trb.org/view/1229249
ER -
TY - JOUR
AN - 01393744
JO - Public Roads
PB - Federal Highway Administration
AU - Davidson, S H
TI - Branding America's byways
PY - 2001/05
VL - 64
IS - 6
SP - 26-32
KW - Highway operations
KW - Marketing
KW - Marketing
KW - Road management
KW - Symbol
KW - Symbols
KW - Tourism
KW - Tourism
KW - Usa
UR - https://trid.trb.org/view/1161510
ER -
TY - RPRT
AN - 01389823
AU - Federal Highway Administration
TI - Traffic monitoring guide
PY - 2001/05
SP - 7 vols
AB - Traffic monitoring has a long tradition and each agency has an established legacy program. The TMG offers suggestions to help improve and advance current programs with a view towards the future of traffic monitoring. A basic program structure for traffic monitoring is presented. The guide provides specific examples of how statewide data collection programs should be structured, describes the analytical logic behind that structure, and provides the information highway agencies need to optimize the framework for their particular organizational, financial, and political structures.
KW - Axle load
KW - Axle loads
KW - Data analysis
KW - Data analysis
KW - Data collection
KW - Data collection
KW - Evaluation
KW - Evaluation
KW - Method
KW - Methodology
KW - Traffic count
KW - Traffic counts
KW - Traffic flow
KW - Traffic flow
KW - Traffic monitoring
KW - Traffic surveillance
KW - Truck
KW - Trucks
KW - Vehicle classification
KW - Vehicle classification
KW - Vehicle weighing
KW - Weighing devices
KW - Weighing equipment
KW - Weight measurement
UR - http://www.fhwa.dot.gov/ohim/tmguide/
UR - https://trid.trb.org/view/1157589
ER -
TY - RPRT
AN - 01374555
AU - Schnell, Thomas
AU - Mohror, Jeff
AU - Aktan, Fuat
AU - Diptiman, Tuhin
AU - University of Iowa, Iowa City
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Traffic Flow Analysis Tools Applied to Work Zones Based on Flow Data Collected in the Field
PY - 2001/05//Final Technical Report
SP - 108p
AB - The Ohio Department of Transportation (ODOT) has identified the maintenance of traffic (MOT) as a top priority to serve the motoring public as part of a Department Strategic Initiative. ODOT seeks an accurate analysis tool to model and predict the impact of lane closures in work zones on the level of service. There are a number of analysis tools that allow the modeling of traffic flow under various situations. some of the most prominent analysis tools include analytical approaches such as the Highway Capacity Software (HCS) or stochastic simulation based programs such as Synchro, CORSIM (under ITRAF and TRAFVU), NetSim, and macroscopic models such as QueWZ92 or QueWZ98. Four work zones on multilane freeways were selected by ODOT for collection of traffic flow data that could be used to validate selected computer based traffic flow simulation and prediction packages. Traffic flow video records were obtained at the four selected work zones using two ODOT video recording vans equipped with 50 ft masts. Traffic flow parameters were extracted from the video records using the Mobilizer-PC software package. Simulation models were constructed for the selected work zones, and the simulated flow parameters were compared to the data that were extracted from the field data with Mobilizer-PC. The results of this study, based on actual field data, illustrate some inaccuracies of queue length predictions when using the microsimulation packages Synchro and CORSIM. This conclusion is not unexpected, as these packages were not designed to model the work zones. Further development of these products is required to produce more accurate results using microsimulation techniques. The most accurate tool in predicting the capacity of a work zone was QueWZ92. Combined with an ODOT proprietary spreadsheet, the queue lengths could be estimated to an accuracy within about 1.4% to 10.7% of the actually observed queue length. The macroscopic model QueWZ92 combined with the ODOT proprietary spreadsheet presently seems to be the best method to estimate queue lengths in work zones.
KW - CORSIM (Traffic simulation model)
KW - Field data
KW - Highway Capacity Software
KW - Lane closure
KW - Level of service
KW - Macroscopic simulation
KW - Netsim (Computer program)
KW - Ohio
KW - QueWZ92 (Computer program)
KW - Synchro (Computer program)
KW - Traffic flow
KW - Traffic queue length
KW - Traffic queuing
KW - Traffic simulation
KW - Work zones
UR - http://www.dot.state.oh.us/Divisions/Engineering/Roadway/TrafficControl/MOTDocuments/Iowa%20Flow%20Analysis%20Study%20-%20May%202001.pdf
UR - https://trid.trb.org/view/1142266
ER -
TY - RPRT
AN - 01164212
AU - Stallings, James Michael
AU - Eskildsen, Sam
AU - Auburn University
AU - Alabama Department of Transportation
AU - Federal Highway Administration
TI - Camber and Prestress Losses in High Performance Concrete Bridge Girders
PY - 2001/05//Final Report
SP - 122p
AB - Eccentrically prestressed bridge girders deflect upward under the combined action of the prestressing force and the self-weight of the girder. This upward deflection is called camber. The goal of the work presented here is to investigate the accuracy of available methods for the prediction of camber and prestress losses in AASHTO girders made with high-performance concrete (HPC). To this end, laboratory tests were performed to determine the creep, shrinkage, and elastic properties of HPC used in the production of the girders of Alabama's HPC Showcase Bridge. Field measurements of girder camber and strains for five HPC girders were made for approximately one year. Calculated cambers, strains, and prestress losses are compared to measured values. Based on length of time for which field measurements were made, the focus of this report is the prediction of camber and prestress losses up to the time of placement of the bridge deck slab.
KW - Alabama
KW - Creep
KW - Curvature
KW - Elasticity (Mechanics)
KW - Field tests
KW - High performance concrete
KW - Laboratory tests
KW - Prestressed concrete bridges
KW - Prestressing
KW - Shrinkage
UR - http://www.library.northwestern.edu/transportation/online/unrestricted/2001/ALDOT-930-373-1.pdf
UR - https://trid.trb.org/view/923090
ER -
TY - RPRT
AN - 01160537
AU - Zaghloul, Sameh
AU - Gucunski, Nenad
AU - Maher, Ali
AU - Szary, Patrick
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
AU - Research and Innovative Technology Administration
TI - Replacement of Rolling Straightedge with Automated Profile Based Devices
PY - 2001/05//Final Report
SP - 124p
AB - A study was performed to evaluate the applicability of using automated highway profilers to replace the Rolling Straightedges (RSE’s) currently used by the New Jersey Department of Transportation (NJDOT) to implement the department smoothness specifications. Two categories of profilers were considered in the study, low speed profilers (2 devices) and high speed profilers (3 devices), in addition to two of NJDOT RSE’s. The scope of the study was limited to asphalt surfaced pavements. Three levels of initial smoothness were considered in the study, very smooth, smooth and relatively rough pavements. Several analyses were performed on the collected data. These analyses included preliminary analysis, RSE simulation, statistical analysis, effect of speed analysis and correlation analysis. The preliminary analysis was performed on the results of the RSE inspection to select test sections that match the study requirements. RSE simulation analysis was performed on the collected profiles to simulate the RSE inspection. This analysis consisted of driving a 10-ft straightedge over the profile and calculating the tolerance at the mid-point of the straightedge and then calculating the Percentage Defective Length (%DL). Several statistical analyses were performed on the collected and simulated data to investigate the equipment repeatability and the differences among devices, including the two RSE's. In these analyses, the F-Test and the Student T-Test were used. The analyses were performed on the %DL measured with the RSE’s and that resulted from the simulation analysis, as well as on the International Roughness Index (IRI) measured using the automated profilers. The effect of speed analysis was performed on the data collected using the lightweight profilers and the high speed profiler. Three correlation analysis studies were performed on the collected data. The objectives of these studies are to correlate the RSE measurements with the results of the simulation analysis performed on the profiles measured using the automated devices, to correlate the IRI measured with different devices and to correlate the IRI and %DL of the same device.
KW - Correlation analysis
KW - International Roughness Index
KW - Profilometers
KW - Repeatability
KW - Roughness
KW - Simulation
KW - Smoothness
KW - Speed
KW - Statistical analysis
UR - http://cait.rutgers.edu/files/FHWA-NJ-2001-006.pdf
UR - https://trid.trb.org/view/920651
ER -
TY - RPRT
AN - 01127308
AU - Federal Highway Administration
AU - Federal Transit Administration
TI - Regional Traffic Incident Management Programs Implementation Guide
PY - 2001/05
SP - 64p
AB - The purpose of this document is to assist organizations and their leaders in implementing and sustaining regional traffic incident management programs, both by examining some successful models, and by considering some of the lessons learned by early implementers. There is some form of incident management activity in most major and many mid-sized urban areas. Typically this involves each agency carrying out its own responsibilities, with primarily working-level and middle-management administrative teams to provide coordination with the other agencies who are also involved in their own aspects of managing incidents. Such a situation not only achieves less than the full potential benefit, but also leaves open many risks for failure within individual agencies or on a broader scale. The objective of this document is to present a framework for developing what is missing in almost every urban area—a formal multiagency traffic incident management program, with endorsement by, participation from, and coordination by senior agency management, and which includes all of the participating agencies.
KW - Cooperation
KW - Framework (Planning)
KW - Incident management
KW - Interagency relations
KW - Plan implementation
KW - Regional transportation
KW - Urban areas
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13149.pdf
UR - https://trid.trb.org/view/887786
ER -
TY - RPRT
AN - 01108774
AU - Rufino, Dulce
AU - BaRaKa, Kenyatta
AU - Darter, Michael I
AU - University of Illinois, Urbana-Champaign
AU - Illinois Department of Transportation
AU - Federal Highway Administration
TI - Development of a Bridge Smoothness Specification for Illinois DOT
PY - 2001/05//Interim Report
SP - 231p
AB - Smoothness is considered to be the most important ride quality by the highway user. Although bridges are much rougher than pavements, most of the studies conducted to improve pavement smoothness have been focused solely on pavements. This report describes the effort of the University of Illinois to develop a preliminary bridge smoothness specification for the Illinois Department of Transportation (IDOT). The preliminary specification presented in this research report is based on the testing and analysis conducted under this study and reflects the views and experience of the authors. It is emphasized that this draft specification is not intended for use in construction without significant additional development and field testing. The most suitable index and equipment are recommended based on a literature review of smoothness indices and different pieces of equipment. In addition, International Roughness Index (IRI) and Profile Index (PI) values were computed from testing 20 recently constructed or rehabilitated IDOT bridges in Illinois using a lightweight profilometer. These data were analyzed in order to set up smoothness limits for bridges, and a correlation between IRI and PI was established.
KW - Bridge decks
KW - Illinois
KW - International Roughness Index
KW - Pavement design
KW - Pavement performance
KW - Paving
KW - Ride quality
KW - Roughness
KW - Smoothness
KW - Specifications
UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-112.pdf
UR - https://trid.trb.org/view/868233
ER -
TY - RPRT
AN - 01074498
AU - Federal Highway Administration
TI - Lincoln Bypass, State Route 65, construct four lanes on the new right of way in Placer county, from .3 km south of Industrial to Riosa Rd : environmental impact statement
PY - 2001/05//Volumes held: Draft, F
KW - California
KW - Environmental impact statements
UR - https://trid.trb.org/view/833892
ER -
TY - RPRT
AN - 01062255
AU - Federal Highway Administration
TI - U.S. Highway 101 improvement project, Vineyard Avenue to Johnson Drive, cities of Oxnard and San Buenaventura, Ventura County : environmental impact statement
PY - 2001/05//Volumes held: Draft(2v), Final
KW - California
KW - Environmental impact statements
UR - https://trid.trb.org/view/821751
ER -
TY - RPRT
AN - 00973809
AU - Kainz, J A
AU - Wacker, J P
AU - Ritter, M A
AU - Department of Agriculture
AU - Federal Highway Administration
TI - ANALYSIS OF THERMAL CHANGE IN STRESS-LAMINATED TIMBER BRIDGE DECKS
PY - 2001/05
SP - 12 p.
AB - As the timber bridge design has evolved, some engineers have been concerned about the integrity of the stress-laminated system in cold climates. The structural integrity of a stress-laminated bridge depends on the level of interlaminar compression (between the wood laminations). Temperature change can cause material shrinkage, which could lead to substantial performance problems based on material mechanics and the nature of the stress-laminated system. In this study, to determine the effects of thermal change on interlaminar compression, four stress-laminated timber deck sections were put through a warm-cold-warm cycle. Various interlaminar stress levels and three moisture content levels were tested. Results showed that interlaminar compression in stress-laminated decks of this size was not affected by extremely cold temperatures when the moisture content was less than 19% and when initial bar force was sufficient.
KW - Bridge decks
KW - Cold weather
KW - Laminated wood
KW - Laminates
KW - Stresses
KW - Temperature
KW - Temperature change
KW - Timber construction
KW - Wooden bridges
UR - http://ntl.bts.gov/lib/18000/18200/18274/PB2001107660.pdf
UR - https://trid.trb.org/view/697729
ER -
TY - RPRT
AN - 00974196
AU - Podolny, W
AU - Cox, W R
AU - HOOKS, J M
AU - Miller, M D
AU - Moreton, A J
AU - Shahawy, M A
AU - Edwards, D
AU - Madani, M
AU - Montgomery, R K
AU - Pielstick, Brett
AU - Tang, M-C
AU - American Trade Initiatives
AU - Federal Highway Administration
TI - PERFORMANCE OF CONCRETE SEGMENTAL AND CABLE-STAYED BRIDGES IN EUROPE
PY - 2001/05
SP - 104 p.
AB - The main objective of the scanning activity was to evaluate the European inventory of prestressed concrete segmental and cable-stayed bridges. On average, European structures are a decade or two older than similar ones in the United States. Members of the scan team examined durability; identified possible future needs for maintenance, repair and retrofit, and replacement; and compared trends and current practice. The team visited four countries: Switzerland, Germany, Denmark, and France. Representatives from Norway and the United Kingdom also met with the team. In general, segmental and cable-stay technology and developments in Europe and the United States are moving in parallel directions. Early performance problems from the 1960s and 1970s have been eliminated through new codes and practices on both sides of the Atlantic. Technical advances continue to be made with respect to corrosion, external and internal prestressing tendons, inspection methods, use of new composite materials, and construction techniques.
KW - Cable stayed bridges
KW - Composite materials
KW - Corrosion
KW - Denmark
KW - Durability
KW - France
KW - Germany
KW - Inspection
KW - Maintenance
KW - Norway
KW - Performance
KW - Prestressed concrete bridges
KW - Prestressing
KW - Segmental construction
KW - State of the practice
KW - Study tours
KW - Switzerland
KW - Tendons (Materials)
KW - United Kingdom
UR - http://international.fhwa.dot.gov/Pdfs/conc_seg_cabstay_euro.pdf
UR - http://ntl.bts.gov/lib/18000/18300/18303/PB2001107722.pdf
UR - https://trid.trb.org/view/697965
ER -
TY - RPRT
AN - 00970588
AU - Brena, S F
AU - Wood, S L
AU - KREGER, M E
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - INCREASING THE FLEXURAL CAPACITY OF TYPICAL REINFORCED CONCRETE BRIDGES IN TEXAS USING CARBON FIBER REINFORCED POLYMERS
PY - 2001/05
SP - 282 p.
AB - A large portion of the off-system bridges and some on-system bridges in Texas were constructed in the 1950s using vehicle loads that are less than the current design standards. As a result, the legal load that is permitted to cross these bridges is often limited and many are scheduled for replacement. The use of carbon fiber reinforced polymer (CFRP) composites to increase the flexural capacity of reinforced concrete bridges was investigated in this research project. The overall goal was to develop design procedures for strengthening existing bridges using CFRP to avoid replacement of bridges that have been functioning satisfactorily for many years. The third phase of the research project is described in this report. Four full-scale specimens representative of bridge construction during the 1950s in Texas were constructed, strengthened, and tested in the laboratory to assess the effectiveness of the CFRP composites for increasing the flexural capacity. Results from the laboratory tests indicate that the composite materials may be used successfully to strengthen existing bridges. The strength of all specimens was controlled by debonding of the CFRP composites from the surface of the concrete. An analytical model was verified using the measured response of the laboratory specimens. The model was able to reproduce the overall response of the specimens, but did not reproduce the local modes of failure. Therefore, the model may be used to design strengthening systems for reinforced concrete bridges, but the maximum strain in the CFRP composites must be limited to reflect the observed modes of failure. Design guidelines for CFRP systems are presented.
KW - Carbon fibers
KW - Debonding
KW - Design
KW - Fiber reinforced plastics
KW - Flexural strength
KW - Guidelines
KW - Laboratory tests
KW - Mathematical models
KW - Prototypes
KW - Reinforced concrete bridges
KW - Strain (Mechanics)
KW - Strengthening (Maintenance)
UR - http://www.utexas.edu/research/ctr/pdf_reports/1776_2.pdf
UR - https://trid.trb.org/view/696560
ER -
TY - RPRT
AN - 00942342
AU - Strong, C
AU - Albert, S
AU - Western Transportation Institute
AU - California Department of Transportation
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - CALIFORNIA - OREGON ADVANCED TRANSPORTATION SYSTEM: STRATEGIC DEPLOYMENT PLAN
PY - 2001/05
SP - v.p.
AB - The purpose of this document is to provide a strategic deployment plan for intelligent transportation systems (ITS) in a rural, bi-state area including northern California and southern Oregon, as a major milestone in the Rural California/Oregon Advanced Transportation Systems (COATS) project. This plan is intended to provide a strategic framework to guide future ITS deployment decisions, as well as recommended technologies and locations for ITS deployment where ITS can address specific challenges in the study area. The plan starts with a brief overview of intelligent transportation systems in Chapter 2, and how they may be useful in a rural environment. Chapter 3 provides a broad overview of the COATS project, describing the study area, highlighting project objectives, presenting the project management structure, identifying key stakeholder groups, and reviewing various methods of project outreach. Chapters 4 through 7 provide a progressively more specific picture of how ITS may address the transportation needs of the COATS study area. Chapter 4 summarizes several efforts completed early in the life of the project to quantify and locate specific needs and challenges in the study area. Following this, Chapter 5 presents a vision for the COATS study area. This vision is stated in terms of goals and objectives for transportation in the region, but also in the perspective of different groups of stakeholders. Chapter 6 summarizes the regional ITS architectural vision. In order to realize this vision, the vision is subdivided into strategies and specific technology applications and locations, as described in Chapter 7. Realizing that many ITS plans fail to result in implementation of projects, this plan seeks to address several areas that have impeded success of other plans. Chapter 8 addresses the anticipated financial cost to implement operate and maintain the proposed ITS infrastructure. Chapter 9 builds on this by describing potential sources of public and private sector funding to support ITS initiatives. Chapter 10 addresses the non-financial operations and maintenance issues associated with ITS, a critical concern especially in this rural region. Finally, Chapter 11 presents the next steps that need to be pursued in order to realize the recommendations of this plan.
KW - California
KW - California/Oregon Advanced Transportation Systems (COATS)
KW - Costs
KW - Deployment
KW - Financing
KW - Implementation
KW - Infrastructure
KW - Intelligent transportation systems
KW - Intelligent transportation systems programs
KW - Maintenance
KW - Needs assessment
KW - Operations
KW - Oregon
KW - Project management
KW - Recommendations
KW - Rural areas
KW - Stakeholders
KW - Strategic planning
KW - System architecture
KW - Technology
UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5zk7q3m/1/producer%2FCOATS-SDP.pdf
UR - https://trid.trb.org/view/644138
ER -
TY - RPRT
AN - 00942587
AU - ITS America
AU - Federal Highway Administration
TI - ITS AMERICA ADVANCED CONSTRUCTION AND MAINTENANCE SYSTEM TASK FORCE NATIONAL STRATEGIC PLAN
PY - 2001/05
SP - 73 p.
AB - This document presents the Advanced Construction and Maintenance System (ACMS) Task Force National Strategic Plan. Section 1 presents ACMS goals and guiding principles. In general, the goals are to facilitate the application of advanced technology to conventional construction and maintenance practices; to influence intelligent transportation system (ITS) design for optimal deployment and maintenance; and to evolve and/or develop new equipment and methods to support the evolving construction, maintenance, and operational needs of a deployed ITS. Section 2 discusses stakeholder needs and issues. Section 3 presents the recommended strategies. The four essential Strategies to achieve the goals of ACMS, and the Initiatives designed to support the Strategies, are described. A conclusion is provided in Section 4. Specific examples of current activities gathered and expressed to the team during the development of this plan are documented in Appendix 1. Appendix 2 contains an ACMS literature survey.
KW - CD-ROM
KW - Highway maintenance
KW - Intelligent transportation systems
KW - Literature reviews
KW - Road construction
KW - Stakeholders
KW - Strategic planning
KW - Technological innovations
UR - https://trid.trb.org/view/643232
ER -
TY - RPRT
AN - 00938507
AU - Nightingale, B
AU - Simenstad, C
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - OVERWATER STRUCTURES: MARINE ISSUES
PY - 2001/05
SP - 181 p.
AB - This paper synthesizes 30 years of literature documenting the potential effects specific overwater structures pose to important estuarine and nearshore marine habitats for juvenile salmon and other fishes in the Pacific Northwest. While the fish and shellfish species discussed are known to specifically use nearshore habitats, potential impacts at the broader scale of the nearshore ecosystem are also examined. Overwater structures have been proved to pose potential mortality and fitness risks to these animals and their ecosystems. Mechanisms of impact are characterized as changes in light, wave energy, and substrate regimes. Modifications to these regimes by the construction of, presence of and operations around overwater structures have been found to produce significantly different distributions of invertebrates, fishes, and plants in under-dock environments than in adjacent non-shaded vegetated habitats. Effects of light limitation (shading) from overwater structures on migratory organisms such as juvenile salmon have been characterized as 1) behavioral barriers that can deflect or delay migration; 2)reduced prey resource production and availability (i.e., "carrying capacity"); and 3) altered predator-prey relationships associated with high intensity night lighting alterations to the nighttime ambient light regime. This paper identifies known visual thresholds associated with light limitation for salmonids and other juvenile fishes. Empirical findings indicate that the cumulative impacts of overwater structures can have significant impacts on ambient wave energy patterns and substrate types. Given what is known concerning biota and substrate relationships and shoreline geomorphology (drift cell) processes determining those substrates, the basic unit of measurement for establishing change thresholds to identify overwater structure effects is likely related to drift cell characteristics and scale. At this time, drift cell thresholds are not established; however, it is concluded that thresholds are needed to avoid and mitigate cumulative effects. Further studies are recommended to determine plant and animal behavioral thresholds and the nature and extent of direct and cumulative effects.
KW - Docks
KW - Ecosystems
KW - Environmental impacts
KW - Fishes
KW - Geomorphology
KW - Habitat (Ecology)
KW - Literature reviews
KW - Night lighting
KW - Overwater structures
KW - Piers (Wharves)
KW - Port structures
KW - Salmon
KW - Shading
KW - Shellfish
KW - Wharves
UR - http://www.wsdot.wa.gov/research/reports/fullreports/508.1.pdf
UR - http://ntl.bts.gov/lib/18000/18800/18819/PB2002102124.pdf
UR - https://trid.trb.org/view/730728
ER -
TY - RPRT
AN - 00938485
AU - Kockelman, K M
AU - Srinivasan, S
AU - Handy, S L
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - ECONOMIC EFFECTS OF HIGHWAY RELIEF ROUTES ON SMALL- AND MEDIUM-SIZE COMMUNITIES, AN ECONOMETRIC ANALYSIS
PY - 2001/05
SP - 62 p.
AB - Highway relief routes may have a variety of both positive and negative impacts on small- and medium-size communities. The purpose of this research is to evaluate the impacts of relief routes on small- and medium-size communities in order to help the Texas Department of Transportation better plan for both the positive and negative impacts of relief routes. One common concern is that the reduction in traffic through town, which has positive benefits for quality of life, may also have negative impacts on businesses in the community. This report describes the use of econometric models to test this hypothesis. The panel data set includes data from cities in Texas with and without relief routes for nine points in time. Models were developed for twelve economic indicators: per capita sales, numbers of establishments, and total sales in four highway-related sectors expected to be most impacted by changes in traffic levels. The models indicate both positive and negative impacts of relief routes, although for small cities the impacts are mostly negative. The magnitude of the shift in traffic to the relief route is the most significant characteristic of the relief route in explaining these impacts. The marginal influences of city demographics, location and traffic levels, and the regional trends on the local economy were also identified. It is important to note that the impact on the total economy was not assessed in the models and that the models do not fully explain the changes in the economic indicators.
KW - Businesses
KW - Bypasses
KW - Econometric models
KW - Economic impacts
KW - Economic indicators
KW - Medium sized cities
KW - Sales
KW - Small towns
KW - Texas
UR - http://www.utexas.edu/research/ctr/pdf_reports/1843_2.pdf
UR - http://ntl.bts.gov/lib/19000/19800/19852/PB2003100808.pdf
UR - https://trid.trb.org/view/730706
ER -
TY - RPRT
AN - 00938479
AU - Hugo, F
AU - Chen, D-H
AU - de Fortier Smit, A
AU - Bilyeu, J
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - REPORT ON A COMPARISON OF THE EFFECTIVENESS OF TWO PAVEMENT REHABILITATION STRATEGIES ON US 281 NEAR JACKSBORO
PY - 2001/05
SP - 62 p.
AB - The main objective of the most recent Mobile Load Simulator (MLS) test program was to conduct a comparative study of two rehabilitation processes, Remixer and Dustrol, constructed on the southbound and northbound lanes of US 281 near Jacksboro, Texas, in the Fort Worth District, in 1995 and 1996, respectively. The underlying pavements are composite asphalt layers, with the first construction undertaken in 1957. Since no temperature control was provided during trafficking, the tests were conducted in consecutive, similar seasons to reduce variability induced by temperature changes. Performance was evaluated in terms of surface rutting, loss of stiffness in pavement layers, and permanent deformation in the layers. Tools used during the study included an on-site weather station, nondestructive testing equipment (GPR, FWD, SPA, PSPA, SASW, DCP), in-situ instrumentation (MDD), and the Hamburg wheel-tracking device. The findings provided conclusive results on the relative performance of the two rehab strategies. The results indicated that the Remixer process performs better than the Dustrol process on resisting rutting, although both mixes are stable, with no sign of premature failure. Based on the good performance of the Remixer rehab on its sound underlying structure, it was used on a section of US 175 in the Dallas District. However, it was found later that the Remixer could not stop reflected cracking on the US 175 project.
KW - Accelerated tests
KW - Composite pavements
KW - Deformation
KW - Field studies
KW - Instrumentation
KW - Jacksboro (Texas)
KW - Mobile load simulator
KW - Nondestructive tests
KW - Pavement performance
KW - Reflection cracking
KW - Rehabilitation (Maintenance)
KW - Rutting
KW - Stiffness
KW - Weather stations
KW - Wheel tracking device
UR - http://www.utexas.edu/research/ctr/pdf_reports/1814_1.pdf
UR - http://ntl.bts.gov/lib/19000/19400/19429/PB2002106909.pdf
UR - https://trid.trb.org/view/730700
ER -
TY - RPRT
AN - 00933836
AU - Mehta, T
AU - Mahmassani, H S
AU - Bhat, C
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - METHODOLOGIES FOR EVALUATING ENVIRONMENTAL BENEFITS OF INTELLIGENT TRANSPORTATION SYSTEMS
PY - 2001/05
SP - 52 p.
AB - This report provides an overview of the current state of practice in evaluation of air quality impacts and also in emissions modeling. This report also describes the recent developments in emissions modeling. The air quality impacts of various intelligent transportation systems (ITS) strategies and technology bundles are also described in detail. Reported air quality benefits of various ITS projects are also presented.
KW - Air quality
KW - Benefits
KW - Emissions modeling
KW - Environmental impacts
KW - Environmental protection
KW - Evaluation
KW - Exhaust gases
KW - Intelligent transportation systems
KW - Methodology
KW - Strategic planning
KW - Technology
UR - http://www.utexas.edu/research/ctr/pdf_reports/4197_1.pdf
UR - http://ntl.bts.gov/lib/18000/18800/18852/PB2002102275.pdf
UR - https://trid.trb.org/view/724899
ER -
TY - RPRT
AN - 00814142
AU - Massman, J W
AU - Butchart, C D
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - INFILTRATION CHARACTERISTICS, PERFORMANCE, AND DESIGN OF STORM WATER FACILITIES
PY - 2001/05
SP - 48 p.
AB - This report provides comments and suggestions related to the Washington State Department of Ecology's draft manual, entitled "Stormwater Management in Washington State." These comments and suggestions are focused on those sections of the draft manual that relate to infiltration facilities. Specific issues that are addressed include the following: consistency in analytical approaches for estimating surface runoff and infiltration; additional approaches for estimating infiltration rates using soil texture data; comparison of recommended infiltration rates with selected literature values; comparison of recommended infiltration rates with selected measurements; and field measurements for estimating infiltration rates.
KW - Design
KW - Estimating
KW - Facilities
KW - Infiltration
KW - Manuals
KW - Measurement
KW - Performance
KW - Runoff
KW - Storm sewers
KW - Storm water management
KW - Stormwater facilities
KW - Washington (State)
UR - http://depts.washington.edu/trac/bulkdisk/pdf/483.1.pdf
UR - http://www.wsdot.wa.gov/research/reports/fullreports/483.1.pdf
UR - http://ntl.bts.gov/lib/18000/18500/18566/PB2002100537.pdf
UR - https://trid.trb.org/view/681524
ER -
TY - CONF
AN - 00928005
AU - Hoffman, M D
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - MARYLAND DEPARTMENT OF TRANSPORTATION VALUE PRICING STUDY: EXECUTIVE SUMMARY
PY - 2001/05
SP - p. 79-85
AB - The Maryland Department of Transportation, through the Federal Highway Administration's (FHWA's) Value Pricing Pilot Program, is conducting a one-year value pricing study that will consider a full range of value pricing strategies, including High Occupancy/Toll (HOT) lanes, where lower-occupancy vehicles pay a toll to use High-Occupancy Vehicle (HOV) lanes. The FHWA is providing funds to support the development, operation, and evaluation of innovative road and parking pricing pilot projects. The program's intent is to demonstrate and evaluate road and parking pricing concepts that could help address highway congestion. Phase I of Maryland's two-phase study included an investigation of the localities that have implemented or studied value pricing programs, both nationally and internationally, and preliminary screening to eliminate value pricing strategies based on established criteria. Results of Phase I activities are described in this paper. The value pricing strategies carried forward from Phase I have been combined into alternatives in the form of design concepts and pricing scenarios for further, more detailed evaluation in Phase II. Each of ten study locations was evaluated with respect to the criteria developed in Phase I. A list of more specific measures of effectiveness (MOEs) was developed for Phase II analysis. The scenarios under study in Phase II are described in this paper, along with possible next steps in Maryland's study.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Congestion pricing
KW - Demonstration projects
KW - High occupancy toll lanes
KW - High occupancy vehicle lanes
KW - Maryland
KW - Measures of effectiveness
KW - Pilot studies
KW - Road pricing
UR - https://trid.trb.org/view/721774
ER -
TY - CONF
AN - 00928007
AU - Miller, N
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - DEVELOPING TRANSPORTATION AND AIR QUALITY MESSAGES FOR PUBLIC EDUCATION CAMPAIGNS: "IT ALL ADDS UP TO CLEANER AIR"
PY - 2001/05
SP - p. 131-144
AB - This paper discusses the initiative "It All Adds Up to Cleaner Air", a unique collaborative effort of the U.S. Department of Transportation's (DOT's) Federal Highway Administration, the U.S. Environmental Protection Agency's Office of Transportation and Air Quality, and DOT's Federal Transit Administration. The initiative is a multi-level public education and partnership-building program to inform the public about the connections between their transportation choices, traffic congestion, air pollution, and public health. The program emphasizes simple actions people can take that are convenient and can make a difference in air quality when practiced on a wide-scale basis.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Air pollution
KW - Air quality
KW - Campaigns
KW - Communities
KW - Education
KW - Mode choice
KW - Public health
KW - Public information programs
KW - Traffic congestion
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721776
ER -
TY - CONF
AN - 00928009
AU - O'Connell, N L
AU - Thornewell, W R
AU - Ugolik, W R
AU - Youchah, M
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - HOV LANES ON THE LONG ISLAND EXPRESSWAY: HOW ARE THEY DOING?
PY - 2001/05
SP - p. 170-188
AB - On May 25, 1994, New York State opened its first suburban HOV lanes along a 12-mile segment of the Long Island Expressway (LIE), I-495, in Suffolk County on Long Island. Since then, the HOV lanes have grown to 30 mi (48 km) in length and construction of the last planned 10-mile section is well underway. The New York State Department of Transportation (NYSDOT) remains committed to successful HOV-lane implementation on Long Island. By a number of measures NYSDOT is achieving this objective: new carpools are being generated; usage is growing; the average volume exceeds 1,200 two-plus vehicles during the peak hour; and compliance is better than 95%. Keeping the public informed of HOV usage trends and promoting the lanes has been a priority since the lanes first opened. NYSDOT also maintains interagency coordination on policy and operational issues via the LIE/HOV Task Force, which has met 45 times since 1991. This paper presents an overview of LIE HOV usage statistics, public-outreach techniques being used, operational issues, and some challenges to the integrity of the HOV lanes that have been faced.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - High occupancy vehicle lanes
KW - Highway operations
KW - Interagency relations
KW - Long Island (New York)
KW - Long Island Expressway
KW - Performance
KW - Policy
KW - Public information programs
KW - Statistics
KW - Trend (Statistics)
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721778
ER -
TY - CONF
AN - 00928006
AU - Redman, D
AU - Haboian, K
AU - GREEN, J
AU - Pearson, F
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - VALUE PRICING FROM PALMDALE TO LOS ANGELES
PY - 2001/05
SP - p. 86-130
AB - Southern California Association of Governments (SCAG) is embarking on an innovative approach to provide highway users options to reduce commuting time. Specifically, SCAG is evaluating the impacts of implementation of high occupancy toll (HOT) lanes along a 35-mile stretch of State Route (SR) 14 in Los Angeles County, one of the most congested freeway corridors in the county, now and in future years. As a means of providing free-flow conditions to both high occupancy vehicles (HOVs) and non-HOVs willing to pay a fee, an additional lane would be added to the existing HOV lane, creating a two-lane HOT facility in each direction. Despite active regional hostility toward HOV lanes and current controversy over local Express Lanes, public outreach indicates the corridor communities are willing to consider the concept. Due to length of the facility, several innovative operational concepts are being addressed. First, intermediate access points are being proposed at approximately 3-mile intervals along the facility. Since the concept is to have the HOVs use the HOT facility for free, special toll verification areas would be constructed between each access point to properly segregate HOVs from toll paying non-HOVs, thereby simplifying enforcement. Finally, to properly balance demand along the length of the 35-mile facility, toll rates along the facility would vary based on the level of usage within the HOT lanes with rate variations along the corridor's segments. The features of this project will be useful for practitioners and agencies considering value pricing and HOT lane projects in their area.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Access
KW - Congestion pricing
KW - Freeway operations
KW - High occupancy toll lanes
KW - High occupancy vehicle lanes
KW - Los Angeles County (California)
KW - Road pricing
KW - Southern California Association of Governments
KW - Tolls
KW - Traffic law enforcement
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721775
ER -
TY - CONF
AN - 00928008
AU - Casey, J
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - HOV PERFORMANCE MONITORING: TWO REPORTS, MULTIPLE CONCLUSIONS
PY - 2001/05
SP - p. 145-169
AB - The Massachusetts Highway Department (MassHighway) recently completed two monitoring reports for the two High Occupancy Vehicle (HOV) facilities that they operate. One report was for HOV lane performance and the other for air quality. The reports were required under 310 CMR 7.37 "State Air Pollution Control Regulation" and are administered by the Massachusetts Department of Environmental Protection (DEP). The regulation was issued in 1991 and revised in 1996. The regulations require performance and air quality monitoring for each HOV lane including standards for both requirements that must be met. The performance report presents the travel-time savings that HOVs experience for both HOV lanes. The regulation requires a HOV travel-time saving of one minute per mile versus the adjacent general-purpose lanes and a level of service C. The performance report shows that the HOV lanes are providing substantial travel-time savings during the morning commute and more modest savings during the afternoon commute. The afternoon commute savings do not meet regulatory requirements. The two agencies, DEP and MassHighway, draw different conclusions from the report results. The air quality report is directly related to the performance report and uses much of the same data in the analysis. The report is a before and after analysis on what effect the HOV lanes have had on air quality. This before and after analysis required more detailed data than the performance report. Additional analysis was performed to reflect operational changes in the HOV lanes and what effect they had on air quality. The two agencies involved, MassHighway and DEP, had conflicting interpretations of the results of the two reports. The two reports demonstrate the need and importance of early communications between regulatory and operational agencies. They also stress the importance of realistic, flexible HOV performance and air quality standards that should be based on sound tested transportation principles.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Air quality
KW - Before and after studies
KW - Communications
KW - Compliance
KW - High occupancy vehicle lanes
KW - Interagency relations
KW - Massachusetts
KW - Massachusetts Department of Environmental Protection
KW - Massachusetts Highway Department
KW - Monitoring
KW - Performance
KW - Regulations
KW - Standards
KW - Travel time
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721777
ER -
TY - CONF
AN - 00928010
AU - Hoffman, M D
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - MARYLAND'S HIGH OCCUPANCY VEHICLE (HOV) LANES: WHO IS USING THEM AND WHY?
PY - 2001/05
SP - p. 189-235
AB - The purpose of this study was to determine who is using the high occupancy vehicle (HOV) lanes in the I-270 corridor in Maryland and why. It is important to understand the long-term trends for carpooling in order to determine the future of the HOV lanes. Understanding the characteristics of the HOV lane carpool users will provide insight into how to best create future transportation system and demand management improvements. Data were gathered for I-270 by the Maryland State Highway Administration using a license plate survey (October/early November, 1999) at three locations on I-270. Three high speed video cameras collected license plate information over five days in both the morning and evening peak period of both HOV and non-HOV users. A survey/questionnaire was distributed in November/December (1999) to a stratified random sample of 7,002 addresses, of which 6,556, or 94%, were deliverable by the post office and 1,028 responded (16% response). The I-270 survey has helped to better understand who is utilizing the I-270 corridor. Sociodemographically, it was learned that gender, education, age, and employment characteristics do not impact carpool decisions on I-270, since men and women are using the facility equally, regardless of their employer, education level or age. While federal government employees might be more inclined to carpool, this did not show enough differentiation to statistically factor into why motorists are carpooling on I-270. To understand why motorists are carpooling, the I-270 survey tried to discern the motivating factors for motorists to carpool in the HOV lanes. Similar to the national trend, both origins and destinations have spread throughout the suburbs of the I-270 corridor. Only 8% of the destinations were to Washington, DC, a metropolitan area which once was the major employment center for the region. Now jobs have followed households into the suburbs of both Maryland and Virginia. Most motorists are traveling I-270 alone (86%) more than five days per week (75%). The survey showed that both trip time and trip length did not factor into the decision to carpool, with over half of the respondents not willing to convert to a carpool regardless of any travel time savings. The last factor, income, seemed to have a small variation amongst motorists' tendency to carpool, but only by approximately 5%, not enough to show a statistical difference. In the end, the survey showed that the trip making characteristics are not altered based on trip time, trip length, travel time savings, or income. In fact, carpools along I-270, similar to the national trends, are likely being formed based on multiple worker households who have convenient destinations. The two most significant factors attributing to this trend are the spreading development densities and the complex commuting patterns driven by the need for commuters to "trip chain." The survey also helped highlight motorists motivations to carpool and attitudes toward HOV lanes.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Age
KW - Attitudes
KW - Carpools
KW - Commuting
KW - Development densities
KW - Education
KW - Employment
KW - Gender
KW - High occupancy vehicle lanes
KW - Income
KW - Maryland
KW - Motivation
KW - Multiple worker households
KW - Origin and destination
KW - Surveys
KW - Travel time
KW - Travelers
KW - Trip chaining
KW - Trip length
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721779
ER -
TY - CONF
AN - 00928004
AU - DeCorla-Souza, P
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - FAIR LANES: A NEW APPROACH TO MANAGE CONGESTED FREEWAY LANES
PY - 2001/05
SP - p. 63-78
AB - Value pricing has successfully been used to manage freeway congestion in the U.S. in conjunction with new traffic lanes, and on existing toll facilities and high-occupancy vehicle (HOV) lanes converted to High-Occupancy/Toll (HOT) lanes. However, strategies which involve converting free lanes to toll lanes are extremely difficult for the public to accept. The objections could be overcome using an innovative concept called "Fast and Intertwined Regular lanes" or FAIR lanes. This concept involves separating congested freeway lanes into two sections: Fast lanes and Regular lanes. The Fast lanes would be electronically tolled express lanes, where tolls are set in real time to limit traffic to the free-flowing maximum. The Regular lanes would continue to be free with constructed flow as at present, but drivers would be compensated with credits for giving up their right to free use of the Fast lanes. This paper analyzes the travel impacts, financial feasibility and economic efficiency of the concept, and discusses public acceptability issues.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Acceptance
KW - Congestion pricing
KW - Economic efficiency
KW - Fast lanes
KW - Feasibility analysis
KW - Freeways
KW - High occupancy toll lanes
KW - High occupancy vehicle lanes
KW - Impact studies
KW - Regular lanes
KW - Road pricing
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721773
ER -
TY - CONF
AN - 00928000
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - 10TH INTERNATIONAL CONFERENCE ON HIGH-OCCUPANCY VEHICLE SYSTEMS: COMPENDIUM OF TECHNICAL PAPERS
PY - 2001/05
SP - 237p
AB - This report provides the technical papers submitted as part of the 10th International High-Occupancy Vehicle (HOV) Systems Conference held in Dallas, Texas on August 27-30, 2000. The ten papers cover a variety of topics including value pricing, air quality, and monitoring and evaluating specific HOV projects. Papers on HOV facilities in Brisbane, Australia and the Netherlands are also included. The proceedings from the conference are provided in a separate report (FHWA-OP-01-040).
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Air quality
KW - Conferences
KW - Evaluation
KW - High occupancy vehicle lanes
KW - Monitoring
KW - Performance
KW - Pricing
KW - Road pricing
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721769
ER -
TY - CONF
AN - 00928001
AU - Jacobson, E L
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - HOV LANE EVALUATION AND MONITORING AND THE POLITICAL PROCESS IN WASHINGTON STATE
PY - 2001/05
SP - p. 1-36
AB - The high occupancy vehicle (HOV) system in the Seattle, Washington, area comprises 306 km (191 mi) of freeway HOV lanes open to traffic. The Washington State Department of Transportation (WSDOT) operates this freeway HOV system. The effectiveness of the HOV system is under constant and increasing public scrutiny (especially when the state legislature is in session). To avoid legislation that prescribes how to operate the HOV system, WSDOT has voluntarily made some modifications in HOV system operation. WSDOT has developed statewide policy that covers HOV operation. The Puget Sound Regional Council, the local metropolitan planning organization, convened an HOV Policy Committee to review the entire WSDOT HOV lane operating policies. The Committee suggested some changes to the statewide policy to make it more appropriate locally. The WSDOT Office of Urban Mobility (OUM) helps coordinate contacts with the state legislature. OUM also assembles an annual legislative packet about HOV issues that is distributed to every legislator. To provide data about the effectiveness of the system, an HOV lane evaluation and monitoring project has been ongoing for over 10 years. This monitoring project routinely collects vehicle occupancy and travel time data. The project also includes an extensive public opinion survey and collection of HOV violation and safety information. Funding for the monitoring project has varied in response to management priorities. The project's annual report combines various data into five primary measures of effectiveness: vehicle volumes, person volume, average vehicle occupancy, speed and trip reliability, and travel time. Three secondary measures of effectiveness are HOV violations, safety, and public opinion. The data are being put onto the Internet in an interactive format that will allow analysts to easily select the specific data they desire. The annual report is available by hard copy or on the Internet. Enforcement of and education about the HOV lanes are ongoing. The Washington State Patrol writes tickets to motorists observed violating the HOV lane occupancy restriction. The HERO program is a service that encourages motorists to voluntarily report HOV violators. The HERO program is primarily an educational effort that is a vital part of enforcement. The number of reported violations has increased steadily since 1993, with the total annual number of reported violators now exceeding 40,000.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Data collection
KW - Education
KW - Evaluation
KW - Freeways
KW - High occupancy vehicle lanes
KW - Highway safety
KW - Measures of effectiveness
KW - Metropolitan planning organizations
KW - Monitoring
KW - Policy
KW - Politics
KW - Public opinion
KW - Traffic law enforcement
KW - Traffic violations
KW - Travel time
KW - Vehicle occupancy
KW - Washington (State)
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721770
ER -
TY - CONF
AN - 00928003
AU - Schijns, S
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - BRISBANE, AUSTRALIA - HOV METROPOLIS?
PY - 2001/05
SP - p. 43-62
AB - Brisbane is a thriving subtropical metropolis of 1.7 million people on Australia's east coast. It features a diverse yet fragmented transportation system currently undergoing both significant stress and rapid upgrading. High Occupancy Vehicle (HOV) lanes have been implemented over the past two decades on selected arterials but the stage is being set for a major expansion of the region's HOV program. The wide range of HOV projects and the planning context in which they are emerging will be of interest to international HOV practitioners. Specific aspects of the Brisbane experience addressed include: Arterial HOV and bus lanes: operational experience and lessons learned; South East Transit Project: state-of-the-art busway plus freeway HOV lane project; Freeway HOV lanes: 2+ vs 3+ vs 4+ issues; Brisbane HOV Network Study: an arterial network that makes sense; Integrated Regional Transport Plan: the pro-transit big picture; HOV Enforcement - the quest for success; HOV Problems - from the familiar to the unique; and International HOV Experience - what's applicable, what's not. The author is able to provide a comprehensive overview of the Brisbane situation with regard to the interests of international practitioners. He has been active in the North American bus/HOV sector for many years, and is currently working in Brisbane on several of the region's major HOV initiatives.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Arterial highways
KW - Brisbane (Australia)
KW - Bus lanes
KW - Busways
KW - Freeways
KW - High occupancy vehicle lanes
KW - Planning
KW - Regional planning
KW - Traffic law enforcement
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721772
ER -
TY - CONF
AN - 00927999
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - 10TH INTERNATIONAL CONFERENCE ON HIGH-OCCUPANCY VEHICLE SYSTEMS: CONFERENCE PROCEEDINGS
PY - 2001/05
SP - 110p
AB - This report documents the proceedings from the 10th International High-Occupancy Vehicle (HOV) Systems Conference held in Dallas, Texas on August 27-30, 2000. These proceedings summarize the presentations from the general sessions and the breakout sessions. The main topics covered by speakers in the sessions are highlighted. Subject areas addressed in the sessions include HOV facilities in Texas, development and implementation, marketing, bus use of HOV lanes, HOVs and politics, value pricing, air quality, and project evaluation. The list conference attendees is also provided. The technical papers submitted by some speakers are provided in a separate report (FHWA-OP-01-041).
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Air quality
KW - Busways
KW - Conferences
KW - Development
KW - Evaluation
KW - High occupancy vehicle lanes
KW - Implementation
KW - Marketing
KW - Performance
KW - Politics
KW - Pricing
KW - Road pricing
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13663.pdf
UR - https://trid.trb.org/view/721768
ER -
TY - CONF
AN - 00928002
AU - Boender, J P
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - PREFERENTIAL LANE TREATMENT IN THE NETHERLANDS (PROVISIONS FOR SPECIFIC TARGET GROUPS)
PY - 2001/05
SP - p. 37-41
AB - There is a limited amount of road infrastructure available in The Netherlands, making it sometimes difficult for road users to gain access to certain destinations. In order to provide a solution to this limited infrastructure, road authorities have increasingly started to incorporate provisions within the road infrastructure aimed at specific target groups of users. In urban areas, this "public property" has been a feature of the landscape for some time now. Take for example segregated bus lanes. In actual practice the incorporation of special provisions within the road infrastructure, for use by particular target groups, acts contrary to the traditional principles, i.e., that the road infrastructure is intended for general use. With the application of target-group provisions, the finite capacity of the infrastructure may be divided in other ways. The issues relating to policy of whether or not to incorporate provisions for a particular target group have been defined here as well as the types of provision, their individual properties and the planning process. This provides a platform for thinking in terms of networks of provisions.
U1 - 10th International Conference on High-Occupancy Vehicle SystemsTransportation Research Board, Federal Highway Administration, and Federal Transit Administration.Dallas, Texas StartDate:20000827 EndDate:20000830 Sponsors:Transportation Research Board, Federal Highway Administration, and Federal Transit Administration.
KW - Accessibility
KW - Busways
KW - High occupancy vehicle lanes
KW - Netherlands
KW - Planning
KW - Policy
KW - Target groups
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13648.pdf
UR - https://trid.trb.org/view/721771
ER -
TY - RPRT
AN - 00921645
AU - Nightingale, B
AU - Simenstad, C
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - OVERWATER STRUCTURES: MARINE ISSUES. EXECUTIVE SUMMARY
PY - 2001/05
SP - 9 p.
AB - This paper synthesizes 30 years of literature documenting the potential effects specific overwater structures pose to important estuarine and nearshore marine habitats for juvenile salmon and other fishes in the Pacific Northwest. While the fish and shellfish species discussed are known to specifically use nearshore habitats, the potential impacts at the broader scale of the nearshore ecosystem were also examined. Overwater structures have been proved to pose potential mortality and fitness risks to these animals and their ecosystems. Mechanisms of impact are characterized as changes in light, wave energy, and substrate regimes. Modifications to these regimes by the construction of, presence of and operations around overwater structures have been found to produce significantly different distributions of invertebrates, fishes, and plants in under-dock environments than in adjacent non-shaded vegetated habitats. Effects of light limitation (shading) from overwater structures on migratory organisms such as juvenile salmon have been characterized as 1) behavioral barriers that can deflect or delay migration; 2) reduced prey resource production and availability (i.e., "carrying capacity"); and 3) altered predator-prey relationships associated with high intensity night lighting alterations to the nighttime ambient light regime. This paper identifies known visual thresholds associated with light limitation for salmonids and other juvenile fishes. Empirical findings indicate that the cumulative impacts of overwater structures can have significant impacts on ambient wave energy patterns and substrate types. Given what is known concerning biota and substrate relationships and shoreline geomorphology (drift cell) processes determining those substrates, the basic unit of measurement for establishing change thresholds to identify overwater structure effects is likely related to drift cell characteristics and scale. At this time, drift cell thresholds are not established; however, it is concluded that thresholds are needed to avoid and mitigate cumulative effects. Further studies are recommended to determine plant and animal behavioral thresholds and the nature and extent of direct and cumulative effects.
KW - Docks
KW - Environmental impacts
KW - Estuaries
KW - Fishes
KW - Habitat (Ecology)
KW - Invertebrates
KW - Literature reviews
KW - Marine terminals
KW - Night lighting
KW - Overwater structures
KW - Plants
KW - Salmon
KW - Shade
KW - Shellfish
KW - Shoreline geomorphology
KW - Sunlight
UR - http://www.wsdot.wa.gov/research/reports/fullreports/508.2.pdf
UR - https://trid.trb.org/view/706795
ER -
TY - RPRT
AN - 00921530
AU - Teel, S J
AU - University of South Carolina, Columbia
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - ASSESSMENT OF PUBLIC OPINION OF THE SOUTH CAROLINA DEPARTMENT OF TRANSPORTATION
PY - 2001/05
SP - 30 p.
AB - The South Carolina Department of Transportation (SCDOT) wants to assess the level of confusion among the South Carolina public about its responsibilities as well as the public's perception of how well SCDOT is "doing its job" and whether the South Carolina region of residence has an impact on opinions. The Division of Research of the Darla Moore School of Business, University of South Carolina, studied these issues. Conducted from November 2000 through May 2001, focus group interviews and 2,265 telephone surveys composed the research, which considered five South Carolina regions. Concerning responsibilities of SCDOT, the apparent source of confusion is responsibilities of the South Carolina Department of Public Safety. Half or more of respondents incorrectly assign responsibility to SCDOT for motor vehicle registration, drivers' license issuance, and speeding tickets as SCDOT's responsibility, while no more than 60% correctly assign responsibility to SCDOT for highway safety campaigns, driveway entrance repair, mass transit, and litter control. Without prompting, respondents were asked to identify sources of funds for SCDOT and the percentage of SCDOT's total operating revenue coming from the stated source. Sources identified by respondents include: drivers' licenses; gasoline taxes; state government; property taxes on cars; vehicle registration; federal government; property taxes on homes; and taxes on trucks. The median overall rating is "about average" for SCDOT's "doing its job" (62% of respondents). More than half of respondents believe SCDOT is about the same as departments of transportation in other states. In grading specific SCDOT activities, highway safety campaigns, setting speed limits, SHEP, and enhancements receive the highest "C"; resurfacing and repairing roadways and mass transit receive the lowest "C."
KW - Focus groups
KW - Public opinion
KW - Ratings
KW - Responsibilities
KW - Revenues
KW - South Carolina Department of Transportation
KW - Surveys
UR - https://trid.trb.org/view/706762
ER -
TY - RPRT
AN - 00921536
AU - Rappana, D
AU - Safety Benefits, Incorporated
AU - South Dakota Department of Transportation
AU - Federal Highway Administration
TI - SDDOT SAFETY PROGRAM
PY - 2001/05
SP - 79 p.
AB - The current South Dakota Department of Transportation (SDDOT) safety program is not reaching its full potential and does not adequately prevent accidents and injuries. The SDDOT has experienced an unacceptably high number of accidents. The incident rates for injury accidents for the three-year period 1996-1998 was well above the national average for similar industries. The objective of this research project was to develop a formal safety program that addresses these problems, then to develop a method to promote the new program. The development of the new program was to be accomplished by analyzing the current safety program and comparing this program to others that the consultant had developed, and similar industries. A survey instrument was established and employee interviews took place across the state using this instrument. In addition to the on-site interviews, the consultant observed actual work being performed by SDDOT employees both with their knowledge and without their knowledge. The current safety manual was revised and updated and changes to the current safety program are recommended. As a result of the review of the current program, it is recommended by the consultant that the current program not be scraped in favor or a new program. It would be more beneficial to modify the current program rather than to attempt to start over with a new safety program. Changes recommended by the consultant to the current program include revising the current accident investigation procedures to place a greater emphasis on prevention rather than blame, with the front-line supervisor taking a more active role in completing accident investigations; implementing a formal safety improvement identification program to help improve workplace safety; revising the role of the Regional Safety Committee so they will take a more aggressive position in the safety program; creating a full-time safety position within the Central Office to help track trends and promote safety from the Central Office staff; implementing a safety incentive program to help motivate employees to work safer individually and as a team; and enforcing the current safety rules, policies and procedures to make safety important to all SDDOT employees.
KW - Employees
KW - Field studies
KW - Incentives
KW - Interviewing
KW - Manuals
KW - Modifications
KW - Motivation
KW - Occupational safety
KW - Policy enforcement
KW - Prevention
KW - Promotion
KW - Recommendations
KW - Revisions
KW - Safety programs
KW - South Dakota Department of Transportation
KW - Surveys
UR - http://www.sddot.com/business/research/projects/docs/SD2000_10_final_report.pdf
UR - https://trid.trb.org/view/706768
ER -
TY - RPRT
AN - 00921526
AU - Sterling, J
AU - Hossak, S
AU - Bills, T
AU - GIS/Trans, Limited
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - ENHANCING ARIZONA DEPARTMENT OF TRANSPORTATION'S TRAFFIC DATA RESOURCE
PY - 2001/05
SP - 165 p.
AB - The Arizona Department of Transportation (ADOT) undertook a review and evaluation of the technologies used by the agency to process, store, manage, and disseminate traffic data. Traffic count information constitutes the most elemental data that ADOT uses for planning, analysis and monitoring, and yet often remains the least accessible within the agency. ADOT found that different functional departments often duplicated traffic counts, count information was often little understood, and hence not trusted, and consistent data were not accessible throughout ADOT -- there was not a single source where traffic data were collected and disseminated. Through the research ADOT identified a hierarchy of actions designed to more effectively manage this most basic resource, and to restore confidence among users. An implementation plan was developed and is now being acted upon within the department.
KW - Arizona Department of Transportation
KW - Data collection
KW - Data storage
KW - Data warehouses
KW - Information dissemination
KW - Information processing
KW - Management
KW - Traffic counts
KW - Traffic data
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ492.pdf
UR - https://trid.trb.org/view/706758
ER -
TY - RPRT
AN - 00921460
AU - Liu, Rongfang
AU - Olek, J
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT AND EVALUATION OF CEMENT-BASED MATERIALS FOR REPAIR OF CORROSION-DAMAGED REINFORCED CONCRETE SLABS
PY - 2001/05
SP - 302 p.
AB - In this study, the results of an extensive laboratory investigation conducted to evaluate the properties of concrete mixes used as patching materials to repair reinforced concrete slabs damaged by corrosion are reported. Seven special concrete mixes containing various combinations of chemical or mineral admixtures were developed and used as a patching material to improve the durability of the repaired slabs. Physical and mechanical properties of these mixes, such as compressive strength, static modulus of elasticity, dynamic modulus of elasticity, and shrinkage were evaluated. Durability-related parameters investigated included resistance of concrete to penetration of chloride ions and freeze thaw resistance. The results generated during this research indicated that chemical and mineral admixtures improved physical, mechanical, and durability properties of repair concrete. In addition, the ability of various repair mixes to reduce the progress of corrosion was monitored using half-cell potential, polarization resistance, and electrochemical impedance spectroscopy techniques. Half-cell potential measurements provided information about the possibility of corrosion taking place on the steel surface. Polarization resistance measurements were used to determine the corrosion current density, and provided a quantitative estimation of the corrosion rate. Electrochemical impedance spectroscopy technique was used to monitor the corrosion rate, the change in resistivity of concrete, and change in polarization resistance. The results obtained from 21 reinforced concrete slabs exposed to cycles of wetting and drying indicated that both organic corrosion inhibitor and calcium nitrite (anodic corrosion inhibitor) delayed the initiation of active corrosion on the steel surface. Silica fume concrete, fly ash concrete, latex modified concrete, and concrete with shrinkage reducing admixture had low permeability and high resistivity. These properties improved the durability of repaired slabs either by delaying the initiation of active corrosion or by reducing the corrosion rate.
KW - Admixtures
KW - Bridge decks
KW - Calcium nitrite
KW - Chlorides
KW - Concrete
KW - Corrosion
KW - Corrosion protection
KW - Durability
KW - Electrochemical impedance spectroscopy
KW - Fly ash
KW - Freeze thaw durability
KW - Half-cell potential
KW - Inhibitors (Chemistry)
KW - Laboratory tests
KW - Latex modified concrete
KW - Mechanical properties
KW - Monitoring
KW - Organic compounds
KW - Patching mortar
KW - Penetration resistance
KW - Physical properties
KW - Polarization resistance
KW - Reinforced concrete
KW - Reinforcing steel
KW - Repairing
KW - Silica fume
KW - Slabs
KW - Wetting and drying tests
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1525&context=jtrp
UR - https://trid.trb.org/view/706694
ER -
TY - RPRT
AN - 00921452
AU - Dailey, Donald J
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - SMART TREK: A MODEL DEPLOYMENT INITIATIVE
PY - 2001/05
SP - 127 p.
AB - The SmartTrek project was implemented by a consortium of government agencies, private sector firms, and the University of Washington. The project resulted in a variety of intelligent transportation system (ITS) applications that help traffic management personnel and the traveling public. This report documents the components of the SmartTrek project implemented by the University of Washington. It provides a summary and evaluation of those applications and is a "one-stop shopping" overview of the University of Washington SmartTrek activities.
KW - Advanced public transportation systems
KW - Advanced traffic management systems
KW - Advanced traveler information systems
KW - Applications
KW - Intelligent transportation systems
KW - University of Washington
UR - http://www.wsdot.wa.gov/research/reports/fullreports/505.1.pdf
UR - https://trid.trb.org/view/706686
ER -
TY - RPRT
AN - 00824780
AU - Abu-Hejleh, N
AU - McMullen, M
AU - Hearn, G
AU - Zornberg, J
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - DESIGN AND CONSTRUCTION GUIDELINES FOR MSE WALLS WITH INDEPENDENT FULL-HEIGHT FACING PANELS
PY - 2001/05
SP - v.p.
AB - In 1996, the Colorado Department of Transportation (CDOT) completed the construction of a unique mechanically stabilized earth (MSE) wall with an independent full-height facing (IFF) for the ramp connecting northbound Interstate-25 to Interstate -70 in Denver, Colorado. The new MSE/IFF wall has four major components: 1) a self-stable welded wire fabric (WWF) reinforced soil mass, 2) full-height concrete facing panels not attacked to the soil reinforcements (i.e., independent) that are allowed to tilt around their base, 3) flexible face anchors to provide for attachment of facing panels to the reinforced soil mass and accommodate movements of the wall system, and 4) a trench with flowfill to brace the panels during construction only (before the face anchors are placed). Since this MSE wall system is the first of its kind, it was considered experimental and a comprehensive instrumentation and monitoring program was performed. The main objective of this study was to upgrade the I-25/I-70 MSE/IFF wall for future standard use of this wall system by identifying modifications and additions to the design and construction of the I-25/I-70 MSE/IFF wall that would improve performance and save money and time. This report provides insight into material, construction, construction problems and corrective actions, monitoring, performance and design assessment of the I-25/I-70 MSE/IFF wall. The wall system performed as intended in the design. The flexibility of the MSE wall system smoothly accommodated the movements of the wall system, especially those induced by heavy compaction close to the facing, and allowed for the mobilization of tensile resistance in the WWF reinforcements, thus taking most of the lateral load off the facing panels. The average lateral earth pressure measured on the facing was a low value of 32 psf. After five years in service, the structure performance has been excellent with no signs of distress and the facing remained properly aligned.
KW - Anchors (Structural connectors)
KW - Concrete
KW - Construction
KW - Design
KW - Earth walls
KW - Facings
KW - Instrumentation
KW - Mechanically stabilized earth
KW - Monitoring
KW - Panels
KW - Performance
KW - Trenches
KW - Welded wire fabrics
UR - http://www.dot.state.co.us/Publications/PDFFiles/MSEWalls.pdf
UR - http://ntl.bts.gov/lib/18000/18500/18559/PB2002100525.pdf
UR - https://trid.trb.org/view/713968
ER -
TY - RPRT
AN - 00824647
AU - Overman, J H
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - DEVELOPMENT OF AN ENVIRONMENTAL COMPLIANCE MANUAL FOR SMALL URBAN AND RURAL TRANSIT SYSTEMS IN TEXAS
PY - 2001/05
SP - 78 p.
AB - The transit industry is challenged by numerous inter-related environmental compliance requirements. At small urban and rural transit systems, these challenges are often met with limited resources and expertise. Environmental compliance is just one of the many responsibilities a transit manager must meet. The purpose in developing an environmental compliance manual for small urban and rural transit systems in Texas is to provide a tool for transit managers to overcome these challenges and meet environmental requirements. The manual is organized into eleven different areas of environmental compliance targeted to issues related to transit operations.
KW - Compliance
KW - Environmental policy
KW - Manuals
KW - Rural transit
KW - Small towns
KW - Texas
KW - Transit operating agencies
UR - http://ntl.bts.gov/lib/18000/18600/18610/PB2002100902.pdf
UR - https://trid.trb.org/view/713766
ER -
TY - RPRT
AN - 00824645
AU - Frawley, W E
AU - Eisele, W L
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - ACCESS MANAGEMENT PROGRAMS AND PRACTICES IN THE UNITED STATES
PY - 2001/05
SP - 170 p.
AB - The primary objectives of this research were to investigate access management programs, plans, and related activities in various states in order to learn lessons from their experiences and to determine what Texas needs to do regarding legislation to develop and implement an access management program. This report summarizes the findings of case studies performed on selected states' access management activities, including New Jersey, Colorado, Oregon, Montana, Michigan, Wisconsin, and Hawaii. The research team interviewed department of transportation (DOT) representatives from each state either in person or over the telephone to find out details about their activities and to develop recommendations. This report contains summaries of the state DOT responses and comments, as well as recommendations for the Texas Department of Transportation (TxDOT). The findings and recommendations included in this report will aid TxDOT in the development of an access management program. Detailed information related to legal and legislative issues are included in a white paper titled "Access Management Strategy in Texas: Legal and Policy Considerations," also published as a part of this project and included in this report as Appendix D.
KW - Access control (Transportation)
KW - Case studies
KW - Colorado
KW - Hawaii
KW - Interviewing
KW - Legal factors
KW - Michigan
KW - Montana
KW - New Jersey
KW - Oregon
KW - Recommendations
KW - State departments of transportation
KW - Texas
KW - Transportation policy
KW - Wisconsin
UR - https://trid.trb.org/view/713764
ER -
TY - RPRT
AN - 00824646
AU - von Zharen, W M
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - ACCESS MANAGEMENT STRATEGY IN TEXAS: LEGAL AND POLICY CONSIDERATIONS
PY - 2001/05
SP - 50 p.
AB - Seeking solutions to managed access to our state highways and roads has been an evolutionary process. Modern highway policy and planning incorporate the concept of access management to protect the public's infrastructure investment as well as to protect the public's health, safety, and welfare. This investigation was a first step in determining the legal considerations and climate in Texas for developing and implementing its own access management program.
KW - Access control (Transportation)
KW - Legal factors
KW - Texas
KW - Transportation policy
UR - http://ntl.bts.gov/lib/18000/18500/18574/PB2002100588.pdf
UR - https://trid.trb.org/view/713765
ER -
TY - RPRT
AN - 00819911
AU - Landphair, H C
AU - Schutt, J R
AU - McFalls, J A
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - EROSION CONTROL AND ENGINEERING PROPERTIES OF NATIVE VEGETATION COMPARED TO BERMUDAGRASS
PY - 2001/05
SP - 116 p.
AB - Roadside slope failure, as well as drainage channel and structure siltation, is related to the health and character of the roadside vegetative community. Native grasses and prairie plant associations are well adapted to the harsh open environments of open prairies and plains, a characteristic shared by many highway roadsides. This study hypothesized that the growth habit of native plants, which includes a tough, deep, fibrous root system, and a dense surface protecting cover, may make them better suited for slope protection and erosion control than most introduced grass species commonly used on the roadside. Furthermore, researchers hypothesized that these native vegetation associations would require less cultural maintenance than the introduced grasses and would be less subject to invasion of noxious weeds. The researchers compared the erosion control and surface soil-reinforcing properties of four native grass, wildflower, and forb mixes to common Bermudagrass. The performance testing procedures were in accordance with the test procedures developed by the Texas Department of Transportation and the Texas Transportation Institute (TTI) for the evaluation of rolled erosion control products. Tests were performed at the TTI's Hydraulics and Erosion Control Field Laboratory, College Station, Texas.
KW - Erosion control
KW - Grasses
KW - Native plants
KW - Performance tests
KW - Roadside
KW - Slopes
KW - Soils
KW - Test procedures
KW - Texas
KW - Vegetation
KW - Wildflowers
UR - https://trid.trb.org/view/691754
ER -
TY - RPRT
AN - 00818837
AU - Overman, J H
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - ENVIRONMENTAL COMPLIANCE MANUAL FOR SMALL URBAN AND RURAL TRANSIT SYSTEMS IN TEXAS
PY - 2001/05
SP - v.p.
AB - This manual addresses environmental compliance requirements at small urban and rural transit systems that generally do not have the resources to employ specialized environmental management personnel. The emphasis areas in the manual are derived from the feedback and real world experiences of small urban and rural transit providers. The manual has a greater focus on areas of compliance that have been identified as problematic for the majority of transit systems in Texas. The general areas of compliance are covered in the following chapters: (1) Introduction to Environmental Compliance; (2) Air Quality: Emissions, Fuels, Fleets, and Refrigerants; (3) Petroleum Storage Tanks; (4) Waste Management; (5) Pollution Prevention; (6) Stormwater Management; (7) Toxic Substance Control; (8) Employees and Environmental Compliance; (9) CERCLA (Comprehensive Environmental Response, Compensation, and Liability Act) Liability and Site Assessments; (10) Contamination and Cleanups; and (11) NEPA (National Environmental Policy Act). Appendix A contains a list of contacts and Appendix B provides an environmental compliance checklist (101 questions on compliance).
KW - Air quality
KW - Compliance
KW - Comprehensive Environmental Response, Compensa, & Liabil Act
KW - Contaminants
KW - Employee communications
KW - Environmental policy
KW - Environmental quality
KW - Liability
KW - Manuals
KW - National Environmental Policy Act of 1969
KW - Petroleum fuels
KW - Pollution control
KW - Rural areas
KW - Small cities
KW - Small towns
KW - Storage tanks
KW - Storm water management
KW - Texas
KW - Toxic substances
KW - Transit operating agencies
UR - http://ntl.bts.gov/lib/18000/18500/18551/PB2002100437.pdf
UR - https://trid.trb.org/view/691930
ER -
TY - RPRT
AN - 00816387
AU - Gopalaratnam, V S
AU - Eatherton, M
AU - University of Missouri, Columbia
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - INSTRUMENTATION AND MONITORING OF HIGH PERFORMANCE CONCRETE PRESTRESSED BRIDGE GIRDERS
PY - 2001/05
SP - 168 p.
AB - Bridge A5529 in Jefferson County, Missouri, was constructed using high performance concrete (HPC) prestressed I-girders. This bridge is Missouri's first HPC bridge. Four of the 20 girders for Bridge A5529 were instrumented to monitor temperatures, strains, and deflections from when the girders were fabricated up to approximately one year in service. Additional laboratory experiments included tests for compression response, fracture characteristics, unrestrained creep and unrestrained shrinkage. The unrestrained creep and shrinkage tests were also performed on cylinders from a companion normal strength concrete (NSC) bridge (Bridge A5530) for comparison. Thirty-six strain-gaged bars, 67 thermocouples, 32 vibrating wire strain gages, and 8 instrumented stirrups were installed in the 4 girders, diaphragm, and deck slab as a part of the instrumentation program. External measurements made during girder fabrication included transfer length, end slip, camber, and an infrared thermographic survey of the steel mold for surface temperature distribution. The objectives of the instrumentation program were to study the early-age response during curing/hydration, investigate end-zone stresses during prestress transfer, investigate unrestrained creep and shrinkage response of HPC used in the girders and compare them with NSC used typically, examine temperature and strain variations during storage, transport and construction, compare strains and deflections during a load test to analytical predictions, and examine strains due to daily and seasonal service temperature variations. It was concluded that cracking at girder ends could result from a combination of residual stresses due to early-age differential thermal loading and stresses from prestress transfer. Improved curing procedures and potential design modifications can minimize this potential for cracking. Unrestrained shrinkage strains in HPC were observed to be approximately 40% less than that measured for NSC under similar laboratory conditions. Total creep was 5-15% smaller for HPC compared to NSC, however, the basic creep components were nearly equal. HPC exhibited high early creep (within 60 days) which soon stabilized resulting in very little additional creep strains. The improved creep and shrinkage performance of HPC can be incorporated in design so as to allow more accurate prediction of prestress losses. The influence line of strains from a load test (using a total truck load of 41,780 lb) produced predictable profiles, although the overall as-built response was approximately 30-40% stiffer compared to analytical predictions (which did not include stiffness contributions from curb, railing, barriers, etc.). Maximum strains from daily and seasonal temperature variations were observed to be significant and 5-6 times the maximum strains observed from the load test. It would be prudent to review design procedures so that bridges of this type (continuous composite prestressed I-girder) could be explicitly designed for these levels of service thermal loading in addition to normal design loading.
KW - Concrete curing
KW - Cracking
KW - Creep
KW - Deflection
KW - Girders
KW - High performance concrete
KW - Instrumentation
KW - Laboratory tests
KW - Load tests
KW - Monitoring
KW - Prestress losses
KW - Prestressed concrete bridges
KW - Residual stress
KW - Shrinkage
KW - Strain (Mechanics)
KW - Temperature
KW - Thermal loading
UR - https://library.modot.mo.gov/RDT/reports/Ri97036/RDT01-007.pdf
UR - https://trid.trb.org/view/690699
ER -
TY - RPRT
AN - 00816388
AU - Chojnacki, T
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF EARLY ENTRY SAWING OF PCC PAVEMENT
PY - 2001/05
SP - 26 p.
AB - Contraction or control joints are generally established in concrete pavements through sawing of the hardened concrete. These sawed joints create a weak plane in the slab, which promotes cracking of the slab at that plane. The joints provide the stress relief needed for the concrete while controlling the location of cracks. It is common practice in Missouri to saw transverse control joints at a 15 ft spacing. The sawed joints also provide a smooth wide channel in the slab that can be filled with sealant material to keep moisture and incompressible materials out of the cracks in the slab. Early entry saws are lighter than conventional sawing equipment and some are equipped with a skid plate that reduces the amount of surface raveling resulting from the sawing operation. Because the saws are lighter they may be used to establish control joints in concrete significantly sooner than conventional saws. Establishing the control joints sooner is believed to increase the chance that the concrete will crack at the joint locations rather than relieving stress through random cracking. Three projects with early entry sawing and conventional sawing were monitored to determine if the early entry sawing operation was an acceptable method for establishing control joints in concrete pavements. All transverse joints were sawed 3/8 in. wide. Conventional joints were sawed 3 in. deep and the early entry joints were 1.5 in., 1.75 in., or 2.25 in. deep. The pavements were 10 in. and 12 in. thick. The Soff-Cut saw used on these projects produced good quality joints without the presence of water to aid the sawing. In addition, very little airborne dust was visible. Satisfactory crack control was observed in all test sections, including those where the early entry sawed joints were only 1/8 the pavement thickness. It was observed, however, that deeper early entry sawed joints developed cracks more rapidly than the shallower early entry sawed joints.
KW - Concrete pavements
KW - Contraction joints
KW - Cracking
KW - Early entry sawing
KW - Sawed joints
KW - Saws
KW - Stress relieving
KW - Transverse joints
UR - http://library.modot.mo.gov/RDT/reports/Ri99033/RDT01010c.pdf
UR - http://ntl.bts.gov/lib/18000/18300/18356/PB2001108239.pdf
UR - https://trid.trb.org/view/690700
ER -
TY - RPRT
AN - 00815895
AU - Federal Highway Administration
TI - ANALYSIS OF THE VEHICLE INVENTORY AND USE SURVEY FOR TRUCKS WITH FIVE-AXLES OR MORE
PY - 2001/05
SP - 225 p.
AB - This report provides factual information about and analysis of the U.S. freight hauling trucking industry using the U.S. Bureau of the Census Vehicle Inventory and Use Survey (VIUS) databases from 1992 and 1997. The VIUS is collected every five years with 1997 being the latest data available. The VIUS can be used to help understand the U.S. truck fleet make-up, size, uses, location, and type of commodities hauled at the national and regional levels. This information is used to present a picture of the U.S. truck fleet and its uses as well as to evaluate the potential national/regional policy options. The trucks of interest in this report are the freight-hauling larger trucks, specifically trucks with 5 axles or more.
KW - Commodities
KW - Federal government
KW - Freight transportation
KW - Inventory
KW - Location
KW - Regional government
KW - Surveys
KW - Transportation policy
KW - Trucking
KW - Vehicle Inventory and Use Survey
KW - Vehicle size
UR - http://www.fhwa.dot.gov/reports/tswstudy/vius97.pdf
UR - https://trid.trb.org/view/690557
ER -
TY - RPRT
AN - 00815860
AU - Eva, S A
AU - HARRIS, G
AU - Chu, K-S
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - SUMMER TRANSPORTATION INSTITUTE 2000, CHEYNEY UNIVERSITY OF PENNSYLVANIA
PY - 2001/05
SP - 22 p.
AB - Cheyney University of Pennsylvania hosted the 2000 Summer Transportation Institute (STI) from June 25 through July 21. This is the second year that Cheyney hosted the STI. The program was residential through the weekdays for high school students. Twenty-five students from the Philadelphia area and vicinity were enrolled. Three students left the program by the end of the first week. Of the remaining students, there were 12 males and 10 females. The staff consisted of seven university faculty from four departments and three students, who served as resident counselors for the program. The curriculum was centered on different modes of transportation and career opportunities in the transportation industry. It consisted of classroom lecture, video, computer activities, hands-on activities, individual project and group project, field trips, and speakers. All of the activities were designed to broaden the concept of transportation, introducing some basic scientific concepts in interactive ways, its history, its importance in modern life, careers in transportation, skills and educational preparation required to pursue such a career. In the second year of STI at Cheyney University, recruitment of students still posed some difficulty. The program needs to be publicized more effectively. The student stipend of $100 did help the recruitment effort. The STI has the full academic support of Cheyney University's administration, business office, facilities and involved academic departments.
KW - Cheyney University of Pennsylvania
KW - Curricula
KW - Education
KW - High school students
KW - Summer Transportation Institute, Cheyney University
KW - Transportation careers
UR - http://ntl.bts.gov/lib/18000/18400/18419/PB2001108800.pdf
UR - https://trid.trb.org/view/690541
ER -
TY - RPRT
AN - 00813874
AU - Federal Transit Administration
AU - Federal Highway Administration
TI - REGIONAL TRAFFIC INCIDENT MANAGEMENT PROGRAM: IMPLEMENTATION GUIDE
PY - 2001/05
SP - 54 p.
AB - This report is one in a series designed to provide public sector project managers with specific "how to" advice on the implementation of selected ITS technologies. The guide presents a framework for developing what is missing in almost every urban area in the U.S. - a formal and organized, multi-agency traffic incident management program with endorsements by, participation from, and coordination by senior agency management, and which includes all the participating agencies. The implementation guide discusses each of the steps needed to formalize the traffic incident management effort. The intended audience for implementation guide is project managers from organizations involved in incident management, such as transportation agencies, law enforcement, fire and rescue, hazardous material cleanup services, towing and recovery companies, and public and private traveler information providers. The guide provides an overview and makes the case for an incident management program. It also provides an institutional framework for incident management, and an organized framework on how to implement the program, as well as lessons learned in implementing and sustaining incident management programs.
KW - Implementation
KW - Incident detection
KW - Incident management
KW - Intelligent transportation systems
KW - Private enterprise
KW - Program management
KW - Public participation
KW - Public private partnerships
KW - Regional planning
KW - Technology assessment
UR - http://ntl.bts.gov/lib/9000/9700/9740/5901.pdf
UR - https://trid.trb.org/view/681270
ER -
TY - RPRT
AN - 00814150
AU - Epps, A L
AU - AHMED, T
AU - Little, D C
AU - Hugo, F
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - PERFORMANCE PREDICTION WITH THE MMLS3 AT WESTRACK
PY - 2001/05
SP - 132 p.
AB - The one-third scale Model Mobile Load Simulator (MMLS3) was used to traffic four pavement sections at WesTrack to establish and validate its ability to reliably predict rutting performance under full-scale trafficking. Researchers utilized two different analysis methods in determining rut depth (RD) from transverse profiles under both scaled (MMLS3) and full-scale (WesTrack trucks) loading. Researchers also completed a limited laboratory testing program to complement results contained in the WesTrack database. Researchers ranked performance and conducted statistical analyses using both field and laboratory results to compare the rutting performance of three coarse-graded replacement sections that showed poor performance and one fine-graded section with good performance. They also compared results from both RD analysis methods and both loading conditions. Rankings based on field results using either RD analysis method were in close agreement, and the majority of the rankings based on laboratory results matched those from the field. Two methodologies to predict rutting performance using the MMLS3 were also demonstrated. For both, researchers recommend the critical temperature for permanent deformation over a hot week during the summer of a 30-year period for MMLS3 testing. A minimum of 100,000 load repetitions, three RD measurements along the length of an MMLS3 section, and a standard RD analysis method were suggested to determine a mean RD for (1) comparison with acceptable performance criteria for the first prediction method and (2) use with a theoretical rutting ratio based on stress analyses for the second method. The second prediction methodology involves a quantitative comparative analysis based on the hypothesis that the extent of rutting is dependent on the nature of the vertical contact stress under the tire, the material characteristics and pavement structural composition, and the prevailing environmental conditions prior to and during trafficking. Results from the initial analysis using this second methodology exhibited some apparent inconsistencies that led to a second, more detailed analysis that included additional important factors necessary for successful implementation of this performance prediction methodology. These factors included lateral wander effects, transverse profile measurement errors, misalignment of the MMLS3, and tire contact stresses at elevated temperatures. This more comprehensive analysis involved improving material property estimates, revising RDs, considering deformation throughout the pavement structure, and accounting for differences in lateral wander between the two loading conditions. Results from this second analysis indicated that the hypothesis required in the performance prediction methodology appears to hold for the four independent pavement sections at WesTrack, provided steps are taken to factor in differences in loading and environmental conditions between MMLS3 and full-scale truck trafficking.
KW - Accelerated tests
KW - Contact stress
KW - Depth
KW - Field tests
KW - Laboratory tests
KW - Model mobile load simulators
KW - Pavement performance
KW - Rolling contact
KW - Rutting
KW - Test tracks
KW - Traffic models
KW - Validation
UR - http://tti.tamu.edu/documents/2134-1.pdf
UR - https://trid.trb.org/view/681536
ER -
TY - RPRT
AN - 00814137
AU - Petry, T M
AU - University of Missouri, Rolla
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - INVESTIGATION OF AGENTS OF PRACTICAL USE TO STABILIZE SLOPES AND EROSION ALONG THE I-55 CORRIDOR SOUTH OF SIKESTON, MISSOURI
PY - 2001/05
SP - 73 p.
AB - Disturbed, remolded and undisturbed samples of Mississippi River embayment soils were tested for the use of agents to improve their behavior, to reduce their erosion and to overcome their problematic tendencies for slope failure along the I-55 corridor south of Sikeston, Missouri. Both a mixture of 50% quicklime - 50% class C fly ash from Sikeston, and lime kiln dust (Code L) were found effective when added to the soils at the 12% by dry weight of soil level. The addition of these agents, because the treatments are believed to be permanent, is economical because of the elimination of almost yearly rebuilding of slopes in the area.
KW - Alluvium
KW - Calcium oxide
KW - Economics
KW - Erosion control
KW - Fly ash
KW - Limestone dust
KW - Sikeston (Missouri)
KW - Slopes
KW - Soil stabilization
UR - https://trid.trb.org/view/681517
ER -
TY - RPRT
AN - 00814129
AU - Kachlakev, D
AU - Miller, T
AU - Yim, S
AU - Chansawat, K
AU - Potisuk, T
AU - Oregon State University, Corvallis
AU - California Polytechnic State University, San Luis Obispo
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - FINITE ELEMENT MODELING OF CONCRETE STRUCTURES STRENGTHENED WITH FRP LAMINATES
PY - 2001/05
SP - 130 p.
AB - Linear and nonlinear finite element method models were developed for a reinforced concrete bridge that had been strengthened with fiber reinforced polymer (FRP) composites. ANSYS and SAP2000 modeling software were used; however, most of the development effort used ANSYS. The model results agreed well with measurements from full-size laboratory beams and the actual bridge. As expected, a comparison using model results showed that the structural behavior of the bridge before and after strengthening was nearly the same for legal loads. Guidelines for developing finite element models for reinforced concrete bridges were discussed.
KW - ANSYS (Computer program)
KW - Before and after studies
KW - Fiber composites
KW - Fiber reinforced plastics
KW - Finite element method
KW - Mathematical models
KW - Reinforced concrete bridges
KW - SAP2000 (Computer program)
KW - Software
KW - Strengthening (Maintenance)
KW - Structural analysis
UR - http://ntl.bts.gov/lib/18000/18100/18175/PB2001107345.pdf
UR - https://trid.trb.org/view/681504
ER -
TY - RPRT
AN - 00814114
AU - McVay, M
AU - Ahmad, Z
AU - Bhanushali, G
AU - Basterrachea, B
AU - Hashimi, S
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - THREE DIMENSIONAL FINITE ELEMENT PROGRAM TO PREDICT THE BEHAVIOR OF SOILS AND SUBSTRUCTURE COMPONENTS
PY - 2001/05
SP - 132 p.
AB - The University of Florida's Geotechnical Group has been developing a one, two and three dimensional finite element code for modeling general geotechnical problems for the past eight years (1992-2000). Of interest is the ability to model the construction process, either embankment construction or excavation, as well as the application of surface loads (tractions). Since many soils in Florida are saturated, it was important that the program be capable of modeling both the solid phase and the fluid phase under both static and dynamic loading. The outgrowth of this effort is the PlasFEM code. Due to the significant amount of information required for input (i.e., nodal coordinates, element connectivity, etc.) as well as voluminous output, a preprocessor (PlasGEN) and postprocessor (PlasPLOT) have also been developed. This contract was for the development of the preprocessor (PlasGEN). However, this report describes the user input, features and capabilities of PlasGEN, PlasFEM, and PlasPLOT as well. The computer system requirements for this suite of programs are a Pentium III computer with at least a 500 Mz CPU, and 128 Mb of RAM. A readme file is provided with the installation CD. The report is presented in four chapters. Chapter 1 provides an introduction, Chapter 2 describes the capabilities of PlasFEM, Chapter 3 gives PlasGEN features, and Chapter 4 presents PlasPLOT's capabilities. It is strongly suggested that the user work along with the user manual when reading Chapters 3 and 4. The example problems for these chapters are also provided on the installation CD. A line by line input guide to PlasFEM is also provided in Appendix A.
KW - Computer programs
KW - Construction
KW - Dynamic loads
KW - Embankments
KW - Excavation
KW - Finite element method
KW - Florida
KW - Geotechnical engineering
KW - Mathematical models
KW - Soils
KW - Static loads
UR - http://www.dot.state.fl.us/structures/structuresresearchcenter/Final%20Reports/0510834.pdf
UR - https://trid.trb.org/view/681480
ER -
TY - JOUR
AN - 00813501
JO - Public Roads
PB - Federal Highway Administration
AU - Johnson, Andrew M.
AU - Rue, L
AU - Burch, T
AU - Clark, D
AU - Federal Highway Administration
TI - WORK-ZONE TRAFFIC CONTROL: SURVEY OF CONTRACTING TECHNIQUES
PY - 2001/05
VL - 64
IS - 6
SP - p. 43-45
AB - The final number of traffic control devices needed for a work-zone project and the final cost for those devices often vary from the initial estimates of the required number and charge. And the variance is usually an increase in the quantity and the price that adds to a state's total contract cost. These facts generated a recent survey of state departments of transportation (DOT) by the Montana Department of Transportation (MDT) and the Federal Highway Administration's (FHWA) Montana Division to gain a comprehensive perspective of state contracting techniques for work-zone traffic control devices. This article summarizes findings from the survey, in which 35 state DOTs responded, providing a view of current practices across the country. An analysis of the survey results presents valuable insights that will help MDT and other state DOTs improve their procedures and save money in work-zone traffic control contracting.
KW - Business practices
KW - Contracting
KW - Contractors
KW - Cost control
KW - Montana Department of Transportation
KW - State departments of transportation
KW - Surveys
KW - U.S. Federal Highway Administration
KW - Work zone traffic control
KW - Work zones
UR - http://www.fhwa.dot.gov/publications/publicroads/01mayjun/traficcontrol.cfm
UR - https://trid.trb.org/view/688087
ER -
TY - JOUR
AN - 00813499
JO - Public Roads
PB - Federal Highway Administration
AU - Davidson, S H
AU - Federal Highway Administration
TI - BRANDING AMERICA'S HIGHWAYS
PY - 2001/05
VL - 64
IS - 6
SP - p. 26-32
AB - Branding products has become a critical business strategy in today's market. Brands differentiate a product, presell a product, and 'guarantee' a product. Without a brand, scenic highways simply become designated miles of roadway. The byway community asked the Federal Highway Administration's National Scenic Byways Program (NSBP) to take the lead in developing and building a brand for the collection of nationally designated roads. NSBP has been researching, defining, and beginning to build a brand for the collection of roads designated as National Scenic Byways and All-American Roads in recognition of their archeological, cultural, historic, natural, recreational, and scenic qualities. There are 72 such designated byways in 32 states. These roads have now been given the brand designation "America's Byways," as a result of the efforts of a 17-member marketing project group representing state and national entities. This article discusses the importance of brands, why a brand is important to America's Byways, the benefits of the Byway brand designation for travelers and stakeholders, efforts to build the brand, and key decisions and lessons learned during the process.
KW - America's Byways
KW - Business practices
KW - Market research
KW - Markets
KW - National parks
KW - National Scenic Byways
KW - Product development
KW - Roads
KW - Scenic highways
KW - U.S. Federal Highway Administration
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/01mayjun/byways.cfm
UR - https://trid.trb.org/view/688083
ER -
TY - JOUR
AN - 00813500
JO - Public Roads
PB - Federal Highway Administration
AU - Newman, C
AU - Federal Highway Administration
TI - TRAVELERS SEEK BYWAY EXPERIENCES
PY - 2001/05
VL - 64
IS - 6
SP - p. 33-39
AB - This article looks at the travel and trip behavior of American automobile drivers. American consumers choose overwhelmingly to engage in leisure travel by auto, truck, or recreational vehicle. Trends and factors affecting leisure travel are discussed, including demographics, internet usage, length of trips, eating and shopping habits, cultural and historic tourism, adventure travel, and the overall experience of automobile-oriented trips.
KW - Automobile travel
KW - Consumer preferences
KW - Highway transportation
KW - Leisure time
KW - Recreational trips
KW - Travel behavior
KW - Travel by mode
KW - Travel patterns
KW - Trip purpose
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/01mayjun/bywayexperiences.cfm
UR - https://trid.trb.org/view/688085
ER -
TY - JOUR
AN - 00813498
JO - Public Roads
PB - Federal Highway Administration
AU - Winn, M A
AU - Federal Highway Administration
TI - HANDLING THE WORST CRASH EVER IN VIRGINIA
PY - 2001/05
VL - 64
IS - 6
SP - p. 14-18
AB - On February 22, 2000, in Stafford, Virginia, cold temperatures and a sudden snowstorm created white-out conditions that took motorists and state transportation officials by surprise. The scene was set for what would become Virginia's worst crash ever; a 117-vehicle pile-up that caused 1 death and 31 injuries. The resulting accident scene occurred on the busy Interstate 95 north-south corridor and jammed traffic throughout Northern Virginia. This article focuses on the large-scale, cooperative effort by Virginia State police, fire and rescue, and Department of Transportation (VDOT) personnel who facilitated clearing the crash scene and reopening the highway within 12 hours.
KW - Emergency response time
KW - Highway safety
KW - Highway transportation
KW - Icy roads
KW - Interstate highways
KW - Snowfall
KW - Snowstorms
KW - State departments of transportation
KW - Traffic crashes
KW - Virginia
KW - Virginia Department of Transportation
KW - Weather-related accidents
UR - http://www.fhwa.dot.gov/publications/publicroads/01mayjun/worstcrash.cfm
UR - https://trid.trb.org/view/688081
ER -
TY - JOUR
AN - 00813496
JO - Public Roads
PB - Federal Highway Administration
AU - Harman, T
AU - Federal Highway Administration
TI - USING THE DYNAMIC MODULUS TEST TO ASSESS THE MIX STRENGTH OF HMA
PY - 2001/05
VL - 64
IS - 6
SP - p. 6-8
AB - Highway agencies have long searched for a mechanistically-based lab test to reliably determine the strength and load-resistance of hot-mix asphalt (HMA) mixes. The dynamic modulus (E*) test, known to some researchers since the 1960s, is a possible solution to this search. Currently, 2 major efforts in pavement research, revising the AASHTO Guide to the Design of Pavement Structures and Modeling for Superpave, rely on the use of E*. The current draft of the upcoming 2002 revision of the AASHTO Guide to the Design of Pavement Structures uses E* to characterize mixes used on interstate highways and other high-volume highways that require superior load resistance. Testing is currently underway to make sure that the E* test is practical for use by the states, with reliable and usable results. The goal is the eventual adoption of the E* protocol as an approved AASHTO procedure. This article describes dynamic modulus, discusses the advantages of the E* test method, and details how the test is conducted.
KW - American Association of State Highway and Transportation Officials
KW - Dynamic modulus of elasticity
KW - Dynamic modulus test
KW - Hot mix asphalt
KW - Interstate highways
KW - Laboratory tests
KW - Mix design
KW - Strength of materials
KW - Superpave
KW - Test procedures
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/01mayjun/dynamicmodulus.cfm
UR - https://trid.trb.org/view/688078
ER -
TY - JOUR
AN - 00813497
JO - Public Roads
PB - Federal Highway Administration
AU - Baker, W
AU - Winn, M A
AU - Federal Highway Administration
TI - THE ITS PUBLIC SAFETY PROGRAM: CREATING A PUBLIC SAFETY COALITION
PY - 2001/05
VL - 64
IS - 6
SP - p. 9-13
AB - U.S. public safety and transportation officials recognize that despite significant advances in emergency roadway services in recent years, major improvements in efficiency and effectiveness could be gained by applying information technologies to incident detection, response, and management. In the summer and fall of 2000, high-level public safety and transportation officials were assembled by the U.S. Dept. of Transportation's Intelligent Transportation Systems (ITS) Joint Program Office to consider the interaction between transportation and public safety, and to discuss opportunities for using new technologies to enhance community safety. The ITS program is a federal initiative to apply advanced technology to improve the safety, efficiency, and effectiveness of the nation's surface transport network. This article provides an overview of the ITS Public Safety Program, which was formed in 2000 to increase transport safety and efficiency by enabling more effective police, fire, and emergency operations. The key goal is to deploy interoperable procedures and technologies for public safety and transportation operations.
KW - Emergency medical services
KW - Emergency response time
KW - Government agencies
KW - Highway safety
KW - Highway transportation
KW - Intelligent transportation systems
KW - Safety
KW - Traffic incidents
KW - Traffic safety
KW - Transportation safety
KW - U.S. Department of Transportation
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/01mayjun/publicsafety.cfm
UR - https://trid.trb.org/view/688080
ER -
TY - JOUR
AN - 00813495
JO - Public Roads
PB - Federal Highway Administration
AU - Paulson, S L
AU - Federal Highway Administration
TI - 5-1-1: TRAFFIC HELP MAY SOON BE THREE DIGITS AWAY
PY - 2001/05
VL - 64
IS - 6
SP - p. 2-5
AB - On July 21, 2000, the Federal Communications Commission (FCC) granted a request by the U.S. Department of Transportation (DOT) to provide a 3-digit "N-1-1" number for states and local jurisdictions across the U.S. to provide travel information. The FCC selected 5-1-1, and noted that the DOT expects widespread use of the 5-1-1 dialing code to reduce congestion and pollution on the nation's roads, lower fuel consumption, provide superior traffic management, enhance roadway safety, and better enable the public to make wise travel decisions. This article discusses the reasoning behind the selection of a 3-digit-based national travel information system, as well as a variety of design and planning issues that must be addressed in order to implement the program. These include: regional cooperation, call routing, contact points, state/regulatory agency authority, funding sources/responsibility, and use of government purchasing power.
KW - Advanced driver information systems
KW - Advanced traveler information systems
KW - Government funding
KW - Highway safety
KW - Highway transportation
KW - Traffic congestion
KW - Traffic mitigation
KW - Traveler information and communication systems
KW - U.S. Department of Transportation
KW - U.S. Federal Communications Commission
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/01mayjun/511.cfm
UR - https://trid.trb.org/view/688076
ER -
TY - RPRT
AN - 00814096
AU - University of South Florida, Tampa
AU - Florida Department of Transportation
AU - National Highway Traffic Safety Administration
AU - Federal Highway Administration
TI - TECHNICAL MEMORANDUM 1: FLORIDA REGIONAL CRASH DATA CENTER ELECTRONIC DATA TRANSFER GUIDELINES
PY - 2001/05
SP - 93 p.
AB - The objectives of this project were to document the characteristics and requirements of the Department of Highway Safety and Motor Vehicles (DHSMV) and the Florida Department of Transportation (FDOT) crash data systems; establish a standard protocol for electronically transmitting crash and location data to the DHSMV and the FDOT; and propose standards for maintaining archive copies of the crash report image. Additional objectives were to design criteria and guidelines for establishing regional crash data centers (RCDCs); assess the ability of the designated RCDC host agency and participating agencies to implement the RCDC concept; assist with the implementation of the RCDC concept; and document the challenges and successes of implementing the RCDC concept in each of the counties. The results of these efforts provide RCDCs with guidelines in developing and designing crash records systems that interface with state crash data systems and can be used as a "how-to" manual for counties interested in establishing a RCDC. The results of the research efforts are documented in two technical memorandums. This report constitutes the first technical memorandum and documents the completion of Tasks 1-3. The report is divided into four chapters. Following the project overview in Chapter 1, Chapter 2 describes the DHSMV crash system components and crash records processing. It also presents guidelines for RCDCs to follow when electronically transferring crash data to the DHSMV. Chapter 3 describes the FDOT crash system components and crash records processing, and outlines guidelines for electronic data transfer from RCDCs to the FDOT. The final chapter summarizes the major issues to resolve to ensure the success of full implementation of the RCDC concept.
KW - Counties
KW - Crash data
KW - Crash records
KW - Data storage
KW - Electronic data transfer
KW - Florida
KW - Guidelines
KW - Implementation
KW - Regional crash data centers
KW - Standards
UR - https://trid.trb.org/view/681452
ER -
TY - RPRT
AN - 00814095
AU - Agent, K R
AU - Pigman, J G
AU - Stamatiadis, N
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - COUNTERMEASURES FOR FATAL CRASHES ON TWO-LANE RURAL ROADS
PY - 2001/05
SP - 66 p.
AB - A detailed analysis was conducted for a random sample of 150 fatal crashes which occurred on a two-lane rural road. A site visit was made to each crash location with data obtained and analyzed. Recommendations were made for countermeasures to reduce the number and severity of crashes on this type of roadway. The countermeasures were divided into the general categories of roadway and non-roadway with the non-roadway divided into the areas of legislation, enforcement, and education/training. The roadway countermeasures did not include those involving roadway reconstruction. A recommendation was made that several of the countermeasures could be combined as part of a typical resurfacing project. The potential effectiveness of these countermeasures in preventing the crashes or reducing their severity was evaluated.
KW - Countermeasures
KW - Crash investigation
KW - Fatalities
KW - Field studies
KW - Kentucky
KW - Random sampling
KW - Recommendations
KW - Rural highways
KW - Traffic crashes
KW - Two lane highways
UR - http://www.ktc.uky.edu/files/2012/06/KTC_01_11_SPR211_00_2F.pdf
UR - http://ntl.bts.gov/lib/18000/18100/18165/PB2001107280.pdf
UR - https://trid.trb.org/view/681451
ER -
TY - RPRT
AN - 00814060
AU - Hancher, D E
AU - Werkmeister, R F
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - KY-CTDS: KENTUCKY CONTRACT TIME DETERMINATION SYSTEM
PY - 2001/05
SP - 100 p.
AB - This paper reports on the results of research that was funded by the Kentucky Transportation Cabinet (KyTC) to develop a new method for determining construction contract time for its highway construction contracts. The current and other Department of Transportation systems were analyzed to determine how a new system could provide better estimated durations. It was pre-determined that a personal computer based system was best suited. The development of the system input was developed from KyTC engineers with construction experience. The study advisory committee worked with Kentucky Transportation Center research engineers to develop the basis for the new contract time determination system, called KY-CTDS. The KY-CTDS program provides a conceptual estimating tool for predicting construction contract time for the Kentucky Department of Highways. It uses the pre-determined project classifications with only the major activities that control the project duration. Production rates and activity relationships were determined and are included in the program. Final adjustments in the project can be easily made by KyTC engineers. This system utilizes Microsoft Project (registered trademark) 98 and Microsoft Excel (registered trademark) Version 7.0 software operating on a personal computer. System outputs include a graphical bar chart schedule for estimating the contract time for bidding purposes. System output may also help in resolving construction disputes. The program is not suitable for detailed scheduling of construction operations.
KW - Competitive bidding
KW - Computer programs
KW - Contracts
KW - Estimating
KW - Kentucky
KW - Personal computers
KW - Productivity
KW - Road construction
KW - Software
KW - Time duration
UR - http://ntl.bts.gov/lib/11000/11100/11121/KY-CTDS.pdf
UR - http://ntl.bts.gov/lib/18000/18100/18166/PB2001107281.pdf
UR - https://trid.trb.org/view/681394
ER -
TY - RPRT
AN - 00814063
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - IMPROVED ROADWAY SUBSURFACE THICKNESS MEASUREMENTS AND ANOMALY IDENTIFICATION WITH GROUND PENETRATING RADAR
PY - 2001/05
SP - 93 p.
AB - This project was designed to improve roadway subsurface thickness measurements and anomaly identification with the use of ground penetrating radar (GPR). The project began September 20, 1999, was completed June 20, 2001, and has resulted in a multisystem roadway analysis system, improved in-the-field data analysis capabilities, and an enhanced GPR evaluation software tool which organizes and processes multisystem GPR data for improved thickness measurements and roadway analysis capabilities. This final report summarizes work performed on the project in developing the system and software. An Operator's manual for the software tool is included as an appendix.
KW - Air voids
KW - Anomalies
KW - Computer program documentation
KW - Detection and identification
KW - Ground penetrating radar
KW - Information processing
KW - Software
KW - Subsoil
KW - Subsurface surveying
KW - Thickness
UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_6_rpt.pdf
UR - http://ntl.bts.gov/lib/18000/18100/18134/PB2001106879.pdf
UR - https://trid.trb.org/view/681397
ER -
TY - RPRT
AN - 00812571
AU - Henault, J W
AU - Connecticut Department of Transportation
AU - Federal Highway Administration
TI - FIELD EVALUATION OF A NON-NUCLEAR DENSITY PAVEMENT QUALITY INDICATOR
PY - 2001/05
SP - 55 p.
AB - The field performance of a non-nuclear density gauge was evaluated for measuring hot mix asphalt (HMA) pavement density. The gauge used is called the Pavement Quality Indicator (PQI) Model 300, invented and manufactured by TransTech Systems, Incorporated. The PQI's operation is based upon the density of asphalt being directly proportional to the measured dielectric constant of the material, i.e., the material's ability to store electrostatic energy per unit volume. Ten sites were selected from ongoing paving projects in Connecticut for use in the evaluation of the PQI Model 300 in the field. For comparison, nuclear density tests were performed at the same locations where PQI readings were taken. Finally, cores were drilled and tested according to AASHTO T-166. Based upon the results of the research study, it was concluded that poor correlation exists between PQI Model 300 instrument density and core density obtained in the field, as indicated by an average R-squared value of 0.28 for the ten sites evaluated. This poor correlation may be due to the presence of moisture introduced into the HMA during rolling operations. Quality assurance testing with the PQI Model 300 was not recommended.
KW - Alternatives analysis
KW - Asphalt pavements
KW - Cores (Specimens)
KW - Correlation analysis
KW - Density
KW - Dielectric properties
KW - Field tests
KW - Hot mix asphalt
KW - Measuring instruments
KW - Non-nuclear density gages
KW - Nuclear density gages
KW - Quality assurance
UR - http://ntl.bts.gov/lib/18000/18100/18139/PB2001106909.pdf
UR - https://trid.trb.org/view/680636
ER -
TY - RPRT
AN - 00812516
AU - Chen, G
AU - Mu, H
AU - Bothe, E R
AU - University of Missouri, Rolla
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - METALLIC DAMPERS FOR SEISMIC DESIGN AND RETROFIT OF BRIDGES
PY - 2001/05
SP - 146 p.
AB - A practical bearing scheme is proposed in this study, consisting of expansion rocker bearings and steel rods (metallic dampers). It can accommodate seismic effects while it allows for free thermal expansion. Tests of metallic dampers have shown that dampers of straight rods can contribute over 10% damping at the small-to-medium displacement range. Extensive tests on a 1/10-scale bridge model indicated that metallic dampers can also significantly reduce the dynamic responses of the bridge by isolating vibration propagating from the substructure to the superstructure. High rocker bearings provided considerable damping to the bridge-damper system by dissipating energy along the friction surface between pin and web of the bearings. They remain stable even at the peak ground acceleration of 0.54g at resonance. To account for pounding effect at the expansion joints of bridges, design equations for determining the equivalent viscous damping corresponding to various sizes of bridge joints were developed. Integrating the equivalent damping into the response spectrum analysis procedure allows engineers to analyze the bridges with pounding effect in a linear fashion.
KW - Bridge bearings
KW - Bridges
KW - Damping (Physics)
KW - Dissipation
KW - Dynamic stability
KW - Earthquake resistant design
KW - Expansion joints
KW - Metallic dampers
KW - Retrofitting
KW - Rods
KW - Scale models
KW - Steel
KW - Testing
KW - Vibration isolation
UR - http://ntl.bts.gov/lib/18000/18000/18056/PB2001106506.pdf
UR - https://trid.trb.org/view/680556
ER -
TY - RPRT
AN - 00812504
AU - Carlson, P J
AU - Turner, S M
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - REVISING THE TRAFFIC SIGNAL WARRANTS TO BETTER ACCOMMODATE PEDESTRIANS AND CYCLISTS
PY - 2001/05
SP - 120 p.
AB - This report documents the activities of an 11-month research project that considered various pedestrian-related factors and developed revised warrants for the installation of a traffic signal that are more sensitive to pedestrians and cyclists. Three warrant recommendations were made as a result of this research. The recommendations are summarized below with the warrants that are affected for each recommendation. The research shows that results from warrant analyses with the revised warrants better match professional engineering judgment than the results of warrant analyses using the current warrants. The warrant recommendations should not be used until they are officially adopted by the Texas Department of Transportation. The recommendations are: (1) Include pedestrians and cyclists in the minor-street approach volumes for all warrants that currently consider only vehicles for the minor-street approach volumes (Warrants 1, 2, 9, 10, 11, and 12); (2) Include a 30% volume reduction factor in the above warrants based upon the presence of certain types of pedestrian trip generators such as medical facilities, pedestrian transportation facilities, and activity centers serving pedestrians (Warrants 1, 2, 3, 9, 11, and 12); and (3) Change the existing pedestrian warrant to a mid-block only pedestrian crossing warrant, remove language about pedestrian crossing speeds, and add a reduction factor for high-speed roadways or built-up areas (Warrant 3).
KW - Cyclists
KW - Pedestrians
KW - Recommendations
KW - Texas
KW - Traffic signals
KW - Warrants (Traffic control devices)
UR - http://tti.tamu.edu/documents/2136-1.pdf
UR - http://ntl.bts.gov/lib/18000/18000/18061/PB2001106515.pdf
UR - https://trid.trb.org/view/680537
ER -