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