TY - RPRT AN - 00921490 AU - Adams, T M AU - Sianipar, R AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - USER COST MODELS FOR WISCONSIN'S NETWORK-LEVEL BRIDGE MANAGEMENT SYSTEM PY - 1999/09 SP - 70 p. AB - The performance of Wisconsin Department of Transportation's (WisDOT's) implementation of the Pontis MR&R (Maintenance Repair and Rehabilitation) Optimization and Functional Improvement models depends upon reliable estimates of the user cost parameters. The objectives of this research were to evaluate the sensitivity of optimal MR&R policies to variations in user costs of element failures, to estimate the value of the user cost parameters and the cost of improvement actions in the Functional Improvement model, and to assess the project programming recommendations from the Functional Improvement model. An analysis focused on the sensitivity of maintenance policies to changes in element failure cost, the sensitivity of failure cost to changes in transition probability and the sensitivity of maintenance policies to changes in the user cost of element failure costs. Results indicate that adding a user cost of element failure to the existing agency cost has no influence on the optimal maintenance policy. Data collected include estimates for per hour vehicle operating and travel time costs, and average daily traffic (ADT) counts on and under bridges, estimates for per incident accident costs, and actual number and cost of bridge accidents that resulted in agency property damage. Analyses included expected accident costs in each District, identification of top 10 accident-prone bridges in each District, and user costs for the posted bridges. The cost and benefit of improvement actions are independent of roadway functional class, WisDOT district, ownership, and NHS status. Because multiple alternative structure types and materials are used for each functional class, the unit costs of improvement actions should depend upon structure type and material. Similarly, legal and design standards are uniform statewide and vary only for ADT and functional class. Project programming simulation identified 182 functionally deficient bridges and 19 "economically worthy" strengthening projects with benefit/cost (B/C) ratio greater than or equal to one. The optimal priority of improvement projects is not necessarily according to maximum B/C ratio. The incremental B/C ratio method should be used to rank projects according to maximization of net benefits. Districts should make particular efforts to collect ADT data for functionally deficient bridges. Without ADT data, the benefits of widening, strengthening and raising improvement actions cannot be computed and the economic worthiness and relative ranking of improvement projects cannot be evaluated. KW - Average daily traffic KW - Benefit cost analysis KW - Bridge management systems KW - Costs KW - Failure KW - Functionally deficient bridges KW - Highway classification KW - Improvements KW - Maintenance KW - Operating costs KW - Policy KW - Property damage KW - Ratings KW - Strengthening (Maintenance) KW - Traffic crashes KW - Travel time KW - User costs UR - https://trid.trb.org/view/706723 ER - TY - RPRT AN - 00810851 AU - McFadden, J AU - McGee, H W AU - Bellomo-McGee, Incorporated AU - Federal Highway Administration TI - SYNTHESIS AND EVALUATION OF RED LIGHT RUNNING AUTOMATED ENFORCEMENT PROGRAMS IN THE UNITED STATES PY - 1999/09 SP - 35 p. AB - The incidence of motorists violating the red phase of a traffic signal has been on the rise and is a contributing factor to intersection crashes. Technology has become available that automatically detects a motorist running the red light and records photographically the occurrence, which in turn is used for violation citations. The Federal Highway Administration funded the demonstrations and evaluations of this technology at five municipalities. The results from those demonstrations plus red light running (RLR) programs implemented at two additional cities are synthesized in this report. Information on the effectiveness of the program and the equipment includes data on changes in red light violations, changes in intersection crashes, costs, public acceptance, and institutional barriers. Descriptions of the equipment and its deployment are provided. KW - Acceptance KW - Automated enforcement KW - Costs KW - Demonstration projects KW - Equipment KW - Evaluation and assessment KW - Institutional issues KW - Red light running KW - Signalized intersections KW - Technology KW - Traffic crashes KW - United States UR - http://ntl.bts.gov/lib/10000/10800/10821/rlrfinal.pdf UR - http://ntl.bts.gov/lib/16000/16100/16167/PB2000102858.pdf UR - https://trid.trb.org/view/679421 ER - TY - SER AN - 00789179 JO - Analysis Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - LONGER COMBINATION VEHICLES INVOLVED IN FATAL CRASHES, 1991-1996 PY - 1999/09 SP - 4 p. AB - This analysis brief presents data relating to Longer Combination Vehicles (LCVs) which have been involved in fatal traffic accidents. It is based on data from the University of Michigan's Trucks involved in Fatal Accidents (TIFA) file. Since only a relatively small number of Longer Combination Vehicles are involved in fatal crashes in any given year, 6 years of data, 1991-1996, were combined in order to produce a more meaningful sample. The term "LCV" in this report includes all LCVs: overlength, overweight, both overlength and overweight, and triples (LCVs with three trailers). KW - Fatalities KW - Length KW - Longer combination vehicles KW - Traffic crashes KW - Trailers KW - Truck crashes KW - Trucking safety KW - Trucks by number of axles KW - Trucks by weight KW - Weight UR - http://ntl.bts.gov/lib/10000/10000/10084/ab99-018.pdf UR - https://trid.trb.org/view/650807 ER - TY - RPRT AN - 00806959 AU - Fleckenstein, L J AU - Allen, D L AU - Reitenour, R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF SUPERPAVE IN KENTUCKY PY - 1999/09 SP - 92 p. AB - Approximately 93% of all pavements in the United States are surfaced with hot-mix asphalt (HMA). For many decades, most asphalt pavements were designed using the Marshall mix design method. In 1987, the Strategic Highway Research Program was established with 50 million dollars being allocated for asphalt pavement research. From that research, a new asphalt mix design procedure, called Superpave, was developed. Many states have adopted, or are in the process of adopting, this procedure, including Kentucky. In 1995, Kentucky placed its first Superpave mixture on KY 676 in Franklin County. In 1998, the Kentucky Transportation Cabinet requested that the Kentucky Transportation Center evaluate the Superpave projects in Kentucky. The objectives of this study were to develop a database of performance characteristics to assist in the development of prediction models for Superpave, to evaluate construction practices involving Superpave projects, and to attempt to perform a life-cycle cost analysis for Superpave projects. KW - Asphalt pavements KW - Construction management KW - Databases KW - Hot mix asphalt KW - Kentucky KW - Life cycle costing KW - Mix design KW - Pavement design KW - Pavement performance KW - Strategic Highway Research Program KW - Superpave UR - https://trid.trb.org/view/672900 ER - TY - RPRT AN - 00806941 AU - Schiff, S D AU - Philbrick, T W AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - LOAD TESTING FOR ASSESSMENT AND RATING OF HIGHWAY BRIDGES. PHASE I: REVIEW OF CURRENT AND EXPERIMENTAL TECHNOLOGIES AND PRACTICES PY - 1999/09 SP - 34 p. AB - Bridges are being subjected to higher traffic loads and volumes and many of these bridges were constructed prior to 1950 and were designed using design load standards significantly lower than today's standards. The objective in most bridge programs is to determine the reserve capacity in posted bridges and, if warranted, increase the posted load rating or perhaps remove the posting. The South Carolina bridge inventory has a large number of bridges categorized as deficient. While many of these bridges may be truly deficient, many may not be deficient and can be shown to be adequate with additional tools such as load testing to provide more accurate assessment of the bridge capacity. This investigation indicates the South Carolina Department of Transportation should move forward and implement a bridge testing program. Other state departments of transportation have benefited from bridge testing programs and, while not being able to specifically quantify the cost savings, are convinced that their bridge testing program is an effective tool to reduce bridge retrofit and replacement costs. The next phase of research should focus on the development of a test methodology and equipment (strain measurement instrumentation) needed to conduct bridge tests and conduct a limited number of bridge tests to evaluate and improve the bridge testing program. KW - Bearing capacity KW - Cost effectiveness KW - Evaluation and assessment KW - Highway bridges KW - Instrumentation KW - Load factor KW - Load tests KW - South Carolina KW - Strain measurement UR - https://trid.trb.org/view/672885 ER - TY - RPRT AN - 00789843 AU - Ozyildirim, C AU - Gomez, J P AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - HIGH PERFORMANCE CONCRETE IN A BRIDGE IN RICHLANDS, VIRGINIA PY - 1999/09 SP - 44 p. AB - The Virginia Department of Transportation built a high-performance concrete (HPC) bridge with high-strength and low-permeability concrete in Richlands. The beams had a minimum compressive strength of 69 MPa (10,000 psi) at 28 days and large, 15 mm (0.6 in.) in diameter, strands at a 51-mm (2-in.) spacing. The deck concrete was designed to have a minimum compressive strength of 41 MPa (6,000 psi) and low permeability. This report describes the development of the HPC mixes, material and structural testing, construction, and condition assessment of the bridge after two winters. Structural testing was conducted on two full-scale 9.6-m (31-ft) AASHTO Type II beams with the large-diameter strands and with composite slabs. Pullout tests were conducted on the same strands as used in the beams. Tests were also conducted to determine if there were any residual phosphates on the strands as these have been suspected to adversely affect the bond between the strand and the hardened concrete. The test program, field application, and in-service performance of the bridge indicated that HPC concrete with high strength and low permeability can be produced using locally available material. The use of the large-diameter strands at a 51-mm (2-in.) spacing was also successful. KW - Beams KW - Compressive strength KW - Concrete bridges KW - Construction KW - Diameter KW - Girders KW - High performance concrete KW - High strength concrete KW - Mix design KW - Performance KW - Permeability KW - Phosphates KW - Prestressed concrete KW - Pull out test KW - Reinforcing steel KW - Richlands (Virginia) KW - Spacing KW - Structural tests UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r6.pdf UR - http://ntl.bts.gov/lib/22000/22200/22231/PB99169393.pdf UR - https://trid.trb.org/view/647993 ER - TY - RPRT AN - 00778848 AU - Thompson, N G AU - Lankard, D R AU - CC Technologies Laboratories, Incorporated AU - Federal Highway Administration TI - OPTIMIZATION OF CONCRETES AND REPAIR MATERIALS FOR CORROSION RESISTANCE PY - 1999/09 SP - 169 p. AB - A major cause of concrete deterioration (cracking, delamination, and spalling) on bridge structures is the corrosion of embedded steel reinforcement, initiated by chloride ions from deicing salts and salt water spray that have penetrated the concrete cover. The research was structured to address the three principal rate phenomena that control corrosion-induced deterioration of concrete bridge components: (1) chloride permeation rate, (2) corrosion rate of the steel bar, and (3) deterioration/damage rate. Low chloride permeability is critical to achieving the desired life of a concrete structure. A predictive model was developed to determine the effect of concrete properties on chloride permeability. The concrete properties that had a significant effect were in order of greatest effect: mineral admixture, coarse aggregate, water-cement ratio, cement chemistry, and fine aggregate. The mineral admixture had nearly twice the effect of other concrete variables on the chloride permeability. The addition of any of the mineral admixtures tested tended to decrease the chloride permeability. Silica fume was the most effective. Corrosion rate is dependent on the environmental variables temperature, relative humidity, and chloride concentration and, over the range tested, each variable is equally important in establishing the corrosion rate of steel. Concrete mix designs also have a significant influence on corrosion resistance of a concrete structure. A predictive model was developed to estimate the corrosion of steel as a function of concrete mix design. The concrete mix components that had a significant effect on corrosion behavior were, in order of greatest effect: mineral admixture, fine aggregate, water-cement ratio, cement chemistry, coarse aggregate, and air content. The mineral admixture had nearly twice the effect of other concrete mix variables on the corrosion behavior of steel. Only silica fume decreased the corrosion rate to lower values than having no mineral admixture. Based on a limited data sample, the rate of damage (cracking/spalling) is related to the amount of corrosion product that can diffuse into the concrete matrix (i.e., the less diffusion into the concrete matrix, the greater the rate of damage). A good correlation was shown between cumulative corrosion prior to cracking and modulus of elasticity of the concrete. A six-step optimization model was proposed for predicting the life of a concrete structure and permitting economic analysis and optimization of resources. The model is based on prediction models developed in this research and requires input of the following by the bridge designer: (1) concrete mix components/parameters, (2) climatic conditions, and (3) frequency of salt applications. KW - Admixtures KW - Air content KW - Chlorides KW - Coarse aggregates KW - Concrete KW - Concrete bridges KW - Corrosion KW - Cracking KW - Deicing chemicals KW - Deterioration KW - Economic analysis KW - Fine aggregates KW - Mathematical models KW - Mix design KW - Modulus of elasticity KW - Permeability KW - Reinforcing steel KW - Service life KW - Silica fume KW - Spalling KW - Water cement ratio KW - Weather conditions UR - http://ntl.bts.gov/lib/22000/22200/22297/PB99175564.pdf UR - https://trid.trb.org/view/508725 ER - TY - RPRT AN - 00778827 AU - Rada, G R AU - Wu, C L AU - Bhandari, R K AU - SHEKHARAN, A R AU - Elkins, G E AU - Miller, J S AU - Law PCS AU - Federal Highway Administration TI - STUDY OF LTPP DISTRESS DATA VARIABILITY. VOLUME II: APPENDIX A, APPENDIX B, AND APPENDIX C PY - 1999/09 SP - 366 p. AB - Reliable distress data for pavement performance model development and validation, and other pavement engineering products, are critical to the success of the Long-Term Pavement Performance (LTPP) program. Confidence in distress data requires a measure of error because of the bias and precision components of its variability. No systematic evaluation has been performed to quantify the bias and variability associated with both the manual and PASCO film-based distress data. In view of this, this study was undertaken by the Federal Highway Administration (FHWA) to assess the variability of the LTPP distress data, including those in the Information Management System (IMS) and those currently being collected using either photographic or manual methods. This second volume of the report contains all tables and figures developed in this study. KW - Bias (Statistics) KW - Data collection KW - Errors KW - Field data KW - Long-Term Pavement Performance Program KW - Pavement distress KW - Pavement performance KW - Photography KW - Precision KW - Visual surveys UR - http://ntl.bts.gov/lib/16000/16000/16058/PB2000102373.pdf UR - https://trid.trb.org/view/508704 ER - TY - RPRT AN - 00778829 AU - Evans, L D AU - Pozsgay, M A AU - Smith, K L AU - Romine, A R AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - LTPP PAVEMENT MAINTENANCE MATERIALS: SHRP JOINT RESEAL EXPERIMENT, FINAL REPORT PY - 1999/09 SP - 164 p. AB - The Strategic Highway Research Program (SHRP) H-106 maintenance experiment and the Federal Highway Administration (FHWA) Long-Term Monitoring (LTM) of Pavement Maintenance Materials Test Sites project studied the resealing of joints in concrete pavements. The purpose of joint resealing is to reduce the amount of water entering a pavement structure and to prevent the filling of joints with incompressible materials. Although joint resealing is a common maintenance practice, premature seal failure is frequent, leading to additional repair and expenditures. The purpose of this study, then, was to address the merits and deficiencies of current joint resealing materials, designs, and practices. The study evaluated the relative performance of selected sealant materials, as well as the effect of selected sealant installation methods. The study also identified sealant material properties and tests that correlate well with field performance. The effect of joint seal performance on pavement life was not addressed in this study. This report documents the entire PCC joint resealing study, including the installation of 31 unique joint seal treatments (i.e., combinations of sealant material and installation method) at 5 different test sites, the laboratory testing of experimental sealant materials, and the 7-year performance monitoring of the various joint seal treatments. It also discusses the results of comprehensive statistical analyses conducted on material performance and laboratory testing data. The results of a detailed cost-effectiveness analysis are also presented. KW - Concrete pavements KW - Cost effectiveness KW - Field studies KW - Joint sealing KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Pavement joints KW - Pavement maintenance KW - Performance evaluations KW - Sealing compounds KW - Statistical analysis KW - Strategic Highway Research Program KW - Test sections UR - http://ntl.bts.gov/lib/46000/46500/46549/FHWA-RD-99-142.pdf UR - https://trid.trb.org/view/508706 ER - TY - RPRT AN - 00778826 AU - Rada, G R AU - Wu, C L AU - Bhandari, R K AU - SHEKHARAN, A R AU - Elkins, G E AU - Miller, J S AU - Law PCS AU - Federal Highway Administration TI - STUDY OF LTPP DISTRESS DATA VARIABILITY. VOLUME I PY - 1999/09 SP - 147 p. AB - Reliable distress data for pavement performance model development and validation, and other pavement engineering products, are critical to the success of the Long-Term Pavement Performance (LTPP) program. Confidence in distress data requires a measure of error because of the bias and precision components of its variability. No systematic evaluation has been performed to quantify the bias and variability associated with both the manual and PASCO film-based distress data. In view of this, this study was undertaken by the Federal Highway Administration (FHWA) to assess the variability of the LTPP distress data, including those in the Information Management System (IMS) and those currently being collected using either photographic or manual methods. This main volume of the report contains sources of data used in the analyses, evaluation of manual distress data, evaluation of film-derived distress data, comparisons of data obtained from these two methods, and conclusions and recommendations. KW - Bias (Statistics) KW - Data collection KW - Errors KW - Field data KW - Long-Term Pavement Performance Program KW - Pavement distress KW - Pavement performance KW - Photography KW - Precision KW - Visual surveys UR - http://ntl.bts.gov/lib/15000/15700/15743/PB2000100588.pdf UR - https://trid.trb.org/view/508703 ER - TY - RPRT AN - 00778830 AU - Smith, K L AU - Romine, A R AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - LTPP PAVEMENT MAINTENANCE MATERIALS: SHRP CRACK TREATMENT EXPERIMENT, FINAL REPORT PY - 1999/09 SP - 163 p. AB - The Strategic Highway Research Program (SHRP) H-106 maintenance experiment and the Federal Highway Administration (FHWA) Long-Term Monitoring (LTM) of Pavement Maintenance Materials Test Sites project studied two distinct asphalt concrete (AC) crack treatments: transverse crack sealing and longitudinal crack filling. Both activities are performed frequently in order to extend pavement life by preventing or substantially reducing the infiltration of water into the pavement structure. Highway agencies use different materials and methods to treat cracks in AC pavements, and some of these treatments are inherently better than others; however, the relative effectiveness of a treatment often depends on the situations or conditions under which they are used. The primary objective of the H-106/LTM crack treatment experiment, then, was to determine the most effective and economical materials and methods for conducting crack sealing and crack filling operations. Secondary objectives included the identification of both performance-related material tests and quicker, safer installation practices. This report documents the entire AC crack treatment study, including the installation of 31 unique crack treatments (i.e., combinations of sealant/filler materials and installation method) at 5 different test sites, the laboratory testing of experimental sealant/filler materials, and the 7-year performance monitoring of the various crack treatments. It also discusses the results of comprehensive statistical analyses conducted on material performance and laboratory testing data. The results of a detailed cost-effectiveness analysis are also presented. KW - Asphalt concrete pavements KW - Cost effectiveness KW - Field studies KW - Fillers (Materials) KW - Filling (Cracks) KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Longitudinal cracking KW - Pavement maintenance KW - Performance evaluations KW - Sealing (Technology) KW - Sealing compounds KW - Statistical analysis KW - Strategic Highway Research Program KW - Test sections KW - Transverse cracking UR - https://trid.trb.org/view/508707 ER - TY - RPRT AN - 00778828 AU - Ali, H A AU - Tayabji, S D AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - DETERMINATION OF FROST PENETRATION IN LTPP SECTIONS, FINAL REPORT PY - 1999/09 SP - 142 p. AB - To better understand the environmental factors and their effects on pavement performance, the Long Term Pavement Performance (LTPP) Seasonal Monitoring Program (SMP) was initiated during 1992. Sixty-four LTPP pavement sections were identified to be included in the SMP. These sections are monitored frequently to acquire data on seasonal variation in pavement conditions. As part of this program, work is being performed to identify and monitor the freeze state in the base, subbase, and subgrade at the SMP sections located in the freeze zone in the United States and Canada. This work makes use of temperature sensors and electrical resistivity techniques. The main goal of the study reported here was to determine frost penetration at the selected SMP sections. As part of the study, an interactive computer program, FROST, was developed to facilitate the interpretation of the electrical resistivity and temperature data. Analysis results include the freeze state at each electrical resistivity sensor and the frost penetration at each site. As part of the overall LTPP data analysis effort, it is expected that the information on the seasonal variation in the freeze state in the unbound base, subbase, and subgrade will be used to develop improved understanding of the seasonal variation in the load-carrying capacity of pavements and the subsequent effect on pavement performance. KW - Asphalt pavements KW - Base course (Pavements) KW - Bearing capacity KW - Canada KW - Computer programs KW - Concrete pavements KW - Electrical resistivity KW - Freeze thaw durability KW - Frost KW - Frost penetration KW - Long-Term Pavement Performance Program KW - Monitoring KW - Pavement performance KW - Seasonal variations KW - Seasonally frozen ground KW - Subbase (Pavements) KW - Subgrade (Pavements) KW - Temperature sensors KW - United States UR - http://ntl.bts.gov/lib/16000/16200/16200/PB2000102952.pdf UR - https://trid.trb.org/view/508705 ER - TY - RPRT AN - 00800219 AU - Turnbull, K F AU - Dresser, G B AU - Higgins, L L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - THE RURAL TRANSPORTATION NETWORK IN TEXAS - SUMMARY REPORT PY - 1999/09 SP - 60 p. AB - An efficient multimodal transportation system is critical to the economic vitality of large metropolitan areas, smaller communities, and rural areas. While transportation issues in urban areas receive a good deal of attention, the needs of rural areas are also important. This report summarizes the results of a research project examining the rural transportation system in Texas. The demographic and economic characteristics of the state's rural population are highlighted. The report also presents a multimodal approach to enhance mobility and economic development in rural parts of Texas. Researchers examine the status of highways, roadways, public transit services, intercity buses, airports, and railroads serving rural portions of the state and discuss future needs. KW - Airports KW - Demographics KW - Economic development KW - Economics KW - Intercity bus lines KW - Mobility KW - Multimodal transportation KW - Railroads KW - Rural areas KW - Rural highways KW - Rural transit KW - Rural transportation KW - Texas UR - https://trid.trb.org/view/666400 ER - TY - RPRT AN - 00800185 AU - Deschamps, R J AU - Lange, C B AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - LANDSLIDE REMEDIATION USING UNCONVENTIONAL METHODS PY - 1999/09 SP - 103 p. AB - Landslides are very common within the residual soils and sedimentary rock of Southern Indiana. A substantial amount of the Indiana State budget is spent on road repair and maintenance from damage caused by landslide. The landslide remedial technique frequently applied by the Indiana Department of Transportation is the excavation and backfill method, which in most instances is successful. However, in many cases more liberal landslide treatments may be applied that would arrest movement, provide a sufficient safety factor, and at a lower cost. The objective of this study is to propose economically feasible landslide remedial methods that may be used as an alternative to the excavation and backfill method. "Unconventional" landslide remedial methods describe stabilization methods that are not commonly practiced in Indiana, and for which design criteria are not available. Unconventional stabilization methods will likely have the greatest benefit applied to relatively small landslides requiring constant maintenance because these landslides are in a delicate equilibrium. Relatively modest improvements in stability may be sufficient to stop persistent movements. Proposed landslide remedial methods are conventional horizontal drains, driven horizontal wick drains, driven recycled plastic pins, railroad rail piles, lime piles, biotechnical remediation, and gravity mass retaining systems. A landslide inventory containing various attribute information of geologic environment and landslide geometry was compiled. The inventory includes 284 landslides with attribute information of each individual landslide. Landslide locations were entered into a geographic information system (GIS) database along with geographic and geologic information. The constructed GIS database allowed easy correlation of landslide occurrence with geologic features. It is concluded that landslide occurrence is a function of topography and bedrock geology. Suitability of landslide stabilization methods depends upon the characteristics of the sliding mass, which include the geologic environment and geometry of the landslide. A landslide classification scheme was developed which recommends suitable remedial solutions based upon the landslide classification. Eleven landslide types are recognized by the classification scheme, which is based upon four landslide attributes. KW - Bedrock KW - Databases KW - Geographic information systems KW - Geology KW - Geometry KW - Horizontal drains KW - Indiana KW - Inventory KW - Landslide classification KW - Landslide remediation KW - Landslides KW - Piles (Supports) KW - Pins KW - Residual soils KW - Retaining walls KW - Sedimentary rocks KW - Slope stability KW - Technology KW - Topography KW - Wick drains UR - http://ntl.bts.gov/lib/16000/16300/16336/PB2000103480.pdf UR - https://trid.trb.org/view/666365 ER - TY - RPRT AN - 00798947 AU - Hopkins, T C AU - Beckham, T L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - CORRELATION OF ROCK QUALITY DESIGNATION AND ROCK SCOUR AROUND BRIDGE PIERS AND ABUTMENTS FOUNDED ON ROCK PY - 1999/09 SP - 70 p. AB - Local scour around the base of a bridge pier or abutment occurs as the result of flow acceleration around the obstruction, formation of a vertical pressure gradient along the upstream end, and generation of vortices at the base of the structure. The flow patterns around piers and abutments are complex in detail, and the complexity increases as a scour hole forms in the bed around the structures. The potential for local scour at a bridge pier or abutment needs to be estimated so that foundations can be designed to resist failure during large floods. While procedures have been suggested for estimating local scour depths at bridge piers and abutments located on or in unconsolidated alluvial material, only interim Federal Highway Administration (FHWA) guidelines (July 1991) in the form of a memorandum are available for evaluating the scour potential at footings placed on rock. The empirical guides relate quantifiable geotechnical indices to a qualitative measure of the ability of the foundation rock to resist erosion. However, the procedure lacks documented proof or verification by means of either experiment or observation. To test the validity of some of the more significant FHWA guidelines for assessing the rock scour, on-site inspections of some 400 bridges with footings located on exposed rock were performed. A large number of bridge abutments and piers in Kentucky were found to have been placed on rock foundations that are visible during low flow. These inspections show that scour at bridge piers and abutments placed on rock does occur. As a means of evaluating rock scour at existing sites, a rock scour hazard rating system was proposed. Based on the inspections, rock scour is not a significant problem in Kentucky. Statistically, only about 0.5% of the observed bridges had significant vertical scour. Generally, when scour was observed the depth of vertical scour was less than about 10 in. In the few cases observed, the scour holes could be easily repaired by filling with concrete. An approximate relationship between vertical rock scour depth next to the abutment, or pier, and Rock Quality Designation (RQD) was developed. Also, an approximate relationship between horizontal rock scour penetration beneath a pier, or abutment, footer and RQD is presented. Generally, the geology at sites where scour was observed consisted of interbedded layers of limestone and shale layers, or very thin shale partings. Freezing and thawing apparently caused the blocks to break up and flooding velocities of the streams tended to wash out the blocks around footers. KW - Alluvium KW - Bridge abutments KW - Bridge foundations KW - Bridge piers KW - Correlation analysis KW - Erosion KW - Failure KW - Field studies KW - Floods KW - Footings KW - Freeze thaw durability KW - Geology KW - Hazard evaluation KW - Inspection KW - Kentucky KW - Limestone KW - Rock mechanics KW - Rock quality KW - Rocks KW - Scour KW - Shale UR - http://ntl.bts.gov/lib/17000/17400/17424/PB2001101578.pdf UR - http://ntl.bts.gov/lib/38000/38400/38448/KTC_99_57_SPR_157_94.pdf UR - https://trid.trb.org/view/665920 ER - TY - RPRT AN - 00769430 AU - Bennett, J E AU - Schue, T J AU - ELTECH Research Corporation AU - Federal Highway Administration TI - GALVANIC CATHODIC PROTECTION OF REINFORCED CONCRETE BRIDGE MEMBERS USING SACRIFICIAL ANODES ATTACHED BY CONDUCTIVE ADHESIVES PY - 1999/09 SP - 50 p. AB - This is the final report in a study to investigate the feasibility of using galvanic cathodic protection (CP) of reinforced concrete bridge members using sacrificial anodes attached by conductive adhesives. Galvanic CP systems have recognized advantages of simplicity and the potential to operate with little or no maintenance for the life of the system. But applications have so far been limited to the seawater splash and tidal zone where concrete is moist and conductive, and where the anode surface is periodically wetted. In this study, a new galvanic CP system was investigated in which sacrificial anodes were attached to the concrete surface with ionically conductive adhesives called hydrogels. Laboratory studies first demonstrated that aluminum and aluminum alloys were unsuitable as anodes in contact with hydrogel adhesives. Zinc attached by hydrogel adhesive was selected as the sacrificial anode for installation on field validation trials. Studies also resulted in the development of a hydrogel adhesive with adequate performance and life expectancy. Three field trials were installed and monitored under this contract. About 1000 sq ft (93 sq m) of zinc/hydrogel was installed on the pilings, pile caps, and double-tee beams of a fishing pier in Ft. Pierce, Florida. Although electrical contact was disrupted on one of the beams, most of the system performed well and met the 100 mV potential decay criterion after 32 months of operation. Zinc/hydrogel anodes installed on the bearing pads of V-piers of the Long Key Bridge also performed well, generally meeting accepted CP criteria. A more recent installation of 700 sq ft (65 sq m) on the Cape Perpetua half-viaduct in Oregon has performed well for 1 year, providing about 0.3 mA/sq ft (3.2 mA/sq m) and easily achieving CP criteria. The zinc/hydrogel anode was easy to install, fix and has performed generally well for all three trials conducted under this contract. KW - Cathodic protection KW - Conductive adhesives KW - Corrosion protection KW - Field tests KW - Hydrogels KW - Laboratory studies KW - Performance evaluations KW - Reinforced concrete bridges KW - Sacrificial anodes KW - Zinc UR - http://ntl.bts.gov/lib/22000/22200/22294/PB99175531.pdf UR - https://trid.trb.org/view/503338 ER - TY - RPRT AN - 00769425 AU - Russell, E R AU - Rys, M AU - Rys, A AU - Keck, M AU - Kansas State University, Manhattan AU - Federal Highway Administration TI - CHARACTERISTICS AND NEEDS FOR OVERHEAD GUIDE SIGN ILLUMINATION FROM VEHICULAR HEADLAMPS PY - 1999/09 SP - 154 p. AB - The Federal Highway Administration (FHWA) is concerned about changes in headlamp performance of the present fleet of vehicles in the U.S. relative to its ability to properly illuminate traffic signs, especially overhead guide signs. If this is true, overhead guide sign luminance, a function of the type of sign sheeting and headlamp illumination, may be marginal or insufficient for a motorist to read and comprehend the sign in sufficient time to take proper action. A team of Kansas State University researchers was given a contract to determine the minimum luminance requirements for overhead guide signs and to determine if the illuminance from vehicle headlamps on highways was sufficient to provide drivers with this required minimum luminance. This report covers a literature review to determine the minimum luminance value needed, an overview of the equipment developed for field studies of vehicle headlamp illuminance, results of a small laboratory study to determine minimum luminance of highway guide signs, and the results of field studies to determine illuminance values from a sample of the fleet of vehicles on highways, and the results of a study of illuminance values obtained from the headlamps of 50 known vehicles of varying ages and types. Headlamp illuminance readings from samples of vehicles on the highway were taken at points where overhead and shoulder signs would be located. The report discusses minimum luminance values, the illuminance recording equipment, the conduct of the field studies and results, and the laboratory study and results. It concludes with calculations of sign luminance values based on the headlamp illuminance measurements and two assumed types of retroreflective material. KW - Field studies KW - Headlamp illuminance KW - Headlamps KW - Laboratory studies KW - Luminance KW - Minimum sign luminance KW - Overhead traffic signs KW - Testing equipment UR - http://ntl.bts.gov/lib/22000/22200/22295/PB99175549.pdf UR - https://trid.trb.org/view/503333 ER - TY - RPRT AN - 00795276 AU - Overman, T R AU - Hanson, N W AU - Rabbat, B G AU - Morgan, B J AU - Zwiers, R I AU - SHIU, K N AU - Construction Technology Laboratories, Incorporated AU - Federal Highway Administration TI - TECHNIQUES FOR MEASURING EXISTING LONG-TERM STRESSES IN PRESTRESSED CONCRETE BRIDGES. VOLUME 1: ANALYTICAL, LABORATORY, AND FIELD STUDIES PY - 1999/09 SP - 288 p. AB - This volume summarizes the state-of-the-art, analytical, laboratory, and field studies performed to evaluate the feasibility of the flat-jack direct stress measurement technique to be used on prestressed concrete bridges. Several strain relief methods, including boring and slitting techniques, were evaluated by performing analytical studies. The flat-jack slitting technique was determined to be the most promising. Laboratory studies indicated that concrete internal stress could be measured to within +/- 125 psi with a 90% confidence level. Laboratory tests were performed on unreinforced, reinforced, and prestressed concrete specimens. Additional variables included member thickness, magnitude of stress, and stress distribution. Various linear regression analyses were performed to determine the best relationship between flat-jack canceling pressure and internal concrete stress. Direct stress measurements taken on a 25-year-old prestressed concrete highway girder were similar to those determined from laboratory testing on companion girders. KW - Field tests KW - Flat jack slitting KW - Laboratory tests KW - Linear regression analysis KW - Measuring methods KW - Nondestructive tests KW - Prestressed concrete bridges KW - State of the art studies KW - Stresses UR - http://ntl.bts.gov/lib/15000/15600/15677/PB2000100278.pdf UR - https://trid.trb.org/view/654107 ER - TY - RPRT AN - 00795278 AU - Barnard, W AU - Bradow, R AU - Gertler, A AU - E.H. Pechan and Associates, Incorporated AU - Federal Highway Administration TI - ASSESSMENT OF HIGHWAY PARTICULATE IMPACTS: PHASE I, TASK A -- PROBLEM EVALUATION PY - 1999/09 SP - 138 p. AB - This work was performed during the first phase of the contract. This report provides an assessment of highway particulate impacts. It evaluates the existing state of knowledge related to: (1) what the sources of the particulates are, especially those specific to highways; (2) methods of assessing particulate impacts from highway sources; (3) relationships between highway derived particulates and other particulate sources; (4) particulate instrumentation, measurement, and monitoring methods; (5) assessment potential public health risks; and (6) control strategies for mitigating highway particulate impacts. Sources evaluated included diesel and spark ignition engine emissions, tire and brake wear, resuspensions from road sanding and salting operations, and unpaved roads. Models evaluated included dispersion, source/receptor, and emissions modeling. Based on this information, four sources of highway particulates were determined to need additional study in order to more completely understand the highway particulate source problem. These areas were: paved road resuspension, dust suspension resulting from road sanding and salting operations, diesel engine emissions, and unpaved roads. Although unpaved roads were considered outside of the scope of the work of this contract, the other three areas were targeted for additional field work as part of Phase 1. Details of the field work appear in the second report, namely, Report No. FHWA-RD-99-181, Assessment of Highway Particulate Impacts: Phase I, Tasks B and C -- Field Sampling and Evaluation Program, Final Report. KW - Brakes KW - Diesel engine exhaust gases KW - Environmental impacts KW - Exhaust gases KW - Highways KW - Instrumentation KW - Mathematical models KW - Measurement KW - Monitoring KW - Particulates KW - Pollution control KW - Public health KW - Risk assessment KW - Snow and ice control KW - Spark ignition engines KW - State of the art studies KW - Tires KW - Unpaved roads KW - Wear UR - http://ntl.bts.gov/lib/22000/22300/22302/PB99175705.pdf UR - https://trid.trb.org/view/654109 ER - TY - RPRT AN - 00795279 AU - Barnard, W AU - Gertler, A AU - Wittorff, W AU - E.H. Pechan and Associates, Incorporated AU - Federal Highway Administration TI - ASSESSMENT OF HIGHWAY PARTICULATE IMPACTS: PHASE I, TASKS B AND C -- FIELD SAMPLING AND EVALUATION PROGRAM PY - 1999/09 SP - 111 p. AB - This report is the second of two reports developed as part of Phase I of the contract. The first report is Report No. FHWA-RD-99-180, Assessment of Highway Particulate Impacts: Phase I, Task A -- Problem Evaluation, Final Report. Four highway particulate emission sources were identified as requiring additional understanding: (1) emissions from diesel-powered vehicles; (2) emissions from road sanding and salting operations; (3) resuspension of dust from paved roadways; and (4) emissions from unpaved roadways. This document outlines the sampling and analysis plan for increasing the knowledge and understanding related to particulate emissions from three of these sources. Emissions from unpaved roadways were not targeted for sampling and analysis. This document describes the criteria used to select the field sampling sites, as well as the types of analyses that were performed at those sites. In addition, this document describes the results from the field work component of this study. Chemical mass balance analyses of highway particulate sources were conducted for paved road resuspension at Phoenix, Arizona and Spokane, Washington. Chemical mass balance analyses were also conducted at two sites to determine the contributions of road sanding and salting operations to ambient levels at Albany, New York and Reno, Nevada. Finally a set of experiments designed to assess diesel emissions was performed in the Ft. McHenry Tunnel (outside of Baltimore, Maryland) and in mid-town Manhattan. The Ft. McHenry Tunnel experiment produced emission factor estimates for heavy-duty diesel emission sources. Chemical mass balance analyses were performed in mid-town Manhattan to assess the contribution to ambient levels resulting from urban bus traffic. Results from the field work phase showed that paved road resuspension and road sanding and salting operations contribute significantly to the ambient levels, in the absence of other sources, contributing, in some cases, up to 60% of the total mass collected on the filters. In mid-town Manhattan, diesel emissions also contribute significantly to ambient levels; however, the emission factor results from the Ft. McHenry Tunnel indicated that emissions from heavy-duty diesels were lower than published emission factors by approximately 50%. It is important to note that despite these significant contributions to ambient levels, not once was the 24-h ambient air quality standard exceeded. KW - Air quality KW - Chemical analysis KW - Diesel buses KW - Diesel engine exhaust gases KW - Dust KW - Environmental impacts KW - Field studies KW - Highways KW - Particulates KW - Pavements KW - Sampling KW - Snow and ice control KW - Urban areas UR - http://ntl.bts.gov/lib/22000/22300/22303/PB99175713.pdf UR - https://trid.trb.org/view/654110 ER - TY - RPRT AN - 00795275 AU - Mayer, J B AU - Southwest Research Institute AU - Federal Highway Administration TI - FULL-SCALE CRASH EVALUATION OF A MODIFIED ECCENTRIC LOADER TERMINAL PY - 1999/09 SP - 43 p. AB - This report presents results of four of five NCHRP Report 350 type crash tests conducted on a Modified Eccentric Loader Terminal (MELT) system for w-beam guardrails. All vehicles used in this test were 1990 and 1991 year models. As specified by the Federal Highway Administration (FHWA), the vehicles were light-duty, six-lug, 3/4-ton Chevrolet C2500 pickup trucks. The terminal was subjected to one NCHRP Report 350 Test 3-39 reverse angle impact test (MLT-1), which proved successful. The remaining tests were NCHRP Report 350 Test 3-35 target impact conditions. The second test (MLT-2) indicated successful results, but target impact conditions were not met because of a malfunction of the vehicle tow control system. The FHWA opted to accept the results of this test based on the performance level of the NCHRP Report 350 Test 2-35. The third test (MLT-3) was unsuccessful because the rail fractured during impact, allowing the vehicle to travel behind the barrier. It was the opinion of the FHWA that the posts used in the test were inferior, and the system was retested using selected structural-grade 1 posts. The retest (MLT-4) resulted in vehicle rollover, but the FHWA elected not to pay for this test because an electrical malfunction caused all of the high speed cameras to run prematurely; thus the results of this test are not reported herein. The final test (MLT-5) was a retest of MLT-4 using selected similar posts and new terminal components. The results of Test MLT-5 indicated compliance with the criteria in NCHRP Report 350. KW - Acceptance tests KW - Guardrail terminals KW - Impact tests KW - Modified Eccentric Loader Terminal KW - NCHRP Report 350 KW - Pickup trucks KW - Test procedures UR - http://ntl.bts.gov/lib/15000/15600/15676/PB2000100277.pdf UR - https://trid.trb.org/view/654106 ER - TY - RPRT AN - 00795277 AU - Overman, T R AU - Hanson, N W AU - Rabbat, B G AU - Morgan, B J AU - Zwiers, R I AU - SHIU, K N AU - Construction Technology Laboratories, Incorporated AU - Federal Highway Administration TI - TECHNIQUES FOR MEASURING EXISTING LONG-TERM STRESSES IN PRESTRESSED CONCRETE BRIDGES. VOLUME 2: MANUAL OF INSTRUCTION PY - 1999/09 SP - 32 p. AB - Various stress measurement techniques were evaluated in this study. The evaluation included a state-of-the-art review of existing techniques and analytical studies of these techniques. Based on analytical results the flat-jack direct stress measurement technique was evaluated in laboratory and field tests. Based on these tests a manual of instruction was written to describe the equipment and procedures required to obtain reliable direct stress measurements. This manual of instruction outlines the equipment and techniques used in taking stress measurement readings. KW - Field tests KW - Flat jack slitting KW - Laboratory tests KW - Manuals KW - Measuring methods KW - Nondestructive tests KW - Prestressed concrete bridges KW - State of the art studies KW - Stresses UR - http://ntl.bts.gov/lib/15000/15600/15678/PB2000100279.pdf UR - https://trid.trb.org/view/654108 ER - TY - RPRT AN - 00795234 AU - Middleton, D AU - Jasek, D AU - Parker, R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SOME EXISTING TECHNOLOGIES FOR VEHICLE DETECTION PY - 1999/09 SP - 184 p. AB - Most vehicle detection today relies on inductive loop detectors (ILDs). However, problems with installation and maintenance of these detectors have necessitated evaluation of alternative detection systems. Replacing ILDs with better detectors requires a thorough evaluation of the alternatives. This evaluation included examination of the functional quality, reliability, and cost of these technologies as well as development of recommendations for application. Primary detection technologies included in this study are video image detection systems (VIDS), passive infrared, active infrared, passive magnetic, radar, Doppler microwave, passive acoustic, and ILDs. Results of new detector testing clearly indicate promising alternatives to ILDs, but the limitations of these new detectors must also be accepted. Researchers found that some technologies performed quite well while, in some cases, offering features that are more flexible than ILDs. These technologies include VIDS, passive infrared, active infrared, radar, Doppler microwave, and pulse ultrasonic. KW - Acoustic detectors KW - Alternatives analysis KW - Costs KW - Infrared detectors KW - Loop detectors KW - Magnetic detectors KW - Microwave detectors KW - Radar detectors KW - Reliability KW - Technological innovations KW - Ultrasonic detectors KW - Vehicle detectors KW - Video imaging detectors UR - https://trid.trb.org/view/654079 ER - TY - RPRT AN - 00793166 AU - Kuo, S-S AU - Carlo, L AU - Kuenzel, C AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PATCHING MATERIALS AND PLACEMENT TECHNIQUES FOR RIGID PAVEMENTS AND BRIDGE DECKS PY - 1999/09 SP - 146 p. AB - The objective of this research study was to evaluate the performance of various types of advanced materials available on the market for use in partial depth repairs of potholes and spalls from concrete pavement. Three major material categories used for high strength and fast set criteria are: polymer concrete, elastomeric concrete, and cementitious mortar. Several types of composite specimens were tested from various patching materials. Laboratory compressive tests were first conducted for the composite specimens. Results were used to select the types of material to be tested for the performance evaluation at the University of Central Florida accelerated circular test track. Six patching materials along with Type II cement for a control section were identified. Fourteen potholes and two joint spalls were constructed on the test track. A total of 500,000 load repetitions of 44.5 kN (10 kips) wheel load was applied to the patches and spalls at the end of the testing project. This is equivalent to 762,000 load repetitions of 18 kips Equivalent Single Axle Load (ESAL). Some patching distresses such as debonding failure have been observed in the early stage of testing. The failures occurred because of obvious shrinkage due to temperature change throughout the day. Elastomeric and polymer concretes particularly had shrinkage problems and caused early debonding from the concrete slab. Failure from severe wearing, cracking and spalling was not observed in any of the patch materials. The two feathered-edge potholes, which are simulating realistic pothole conditions on the highway, have performed well. Recommendations for guidelines of patching materials are also included in this report. KW - Cement mortars KW - Compression tests KW - Concrete pavements KW - Debonding KW - Elastomeric concrete KW - Failure KW - Laboratory tests KW - Partial depth repairs KW - Patching KW - Performance evaluations KW - Polymer concrete KW - Potholes (Pavements) KW - Recommendations KW - Repairing KW - Shrinkage KW - Spalling KW - Test tracks KW - Wheel loads UR - http://ntl.bts.gov/lib/16000/16800/16803/PB2000105045.pdf UR - https://trid.trb.org/view/649075 ER - TY - RPRT AN - 00791551 AU - Stockton, W R AU - Daniels, G AU - Skowronek, Douglas A AU - Fenno, D W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - THE ABC'S OF HOV: THE TEXAS EXPERIENCE PY - 1999/09 SP - 28 p. AB - The implementation of High Occupancy Vehicle (HOV) lanes is a very important decision. Done right they offer a great opportunity for improving person-movement in a corridor. Done the wrong way or in the wrong place, they can be a significant public relations disaster. This report attempts to identify some of the key policy level questions that do (or should) arise from the consideration of HOV lanes and to shed light on some of the answers to these questions. The intent of this report is to provide the reader with a nontechnical introduction into the Texas experience with HOV lanes. It is a companion report to Research Report 1353-6F, which is the final technical report of this series. That report includes all of the results of the long-term evaluations conducted over most of the last decade. This summary report is divided into three sections. The first section is a basic introduction to HOV lanes, including what they are, how they work, and typical reasons for considering HOV lanes. Following the initial section is a detailed discussion that sheds some light on the question: "Is this type of improvement the right thing to do?" That discussion describes the findings of the Texas research on some of the key questions that are typically asked when a community is considering an HOV lane. The final section of the report deals with how to know if an operating HOV lane is meeting expectations. It identifies measurable objectives and constraints that will provide important ongoing evaluation and feedback. KW - Freeways KW - High occupancy vehicle lanes KW - Performance evaluations KW - Texas KW - Transportation policy UR - http://tti.tamu.edu/documents/1353-I.pdf UR - http://ntl.bts.gov/lib/10000/10400/10496/1353-I.pdf UR - https://trid.trb.org/view/648547 ER - TY - SER AN - 00789185 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - QUALIFICATIONS OF DRIVERS - VISION AND DIABETES PY - 1999/09 SP - 4 p. AB - The Federal Highway Administration (FHWA) began the Federal Waiver Study Program in 1992. The Vision Waiver Program began in July 1992, when 2,686 drivers were accepted into the program. The Diabetes Waiver Program began in mid-1993 when 139 waivers were issued. The goal of the Federal Waiver Study Program was to determine the associated risk, based on accident involvement, of allowing commercial motor vehicle operators who do not meet Federal standards for specified medical conditions to drive interstate. The assessment was accomplished by comparing the accident involvement rates of waivered drivers to drivers who did meet the current standards. The objective of the study was to use the assessment to aid in determining if current standards could be amended without imposing additional safety risks on the public. This tech brief summarizes the study final report. KW - Commercial vehicles KW - Diabetes KW - Diseases and medical conditions KW - Drivers KW - Qualifications KW - Risk assessment KW - Standards KW - Traffic crashes KW - Traffic safety KW - Vision KW - Waivers UR - http://ntl.bts.gov/lib/10000/10100/10100/tb99-017.pdf UR - http://ntl.bts.gov/lib/10000/10100/10100/tb99-017.pdf UR - https://trid.trb.org/view/650813 ER - TY - RPRT AN - 00789909 AU - Zhang, Z AU - Fowler, D W AU - Hudson, W R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - PLAN FOR DEVELOPING A MATERIALS PERFORMANCE DATABASE FOR THE TEXAS DEPARTMENT OF TRANSPORTATION PY - 1999/09 SP - 18 p. AB - This summary report presents the most important concepts, findings, and recommendations developed in this research project. Issues related to implementation of the research results are also discussed in detail. KW - Databases KW - Implementation KW - Recommendations KW - Texas KW - Transportation materials UR - http://www.utexas.edu/research/ctr/pdf_reports/1785_2.pdf UR - http://ntl.bts.gov/lib/16000/16300/16332/PB2000103431.pdf UR - https://trid.trb.org/view/648055 ER - TY - RPRT AN - 00789862 AU - Tadros, M K AU - Badie, S S AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - SUPERSTRUCTURE/SUBSTRUCTURE JOINT DETAILS PY - 1999/09 SP - 220 p. AB - Nebraska Department of Roads (NDOR) has a long experience with jointless bridges. Integral abutments and piers are used with bridges up to 600-ft (183-m) long. However, for bridges built with the NU-I girders, which have a very wide bottom flange, and have large skews, current NDOR details require a wide pier cap and abutment back-wall. The main objective of this research is to simplify the superstructure/substructure joint details for NU-I girder continuous bridges. This report gives recommendations for: (1) types of bearing devices that can be used with integral piers, (2) selection guide for bearing devices, (3) new details developed for fixed and expansion bearing joints, (4) new details for the pier cap to enhance its aesthetics, and (5) new details developed for replacing the concrete diaphragm with steel diaphragm. In addition, this report gives recommendations for making the girders continuous before casting the deck slab. KW - Aesthetics KW - Bridge bearings KW - Bridge substructures KW - Bridge superstructures KW - Continuous girder bridges KW - Diaphragms (Engineering) KW - Joints (Engineering) KW - Pile caps KW - Recommendations KW - Steel UR - https://trid.trb.org/view/648012 ER - TY - RPRT AN - 00789842 AU - Dobmeier, J M AU - Barton, F W AU - Gomez, J P AU - Massarelli, P J AU - McKeel, W T AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ANALYTICAL AND EXPERIMENTAL EVALUATION OF AN ALUMINUM BRIDGE DECK PANEL: PART II: FAILURE ANALYSIS PY - 1999/09 SP - 34 p. AB - Aluminum bridge decks may prove to be an alternative to concrete decks for improving the performance of structural bridge systems. Combining excellent corrosion resistance with extremely low density, aluminum decks can prolong surface life, facilitate the construction process, and expand rehabilitation capabilities. Reynolds Metals Company (Reynolds) has invested considerable resources to develop a proprietary aluminum deck system. The Virginia Department of Transportation agreed to employ the Reynolds' deck system in two projects. Using Federal Highway Administration sponsorship, the Virginia Transportation Research Council initiated a study to evaluate the aluminum deck system. The first phase of this project analyzed the static response of a 2.74 m x 3.66 m (9 ft x 12 ft) deck panel. both service-load and ultimate-load tests were performed on the panel at the Turner-Fairbank Structural Laboratory in the fall of 1996. The experimental and analytical evaluation of the ultimate load static tests is the subject of this report. The failure load and failure mechanism were predicted with great accuracy. The model data predicted panel failure at a load of 911.89 kN (205 kips) by yielding under the load patch, whereas failure during the laboratory test occurred at a load of 872.07 kN (196.05 kips) by gross yielding underneath the load patch. KW - Accuracy KW - Aluminum KW - Bridge decks KW - Corrosion resistance KW - Failure KW - Failure analysis KW - Finite element method KW - Load tests KW - Low density KW - Mathematical prediction KW - Panels KW - Reynolds Metals Company KW - Simulation KW - Static loads KW - Technological innovations KW - Ultimate strength KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r5.pdf UR - http://ntl.bts.gov/lib/22000/22200/22275/PB99172884.pdf UR - https://trid.trb.org/view/647992 ER - TY - RPRT AN - 00789827 AU - Crovetti, J A AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - STATISTICAL ANALYSIS OF RUTTING BEHAVIOR OF HMA MIX DESIGNS PY - 1999/09 SP - 50 p. AB - This report presents an analysis of laboratory and field rutting performance for a variety of Stone Matrix Asphalt (SMA) and Wisconsin Department of Transportation (WisDOT) standard Hot Mix Asphalt (HMA) mix designs constructed throughout the State of Wisconsin. Laboratory testing using the Georgia Loaded Wheel Tester was conducted on specimens compacted in the lab as well as on specimens cut from the surface of the constructed pavements. Field rut measurements were taken at yearly intervals between 1995 and 1998 using two configurations of the WisDOT profiler. Relative rankings of the various mix designs, in terms of rut resistance, were developed based on measured rut accumulations in the lab (lab prepared and field obtained specimens) as well as from field rut measurements. Significant variations in lab and field performance were noted, producing inconsistent rankings for many of the mix designs. Based on field rutting data collected in Southern Wisconsin, mix designs incorporating the larger maximum aggregate size (16 mm vs. 10 mm) are providing better long-term rutting resistance. Furthermore, the SMA mix designs investigated are not providing increased long-term rut resistance as compared to the standard WisDOT HV3 mix design. KW - Aggregate gradation KW - Asphalt mixtures KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Pavement performance KW - Rutting KW - Statistical analysis KW - Stone matrix asphalt UR - http://ntl.bts.gov/lib/15000/15800/15871/PB2000101311.pdf UR - https://trid.trb.org/view/647978 ER - TY - RPRT AN - 00789806 AU - Dischamps, R J AU - Hynes, C S AU - Bourdeau, P AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EMBANKMENT WIDENING DESIGN GUIDELINES AND CONSTRUCTION PROCEDURES PY - 1999/09 SP - 71 p. AB - In recent years failures have occurred in Indiana highway embankments where the embankments were widened and steepened in order to facilitate construction of longer, safer acceleration and deceleration lanes and to increase the traffic capacity and efficiency of existing thoroughfares. The objectives of this study were to investigate the cause of failure and to make recommendations for modifying the existing Indiana Department of Transportation (INDOT) Standard Specifications and construction guidelines in an attempt to avoid similar failures in the future. A literature review and survey of state and federal transportation agencies was performed to collect current, available design guidelines and construction procedures for sideslope steepening projects. Several projects were investigated where widening and steepening of existing embankments was performed. Both failed and successful projects were investigated to discern the differences in approach used that may have led to failure in some cases. For each site, available design documents and construction records were reviewed to identify key aspects of individual projects that may have contributed to the projects being categorized as successful or unsuccessful. In general, very little information was available in terms of engineering design documents, field observations during construction, or as-built drawings for these projects. For the most part quality control tests were limited to the right-of-way with few tests conducted in the widened slopes. Investigations of the failed embankments involved both field investigations and laboratory tests, including standard penetration tests, cone penetration tests, test pits, in situ density tests, index tests, compaction tests, and strength tests. Investigations of successful projects were also performed and included site reconnaissance and hand auger borings. The results of the investigations indicate that failure of the widened embankments resulted from sub-standard compaction of fill and inadequate benching into the original embankment. Surface water infiltration from the roadway runoff contributed to the problem, possibly saturating and softening the soils. It is concluded that the slope failures investigated would not have occurred if INDOT Standard Specifications were followed during construction. Therefore, it appears that the primary cause of failure is the lack of appreciation of the potential risk by the parties involved. Several recommendations are provided to help prevent these types of failure in the future, including modifications to the existing specifications and the transfer of information among INDOT personnel. KW - Benching KW - Compaction KW - Cone penetrometers KW - Construction KW - Design standards KW - Embankments KW - Failure analysis KW - Field studies KW - Guidelines KW - In place density KW - Index tests KW - Infiltration KW - Laboratory tests KW - Literature reviews KW - Pavement widening KW - Recommendations KW - Runoff KW - Slope failure KW - Soil penetration test KW - Specifications UR - http://ntl.bts.gov/lib/22000/22200/22299/PB99175648.pdf UR - https://trid.trb.org/view/647958 ER - TY - RPRT AN - 00789795 AU - Harmelink, D S AU - Colorado Department of Transportation AU - Federal Highway Administration TI - USING GROUND TIRE RUBBER IN HOT MIX ASPHALT PAVEMENTS PY - 1999/09 SP - 58 p. AB - This report documents the construction and performance of the research study which was initiated to address section 1038(d) of the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA). The project selected to demonstrate the crumb rubber process was located on Platt Canyon (SH 75) from Bowles to C470 in the Denver metropolitan area. The project was a low volume roadway and quantities of crumb rubber introduced into the mix were minimal. This was to reduce risk in terms of premature failure and Colorado's limited experience with crumb rubber. Because of this limited experience, the "dry" process was selected. With this process it is easier to control the mixing and less complicated for the contractor. The project contained four different mix designs. A mix containing 1% [20 lb/ton (10 kg/Mg)] crumb rubber, a mix containing 1 lb/ton (0.5 kg/Mg), a mix containing 3 lb/ton (1.5 kg/Mg) and a mix which contained no rubber were placed on the project. The overall performance of the different evaluation sections was not dramatic and no excessive distress was apparent at the conclusion of the study. However, before Colorado would incorporate crumb rubber into their mixes more extensive research would need to be conducted. KW - Asphalt pavements KW - Colorado KW - Construction KW - Crumb rubber KW - Dry process KW - Hot mix asphalt KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Mix design KW - Pavement performance KW - Test sections UR - http://ntl.bts.gov/lib/16000/16200/16280/PB2000103346.pdf UR - https://trid.trb.org/view/647947 ER - TY - RPRT AN - 00789202 AU - Institute of Transportation Engineers (ITE) AU - Federal Highway Administration TI - MANAGEMENT AND OPERATIONS OF INTELLIGENT TRANSPORTATION SYSTEMS SN - 0935403396 PY - 1999/09 SP - 39 p. AB - The purpose of developing this recommended practice for Management and Operations of Intelligent Transportation Systems was to develop guidelines to be used by ITS professionals to assess and further their own management and operations (M&O) needs and practices. It was felt that the process should involve those responsible for M&O. Three national conferences, comments from ITE members, and evaluations from twelve agency test sites formed the basis for these guidelines. KW - Advanced traffic management systems KW - Intelligent transportation systems KW - Maintenance management KW - Management KW - Professional personnel KW - Public information programs KW - Strategic planning KW - Technology assessment KW - Technology transfer KW - Training UR - https://trid.trb.org/view/647740 ER - TY - RPRT AN - 00784636 AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - GROUND PENETRATING RADAR SIGNAL PROCESSING ENHANCEMENTS FOR GEOPHYSICAL ANOMALY IDENTIFICATION PY - 1999/09 SP - 98 p. AB - The purpose of this research was to enhance the capability of the Florida Department of Transportation (FDOT) to utilize ground penetrating radar (GPR) for surveying subsurface characteristics. The project has resulted in a new graphical software environment that improves FDOT ability to process and analyze GPR data. Recommendations have also been provided concerning data collection practices. This final report summarizes the work performed on the project. A User's Manual for the software tool has been included as an appendix. KW - Anomalies KW - Computer program documentation KW - Data collection KW - Geophysical prospecting KW - Ground penetrating radar KW - Information processing KW - Signal processing KW - Software KW - Subsurface surveying UR - http://ntl.bts.gov/lib/15000/15700/15781/PB2000100818.pdf UR - https://trid.trb.org/view/637069 ER - TY - RPRT AN - 00784631 AU - Thompson, P D AU - Najafi, F T AU - Soares, R AU - Choung, H J AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF USER COST DATA FOR FLORIDA'S BRIDGE MANAGEMENT SYSTEM PY - 1999/09 SP - 53 p. AB - The Florida Department of Transportation (FDOT) is implementing the AASHTOWare Pontis Bridge Management System (BMS) as a decision support tool for planning and programming bridge maintenance repairs, rehabilitation, improvements, and replacement for more than 6,000 bridges on the state highway network. A BMS stores inventory and inspection data in a database, and uses engineering and economic models to predict the possible outcomes of policy and program decisions. User cost models are used in Pontis to quantify, in economic terms, the potential safety and mobility benefits of functional improvements to bridges. The Pontis user cost model estimates the user benefits of three types of functional improvements: (1) Bridge widening, which primarily affects accident risk on the roadway carried by the bridge; (2) Bridge raising, which affects the ability for tall trucks to pass under the bridge; the user cost model predicts the potential savings in truck detour costs; and (3) Bridge strengthening, which affects the ability for heavy trucks to pass over the bridge; here, also, the user cost model predicts the potential savings in truck detour costs. Almost 15% of the bridges on Florida's state highway system have functional needs according to Pontis default level-of-service standards. An analysis of the Pontis user cost model found that it was overly sensitive to extremes of roadway width, yielding unrealistically high benefit estimates. A new model was developed using Florida data on bridge characteristics and traffic accidents. The new model has superior behavior and statistical characteristics on a full inventory of state highway bridges. The result is the first new model of bridge-related accident risk developed anywhere in the United States in more than 15 years, reflecting the substantial improvements in roadway and vehicle safety that have occurred in that time. KW - Benefits KW - Bridge management systems KW - Bridge raising KW - Bridge widening KW - Costs KW - Crash risk forecasting KW - Decision support systems KW - Detours KW - Estimating KW - Florida KW - Improvements KW - Level of service KW - Pontis (Computer program) KW - Strengthening (Maintenance) KW - User costs UR - http://ntl.bts.gov/lib/22000/22300/22306/PB99176877.pdf UR - https://trid.trb.org/view/637064 ER - TY - RPRT AN - 00784613 AU - Zhou, Y AU - Lu, J J AU - Mierzejewski, E A AU - Le, X AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - IMPACT OF NON-LOCAL DRIVERS ON THE CAPACITY AT SIGNALIZED INTERSECTIONS PY - 1999/09 SP - 104 p. AB - The purpose of this research was to examine and quantify the impacts of non-local drivers on the capacity of signalized intersections in Florida, and to develop driver population factors for the capacity analysis procedure of signalized intersections. The report is presented in six chapters. Chapter 1 provides an introduction. Chapter 2 reviews past studies on the capacity analysis at signalized intersections. Previous studies related to the driver population are also reviewed. In Chapter 3, the detailed methodology of developing driver population factors for the capacity analysis procedure at signalized intersections is explained. Experimental design, description of sites and data requirements, and preliminary data processing are presented in Chapter 4. Model development and establishment of driver population factor tables for signalized intersections are given in Chapter 5. Also presented in Chapter 5 is the results of a case study that was conducted to examine how the driver population factors affected the capacity and level of service at a signalized intersection. Chapter 6 discusses the summaries, conclusions and recommendations of this study. KW - Case studies KW - Driver population factors KW - Florida KW - Highway capacity KW - Impact studies KW - Level of service KW - Mathematical models KW - Non-local drivers KW - Recommendations KW - Signalized intersections UR - http://ntl.bts.gov/lib/15000/15800/15883/PB2000101404.pdf UR - https://trid.trb.org/view/637046 ER - TY - RPRT AN - 00784566 AU - Federal Highway Administration TI - REGIONAL ITS ARCHITECTURE DEVELOPMENT: A CASE STUDY: SOUTHERN CALIFORNIA ITS PRIORITY CORRIDOR PY - 1999/09 SP - 27 p. AB - This is one of seven studies exploring processes for developing Intelligent Transportation Systems (ITS) architectures for regional, statewide, or commercial vehicle applications. This study was prepared for a broad-based, non-technical audience. The Southern California Priority Corridor provides a rich example of how agencies can apply the National ITS Architecture and Standards to achieve regional ITS coordination among numerous traffic and transit management and traveler information centers. The Southern California case study illustrates the following: collaboration by multiple Metropolitan Planning Organizations (MPOs) and state and local transportation agencies in a complex, multi-jurisdictional setting; integration of extensive "legacy" ITS infrastructure using an open architecture and interface standards to enable unprecedented levels of data and control sharing among traffic management centers; the participation of "highlighted" stakeholders, including the California Highway Patrol, South Coast Air Quality Management District, California Trucking Association, border crossing agencies, and Mexico; and opportunities for private sector information service providers to acquire and provide value-added regional traveler information. KW - Case studies KW - Cooperation KW - Data sharing KW - Intelligent transportation systems KW - Local government agencies KW - Metropolitan planning organizations KW - National ITS Architecture KW - Private enterprise KW - Regional ITS architecture KW - Southern California KW - Stakeholders KW - State departments of transportation KW - System design KW - Traffic control centers KW - Transportation corridors KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/10000/10700/10798/7fy01.pdf UR - http://ntl.bts.gov/lib/16000/16700/16772/PB2000104758.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/9646.pdf UR - https://trid.trb.org/view/637025 ER - TY - RPRT AN - 00784568 AU - Federal Highway Administration TI - DEVELOPING A REGIONAL ITS ARCHITECTURE: A CROSS-CUTTING STUDY PY - 1999/09 SP - 12 p. AB - This report highlights cross-cutting findings and perspectives gleaned from a series of case studies that examined the development processes of regional and statewide Intelligent Transportation Systems (ITS) architectures. Each of the case studies is unique. What is compelling about them is the way in which each site dealt with the main issues inherent in the regional or statewide ITS architecture development: laying a foundation, gathering stakeholders, organization and governance, outreach and education, resources, and implementation and maintenance. Cross-cutting findings specific to these topics are discussed in this report. KW - Case studies KW - Intelligent transportation systems KW - Regional ITS architecture KW - Statewide its architecture KW - System design UR - http://ntl.bts.gov/lib/16000/16700/16769/PB2000104755.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/9649.pdf UR - https://trid.trb.org/view/637027 ER - TY - RPRT AN - 00784564 AU - Federal Highway Administration TI - REGIONAL ITS ARCHITECTURE DEVELOPMENT: A CASE STUDY: GARY-CHICAGO-MILWAUKEE ITS PRIORITY CORRIDOR PY - 1999/09 SP - 20 p. AB - This is one of seven studies exploring processes for developing Intelligent Transportation Systems (ITS) architectures for regional, statewide, or commercial vehicle applications. This study was prepared for a broad-based, non-technical audience. The Gary-Chicago-Milwaukee (GCM) ITS Priority Corridor is a real-world study in intergovernmental cooperation to develop integrated ITS that serve a diverse constituency. This GCM Corridor case study reveals: an extraordinary partnership among three state departments of transportation - the Wisconsin, Illinois, and Indiana departments of transportation; cooperative efforts that transcend multiple metropolitan, county, and state jurisdictional boundaries to address major traffic demands, weather conditions, and infrastructure limitations; the bringing together of existing and planned systems and services into an integrated framework of corridor ITS services; and effective use of an unconventional chronology of ITS planning and deployment. KW - Case studies KW - Chicago (Illinois) KW - Deployment KW - Gary (Indiana) KW - Intelligent transportation systems KW - Intergovernmental partnerships KW - Milwaukee (Wisconsin) KW - Planning KW - Regional ITS architecture KW - State departments of transportation KW - System design KW - Transportation corridors UR - http://ntl.bts.gov/lib/10000/10700/10797/7fw01.pdf UR - http://ntl.bts.gov/lib/16000/16700/16774/PB2000104760.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/9644.pdf UR - https://trid.trb.org/view/637023 ER - TY - RPRT AN - 00784567 AU - Federal Highway Administration TI - STATEWIDE ITS ARCHITECTURE DEVELOPMENT: A CASE STUDY: ARIZONA'S RURAL STATEWIDE ITS ARCHITECTURE PY - 1999/09 SP - 24 p. AB - This is one of seven studies exploring processes for developing Intelligent Transportation Systems (ITS) architectures for regional, statewide, or commercial vehicle applications. This study was prepared for a broad-based, non-technical audience. In December 1998, the Arizona Department of Transportation (ADOT) completed a comprehensive effort to develop a strategic plan for statewide deployment of ITS. As one of the first in the nation, Arizona's Statewide ITS Strategic Plan represents the culmination of an institutional commitment to build a statewide ITS infrastructure to improve both the safety and efficiency of the state's transportation system. This case study offers insights on: how using the National ITS Architecture can save time and resources, guarantee that potential links between systems are not overlooked, and assure consistency with federal-funded requirements; how ADOT used their Community Relations Office to solicit input from a large and diverse group of stakeholders which contributed to the success of both the statewide and earlier I-40 Corridor architecture development efforts; how incorporating input from non-traditional stakeholders such as the National Park Service, the National Weather Service, and the railroad agencies created a final product diverse and flexible enough to meet, and prioritize, the short- and long-term needs of the entire state; and how the lessons learned during development of the Early Deployment Plan for the I-40 Corridor in northern Arizona served as the framework for the subsequent statewide effort. KW - Arizona KW - Case studies KW - Infrastructure KW - Intelligent transportation systems KW - National ITS Architecture KW - Stakeholders KW - Statewide its architecture KW - Strategic planning KW - System design UR - http://ntl.bts.gov/lib/16000/16700/16771/PB2000104757.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/9647.pdf UR - https://trid.trb.org/view/637026 ER - TY - RPRT AN - 00784563 AU - Federal Highway Administration TI - REGIONAL ITS ARCHITECTURE DEVELOPMENT: A CASE STUDY: NEW YORK-NEW JERSEY-CONNECTICUT REGION PY - 1999/09 SP - 20 p. AB - This is one of seven studies exploring processes for developing Intelligent Transportation Systems (ITS) architectures for regional, statewide, or commercial vehicle applications. This study was prepared for a broad-based, non-technical audience. The New York-New Jersey-Connecticut Region has been at the forefront of deploying ITS. The development of this region's ITS architecture provides an instructive example because: the regional ITS architecture was developed with involvement from transportation, safety, and related agencies from three states; transit agency involvement has been significant; the center of this region is a complex urban area with a complicated, intermodal transportation system; and the region adapted existing ITS architectures using the National ITS Architecture. KW - Case studies KW - Intelligent transportation systems KW - National ITS Architecture KW - Regional ITS architecture KW - System design KW - Tri-State Region (New York, New Jersey and Connecticut) UR - http://ntl.bts.gov/lib/16000/16700/16775/PB2000104761.pdf UR - http://ntl.bts.gov/lib/9000/9700/9730/7fv01.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/9643.pdf UR - https://trid.trb.org/view/637022 ER - TY - RPRT AN - 00784565 AU - Federal Highway Administration TI - REGIONAL ITS ARCHITECTURE DEVELOPMENT: A CASE STUDY: HOUSTON ITS PRIORITY CORRIDOR PY - 1999/09 SP - 24 p. AB - This is one of seven studies exploring processes for developing Intelligent Transportation Systems (ITS) architectures for regional, statewide, or commercial vehicle applications. This study was prepared for a broad-based, non-technical audience. In 1998, Houston transportation stakeholders from the state, county, city, and the transit agency worked together to map ITS projects to the National ITS Architecture. Houston was unique among the case studies in using agency staff, rather than consultants, to develop their architectures. This case study describes: laying the groundwork for the development of project architectures during an initial two-day meeting; developing architecture mappings for specific projects during a two-month-long process; the incorporation of architecture mapping into the transit agency's project development process; and questions facing the area in its attempt to take the next step, the development of a regional ITS architecture. The details of the Houston experience, including samples of architecture mappings and lessons learned are included in this case study, and will be of particular interest for those areas planning to use agency staff to develop ITS architectures. KW - Architecture mappings KW - Case studies KW - Houston (Texas) KW - Intelligent transportation systems KW - Metropolitan areas KW - National ITS Architecture KW - Regional ITS architecture KW - System design UR - http://ntl.bts.gov/lib/10000/10700/10799/7fx01.pdf UR - http://ntl.bts.gov/lib/16000/16700/16773/PB2000104759.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/9645.pdf UR - https://trid.trb.org/view/637024 ER - TY - RPRT AN - 00783609 AU - Federal Highway Administration TI - DWIGHT DAVID EISENHOWER TRANSPORTATION FELLOWSHIP PROGRAM UNIVERSITIES AND GRANTS PROGRAMS: EVALUATION AND ACCOMPLISHMENTS REPORT 1991 - 1997 PY - 1999/09 SP - 108 p. AB - This report presents the accomplishments and evaluation of the Dwight David Eisenhower Transportation Fellowship Program (DDETFP) as initiated by the Intermodal Surface Transportation Efficiency Act (ISTEA), 1991-1997. The objectives of the DDE Program, which is intermodal in its scope, encompassing all modes of transportation, are to: attract the Nation's brightest minds to the field of transportation; enhance the careers of transportation professionals; and retain top talent in the transportation community of the United States. The DDETFP is a student-centered program with transportation education as its focal point. Its cadre of fellowship recipients reflects broad gender, racial, cultural, age, and geographic diversity. KW - Age KW - Culture (Social sciences) KW - Education KW - Ethnic groups KW - Evaluation KW - Gender KW - Geography KW - Grant aid KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Intermodal transportation KW - Race KW - Students KW - Transportation careers KW - Universities and colleges UR - http://ntl.bts.gov/lib/16000/16000/16046/PB2000102361.pdf UR - https://trid.trb.org/view/636780 ER - TY - SER AN - 00784548 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - GALVANIC CATHODIC PROTECTION OF REINFORCED CONCRETE BRIDGE MEMBERS USING SACRIFICIAL ANODES ATTACHED BY CONDUCTIVE ADHESIVES PY - 1999/09 SP - 4 p. AB - This technical summary announces the findings of Federal Highway Administration (FHWA) Contract DTFH61-92-C-00051 to develop a zinc/hydrogel anode for galvanic cathodic protection of reinforced concrete bridge members, to install the system on highway structures, and to monitor its performance over a 3-year test period. Details and results are fully documented in a final report with the same title (FHWA-RD-99-112; TRIS 00769430). Briefly, it was found that the zinc/hydrogel composite developed under this contract was easy to install and provided adequate protective current flow and polarization of the reinforcing steel for nearly 3 years. KW - Anodes KW - Bridge members KW - Cathodic protection KW - Installation KW - Monitoring KW - Performance evaluations KW - Reinforced concrete KW - Zinc/hydrogel composite UR - https://trid.trb.org/view/639967 ER - TY - RPRT AN - 00784536 AU - Federal Highway Administration TI - ROADSIDE USE OF NATIVE PLANTS PY - 1999/09 SP - 665 p. AB - This handbook begins with a collection of essays by experts from academia, other agencies, and state departments of transportation. They answer the basic questions about the use and preservation of native plants. The second part, which makes up the bulk of this handbook, contains plant and resource lists from each of the fifty states, the District of Columbia and Puerto Rico. Appendices contain policy information, sources of additional information, and lists of vegetation types. KW - Handbooks KW - Management KW - Native plants KW - Policy KW - Preservation KW - Roadside flora KW - States KW - Vegetation UR - https://trid.trb.org/view/636987 ER - TY - RPRT AN - 00784524 AU - WILLIAMS, B AU - Bell, L AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - STATEWIDE SIGN MANAGEMENT IMPLEMENTATION PY - 1999/09 SP - 78 p. AB - It is estimated that the South Carolina Department of Transportation maintains an inventory of approximately 371,000 signs statewide. A computer based system is needed to track information pertaining to sign location, type, condition, facing material, and other sign characteristics. This report describes the implementation of a pilot computer based sign management system in Anderson County, South Carolina. This implementation project was conducted for the purpose of determining the costs and resources that would be required for statewide implementation. The implementation project utilized the Carte Graph Sign View software package. Bar code labels were purchased and applied to the signs to facilitate data entry into the computer system. The utilization of Geographic Information System (GIS) technology for the purpose of displaying sign locations was addressed, as was the use of digital photography for the purpose of displaying sign photographs. Procedures for field inventory and computer data entry were developed as part of this project and are documented in the report. Extrapolating the data from Anderson County, it is estimated that field inventory and computer data entry labor costs for statewide implementation would be approximately $1.1 million. The total cost of a statewide implementation effort, including bar code labels and the Sign View software, would be approximately $1.9 million. KW - Bar codes KW - Costs KW - Data entry KW - Digitized photography KW - Geographic information systems KW - Implementation KW - Inventory KW - Labeling KW - Maintenance management KW - Software packages KW - South Carolina KW - Traffic signs UR - https://trid.trb.org/view/636975 ER - TY - RPRT AN - 00784483 AU - Alavi, S H AU - Senn, K A AU - Nichols Consulting Engineers, Chartered AU - Arizona Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF NEW PAVEMENT DESIGN EQUIVALENT SINGLE AXLE LOAD (ESAL) PY - 1999/09 SP - 202 p. 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 significant cost savings, either from the standpoint of initial construction cost or future maintenance and rehabilitation cost. The primary objective of this project is to prepare a new ESAL design table for Arizona's highway network. This new table is based on analysis of current traffic data collection procedures, traffic forecasting methodology, and ESAL development procedures, including the assignment of traffic ESAL levels to the various highway segments. It is also based on new information such as provided by weigh-in-motion (WIM) systems. There are recommendations made for installing WIMs at a series of sites. System methodology for assessment of future needs for WIM and Automatic Vehicle Classification (AVC) installations is presented in this report focusing on technology installation, operation, and maintenance issues. The new ESAL table is provided to Arizona Department of Transportation in an electronic format on a CD ROM. KW - Annual average daily traffic KW - Arizona KW - Automatic vehicle classification KW - Equivalent single axle loads KW - Tables (Data) KW - Traffic forecasting KW - Weigh in motion UR - http://ntl.bts.gov/lib/15000/15900/15929/PB2000101738.pdf UR - https://trid.trb.org/view/636969 ER - TY - RPRT AN - 00780276 AU - Harvey, J T AU - Long, F AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - CAL/APT PROGRAM -- COMPARISON OF CALTRANS AND AASHTO PAVEMENT DESIGN METHODS PY - 1999/09 SP - 81 p. AB - This report compared the California Department of Transportation (Caltrans) and American Association of State Highway and Transportation Officials (AASHTO) pavement thickness design procedures. The design comparisons include pavement structures subjected to a range in traffic, as represented by Traffic Indexes of 7, 9, 11, 13, and 15, and a range in subgrade strengths, as measured by subgrade R-values of 5, 20, and 40. This report illustrates that the AASHTO and Caltrans pavement thickness design procedures do not produce the same pavement structures for the same given inputs. The design procedures are based on different material properties determined in the laboratory: The Caltrans procedure uses the R-value test and AASHTO uses the resilient modulus test. Generally, the pavement structures designed by the Caltrans procedure are thicker than those designed by the AASHTO procedure. This increase in thickness results in improved fatigue performance for the pavement designed according to the Caltrans procedure. The fatigue performance of the pavements is extremely sensitive to the asphalt concrete thickness. In this report, it is shown that due to the differences between the design procedures they should not be used interchangeably. It is also shown that for the subbase, the procedures are sensitive to the conversion from one type of laboratory test to another. KW - Alternatives analysis KW - American Association of State Highway and Transportation Officials KW - Asphalt concrete pavements KW - California Department of Transportation KW - Design methods KW - Fatigue (Mechanics) KW - Laboratory tests KW - Modulus of resilience KW - Pavement design KW - R-values (Subgrades) KW - Subgrade (Pavements) KW - Thickness UR - http://cdm16254.contentdm.oclc.org/cdm/ref/collection/p178601ccp2/id/1576 UR - http://ntl.bts.gov/lib/15000/15800/15821/PB2000101105.pdf UR - https://trid.trb.org/view/509236 ER - TY - RPRT AN - 00780258 AU - Mansour, N AU - Semmens, J AU - Nadia Mansour AU - Arizona Department of Transportation AU - Arizona Department of Transportation AU - Federal Highway Administration TI - THE VALUE OF ARIZONA'S STATE HIGHWAY SYSTEM: A CORPORATE-STYLE FINANCIAL ANALYSIS PY - 1999/09 SP - 60 p. AB - Government agencies and private sector corporations tend to approach financial reporting in different ways. Presenting government agency financial information using corporate-style reporting would accomplish two specific goals. First, it might provide a more economically sound picture of the financial status of governmental undertakings. The private sector approaches issues of subsidization, revenue generation, depreciation, inflation, etc., in a different way than governments generally do. Using private sector techniques will, therefore, present a different perspective on the financial status of the state highway system than is currently reported by the Arizona Department of Transportation. Secondly, because legislators, the media and the general public are more familiar with private sector financial reporting, presenting government data in a similar fashion may improve communication between government agencies and these groups. The basic findings of this research can be summarized as follows: Under corporate style accounting, Arizona's state highways are a "break-even" proposition; A "break-even" position does not allow for contingencies or traffic growth; State highway users have paid taxes sufficient to cover 97% of the amount spent on the system; The value of these highways is in excess of 30 cents per vehicle mile of travel; The amount paid to support the construction and maintenance of these highways is only 4 cents per vehicle mile of travel; Highway user fees could go considerably higher without significantly depressing usage; and Differential pricing through electronic tolling would provide the most economically and socially efficient method for implementing fully compensatory highway user fees. Phase II of this project will attempt a similar financial analysis of the Maricopa freeway system. KW - Arizona KW - Automated toll collection KW - Communications KW - Corporate style accounting KW - Financial analysis KW - Highway user taxation KW - Road pricing KW - State highways KW - Valuation UR - http://ntl.bts.gov/lib/15000/15700/15766/PB2000100720.pdf UR - https://trid.trb.org/view/509217 ER - TY - RPRT AN - 00780260 AU - Henault, J W AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF GUIDELINES FOR REDUCTION OF TEMPERATURE DIFFERENTIAL DAMAGE (TDD) FOR HOT MIX ASPHALT PAVEMENT PROJECTS IN CONNECTICUT PY - 1999/09 SP - 58 p. AB - Connecticut Department of Transportation personnel used an infrared camera to observe thermal segregation of hot mix asphalt during pavement construction. Several sites were selected for study from ongoing paving projects. During paving operations, the infrared camera was used to look at the mix being discharged from the truck, to the paver, and to the mat. Cold spots/areas were located, marked, and referenced to a predetermined coordinate system within each of the monitored test sections. Nuclear density tests were performed and cores were extracted for further analysis at the located cold spots/areas. Selected sites will be monitored for a period of five years in order to evaluate the pavement's performance over time. KW - Asphalt pavements KW - Connecticut KW - Construction KW - Cores (Specimens) KW - Hot mix asphalt KW - Infrared analysis KW - Monitoring KW - Nuclear density tests KW - Pavement damage KW - Pavement performance KW - Segregation (Aggregates) KW - Temperature KW - Thermal analysis UR - http://ntl.bts.gov/lib/5000/5700/5777/TDD_Constr_Report_Final.pdf UR - https://trid.trb.org/view/509219 ER - TY - RPRT AN - 00778843 AU - Hunt, L AU - Oregon Department of Transportation AU - Federal Highway Administration TI - MILLABRADING TEST EVALUATION: NORWOOD ROAD - M.P. 287.02 (SOUTHBOUND INTERSTATE 5), CONSTRUCTION REPORT PY - 1999/09 SP - 38 p. AB - The Oregon Department of Transportation (ODOT) continues to investigate alternatives for rehabilitating the rutting in concrete pavement sections. The millabrading system was proposed as an option to reduce the middle lane rut depths in a continuously reinforced portland cement concrete pavement to improve driving conditions. Rut depths of 19 to 32 mm were measured prior to construction. The system includes a high speed rotomill with a modified drum used to level out the ruts, followed by a shotblaster with steel shot to provide a uniform, skid resistant wearing surface. The following conclusions were reached following an eight-month investigation: Construction noise levels should be considered if the grinding is to take place near a residential area. Air quality, particularly coarse particulate fallout, may be a problem if the rotomilling is done for an extended period in one area. A post construction inspection measured random rut depths of 10 to 16 mm in the middle lane. Some rutting was expected, however, not to the degree measured. Insufficient survey data may have impacted the design and subsequent outcome. Full-width treatment may have eliminated the ruts. In addition, the longitudinal joints appeared spalled. A petrographic analysis indicated that there is no microcracking that may be detrimental to the durability of the section. Accident data for comparison between the before and after conditions is not currently available. District Maintenance staff report no problems with the section. Field test results indicate that in-vehicle noise levels are noticeably lower after construction. Because some of the pavement ruts still remain, the reduction in noise is dependent on where the tires hit in the lane. Pavement friction values increased following the grinding and additionally after the shot blasting. Friction values, however, have continued to decrease for the last eight months following construction. The pavement ride or roughness appears to be slightly reduced following the millabrading process. Again, since some rutting still remains, the International Roughness Index (IRI) reductions are dependent on where the roughness is measured. Recommendations for future use are included. KW - Air quality KW - Continuously reinforced concrete pavements KW - Field tests KW - Friction KW - Grinding KW - Inspection KW - Millabrading KW - Noise KW - Particulates KW - Recommendations KW - Rehabilitation (Maintenance) KW - Roughness KW - Rutting KW - Shotblasting UR - http://ntl.bts.gov/lib/10000/10600/10608/millabrading.pdf UR - http://ntl.bts.gov/lib/15000/15700/15750/PB2000100601.pdf UR - https://trid.trb.org/view/508720 ER - TY - RPRT AN - 00778845 AU - Rufolo, A M AU - Bronfman, L AU - Kuhner, E AU - Oregon Department of Transportation AU - Federal Highway Administration TI - EFFECT OF WEIGHT-MILE TAX ON ROAD DAMAGE IN OREGON PY - 1999/09 SP - 98 p. AB - Oregon's weight-mile tax was amended in 1990 to provide for a lower tax rate for trucks weighing more than 80,000 lb (36,304 kg) if they added axles. The additional axles within a weight class reduce the amount of road damage. The tax break was largely based on equity considerations, since trucks within a weight class tend to do less road damage if they have more axles; however, the tax reduction also created an economic incentive to add axles and thus reduce road damage. This project attempted to determine if the tax break actually led to an increase in the number of axles within weight classes, which would result in a reduction in the amount of road damage. An analysis of statistical data indicated that there has been a small increase in the number of axles in most weight classes, but it was not possible to determine if this was due to the weight-mile tax. A series of structured interviews supplemented the statistical analysis and indicated that the tax incentive was not a major determinant of truck configuration. One probable reason is that regulatory constraints limit the effectiveness of the tax incentives. KW - Axles KW - Incentives KW - Interviewing KW - Oregon KW - Pavement damage KW - Statistical analysis KW - Taxation KW - Trucks KW - Weight UR - http://ntl.bts.gov/data/miletax.pdf UR - http://ntl.bts.gov/lib/10000/10500/10594/miletax.pdf UR - http://ntl.bts.gov/lib/15000/15700/15758/PB2000100693.pdf UR - https://trid.trb.org/view/508722 ER - TY - RPRT AN - 00778840 AU - Koob, T L AU - Barber, M E AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - WSDOT BMP'S FOR STORMWATER RUNOFF IN CONFINED SPACES PY - 1999/09 SP - 115 p. AB - Confined spaces Best Management Practices (BMPs) were discussed in regard to hydraulic and pollutant removal performances. Various filter media having potential for use in filtration vaults were evaluated. Column tests using fifteen types of filter media [aquarium rocks, cedar bedding, charcoal, corn cobs, garden bark, glass beads, kitty litter, iron oxide coated sand, peat moss, persolite, sand, CH zeolite, XY zeolite, sand/steel wool, and Washington State University (WSU) compost] were run with a synthetic stormwater runoff influent. Effluent samples were collected over time and analyzed for cadmium, copper, lead, zinc, nitrate, phosphate, pH, Total Suspended Solids (TSS), and Total Petroleum Hydrocarbon (TPH). Results indicate that garden bark, peat moss, sand, and WSU compost are the best filter media for treating stormwater runoff in vaults. Initially, they have acceptable hydraulic properties to pass water through the filters and have good pollutant removal abilities. Over time, however, evidence of clogging can be seen. Further field testing is recommended to determine actual operation and maintenance schedules. Design guidelines are included for the recommended filter media. KW - Bark KW - Best practices KW - Compost KW - Design KW - Effluents KW - Filters KW - Hydraulic properties KW - Laboratory tests KW - Metals KW - Nitrates KW - Peat KW - Performance KW - Petroleum KW - pH value KW - Phosphates KW - Pollutants KW - Pollution control KW - Runoff KW - Sand KW - Suspended sediments UR - http://www.wsdot.wa.gov/research/reports/fullreports/451.1.pdf UR - http://ntl.bts.gov/lib/15000/15700/15732/PB2000100415.pdf UR - https://trid.trb.org/view/508717 ER - TY - RPRT AN - 00778844 AU - Orlova, N V AU - Westall, J C AU - Rehani, M AU - Koretsky, M D AU - Oregon Department of Transportation AU - Federal Highway Administration TI - THE STUDY OF CHLORIDE ION MIGRATION IN REINFORCED CONCRETE UNDER CATHODIC PROTECTION PY - 1999/09 SP - 95 p. AB - The migration of chloride ions in concrete with steel reinforcement was investigated. Mortar blocks (15 cm x 15 cm x 17 cm) of various composition (water to cement ratio, chloride ion content) were cast with an iron mesh cathode imbedded along one face and a thermally sprayed zinc anode applied to the opposite face. Current densities of 0.033 and 0.066 A/sq m were applied to the blocks over a period of one year at constant temperature and humidity. The zinc face was covered with a pond of saturated calcium hydroxide to prevent polarization of the zinc-concrete interface. Over the course of polarization, potential vs. time curves were recorded and samples of mortar were extracted for determination of chloride concentration. An ion chromatography method was developed for the analysis of small samples of mortar for chloride. The method allowed for the measurement of chloride concentration in mortar samples with a long term overall relative standard deviation of 3.2% in the concentration range 1-15 mg/L in the water extract of the mortar. Under the conditions of the study, no significant migration of chloride ions could be detected over the one-year test. This result was consistent with that which would be expected with a simple transport model of the system. Random fluctuations that were observed in the chloride concentration profiles were attributed to the inhomogeneous pore structure of the mortar on the scale of the sample size and the associated inhomogeneity in the chloride distribution. Future studies of these phenomena should be designed with (i) larger blocks and larger samples of mortar for chloride analyses; (ii) an automatic misting device to obviate the need for the calcium hydroxide solution; and (iii) higher current densities, longer periods of polarization, or both. KW - Cathodic protection KW - Chloride content KW - Chloride ion migration KW - Current density KW - Laboratory tests KW - Polarization KW - Recommendations KW - Reinforced concrete KW - Samples KW - Size KW - Water cement ratio UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/THeStudyChlorideIonMigration.pdf UR - http://ntl.bts.gov/lib/10000/10600/10607/chloride.pdf UR - http://ntl.bts.gov/lib/22000/22300/22300/PB99175671.pdf UR - https://trid.trb.org/view/508721 ER - TY - JOUR AN - 00770164 JO - Public Roads PB - Federal Highway Administration AU - Weiss, M AU - Smith, D AU - Federal Highway Administration TI - CORBOR IMPROVES SAFETY, MOBILITY, AND PRODUCTIVITY PY - 1999/09 VL - 63 IS - 2 SP - p. 26-29 AB - The U.S. Department of Transportation recently announced the award of $123.6 million in Federal Highway Administration (FHWA) managed grants in support of 55 major national transportation projects, which are the first to be supported with federal funds available through the National Corridor Planning and Development Program (NCPD) and the Coordinated Border Infrastructure Program (CBI). The combination of these programs is called CORBOR, the Corridors and Borders Program, the Border and Corridor Program, and the 1118/1119 Program. NCPD provides funds for the planning, design, construction, and related activities of projects that develop the 43 corridors identified by Congress in legislation passed in 1991, 1993, 1995, and 1998 and of projects related to some additional corridors. Some of these corridors are interstate freeways that require limited improvements. Others are undivided two- or four-lane highways that require coordinated upgrading. Others are proposed highways that are in various stages of development. The CBI program funds projects that improve transportation in the vicinity of our borders with Canada and Mexico. Funds for more grants will be available in each of the next 4 years. The 55 funded projects for 1999 have a wide geographic distribution and had a high priority assigned to them by states submitting multiple proposals. KW - Construction KW - Coordinated Border Infrastructure Program KW - Design KW - Development KW - Government funding KW - Grant aid KW - Highway safety KW - Improvements KW - Infrastructure KW - Interagency relations KW - International borders KW - Maintenance KW - Mobility KW - National Corridor Planning & Development Program KW - Planning KW - Productivity KW - Traffic safety KW - Transportation corridors KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/corbor.cfm UR - https://trid.trb.org/view/507467 ER - TY - JOUR AN - 00770167 JO - Public Roads PB - Federal Highway Administration AU - Payne, I D AU - Federal Highway Administration TI - EISENHOWER TRANSPORTATION FELLOWSHIPS: PROVING GROUND FOR THE NEW TRANSPORTATION PROFESSIONALS PY - 1999/09 VL - 63 IS - 2 SP - p. 36-38 AB - From 1992-1998, the Dwight David Eisenhower Transportation Fellowship Program (DDETFP) has awarded $16,565,582 to 719 recipients. Most recipients have become successful transportation professionals, and many have achieved special recognition in the transportation industry. DDETFP is administered by the Universities and Grant Programs office of the National Highway Institute, Office of Professional Development, Federal Highway Administration. KW - Awards KW - Dwight David Eisenhower Transportation Fellowship Program KW - Grant aid KW - Personnel development KW - Professional personnel KW - Transportation engineers KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/grants.cfm UR - https://trid.trb.org/view/507470 ER - TY - JOUR AN - 00770169 JO - Public Roads PB - Federal Highway Administration AU - McCracken, J W AU - Federal Highway Administration TI - MANAGING RESOURCES AND PREPARING FOR THE Y2K WEEKEND PY - 1999/09 VL - 63 IS - 2 SP - p. 44-46 AB - Now that the year 2000 (Y2K) is almost upon us, it is essential for the transportation community to conduct adequate contingency planning to prevent or minimize the effects in the event that Y2K problem-solving efforts fail, unforeseen problems develop, or transportation is affected by problems originating in other sectors of the economy, such as electric utilities. It is also critical that state and local governments build public confidence about Y2K preparedness within their communities. The Federal Highway Administration encourages state and local agencies to consider three important themes: information, communication, and collaboration. To build public confidence, emphasis has been placed upon preparation, planning, and communication. KW - Communications KW - Contingency planning KW - Cooperation KW - Disaster preparedness KW - Local government agencies KW - Planning KW - Public information programs KW - Public relations KW - State departments of transportation KW - U.S. Federal Highway Administration KW - Year 2000 date conversion UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/y2k.cfm UR - http://ntl.bts.gov/lib/jpodocs/periodic/0011563.htm UR - https://trid.trb.org/view/507472 ER - TY - JOUR AN - 00770171 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - DOT ANNOUNCES SAFETY ACTION PLAN PY - 1999/09 VL - 63 IS - 2 SP - p. 51 AB - The Federal Highway Administration, National Highway Traffic Safety Administration, Research and Special Programs Administration, Federal Railroad Administration, Federal Transit Administration, and Bureau of Transportation Statistics have joined together to install a safety action program designed to reduce the number of fatalities on the nation's highways associated with commercial vehicles. The plan creates new rules to shutdown unfit carriers, increases fines for safety violations, doubles the number of safety investigator's compliance reviews, determines hours of service, pursues criminal or civil action in the case of fatal crashes, and disqualifies those drivers who disregard railroad grade crossing warnings while operating commercial vehicles. KW - Commercial vehicles KW - Crash rates KW - Fatalities KW - Highway safety KW - Penalties KW - Regulations KW - Traffic law enforcement KW - Traffic safety KW - U.S. Department of Transportation UR - https://trid.trb.org/view/507474 ER - TY - JOUR AN - 00770165 JO - Public Roads PB - Federal Highway Administration AU - Wykle, K R AU - Federal Highway Administration TI - PEDALING INTO THE 21ST CENTURY PY - 1999/09 VL - 63 IS - 2 SP - p. 30-31 AB - Under the leadership of the Federal Highway Administration, spending for bicycle and pedestrian projects has increased from approximately $4 million of federal money annually in the late 1980s to an average of $160 million per year during the 1990s, reaching $239 million in 1997. In addition, significant amounts of money are being invested by state and local governemnts to improve conditions for bicycling. The Transportation Equity Act for the 21st Century (TEA-21) holds even greater potential for funding bicycle facilities and programs. State and local transportation planning agencies also are more aware of the demand for facilities that will allow people to bicycle and of the environmental, economic, and congestion-relief benefits of bicycling. As a result, a continued surge in bicycle facility investment is expected as an alternative to the investments of the past, which too often excluded bicycling as a choice. KW - Bicycle facilities KW - Bicycle lanes KW - Bicycling KW - Development KW - Financing KW - Government funding KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/wykle.cfm UR - https://trid.trb.org/view/507468 ER - TY - JOUR AN - 00770172 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - DOT FUNDS GRADE CROSSING PROGRAMS PY - 1999/09 VL - 63 IS - 2 SP - p. 52 AB - The U.S. Department of Transportation granted financial assistance totaling $6.95 million to eight federally designated high-speed rail corridors. The program will aim to eliminate hazards at public and private highway-rail grade crossings. Funds can be spent on crossing closure; consolidation or grade separation; installation or upgrade of warning devices; improvements to track circuitry, crossing surfaces, crossing sight distances or illumination; installation of advanced train control or traffic control systems; and other related project development, analysis, and engineering activities. KW - At grade intersections KW - Government funding KW - Grade separations KW - Hazard analysis KW - High speed rail KW - Improvements KW - Railroad grade crossings KW - Railroad tracks KW - Traffic control devices KW - Traffic safety KW - Transportation corridors KW - U.S. Department of Transportation KW - Warning devices UR - https://trid.trb.org/view/507475 ER - TY - JOUR AN - 00770170 JO - Public Roads PB - Federal Highway Administration AU - Morales, J AU - Ghaman, R AU - Rekenthaler, D AU - Federal Highway Administration TI - FHWA'S TRAFFIC RESEARCH LAB (TREL): SEARCHING FOR KEYS TO UNLOCK THE NATION'S GRIDLOCK PY - 1999/09 VL - 63 IS - 2 SP - p. 47-50 AB - Today, with limited available right of way and austere budgets, states can no longer rely on construction or untested technologies to solve their congestion problems. As a result, the states are doing more modeling and managing their resources more wisely. The Federal Highway Administration's (FHWA) Traffic Research Laboratory (TReL) is part of this effort. Although designed primarily to support FHWA's research and development needs, it is possible for states and cities to use this laboratory. TReL combines advanced hardware, software, and communications systems to support the research, development, analysis, testing, evaluation, and integration of transportation management systems and technologies. TReL capabilities include isolated device testing in offline and online environments, systems integration testing, and Traffic Management Center operations research. After simulating alternatives and assessing their impact, the user can determine the desirable alternative and test its implementation. TReL has several integrated tools for simulating and assessing traffic conditions: CORSIM simulates traffic and traffic control conditions on combined surface street and corridor networks; TRAFVU is a visualization processor for the CORSIM microscopic traffic simulation system that allows the user to animate traffic simultaneously in multiple views of the traffic network under the same or different conditions; and PASSER IV is a program for optimizing signal timings on arterials and multi-arterial closed-loop networks. KW - Alternatives analysis KW - Integrated systems KW - Laboratories KW - Management KW - Optimization KW - Research KW - Resource allocation KW - Simulation KW - Traffic control KW - Traffic engineering KW - Traffic flow KW - Traffic Research Laboratory KW - Traffic signal preemption KW - Traffic signal timing KW - Traffic simulation KW - Transportation planning KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/trel.cfm UR - https://trid.trb.org/view/507473 ER - TY - JOUR AN - 00770168 JO - Public Roads PB - Federal Highway Administration AU - Borkenhagen, K AU - Federal Highway Administration TI - VALUE ENGINEERING PY - 1999/09 VL - 63 IS - 2 SP - p. 39-43 AB - Transportation Secretary Rodney E. Slater reported in early 1999 that state and local transportation departments saved taxpayers a record $750 million in fiscal 1998 by implementing value engineering (VE) in highway projects. As promoted by the Federal Highway Administration and implemented by state and local governments, VE has repeatedly demonstrated its ability to reduce project costs, improve quality and productivity, foster innovation, and eliminate unnecessary and costly design elements. By carefully examining each component of an undertaking, VE helps to find new and better ways of doing things. While there is no single VE formula, the process used by the Washington State Department of Transportation provides a picture of how VE is used in highway planning and construction. The process has eight steps: select the right projects, team, timing, processes, or elements; investigate background information, technical reports, and field data; brainstorm alternative proposals; analyze alternatives, life-cycle costs, and documentation of logic; develop supporting data, team recommendations, and long-term and interim solutions; present VE findings and recommendations; prepare an implementation plan; and track the results and accomplishments of the VE program. KW - Construction KW - Cost effectiveness KW - Design KW - Highway engineering KW - Productivity KW - Quality control KW - Savings KW - State departments of transportation KW - Transportation planning KW - U.S. Federal Highway Administration KW - Value engineering KW - Washington (State) UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/valu-eng.cfm UR - https://trid.trb.org/view/507471 ER - TY - JOUR AN - 00770166 JO - Public Roads PB - Federal Highway Administration AU - Hatch, S AU - Federal Highway Administration TI - BIG BRIDGE, LITTLE BRIDGE: THE BIG DIG SOARS ACROSS THE CHARLES RIVER PY - 1999/09 VL - 63 IS - 2 SP - p. 32-35 AB - When Boston's Interstate 93 (I-93) double-decked steel-truss bridge over the Charles River was built in 1959, 75,000 vehicles traveled over it each day. On any given day in 1998, the bridge carried more than 190,000 vheicles. The new Charles River bridges--the mainline bridge and the Storrow Drive Connector bridge--are an integral part of the Central Artery/Tunnel project. These bridges, called "Big Bridge" and "Little Bridge," respectively, will replace the existing I-93 bridge. The Big Bridge, a 10-lane cable-stayed bridge due to open in 2001, holds four lanes in each direction plus two dedicated lanes for direct access to a nearby neighborhood. The Little Bridge, a four-lane box girder bridge due to open in the fall of 1999, has two lanes in each direction. The 14 lanes more than doubles existing capacity; but perhaps more importantly, the new bridges eliminate the confusion and the safety problems caused by the Byzantine web of weaving, merges, and bottlenecks. Keeping I-93 and its Charles River bridge open while building under and around it is a monumental effort. The plan calls for underpinning and transferring the load from the existing I-93 footings to the walls of the new underground tunnel that leads up to the bridge. After traffic is flowing through the tunnel and onto the new Charles River bridges, I-93 will be demolished. KW - Boston (Massachusetts) KW - Box girder bridges KW - Bridge engineering KW - Cable stayed bridges KW - Central Artery/Tunnel Project KW - Charles River KW - Construction KW - Design KW - Highway bridges KW - Highway capacity KW - Interstate highways KW - Rehabilitation (Maintenance) KW - Traffic flow KW - Traffic safety KW - Tunnels UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/bigdig.cfm UR - https://trid.trb.org/view/507469 ER - TY - JOUR AN - 00770162 JO - Public Roads PB - Federal Highway Administration AU - Hawkins, H G AU - Wainwright, W S AU - Tignor, S C AU - Federal Highway Administration TI - INNOVATIVE TRAFFIC CONTROL PRACTICES IN EUROPE PY - 1999/09 VL - 63 IS - 2 SP - p. 10-15 AB - In May 1998, a team of 10 U.S. traffic engineers traveled to Europe to observe innovative traffic control practices and identify those practices that could be implemented in the United States. During a 2-week period, the team visited with transportation officials in Gothenburg, Sweden; Frankfurt, Cologne, and Bonn, Germany; Paris, France; and London and Birmingham, England. This article summarizes the findings and recommendations resulting from the trip. The information is organized into five major categories: traffic control devices, freeway control, operational practices, information management, and administrative practices. The two traffic control practices that the team believes would have the greatest potential value in the United States are the tiger-tail marking used on freeway entrance and exit ramps and the all-white system of pavement markings used throughout Europe. The three freeway control practices that team members feel should be implemented in the United States are variable speed control, lane control signals, and incident and queue detection and protection. Two operational practices are also recommended: intelligent speed adaption and self-optimized traffic signal control. Team members were impressed by the amount of information that European agencies provide to road users and the extensive use of symbols. The team also found that European transportation officials place a significant emphasis on marketing traffic engineering practices and improvements. KW - Administrative procedures KW - England KW - Europe KW - France KW - Freeway management systems KW - Germany KW - Information management KW - Sweden KW - Technology assessment KW - Technology transfer KW - Traffic control KW - Traffic control devices KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/trafscan.cfm UR - https://trid.trb.org/view/507465 ER - TY - JOUR AN - 00770163 JO - Public Roads PB - Federal Highway Administration AU - Hasson, P AU - Federal Highway Administration TI - RURAL ROAD SAFETY: A GLOBAL CHALLENGE PY - 1999/09 VL - 63 IS - 2 SP - p. 16-25 AB - Traffic safety has been a major theme of the road research program of the Organisation for Economic Cooperation and Development (OECD) for more than 30 years. Their 1998-2000 program of work has three activity centers: sustainable multimodal transport strategies; economic performance, transport infrastructure, and management; and transport safety and environment. Within this framework, the Road Transport Research (RTR) Steering Committee created an expert group, composed of representatives from 14 countries, to examine the rural road safety problems in the OECD countries and to propose strategies to reduce deaths and injuries resulting from traffic crashes on these roads. To ensure clear communication and consistency in its report, the expert group chose to define rural roads as those roads that are both outside urban areas and are neither freeways nor unpaved roads. For short-term programs, it was recommended that every OECD country develop and implement a speed management program and a trauma management system. In the short- and medium-term programs, traditional infrastructure measures that emphasize investment in the quality of the rural road infrastructure must be chosen. Low-cost, effective, and efficient infrastructural measures--such as upgrading edge and center lines, installing reflective pavement markers and roadside delineation, providing advance warning, installing rumble strips, and facilitating safety knowledge transfer and training--that fit into existing road maintenance programs are recommended. Long-term programs should include intelligent transportation systems (ITS). The expert group also identified and recommended nearly 50 individual safety measures that can make a difference in improving rural road safety. KW - Highway safety KW - Incident management KW - Infrastructure KW - Intelligent transportation systems KW - International KW - Law enforcement KW - Organization for Economic Cooperation and Development KW - Recommendations KW - Research KW - Rural highways KW - Speeding KW - Strategic planning KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/ruralrds.cfm UR - https://trid.trb.org/view/507466 ER - TY - JOUR AN - 00770160 JO - Public Roads PB - Federal Highway Administration AU - Smallen, D AU - Federal Highway Administration TI - HOW TRANSPORTATION SYSTEMS TALK TO EACH OTHER PY - 1999/09 VL - 63 IS - 2 SP - p. 2-6 AB - National standards are especially critical for deployment of intelligent transportation systems (ITS). The core purpose of ITS is to improve communications so that localities and regions are linked together in a way that results in an improved transportation system. The National ITS Architecture provides a common structure for the design of ITS. A 1996 survey found a desire for quick action to set standards on several high-priority areas: the National Transportation Communications for ITS Protocol (NTCIP) and Transit Communications Interface Protocol (TCIP), which address systems such as dynamic message signs, traffic signal controllers, environmental-sensing stations, highway radio advisory, closed-circuit television to monitor traffic, freeway ramp meters, traffic/transit management center-to-vehicle interfaces, and traveler information services; the Location Referencing Message Set; Commercial Vehicle Information Systems and Networks (CVISN); Dedicated Short-Range Communications (DSRC); and data dictionaries and message set templates. The Transportation Equity Act for the 21st Century (TEA-21) required the U.S. Department of Transportation (DOT) to submit a report to Congress by June 1, 1999, identifying critical ITS standards and specifying the development status of each standard identified. DOT is now moving into the process of testing the standards. The ITS Standards Test Team has identified about 55 standards to be tested. The remainder, such as data dictionaries, were deemed not testable. KW - Computer network protocols KW - Data communications KW - Dedicated short range communications KW - Electronic data interchange KW - Intelligent transportation systems KW - Interoperability KW - National ITS Architecture KW - Standards KW - Testing KW - Transportation Equity Act for the 21st Century KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/itsstand.cfm UR - https://trid.trb.org/view/507463 ER - TY - JOUR AN - 00770161 JO - Public Roads PB - Federal Highway Administration AU - Muchmore, F W AU - Federal Highway Administration TI - GOLD-RUSH GHOST TOWN GETS A NEW ALASKA YELLOW CEDAR BRIDGE PY - 1999/09 VL - 63 IS - 2 SP - p. 7-9 AB - The city of Skagway, Alaska, responding to increasing visitor and tourist traffic, recently decided to improve access to the old abandoned ghost town of Dyea. Dyea is 15 km away over a narrow gravel road that winds around two deep fjords. Since the year-round-flowing Nelson Slough runs through the area, a bridge was needed to provide reliable access to Dyea Flats at all tidal stages. The city of Skagway received a grant from the U.S. Department of Agriculture Forest Service for assistance in design and construction of a timber bridge. The grant specified that the bridge must be constructed from untreated Alaska yellow cedar, a naturally decay-resistant wood species, using recently developed stressed-deck technology. The new bridge is simple. strong, aesthetic, and aromatic. The bridge is strong enough to handle any vehicle legally allowed on the road and should serve visitors to this historic area for many years to come. KW - Aesthetics KW - Bridges KW - Construction KW - Design KW - Grant aid KW - Historic sites KW - Skagway (Alaska) KW - Wooden bridges UR - http://www.fhwa.dot.gov/publications/publicroads/99septoct/cedarbdg.cfm UR - https://trid.trb.org/view/507464 ER - TY - RPRT AN - 00784620 AU - Pinelli, J-P AU - Subramaniam, C AU - Tabora, J AU - Florida Institute of Technology, Melbourne AU - Florida Department of Transportation AU - Federal Highway Administration TI - STUDY OF BREAK-AWAY SIGN BASE CONNECTIONS, II PY - 1999/08/27 SP - 98 p. AB - The primary objective of this research was to test in the field a new method for installing break-away slip-base connections. The new method was developed in the laboratory in a previous phase of the research, and it is based on the utilization of Belleville spring washers. Stacks of spring washers, which come prewrapped, are installed on the bolts just as any ordinary washers. The bolts are torqued, and a block of filler gages measures the deflection of the stack of spring washers which is proportional to the tension in the bolt. Seven signs were selected along Central and South Florida highways. At each sign, one of the posts was equipped with bolts with spring washers, while the other post remained connected with bolts with conventional flat washers. At each sign one of the bolts with spring washers and one of the bolts with flat washers were instrumented with strain gages. The variations of tension in these bolts were monitored over a period of one year by measuring the tension of the different bolts once a week. The measurements showed that, at the time of installation, the new method was significantly more effective in ensuring the proper tension in the bolts. Similarly, over the long term, the bolts installed with spring washers maintained more effectively the tension in the bolt, without any loosening of the bolt. On the contrary, several bolts installed with flat washers exhibited a downward trend in the bolt tension. The effectiveness of the break-away connection with spring washers was also demonstrated during a car accident. A car hit a sign post equipped with spring washers, near the Sebastian Inlet. The break-away functioned perfectly and the post separated from the base. KW - Bolts KW - Breakaway supports KW - Crashes KW - Field tests KW - Flat washers KW - Monitoring KW - Performance KW - Spring washers KW - Strain gages KW - Tension KW - Traffic signs UR - http://ntl.bts.gov/lib/22000/22200/22219/PB99169278.pdf UR - https://trid.trb.org/view/637053 ER - TY - RPRT AN - 00771263 AU - Crovetti, J A AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - COST EFFECTIVE CONCRETE PAVEMENT CROSS-SECTIONS PY - 1999/08/15 SP - 48 p. AB - The present pavement selection policy of the Wisconsin Department of Transportation (WisDOT) limits the design alternatives of Portland Cement Concrete (PCC) pavements and inhibits the designer's ability to select cross-sections deviating from uniform slab thicknesses with doweled transverse joints. Currently, uniform slab thicknesses and conventional joint load transfer devices are incorporated into the design based on the heavy truck traffic in the outer lane. While this strategy provides for adequate pavement structure in this truck lane to limit faulting and slab cracking to tolerable levels, there is a potential for over-design in other traffic lanes which receive significantly lower Equivalent Single Axle Load (ESAL) applications over the service life of the pavement. Analysis of PCC pavement design alternatives, including variable slab thickness within and/or across traffic lanes, variable load transfer designs, and alternative base layer drainage designs, were completed. Based on the results of these analyses, four alternative dowel patterns were developed to reduce the number of dowel bars installed across transverse pavement joints. These patterns were developed to be consistent with dowel bar installation equipment currently used within the State of Wisconsin while still providing necessary load transfer mechanisms in the wheelpath areas of both travel lanes. In addition to dowel placement alternatives, test sections were constructed using alternative dowel materials, including fiber reinforced polymer (FRP) composite dowels, solid stainless steel dowels, and hollow core-mortar filled stainless steel dowels. This report presents details relating to the design, construction, and first year performance of concrete pavement test sections constructed in the State of Wisconsin along STH 29 in Clark and Marathon Counties. These test sections were constructed during the Summer of 1997 to validate the constructability and cost-effectiveness of alternative concrete pavement designs incorporating variable dowel strategies and slab thicknesses. KW - Concrete pavements KW - Constructability KW - Cost effectiveness KW - Dowels (Fasteners) KW - Equivalent single axle loads KW - Fiber reinforced plastics KW - Load transfer KW - Pavement design KW - Performance evaluations KW - Slabs KW - Stainless steel KW - Test sections KW - Thickness KW - Traffic lanes KW - Transverse joints KW - Truck lanes KW - Wisconsin UR - http://ntl.bts.gov/lib/22000/22300/22305/PB99176869.pdf UR - https://trid.trb.org/view/488353 ER - TY - RPRT AN - 00771258 AU - Polivka, K A AU - Bielenberg, B W AU - Sicking, D L AU - Faller, R K AU - Rohde, J R AU - Keller, E A AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEVELOPMENT OF A 7.62-M LONG SPAN GUARDRAIL SYSTEM - PHASE II PY - 1999/08/13 SP - 59 p. AB - A 7.62-m long span guardrail system was developed for use over low-fill culverts. The long span design was constructed with two 2.66-mm (12-gauge) thick nested W-beam rails totaling 30.48 m in length. The nested W-beam rail was supported by sixteen W150x13.5 steel posts and six standard CRT posts, each with two 150x200x360 wood blockouts. Each post measured 1,830-mm long. Post spacings were 1,905-mm on center except for the 7.62-m spacing between the two CRT posts surrounding the unsupported span. The research study included full-scale vehicle crash testing, using a 1,999-kg pickup truck. The test, impacting at a speed of 102.9 km/hr and an angle of 24.7 degrees, was conducted and reported in accordance with the requirements specified in NCHRP Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features" (1993). The safety performance of the long-span barrier system was determined to be acceptable according to Test Level 3 (TL-3) of the NCHRP Report No. 350 criteria. KW - Culverts KW - Guardrails KW - Impact angle KW - Impact tests KW - NCHRP Report 350 KW - Performance evaluations KW - Pickup trucks KW - Posts KW - Spacing KW - Speed KW - W beams UR - http://ntl.bts.gov/lib/15000/15700/15730/PB2000100412.pdf UR - https://trid.trb.org/view/488348 ER - TY - RPRT AN - 01580530 AU - Cable, J K AU - Hart, J M AU - Ciha, T J AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Thin Bonded Overlay Evaluation PY - 1999/08//Construction Report SP - 42p AB - In recent years, ultra-thin whitetopping (UTW) has evolved as a viable rehabilitation technique for deteriorated asphalt cement concrete (ACC) pavement. Numerous UTW projects have been constructed and tested, enabling researchers to identify key elements contributing to their successful performance. These elements include foundation support, the interface bonding condition, portland cement concrete (PCC) overlay thickness, synthetic fiber reinforcement usage, joint spacing, and joint sealing. The interface bonding condition is the most important of these elements. It enables the pavement to act as a composite structure, thus reducing tensile stresses and allowing an ultra-thin PCC overlay to perform as intended. Although the main factors affecting UTW performance have been identified in previous research, neither the impact that external variables have on the elements nor the element interaction have been thoroughly investigated. The objective of this research was to investigate the interface bonding condition between an ultra-thin PCC overlay and an ACC base over time, considering the previously mentioned variables. Laboratory testing and full scale field-testing were planned to accomplish the research objective. Laboratory testing involved monitoring interface strains in fabricated PCC/ACC composite test beams subjected to either static or dynamic flexural loading. Variables investigated included ACC surface preparation, PCC thickness, and synthetic fiber reinforcement usage. Field testing involved monitoring PCC/ACC interface strains and temperatures, falling weight deflectometer (FWD) deflection responses, direct shear strengths, and distresses on a 7.2 mile Iowa Department of Transportation (Iowa DOT) UTW project (HR-559). The project was located on Iowa Highway 21 between Iowa Highway 212 and U.S. Highway 6 in Iowa County, near Belle Plaine, Iowa. Variables investigated included ACC surface preparation, PCC thickness, synthetic fiber reinforcement usage, joint spacing, and joint sealing. This report documents the planning, equipment selection, and construction of the project built in 1994. KW - Asphalt concrete pavements KW - Bonding KW - Construction KW - Field tests KW - Joint sealing KW - Joint spacing KW - Laboratory tests KW - Surface preparation KW - Synthetic fibers KW - Thickness KW - Ultra-thin whitetopping KW - Whitetopping UR - http://publications.iowa.gov/id/eprint/16827 UR - https://trid.trb.org/view/1374675 ER - TY - RPRT AN - 01161970 AU - Federal Highway Administration TI - Saddle Road (State Route 200) Mamalahoa Highway (State Route 190) to Milepost 6, County of Hawai'i : environmental impact statement PY - 1999/08//Volumes held: Final(3v), Draft supplement to the final(2v), Final supplement to the final(2v), B1 Record of decision KW - Environmental impact statements KW - Hawaii UR - https://trid.trb.org/view/922954 ER - TY - RPRT AN - 01103150 AU - Bunch, James A AU - Hatcher, S Gregory AU - Larkin, James AU - Nelson, Gary G AU - Proper, Allen T AU - Roberts, Donald L AU - Shah, Vaishali AU - Wunderlich, Karl E AU - Mitre Corporation AU - Federal Highway Administration TI - Incorporating ITS into Corridor Planning: Seattle Case Study PY - 1999/08//Executive Summary SP - 22p AB - The goals of this study were to develop a methodology for incorporating Intelligent Transportation Systems (ITS) into the transportation planning process and apply the methodology to estimate ITS costs and benefits for one case study. A major result from the study included the development of an analysis method for quantitatively assessing ITS impacts, called the Process for Regional Understanding and EValuation of Integrated ITS Networks (PRUEVIIN). Other significant results include the assessment of benefits from an integrated set of ITS services at the regional and corridor level, and lessons learned about incorporating ITS into the planning process. The following sections set the context for and provide a summary discussion of these findings. KW - Benefit cost analysis KW - Case studies KW - Intelligent transportation systems KW - Regional transportation KW - Seattle (Washington) KW - Traffic surveillance KW - Transportation corridors KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16300/16359/PB2000103553.pdf UR - https://trid.trb.org/view/860476 ER - TY - RPRT AN - 01073734 AU - Federal Highway Administration TI - C street project, O'Malley Road to International Airport> : environmental impact statement PY - 1999/08//Volumes held:D, Draft Appendix, Final KW - Alaska KW - Environmental impact statements UR - https://trid.trb.org/view/833126 ER - TY - RPRT AN - 01062335 AU - Federal Highway Administration TI - Interstate 90 (I-90) South Sammamish Plateau Access Road and Sunset Interchange Modifications : environmental impact statement PY - 1999/08//Volumes held: Draft, Final(2v) KW - Environmental impact statements UR - https://trid.trb.org/view/821832 ER - TY - RPRT AN - 00984503 AU - Khosla, N P AU - Birdsall, B G AU - Kawaguchi, S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - AN IN-DEPTH EVALUATION OF MOISTURE SENSITIVITY OF ASPHALT MIXTURES PY - 1999/08 SP - 150 p. AB - The main objective of this research was to evaluate current test methods employed to determine moisture sensitivity as well as provide research into new methods for measuring moisture susceptibility. Currently AASHTO T-283 is used almost exclusively to determine moisture susceptibility of an asphalt mix. However, within the AASHTO T-283 procedure a range of values are allowed for important test variables. Specifically the variables are sample air voids and degree of saturation prior to conditioning. It is important to understand the effect of these variables on test results. An alternate to measuring indirect tensile strength is a test that evaluates a mixture's fundamental material properties. An objective of this research was to provide a method for evaluating a mixture's moisture sensitivity that is simple to perform and provides information on the mixture's cohesion and friction angle. A relatively simple test is proposed that measures cohesion and friction angle for asphalt mixtures. In addition, it is desired to incorporate the Strategic Highway Research Program (SHRP) Shear Tester (SST) as a tool in moisture sensitivity evaluation. A standard mix analysis test was performed to determine if it was capable of detecting moisture susceptible mixtures. KW - Air voids KW - Asphalt mixtures KW - CD-ROM KW - Cohesion KW - Friction angle KW - Measuring methods KW - Moisture susceptibility KW - Percent saturation KW - SHRP shear tester KW - Stripping (Pavements) KW - Test procedures UR - https://trid.trb.org/view/745695 ER - TY - RPRT AN - 00979943 AU - O'Neil, M W AU - Reese, L C AU - All American Soils AU - Federal Highway Administration TI - DRILLED SHAFTS: CONSTRUCTION PROCEDURES AND DESIGN METHODS PY - 1999/08 SP - 794 p. AB - This document was written as a resource for participants in a short course covering the topic of construction and design of drilled shaft foundations for bridges and other structures. It is the second edition of a Federal Highway Administration workbook on construction and design of drilled shafts. The first edition was written in 1988 (FHWA-SA-HI-88-042). While introductory material from the 1988 edition was retained, the emphasis in this document is on providing relatively comprehensive information for engineers who already have some experience with drilled shaft construction and/or design. The initial chapters cover an overview of the characteristics of drilled shafts, site investigations for drilled shafts (to collect information for both construction and design), and details of drilled shaft construction. These chapters are followed by several chapters on the design of drilled shafts in soil and rock for both axial and lateral loading, with examples. Both allowable stress design and load and resistance factor design principles are addressed. Details of design calculations procedures are provided in the appendices. KW - Allowable stress design KW - Axial loads KW - Bridge foundations KW - Bridge piers KW - Construction KW - Design KW - Drilled shafts KW - Geotechnical engineering KW - Lateral loads KW - Load and resistance factor design KW - Manuals KW - Rock mechanics KW - Soil mechanics UR - https://trid.trb.org/view/740721 ER - TY - RPRT AN - 00929212 AU - Browning, G AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF HOT IN-PLACE RECYCLING PY - 1999/08 SP - 47 p. AB - This report documents the surface recycling of 7.688 mi (12.37 km) of Interstate 55 in Pike County from about 10 mi (16.1 km) south of McComb to the Louisiana state line. The recycling equipment was by Remixer Contracting Co., Inc., of Austin, Texas. The existing pavement was first heated, milled to 1.25 in. (31.75 mm) depth, rejuvenator and virgin mix was added, and then the 1.5 in. (38.10 mm) of recycled mix was re-laid and compacted. The daily productions proceeded with few problems on the four field inspection days and averaged 0.69 lane-mi (1.11 lane-km) per day. The reuse of the existing asphaltic concrete pavement is desirable because of the decreasing supply and increasing costs of raw materials. The remixing leaves the final grade almost the same, which allows the user the option of rehabilitating only one lane of a multi-lane highway and is a good safety factor. Structural integrity was measured with the Dynaflect and Falling Weight Deflectometer. The South Dakota profiler was used to obtain before and after International Roughness Index (IRI) values. Materials from the test roadway were sampled and compared with other roadways for viscosity, penetration, and ductility, percent voids, density, specific gravity, percent asphalt, gradations, and resilient modulus. After six years of service life, the recycled pavement proved its competency to perform comparably to conventional hot-mix. This study found that pavements using reclaimed asphalt concrete material in the wearing course mixes perform as well as pavements with normal mixes. The cost of each type of pavement was found to be almost the same dollar/SY amount. KW - Asphalt concrete pavements KW - Costs KW - Dynaflect KW - Falling weight deflectometers KW - Hot in-place recycling KW - International Roughness Index KW - Interstate highways KW - Materials tests KW - Pavement performance KW - Pike County (Mississippi) KW - Recycling KW - Rehabilitation (Maintenance) KW - Roughness UR - http://docs.trb.org/00929212.pdf UR - https://trid.trb.org/view/719109 ER - TY - RPRT AN - 00929213 AU - Browning, G AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF RESURF CR PY - 1999/08 SP - 50 p. AB - This report examines the use of RESURF CR and RESURF II, which are manufactured by Polymer Concrete, Inc., for the repair of punchouts in continuously reinforced concrete pavement (CRCP). These products were used to repair 43 punchouts on I-55 north of McComb in Pike and Lincoln Counties. These polymer concrete products were used to cement the broken concrete pavement pieces together and restore an acceptable riding surface. One punchout had the reinforcing steel cut before the application of RESURF CR. The usual temporary method of repair is to use asphalt mix to fill the punchout. Traditional permanent repairs involve removal of the failed concrete, re-establishment of the reinforcing steel, and placement of new concrete. RESURF CR is a variable viscosity, low shrink, pourable polyester compound designed for cracks up to 1/2 in. (12.7 mm). The viscosity can be tailored on the jobsite to the crack widths encountered. The compound reaches a compressive strength of 2,000 psi (13.790 MPa) in two hours, so the completed patch can be opened to traffic shortly after the repair is complete. RESURF II is a general performance polymer concrete consisting of a styrene diluted modified polyester resin with a select aggregate blend, which is used to restore a smooth riding surface to the patch area once the RESURF CR has been applied. This product has been previously approved as a concrete patching material in Mississippi. RESURF CR/RESURF II did not prove to be a long-term (greater than one year) solution for punchout repairs and required more effort and time than making a temporary repair by filling the punchout with asphalt. KW - Continuously reinforced concrete pavements KW - Cracking of concrete pavements KW - Durability KW - New products KW - Patching KW - Performance KW - Polymer concrete UR - http://docs.trb.org/00929213.pdf UR - http://ntl.bts.gov/lib/44000/44500/44529/State_Study_67-24_-_Evaluation_of_Resurf_CR.pdf UR - https://trid.trb.org/view/719110 ER - TY - RPRT AN - 00929120 AU - Zhao, H AU - Bhat, C R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - REVIEW OF THE CURRENT DALLAS-FORT WORTH REGIONAL TRAVEL DEMAND MODEL PY - 1999/08 SP - 20 p. AB - This report discusses each of the forecasting steps -- trip generation, trip distribution, mode choice, and assignment -- of the current Dallas-Fort Worth Regional Travel Demand Model (DFWRTM). KW - Computer models KW - Dallas-Fort Worth Metropolitan Area KW - Forecasting KW - Mode choice KW - Traffic assignment KW - Travel demand KW - Trip distribution KW - Trip generation UR - http://www.utexas.edu/research/ctr/pdf_reports/1838_3.pdf UR - https://trid.trb.org/view/719038 ER - TY - RPRT AN - 00929119 AU - Nair, H S AU - Bhat, C R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - REVIEW OF 1990 MOBILE-SOURCE EMISSIONS MODELING PROCEDURE FOR THE DALLAS-FORT WORTH NONATTAINMENT AREA PY - 1999/08 SP - 22 p. AB - The Dallas-Fort Worth (D-FW) metropolitan area in Texas includes all of Collin, Dallas, Denton, Rockwall, and Tarrant Counties and portions of Ellis, Johnson, Kaufman, and Parker Counties. The North Central Texas Council of Governments (NCTCOG), the metropolitan planning organization (MPO) for D-FW, is responsible for developing and maintaining the mobile-source emissions inventories in the area. The metropolitan planning area (MA) for NCTCOG's Dallas-Fort Worth Regional Travel Demand Model (DFWRTM) includes an approximately 4,980 sq mi (12,898 sq km) area, with about 32,400 unique (nonlocal) roadway links representing the roadway network. The MA covers the existing urbanized area and the contiguous area expected to be urbanized by the year 2000. Within the D-FW planning area, the counties of Collin, Dallas, Denton, and Tarrant are designated as serious ozone nonattainment areas by the U.S. Environmental Protection Agency (EPA). The NCTCOG models mobile-source emissions for these counties using EPA's MOBILE5 Emissions Factor model. Emission factors are generated for carbon monoxide, nitrogen oxides, and volatile organic compounds. The rest of this report discusses the NCTCOG emissions modeling process in detail and is structured as follows: Section 1 identifies the steps involved in computing pollutant-specific emission factors using the MOBILE5 model. Section 2 then discusses the steps followed to apply the emission factors generated from the MOBILE5 model to compute the net emissions for the D-FW nonattainment area. KW - Carbon monoxide KW - Computer models KW - Dallas-Fort Worth Metropolitan Area KW - Emissions modeling KW - Inventory KW - MOBILE5 (Computer model) KW - Nitrogen oxides KW - Nonattainment areas KW - North Central Texas Council of Governments KW - Ozone KW - Pollutants KW - Travel demand KW - Volatile organic compounds UR - http://www.utexas.edu/research/ctr/pdf_reports/1838_2.pdf UR - https://trid.trb.org/view/719037 ER - TY - RPRT AN - 00924092 AU - Rogge, D AU - Hunt, E A AU - Oregon Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF MAINTENANCE PRACTICES FOR OREGON F-MIX PY - 1999/08 SP - 45 p. AB - The Oregon Department of Transportation (ODOT) produces an open-graded asphalt pavement (F-mix) unlike most open-graded pavements used in the United States. Its 25 mm maximum aggregate size and typical lift thickness of 50 mm is more like the porous asphalt pavements used in Europe. This type of pavement has been in use in Europe since the early 1980's and widely used in Oregon only since the late 1980's. Consequently, maintenance procedures for this type of pavement are still being developed and documented. This paper summarizes progress through March of 1999 on a study of F-mix maintenance needs and techniques being conducted by Oregon State University and ODOT. The report includes information obtained from literature review, site investigations, and a survey of ODOT maintenance supervisors. KW - Aggregate gradation KW - Asphalt pavements KW - Field studies KW - Literature reviews KW - Maintenance personnel KW - Maintenance practices KW - Open graded aggregates KW - Oregon KW - Pavement maintenance KW - Surveys KW - Thickness UR - http://ntl.bts.gov/lib/10000/10600/10681/spr371.pdf UR - https://trid.trb.org/view/707661 ER - TY - RPRT AN - 00924097 AU - Sanchez, T AU - Moore, T AU - Portland State University AU - ECONorthwest AU - Oregon Department of Transportation AU - Federal Highway Administration TI - GRANTS PASS CASE STUDY: INDIRECT LAND USE AND GROWTH IMPACTS PY - 1999/08 SP - 48 p. AB - To improve environmental analysis of indirect land use impacts of highway capacity improvements, this study analyzed the land use and growth patterns of 20 Oregon communities over 20 years. Using a Geographic Information System (GIS) and aerial photos, growth patterns were categorized and mapped. Factors related to land use and transportation were evaluated for their relationships to resulting growth patterns. These relationships were further investigated in four in-depth case studies of development prior to, during, and after construction of a highway capacity improvement. Additional case studies are currently underway. The primary product of this research will be guidance for completing an assessment of the indirect impacts on land use and growth of a highway improvement. This assessment is required by environmental regulations, but tools and data for developing general land use forecasts are limited. The guidebook will include examples from the case studies, data types and possible sources, and guidance on using GIS tools for comparing alternative scenarios. This report is the case study analysis for the city of Grants Pass. KW - Aerial photography KW - Case studies KW - Environmental impact analysis KW - Geographic information systems KW - Grants Pass (Oregon) KW - Highway capacity KW - Impacts KW - Improvements KW - Land use KW - Urban growth UR - http://ntl.bts.gov/lib/10000/10500/10575/grantspass.pdf UR - https://trid.trb.org/view/707666 ER - TY - RPRT AN - 00780278 AU - Meline, R AU - Jewell, J AU - Peter, R AU - California Department of Transportation AU - Federal Highway Administration TI - VEHICLE CRASH TESTS OF THE AESTHETIC, SEE-THROUGH CONCRETE BRIDGE RAIL WITH SIDEWALK, TYPE 80 SW PY - 1999/08 SP - 93 p. AB - An aesthetic, see-through concrete bridge rail with sidewalk, Type 80SW, was built and tested in accordance with National Cooperative Highway Research Program (NCHRP) Report 350. The Type 80SW is an 810 mm-tall, reinforced concrete barrier on a 200 mm-high sidewalk. The rail has 280 mm-high by 1620 mm-long gaps, 230 mm above the sidewalk surface. The rail is fitted with a single metal tube spanning the gap and a 250 mm-high handrail attached to the top of the concrete barrier. The barrier tested was 22.8 m-long and was constructed at the California Department of Transportation (Caltrans) Dynamic Test Facility in West Sacramento, California. A total of four crash tests were conducted under NCHRP Report 350 Test Level 4, two with 820 kg cars, one with a 2000 kg pickup truck and one with an 8000 kg single unit van truck. The first test of the 820 kg car showed a potential snagging problem on one of the vertical members. The potential problem with the first car led to a reduction in the vertical gap from 310 mm to 280 mm and a retest with a different car. The second test did not show snagging problems, with all results within the guidelines. The hood of the 2000 kg pickup snagged on a vertical handrail support tube during impact causing minor occupant compartment deformation. Since this bridge rail is intended for pedestrian use and alone does not provide for pedestrian protection, it should only be used in low speed applications of 70 km/h or less. In addition, the handrail has been found to be a snagging hazard at the higher speed. For these two reasons, the Type 80SW is recommended for approval on California highways requiring TL-2 bridge rails. KW - Aesthetics KW - Bridge railings KW - Design KW - Handrails KW - Impact tests KW - NCHRP Report 350 KW - Pedestrians KW - Reinforced concrete KW - Sidewalks KW - Traffic speed UR - http://www.dot.ca.gov/hq/research/operations/roadsidesafety/docs/80sw_final_report.pdf UR - http://ntl.bts.gov/lib/15000/15700/15790/PB2000100910.pdf UR - https://trid.trb.org/view/509238 ER - TY - RPRT AN - 00769490 AU - Cottrell, B H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - IMPROVING NIGHT WORK ZONE TRAFFIC CONTROL PY - 1999/08 SP - 28 p. AB - The purpose of this study was to examine traffic control for night work zones from the perspective of both transportation agencies and motorists. This was accomplished by investigating practices of state departments of transportation (DOTs), identifying the problems associated with traffic control for night work zones, and identifying potential strategies to resolve them. Reduced visibility, driver impairment or inattention, inadequate lighting, and difficulty maintaining traffic control devices are common problems identified with night work zones based on surveys of state DOTs and Virginia Department of Transportation (VDOT) residencies. Having police officers present, making workers more visible, using drums in the taper, maintaining traffic control devices, and providing adequate lighting were common solutions. Based on the review of work zones, traffic control for night work zones is adequate in general. Common problem areas were properly establishing work zones based on the requirements of the "Virginia Work Area Protection Manual" (1996, VDOT), maintaining the traffic control devices, and properly aiming and aligning lighting to avoid glare. Although there is a perception that night work zones are less safe than daytime work zones, this perception could not be verified or discounted because of a lack of accurate traffic exposure data. Based on a limited amount of data, there was no evidence of higher speeds at night. Changes to the "Virginia Work Area Protection Manual" were recommended. KW - Attention lapses KW - Impaired drivers KW - Lighting KW - Maintenance KW - Night KW - Recommendations KW - State departments of transportation KW - Surveys KW - Traffic control devices KW - Visibility KW - Work zone traffic control UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r8.pdf UR - http://ntl.bts.gov/lib/22000/22200/22260/PB99172611.pdf UR - https://trid.trb.org/view/503397 ER - TY - RPRT AN - 00814057 AU - Labib, M AU - Maher, A AU - New Jersey Institute of Technology, Newark AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - RECYCLED PLASTIC FIBERS FOR ASPHALT MIXTURES PY - 1999/08 SP - 93 p. AB - The use of recycled fibers in asphalt mixtures was found to be beneficial in some cases only such as when fishing nets were used. In these successful cases, the fibers could be uniformly and consistently incorporated into the asphalt mixture without segregation or introduction of excessive air voids. Fibers typically obtained from recycling operations such as from carpets and car seats were difficult to use with the dry mixing process that was developed at the New Jersey Institute of Technology. The latter sources of fibers produced waste that was entangled. This is why the results were inconsistent with regard to the effect of fibers on the performance of the mixture. Available recycled fibers did not produce consistent results as judged by the Marshall test. The final conclusion of the program was to pursue a systematic study primarily based on using the Superpave design schedule. The final approach was to use virgin fibers first to clearly understand how fibers affect the mechanical properties of the mixture, and then apply the results to the use of recycled fibers -- all the work was to follow the Superpave design approach. A comprehensive review of the results is included in this report. KW - Asphalt mixtures KW - Fibers KW - Fishing nets KW - Marshall test KW - Plastics KW - Recycled materials KW - Superpave UR - http://ntl.bts.gov/lib/18000/18400/18489/PB2002100228.pdf UR - https://trid.trb.org/view/681389 ER - TY - RPRT AN - 00806960 AU - Henderson, S M AU - Stamatiadis, N AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - CONVERSION ON NEW CIRCLE ROAD TO A LIMITED ACCESS HIGHWAY PY - 1999/08 SP - 40 p. AB - The objectives of this study were to first evaluate the existing traffic conditions along the NE part of New Circle Road and investigate the use of unconventional left turn treatments, as well as other access restrictions to improve the operating conditions of New Circle Road. The alternatives examined include a do-nothing alternative, the addition of one through lane per direction, the use of median U-turns at various locations, and combinations of them. Restrictive left turn strategies proved to be a more successful tool for traffic management on New Circle Road than simply adding a lane in each direction. Using median U-turns, significant improvements were observed in all operating measures of the arterial. One of the main advantages to the improvements recommended in this study is that they can be constructed quickly and provide immediate improvement to arterial operating conditions without requiring any new right-of-way acquisition. KW - Access control (Transportation) KW - Arterial highways KW - Highway operations KW - Lane additions KW - Left turns KW - Median openings KW - U turns UR - http://ntl.bts.gov/lib/17000/17700/17783/PB2001104295.pdf UR - https://trid.trb.org/view/672901 ER - TY - RPRT AN - 00806831 AU - O'Neill, M W AU - Vipulanandan, C AU - Ata, A AU - Tan, F AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - AXIAL PERFORMANCE OF CONTINUOUS-FLIGHT-AUGER PILES FOR BEARING PY - 1999/08 SP - 276 p. AB - Technology for the construction of continuous-flight-auger (CFA) piles has advanced to the point where these types of piles potentially can be considered as reliable as other types of piling (driven piles, drilled shafts) for supporting bearing loads produced by highway structures. To provide a basis for the axial design and construction of CFA piles in the coastal soils of the Houston District of the Texas Department of Transportation (TxDOT), a thorough comparison was made of several axial capacity prediction methods and capacities of CFA piles measured in numerous load tests performed for the private sector. The current TxDOT design method for drilled shafts was found to provide the most accurate prediction of pile capacity in predominantly clay soil profiles, while the Federal Highway Administration design method for drilled shafts was the most accurate in predominantly sand and mixed sand-clay profiles. Data on grout pressures, grout volumes, grout mix designs and grout placement procedures were also collected from experts and assembled into a preliminary construction specification. A special effort was made to construct (and carefully monitor the construction of) three instrumented test piles at three geologically diverse sites in the Houston District: (1) a stiff clay site, (2) a site with a profile consisting of stiff clay and loose, waterbearing sand, and (3) a site consisting of dry, medium dense sand. Analysis of the axial load test results confirmed the preliminary findings given above and also confirmed that with appropriate construction controls CFA piles can be installed with high axial capacity and a high degree of structural integrity. KW - Axial loads KW - Bearing capacity KW - Clay soils KW - Construction KW - Continuous-flight-auger piles KW - Design methods KW - Drilled shafts KW - Driven piles KW - Grouting KW - Houston (Texas) KW - Load tests KW - Mathematical prediction KW - Monitoring KW - Piles (Supports) KW - Sand KW - Sandy clays KW - Specifications KW - Structural integrity KW - Test piles UR - https://trid.trb.org/view/672773 ER - TY - RPRT AN - 00789201 AU - Ewing, R AU - Institute of Transportation Engineers (ITE) AU - Federal Highway Administration TI - TRAFFIC CALMING. STATE OF THE PRACTICE SN - 0935403361 PY - 1999/08 SP - 244 p. AB - The information in this document has been obtained from the research and experiences of transportation engineering and planning professionals. The document reports the state of traffic calming programs in the United States. It also includes historical information about programs in other countries. For the purposes of this report, traffic calming involves changes in street alignment, installation of barriers, and other physical measures to reduce traffic speeds and cut-through volumes in the interest of street safety, livability, and other public purposes. This report focuses mainly on physical measures, including street closures and other volume controls under the traffic calming umbrella. Education and enforcement activities, such as neighborhood traffic safety campaigns, fall outside the umbrella but will be mentioned where relevant. KW - Geometric design KW - Landscaping KW - Regulatory constraints KW - Speed control KW - Speed limits KW - Speed signs KW - Traffic calming KW - Traffic control KW - Traffic engineering KW - Traffic restraint KW - Traffic safety KW - Traffic volume UR - http://www.ite.org/traffic/tcstate.asp#tcsop UR - https://trid.trb.org/view/647739 ER - TY - RPRT AN - 00806070 AU - Horner, Ron AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - VEGETATION BARRIERS AROUND HEADWALLS OF EDGE DRAINS PY - 1999/08 SP - n.p. AB - Few problems with mowers catching rock in aggregate sections. Aggregate barriers show signs of vegetation growth from within the aggregate. Concrete barriers are performing well. KW - Drainage KW - Edge drains KW - Headways KW - Pipe KW - Vegetation UR - https://trid.trb.org/view/673781 ER - TY - RPRT AN - 00798939 AU - Turner, S M AU - Eisele, W L AU - Gajewski, B J AU - Albert, L P AU - Benz, R J AU - Texas Transportation Institute AU - Federal Highway Administration TI - ITS DATA ARCHIVING: CASE STUDY ANALYSES OF SAN ANTONIO TRANSGUIDE (REGISTERED TRADEMARK) DATA PY - 1999/08 SP - 140 p. AB - This report documents: 1) the state-of-the-practice in retaining and using archived Intelligent Transportation System (ITS) data, and 2) lessons learned from case study analyses of archived ITS data from the Texas Department of Transportation's (TxDOT's) TransGuide (registered trademark) center in San Antonio. The case study analyses of TransGuide (registered trademark) data were focused on data aggregation and data quality (i.e., data errors, missing data, and data accuracy). The state-of-the-practice findings indicate that many operations centers are becoming more interested in archiving ITS data. Several concerns have been expressed by potential users about ITS data quality and location referencing of ITS detector locations. Analyses of TransGuide (registered trademark) data resulted in statistical procedures that can be used to help guide decisions about appropriate data aggregation levels. The researchers also present innovative data archiving approaches that can help to address different data aggregation needs, including capabilities such as data sampling, on-demand archiving, and data broadcasts. In other analyses, the researchers found mixed results in comparing traffic volumes from TransGuide (registered trademark) detectors to other nearby TxDOT traffic counting stations and ground truth video. At one location, traffic volumes from both detectors were within 5% of ground truth, whereas detectors at the second location ranged between 12 to 38% less than ground truth. In analyses of a full month of data, the researchers also found that the level of missing data was nearly 20%, whereas basic quality control checks flagged only 1% of the data as suspect or erroneous. KW - Accuracy KW - Case studies KW - Data aggregation KW - Data banks KW - Data quality KW - Databases KW - Errors KW - Innovation KW - Intelligent transportation systems KW - Missing data KW - State of the practice UR - https://trid.trb.org/view/665912 ER - TY - RPRT AN - 00795422 AU - Angerinos, M J AU - Mahoney, J P AU - Moore, R L AU - O'Brien, A J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A SYNTHESIS ON STUDDED TIRES PY - 1999/08 SP - 80 p. AB - In the winter of 1998, the Washington State Department of Transportation (WSDOT) proposed legislation to amend the Revised Code of Washington with respect to studded tires. In April 1999, legislation was passed that changed Washington's laws regarding studded tire use. These legislative changes were intended to reduce pavement wear on Washington state's highway system caused by studded tires without losing any of the safety benefits that tire studs provide. From the time that studded tires were first introduced, the advantages, disadvantages, and effects of studded tires on vehicles, drivers, and pavement systems have been the object of research and controversy. Some states have chosen to ban the use of studded tires altogether, while others, such as Oregon and now Washington, have passed legislation that is intended to reduce the road wear impacts of studs. This report presents a brief history of the studded tire. The report also explores the relationship between pavement wear and developments in studded tires that have taken place over the past 40 years. This information should provide a background that helps to support and explain the amendments to the Revised Code of Washington regarding studded tires. KW - Highway safety KW - History KW - Pavements KW - State laws KW - Studded tires KW - Syntheses KW - Washington (State) KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/471.1.pdf UR - https://trid.trb.org/view/654180 ER - TY - CONF AN - 00794738 JO - Transportation Research Circular PB - Transportation Research Board AU - Button, K AU - Transportation Research Board TI - INTRODUCING MORE RATIONAL TRANSPORT PRICING IN EUROPE PY - 1999/08 IS - 492 SP - p. 23-35 AB - Pricing of transport in Europe has traditionally had little to do with economic efficiency. It has generally been closely related instead to the fiscal needs of governments. In many countries it has also frequently been used as part of wider political and social processes. This has gradually changed in recent years, with the appreciation of the role pricing can play in stemming excessive environmental damage associated with transport and as the importance of making economically efficient use of transport infrastructure has become more appreciated. Significant changes in attitude have emerged within European nation states as to the importance of achieving sustainable transport, and the theme is central to the transport strategy being developed within the European Union. This paper looks at some of the changes that have taken place in Europe and sets them in a broader geographical context. It takes as axiomatic that "rational" implies efficient in its broadest sense to embrace the range of social and environmental consideration in addition to more narrow financial criteria. U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Attitudes KW - Environmental protection KW - Europe KW - European Union KW - Pricing KW - Strategic planning KW - Sustainable development KW - Transportation policy UR - https://trid.trb.org/view/656852 ER - TY - CONF AN - 00794745 JO - Transportation Research Circular PB - Transportation Research Board AU - Santini, D AU - Lipman, T E AU - SPERLING, D AU - Transportation Research Board TI - 1997 ASIMOLAR CONFERENCE SUMMARY PY - 1999/08 IS - 492 SP - p. 199-271 AB - A summary of the conference presentations is given. Each speaker's comments are summarized and the questions and comments following some of the presentations are included. The first session introduced the problems and issues relevant to the conference, developing the context. The subsequent sessions focused on policies that can promote commercialization of more sustainable technologies and provide motivation for alteration of present patterns of transportation technology use. U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Conferences KW - Energy KW - Environmental policy KW - Greenhouse gases KW - Sustainable development KW - Technological innovations KW - Transportation KW - Vehicle design UR - https://trid.trb.org/view/656859 ER - TY - CONF AN - 00794741 JO - Transportation Research Circular PB - Transportation Research Board AU - Schipper, L AU - MARIE-LILLIU, C AU - Transportation Research Board TI - CARBON-DIOXIDE EMISSIONS FROM TRAVEL AND FREIGHT IN IEA COUNTRIES: THE RECENT PAST AND THE LONG-TERM FUTURE PY - 1999/08 IS - 492 SP - p. 83-118 AB - This paper summarizes recent work at the International Energy Agency (IEA) to quantify the underlying trends in emissions, as part of a study of the Transport/CO2 strategies of six IEA countries (Denmark, Germany, the Netherlands, Sweden, the United Kingdom and the U.S.). Where relevant, this analysis refers to other IEA countries as well. Preliminary considerations were presented in "Transport, Energy, and Climate Change" (IEA, 1997). A new framework is presented for decomposing emissions into activity, modal share, energy intensity, and carbon content of fuels. The savings in energy and CO2 made before 1990 and trends since 1990 are compared to assess energy or CO2 policies. Passenger and freight transports are differentiated in the analysis. For freight, key parameters are not so much the efficiency of trucks as the mix of trucks by size and capacity, the way their capacity is utilized, and actual traffic conditions. Schematic forms are then reintroduced to suggest where to look for energy and CO2 savings. This schematic will then serve for the case studies now in progress. It is reported somewhat pessimistically that, while some countries appear to be attacking all components of CO2 emissions, none have any clear and large dramatic savings in sight. However, new automobile technologies, spurred perhaps by voluntary agreements in Brussels, Tokyo, and Washington, could provide large, longer-term restraint as these new technologies penetrate the fleet. U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Automobiles KW - Carbon dioxide KW - Energy conservation KW - Environmental policy KW - Exhaust gases KW - Freight transportation KW - Future KW - History KW - International Energy Agency KW - Strategic planning KW - Technological innovations KW - Travel KW - Trend (Statistics) KW - Trucks UR - https://trid.trb.org/view/656855 ER - TY - CONF AN - 00794742 JO - Transportation Research Circular PB - Transportation Research Board AU - Greene, D L AU - Transportation Research Board TI - WHY CAFE WORKED PY - 1999/08 IS - 492 SP - p. 119-164 AB - The 1975 Energy Policy and Conservation Act established mandatory fuel economy standards for passenger cars and light trucks sold in the U.S. Since that time the Corporate Average Fuel Economy (CAFE) standards have often been criticized as costly, inefficient, and even unsafe, despite the general absence of direct empirical evidence to support such claims. This paper reviews empirical evidence on the impacts of the CAFE standards and explains why properly designed and executed fuel economy regulations may be preferable to other policies for reducing petroleum dependence and carbon emissions. It appears that the standards substantially achieved their objective of restraining U.S. oil consumption without producing significant negative side-effects because they were set at levels that could be achieved by cost-effective or nearly cost-effective technological innovations. U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Automobiles KW - Corporate Average Fuel Economy (CAFE) KW - Energy Policy and Conservation Act KW - Environmental policy KW - Fuel conservation KW - Fuel consumption KW - Light trucks KW - Regulations KW - Technological innovations KW - United States UR - http://ntl.bts.gov/lib/000/700/725/cafeornl.pdf UR - https://trid.trb.org/view/656856 ER - TY - CONF AN - 00794737 JO - Transportation Research Circular PB - Transportation Research Board AU - Santini, D AU - Kurani, K AU - Transportation Research Board TI - OVERVIEW - CONFERENCE ON POLICIES FOR FOSTERING SUSTAINABLE TRANSPORTATION TECHNOLOGIES PY - 1999/08 IS - 492 SP - p. 1-22 AB - The 1997 conference attendees examined three broad categories of policy - pricing, regulation, and land-use planning. The lesson advocated at the conference was that one should only expect measurable impact from land use planning on transportation energy consumption and emissions if consistent policies can be maintained for long periods of time. The 1997 conference focused almost exclusively on the light duty vehicle (passenger cars and light trucks). Included in this overview is a synthesis of the Asimolar conferences of 1991, 1993, and 1995. The papers and the 1997 conference addressed the importance and potential value of three different government policy instruments: transportation fuel taxes, regulation, and research and development programs. The discussion involved the relative desirability of applying these policy instruments to three different objectives: reduction of (a) petroleum-based transportation fuels consumption, (b) criteria pollutant emissions, and (c) net greenhouse gases. U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Automobiles KW - Conferences KW - Development KW - Energy conservation KW - Energy consumption KW - Environmental protection KW - Exhaust gases KW - Fuel consumption KW - Fuel taxes KW - Greenhouse gases KW - Land use planning KW - Light trucks KW - Pollution control KW - Pricing KW - Regulations KW - Research KW - Sustainable development KW - Transportation KW - Transportation policy UR - https://trid.trb.org/view/656851 ER - TY - CONF AN - 00794739 JO - Transportation Research Circular PB - Transportation Research Board AU - NASH, C E AU - Transportation Research Board TI - THE NEXT AUTOMOTIVE REVOLUTION PY - 1999/08 IS - 492 SP - p. 36-53 AB - This paper concentrates on how motor vehicle transportation can become less environmentally damaging, demanding of natural resources, and brutal to life and limb. The question addressed is, what tools do we have to address the ill-effects of cars and trucks while enhancing the freedom and flexibility they provide? It is pointed out that three essential forces continue to shape the automobile: the push of entrepreneurs and competition; the pull of consumer demand; and the governance of adverse automotive impacts, their regulation, and other market-shaping factors. And just as these forces produced revolutions in the past, they will produce the next revolution, which will result from similar major dynamic forces such as an energy or environmental crisis, a major new market entrant, or a substantial shift in the public's transportation needs and desires. The specific confluence of those forces and the direction of the next revolution cannot be accurately predicted or yet clearly discerned. The best hope for the future of motor vehicles as a key part of sustainable transportation is for advocates to be prepared to shape the next revolution when it comes. U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Automobiles KW - Competition KW - Consumer behavior KW - Economic and social factors KW - Energy crisis KW - Environmental impacts KW - Future KW - Markets KW - Paradigm shift KW - Regulations KW - Sustainable development KW - Trucks UR - https://trid.trb.org/view/656853 ER - TY - CONF AN - 00794736 JO - Transportation Research Circular PB - Transportation Research Board AU - Transportation Research Board TI - TRANSPORTATION, ENERGY, AND ENVIRONMENT: POLICIES TO PROMOTE SUSTAINABILITY PY - 1999/08 IS - 492 SP - 275 p. AB - This circular contains presentations from the Conference on Policies for Fostering Sustainable Transportation Technologies, one of a series of biennial meetings on the general subject of transportation and energy. The presentations, which are entered individually in the TRIS database, are as follows: Overview, D. Santini and K. Kurani; Introducing More Rational Transport Pricing in Europe, K. Button; The Next Automotive Revolution, C.E. Nash; Sustainable Transportation: Analyzing the Transition to Alternative Travel Vehicles, P. Leiby and J. Rubin; Carbon-Dioxide Emissions from Travel and Freight in IEA Countries: The Recent Past and the Long-Term Future, L. Schipper and C. Marie-Lilliu; Why CAFE Worked, D.L. Greene; Congestion Pricing in the United States: A Review of Early Implementation Experience, M. Cameron; Land Use Policy and Transportation: Why We Won't Get There from Here, G. Giuliano; and 1997 Asimolar Conference Summary, D. Santini, T.E. Lipman and D. Sperling. U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Alternate fuels KW - Automotive engineering KW - Carbon dioxide KW - Conferences KW - Corporate Average Fuel Economy (CAFE) KW - Energy conservation KW - Environmental protection KW - Europe KW - Exhaust gases KW - Land use planning KW - Pricing KW - Sustainable development KW - Transportation KW - Transportation policy KW - United States UR - https://trid.trb.org/view/656850 ER - TY - CONF AN - 00794743 JO - Transportation Research Circular PB - Transportation Research Board AU - CAMERON, M AU - Transportation Research Board TI - CONGESTION PRICING IN THE UNITED STATES: A REVIEW OF EARLY IMPLEMENTATION EXPERIENCE PY - 1999/08 IS - 492 SP - p. 165-178 AB - Motor vehicle user fees of many types have been widely debated in the United States over the past decade. Recently some have begun to be implemented on an experimental basis. This paper reviews four efforts to implement congestion pricing, one variant of a family of user fees. Three of the efforts reviewed have been successful, the fourth has not. The analysis suggests three factors that explain the early success of congestion pricing: 1) it addresses both the need to finance infrastructure and reduce social costs of transportation consumption; 2) it is a flexible policy that can be tailored to solve unique transportation problems at the level of local government; 3) it is successful in those instances where it leads to an increase in travel options. The primary conclusion is that early experience with congestion pricing is promising, although large-scale implementation will necessitate a basic shift in U.S. transportation philosophy towards an acceptance of market-based policies. U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Case studies KW - Congestion pricing KW - Implementation KW - Market-based policies KW - Transportation policy KW - United States UR - https://trid.trb.org/view/656857 ER - TY - CONF AN - 00794744 JO - Transportation Research Circular PB - Transportation Research Board AU - Giuliano, G AU - Transportation Research Board TI - LAND USE POLICY AND TRANSPORTATION: WHY WE WON'T GET THERE FROM HERE PY - 1999/08 IS - 492 SP - p. 179-198 AB - The purpose of this paper is to consider the effectiveness of land use policy as an instrument for reducing environmental and other external costs associated with ownership and use of the private automobile. Emphasis is placed on the long run, since land use change is a slow process, and consequently can potentially have significant effects only in the long run. The author argues that land use change is driven by factors over which we have little policy control, and that current trends of decentralization will continue in the future. Although the link between urban form and travel behavior may be significant, it is highly unlikely that policy actions could shift urban form to patterns associated with less private vehicle travel. The paper begins by presenting some information on international trends in travel and land use patterns. Then it discusses explanatory factors associated with these trends. The final part of the paper addresses the future, and considers the potential of land use policies in the context of long run trends. U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Automobile ownership KW - Automobile travel KW - Decentralization KW - Environmental impacts KW - Future KW - Land use KW - Land use planning KW - Long range planning KW - Policy KW - Travel behavior KW - Trend (Statistics) KW - Urban form UR - https://trid.trb.org/view/656858 ER - TY - CONF AN - 00794740 JO - Transportation Research Circular PB - Transportation Research Board AU - Leiby, P AU - Rubin, J AU - Transportation Research Board TI - SUSTAINABLE TRANSPORTATION: ANALYZING THE TRANSITION TO ALTERNATIVE FUEL VEHICLES PY - 1999/08 IS - 492 SP - p. 54-82 AB - The use of motor fuels by light-duty vehicles is a major contributor to oil demand and greenhouse gas emissions. The rate of introduction of alternative fuel vehicles will be an important influence on the time path of fuel use and emissions, and the sustainability of transportation patterns. The Transitional Alternative Fuels Vehicle (TAFV) Model simulates the use and cost of alternative fuels and alternative fuel vehicles over the time period of 1996 to 2010. It is designed to examine the transitional period of alternative fuel and vehicle use. It accounts for dynamic linkages between investments and vehicle and fuel production capacity, tracks vehicle stock evolution, and represents the effects of increasing scale and expanding retail fuel availability on the effective costs to consumers. Fuel and vehicle prices and choices are endogenous. The model extends previous, long-run comparative static analyses of policies that assumed mature vehicle and fuel industries. As a dynamic transitional model, it can help to assess what may be necessary to reach mature, large scale, alternative fuel and vehicle markets, and what it may cost. Various policy cases are considered including continued ethanol subsidies, tax incentives for low greenhouse gas emitting fuels, and the absence of transitional barriers. (In particular the authors find that a tax subsidy on low greenhouse gas emission fuels equal to the current $0.54 per gallon ethanol subsidy will yield a 20% reduction in annual greenhouse gas emission by 2010.) U1 - Conference on Policies for Fostering Sustainable Transportation TechnologiesU.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett FoundationPacific Grove, California StartDate:19970817 EndDate:19970820 Sponsors:U.S. Department of Energy; U.S. Federal Highway Administration; U.S. Department of Transportation's Bureau of Transportation Statistics; University of California Transportation Center; Energy Foundation; William and Flora Hewlett Foundation KW - Alternate fuels KW - Automobiles KW - Costs KW - Ethanol KW - Forecasting KW - Fuel consumption KW - Greenhouse gases KW - Impacts KW - Incentives KW - Investments KW - Prices KW - Simulation KW - Subsidies KW - Sustainable development KW - Taxes KW - Transitional Alternative Fuels and Vehicles model KW - Transitional periods KW - Transportation KW - Transportation policy UR - https://trid.trb.org/view/656854 ER - TY - RPRT AN - 00793184 AU - Haas, C T AU - Saidi, K AU - Cho, Y-K AU - Fagerlund, W AU - Kim, H Y AU - Kim, Y-S AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION OF AN AUTOMATED ROAD MAINTENANCE MACHINE (ARMM) PY - 1999/08 SP - 102 p. AB - Crack sealing is a hazardous, costly, and labor-intensive operation. In North America, approximately $200 million is spent each year on crack sealing. Prompted by concerns of safety and cost, the University of Texas at Austin, in cooperation with the Texas Department of Transportation and the Federal Highway Administration, has developed a unique computer-guided automated road maintenance machine (ARMM) for pavement crack sealing. The current ARMM prototype, first developed in 1997, was significantly upgraded this year (1999). The main upgrades included a new aluminum gantry to replace the older steel one; a computer system, which meets industrial requirements; and a new, spring-loaded turret design. This prototype has been thoroughly tested in field trials conducted in Texas and in nine other states. The prototype's productivity was also measured during controlled experiments. These experiments demonstrated that the device is able to seal 0.67 mi (1.08 km) per workday or 444 linear ft (135 linear m) of cracks per hour. The optimum sealing productivity possible with the current prototype was also estimated at 2.32 mi (3.73 km) per workday or 765 linear ft (233 linear m) of cracks per hour. With future improvements to several of the ARMM's components, further increases in productivity will be possible. KW - Automated road maintenance machine KW - Automation KW - Field tests KW - Maintenance equipment KW - Pavement cracking KW - Productivity KW - Prototypes KW - Sealing (Technology) KW - Technological innovations KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/1515_S.pdf UR - https://trid.trb.org/view/649094 ER - TY - RPRT AN - 00789912 AU - Townsend, F C AU - Anderson, J B AU - Grajales, B AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - INSITU TESTING FOR EVALUATING LATERAL LOAD CAPACITY OF DEEP FOUNDATIONS PY - 1999/08 SP - 445 p. AB - FLPIER design software requires p-y curves to estimate the foundation lateral load resistance. Two approaches are available to obtain input parameters used to develop these curves: (1) use correlations from insitu tests [standard penetration test (SPT), cone penetration test (CPT)], or (2) develop curves directly [dilatometer (DMT), pressuremeter (PMT)]. The objectives of the research were to: (1) collect full-scale lateral load test data, and (2) evaluate the quality of FLPIER predictions using input soil parameters from SPT and CPT correlations, and DMT and PMT derived curves. A lateral load test database consisting of 28 SPT and 7 CPT data sets was developed. An evaluation of the database shows that 4 different SPT correlations for the angle of internal friction coupled with 3 different k-values, all produce similar R-values. [R-value = measured/predicted x 100%]. Therefore, little difference exists between the SPT correlation combinations, albeit the estimated k value has a greater effect on deformation. Similar combinations of CPT correlations also show little effect among the commonly used correlations. SPT predictions are quite conservative at low load levels (R-values approx. 53%); and remain conservative (R-values approx. 87%) at high load levels. Also, the scatter (standard deviation) is high (approx. 40%). CPT evaluations gave unconservative predictions (R-values approx. 105 to 154%). In addition, the scatter (standard deviation) is high (approx. 34 to 74%). Four case histories, in which the University of Florida participated, involved insitu test specific p-y curves (DMT and PMT). For low load levels (25-50% of ultimate) DMT derived p-y curves best-predicted field behavior (R-values approx. 97 to 107%). However, at higher load levels the predictions become slightly unconservative (R-values approx. 120%). PMT derived p-y curves are slightly conservative (R-values approx. 81 to 87%) at low load levels (< 50% ultimate). At higher loads, field behavior is predicted accurately (R-values approx. 98-103%). KW - Accuracy KW - Bearing capacity KW - Case studies KW - Cone penetrometers KW - Databases KW - Deep foundations KW - Dilatometers KW - Field tests KW - Lateral loads KW - Load tests KW - Mathematical prediction KW - P-Y curves KW - Pile foundations KW - Pressure gages KW - Software KW - Soil penetration test UR - https://trid.trb.org/view/648058 ER - TY - SER AN - 00789191 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - EYE-ACTIVITY MEASURES OF FATIGUE AND NAPPING AS A FATIGUE COUNTERMEASURE PY - 1999/08 SP - 4 p. AB - Commercial motor vehicle (CMV) driver inattention, particularly that due to fatigue, is widely recognized as an important safety issue in the transportation industry. This tech brief summarizes an Office of Motor Carrier and Highway Safety study to investigate the potential of an eye tracking system for detecting reduced driver alertness, and to determine the impact of preventative napping on driver alertness and performance. The complete final report will be available from the National Technical Information Service. KW - Alertness KW - Commercial vehicle operations KW - Countermeasures KW - Eye fixations KW - Eye movements KW - Fatigue (Physiological condition) KW - Measurement KW - Motor carriers KW - Naps KW - Performance KW - Sleep KW - Truck drivers UR - http://ntl.bts.gov/lib/10000/10100/10106/tb99-010.pdf UR - http://ntl.bts.gov/lib/10000/10100/10106/tb99-010.pdf UR - https://trid.trb.org/view/650819 ER - TY - RPRT AN - 00789921 AU - Bishara, Safwat W AU - Robertson, R E AU - McReynolds, R L AU - MAHONEY, D AU - Kansas Department of Transportation AU - Federal Highway Administration TI - RAPID AND SIMPLE METHOD FOR BINDER OXIDATIVE AGING PY - 1999/08 SP - 36 p. AB - A rapid and simple method for simulating binder aging is presented. Using the eight Strategic Highway Research Program (SHRP) core asphalts, treating neat asphalt with microwave radiation for 7 hr and 20 min at 143 deg C and 440 psi (3034 kPa) yields a residue equivalent to that of "RTFOT + PAV." To test ability of microwave energy (dielectric heating) to simulate "RTFOT + PAV" aging (conductive heating), six different tests were used to compare physical, chemical, and physicochemical changes resulting from the two modes of aging. The six tests are: intermediate-temperature stiffness, low-temperature stiffness, asphaltene content, high-performance size exclusion chromatography (HPSEC), asphalt relative total polarity, and infrared spectroscopy. Conductive heating (PAV, with or without RTFOT) under the conditions of microwave treatment (7 hr and 20 min at 143 deg C and 300 psi (2069 kPa) - for safety, 440 psi (3034 kPa) could not be used with PAV) yields a residue that shows clumping in the pan, and nonhomogeneity that prevented rheological testing. Therefore, conductive heating cannot replace dielectric heating for rapid aging. Alternatively, applying dielectric heating at the Superpave conditions of 20 hr at 100 deg C and 300 psi (2069 kPa), gives rheological changes equivalent to those produced by both the RTFOT plus the 20 hr of PAC at similar conditions. Thus, dielectric heating enhances oxidation even at 100 deg C. The enhancement is more pronounced at higher temperatures (143 deg C) with a 70% saving of time. KW - Aging (Materials) KW - Binders KW - Microwaves KW - Oxidation UR - http://ntl.bts.gov/lib/16000/16300/16309/PB2000103392.pdf UR - http://ntl.bts.gov/lib/7000/7500/7568/789921.pdf UR - http://ntl.bts.gov/lib/9000/9400/9464/KS-99-5.pdf UR - https://trid.trb.org/view/648067 ER - TY - SER AN - 00789186 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - MOTOR CARRIER SCHEDULING PRACTICES PY - 1999/08 SP - 2 p. AB - The Federal Highway Administration's Office of Motor Carrier and Highway Safety began a 4-year research project in September 1997 to evaluate the role of motor carrier scheduling practices in interstate commercial motor vehicle (CMV) driver fatigue. This study seeks to: (1) assess the operational scheduling requirements of interstate motor carriers of passengers and property that affect CMV driver fatigue; and (2) identify carrier scheduling and related safety practices that have a positive effect on safety performance. The focus of the study is on the management processes and activities associated with driver scheduling and on commercial vehicle driving environments. KW - Commercial vehicle operations KW - Commercial vehicles KW - Drivers KW - Driving environments KW - Fatigue (Physiological condition) KW - Interstate transportation KW - Management KW - Motor carriers KW - Performance KW - Scheduling KW - Truck drivers UR - http://permanent.access.gpo.gov/lps19595/tb99-016.pdf UR - https://trid.trb.org/view/650814 ER - TY - RPRT AN - 00789835 AU - McDonald, S M AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - PROTOTYPE DEMONSTRATION OF A GEOGRAPHIC INFORMATION SYSTEM APPLICATION FOR THE SEASONAL ANALYSIS OF TRAFFIC DATA, DEVELOPMENT OF SEASONAL FACTORS AND SEASONAL ADJUSTMENT OF ROADWAYS PY - 1999/08 SP - 158 p. AB - The Traffic Survey Unit plans to establish a methodology in which it can assign each Portable Traffic Counter station a seasonal group profile through a means of statistical and geographical analysis. An ArcView Geographic Information System (GIS) application was programmed to allow the traffic survey sites to be analyzed by their spatial nature as well as by their statistical profiles. This program was created using the Avenue programming language. The program offers a user-friendly GIS interface that can aid analysts with updating the current seasonal groupings for traffic survey points across North Carolina. The user is able to select a site and display an attribute table listing its current seasonal assignment, its new seasonal assignment based on the best "best guess" as determined by the statistical analysis, and all the "best guesses" determined by that analysis. The user is also able to summon displays of the seven Seasonal Profiles, and the graphs and charts produced by the statistical analysis. Finally, the user is able to update the new seasonal assignment based on the results of the statistical analysis and its geographical proximity to the other stations, highways, and municipalities. KW - Adjustment factors KW - Geographic information systems KW - Seasons KW - Statistical analysis KW - Traffic counts KW - Traffic surveys UR - http://ntl.bts.gov/lib/15000/15800/15880/PB2000101400.pdf UR - https://trid.trb.org/view/647985 ER - TY - RPRT AN - 00784639 AU - Grist, R R AU - Williams, S K AU - Finnen, E AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF A METHODOLOGY FOR DETERMINING OPTIMUM LOCATIONS FOR WILDLIFE CROSSINGS ON STATE HIGHWAYS USING A GEOGRAPHIC INFORMATION SYSTEMS APPROACH, WITH APPLICATION TO KEY DEER ON BIG PINE KEY, FLORIDA PY - 1999/08 SP - 36 p. AB - The purpose of this study was to identify optimum locations for key deer crossings and corridors on Big Pine Key, Florida, using a geographic information systems (GIS) approach. The model developed is very specific to key deer; however, the model can be adapted for other sites and species. The model is a simple and flexible series of analytical questions. GIS models such as the one in this report could be of great benefit to future Florida Department of Transportation sites, if adapted correctly. If key deer crossings are located correctly and are at locations that provide economically feasible links to important habitat, then the biggest benefit of this study will be a reduction of key deer road mortality. In addition, this study provides data that can be used to analyze and evaluate a range of future planning decisions (beyond just that of placing crossings). The data can serve as a basis for long term acquisition, design, and management plans. KW - Benefits KW - Big Pine Key (Florida) KW - Decision making KW - Deer KW - Geographic information systems KW - Habitat (Ecology) KW - Location KW - Road kill KW - State highways KW - Strategic planning KW - Wildlife KW - Wildlife crossings UR - http://ntl.bts.gov/lib/15000/15800/15869/PB2000101308.pdf UR - https://trid.trb.org/view/637072 ER - TY - RPRT AN - 00784630 AU - Cook, R A AU - Lybas, J M AU - Bevilacqua, A M AU - McIntyre, J A AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - USE OF PRECAST CONCRETE DECK PANELS: SUMMARY OF RESEARCH - PANEL TYPES I, II, AND III PY - 1999/08 SP - 25 p. AB - The objective of this research was to investigate the feasibility of using precast concrete deck panels in place of traditional formwork for AASHTO girder type bridges. The precast deck panels span between girders, support the weight of a topping slab, and act as a composite unit with a topping slab in order to resist live loads. This research focused specifically on new joint details not used elsewhere. A two part testing program was established in order to investigate the structural adequacy of the new systems. The first set of tests examined the strength of the precast panel itself under construction loads, with specific attention to the support detail. The second set of tests dealt with the behavior of the total composite system under service, cyclic, and ultimate loads. All tests were designed to produce the most severe loading conditions at the panel to girder joint. Three types of panels were investigated. Type I incorporated a notched support scheme at the panel and girder flange joint. In Type II, steel angles were used to suspend the panel from the girder flange (this type was not pursued to a full composite test). Type III utilized a constant thickness panel supported directly on the girder flange (i.e., no bearing material). In all cases, welded wire fabric was used exclusively for the reinforcement. Results indicate that Types I and III provide viable systems for precast concrete deck panels. A summary of the test results for all three types of panels is presented in this report. Detailed information on the full testing program for each panel type can be found in the references. KW - Bridge decks KW - Formwork KW - Girder bridges KW - Joints (Engineering) KW - Load tests KW - Panels KW - Precast concrete KW - Reinforcement (Engineering) KW - Structural adequacy KW - Testing KW - Welded wire fabrics UR - http://ntl.bts.gov/lib/22000/22200/22230/PB99169385.pdf UR - https://trid.trb.org/view/637063 ER - TY - RPRT AN - 00784633 AU - Herbsman, Z J AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - THE APPLICATION OF LINEAR SCHEDULING IN THE FDOT CONSTRUCTION OPERATION PY - 1999/08 SP - 167 p. AB - The Florida Department of Transportation (FDOT) has put a lot of emphasis in recent years on scheduling. Project completion is an essential element in today's environment of the 3R (repair, rehabilitation, reconstruction) projects. In the past, the FDOT used bar charts and the Critical Path Method (CPM) as major tools in scheduling construction projects. Those techniques are suitable for many types of projects, however, they do not fit for linear projects. This research describes a technique called linear scheduling and its application for FDOT construction operations. After analyzing a few case studies it was found that this technique is very efficient for the scheduling of linear projects. There is, however, a need for computer software to assist the scheduling engineer in preparing linear charts. The report describes the software that was developed by the research and its documentation. KW - Case studies KW - Charts KW - Computer program documentation KW - Construction scheduling KW - Critical path method KW - Florida KW - Linear scheduling KW - Software KW - State departments of transportation UR - https://trid.trb.org/view/637066 ER - TY - RPRT AN - 00784611 AU - Kranc, S C AU - Cromwell, C J AU - Rabens, C J AU - Stolts, A O AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - HYDRAULIC PERFORMANCE OF A STORMWATER FACILITY OUTFALL STRUCTURE PY - 1999/08 SP - 34 p. AB - This report details a performance analysis of a new outlet control structure proposed for use by the Florida Department of Transportation. This attenuator comprises a skimmer and weir, enclosed in standard precast elements, to protect against mowing accidents and vandalism. An analysis of the hydraulic performance of the attenuator was formulated and compared to a one-quarter scale physical model study. These results were then used to predict full scale performance. KW - Attenuation (Physics) KW - Drainage structures KW - Hydraulics KW - Outlet control structures KW - Performance KW - Runoff KW - Scale models UR - http://ntl.bts.gov/lib/22000/22200/22225/PB99169336.pdf UR - https://trid.trb.org/view/637044 ER - TY - JOUR AN - 00784556 JO - Product Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - WORKING WITH YOUR FWD CALIBRATION CENTER VIDEOTAPE PY - 1999/08 SP - 1 p. AB - The Strategic Highway Research Program and the Long Term Pavement Performance (LTPP) program developed a set of standardized falling weight deflectometer (FWD) calibration procedures and also set up four regional FWD calibration centers. To help highway agencies better understand FWD calibration procedures, LTPP produced a videotape in 1997 that explains the how and why of LTPP's FWD calibration procedures. This Product Brief describes the FWD videotape and explains who can benefit from it. KW - Calibration KW - Falling weight deflectometers KW - Long-Term Pavement Performance Program KW - Strategic Highway Research Program KW - Videotapes UR - https://trid.trb.org/view/639975 ER - TY - JOUR AN - 00784557 JO - Product Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - VIDEOTAPES EXPLAIN THE HOW AND WHY OF LTPP'S REVISED RESILIENT MODULUS LABORATORY TESTS AND PROCEDURES PY - 1999/08 SP - 2 p. AB - The Long Term Pavement Performance (LTPP) program developed a standardized laboratory procedure to measure the resilient modulus of subgrade materials, along with a related laboratory startup and calibration verification procedure. To help highway agencies understand the new procedure, three videotapes have been produced by the Federal Highway Administration through a cooperative agreement with the Minnesota Department of Transportation. The videotapes explain the how and why of LTPP's revised resilient modulus laboratory tests and procedures. This Product Brief describes the resilient modulus videotapes and discusses who can benefit from them. KW - Calibration KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Modulus of resilience KW - Subgrade materials KW - Test procedures KW - Videotapes UR - https://trid.trb.org/view/639976 ER - TY - RPRT AN - 00784535 AU - Federal Highway Administration TI - FINANCING FEDERAL-AID HIGHWAYS. AUGUST 1999 EDITION PY - 1999/08 SP - 79 p. AB - Because of a continuing demand for information concerning the financing of Federal-aid highways, the Federal Highway Administration (FHWA) prepared a report, "Financing Federal-Aid Highways," in January 1974 to describe the basic process involved. The report was modified and updated in June 1976, May 1979, October 1983, November 1987, and May 1992. These updates were prepared following enactment of new highway or surface transportation acts to reflect changes made by those acts. Enactment of Public Law 105-178, the Transportation Equity Act for the 21st Century (TEA-21), has made it necessary to update the May 1992 version to incorporate the significant changes in financing procedures brought about by that act. As with previous versions, this report follows the financial process from inception in an authorization act to payment from the Highway Trust Fund (HTF), and includes a discussion of the congressional and Federal agency actions that occur throughout. The contents are organized as follows: Introduction; Authorization Act; Federal-aid Financing Procedures; Limitation on Obligations; Appropriations; The Highway Trust Fund; and Appendices. KW - Appropriations KW - Federal aid highways KW - Financing KW - Highway Trust Fund KW - Transportation Equity Act for the 21st Century UR - http://www.fhwa.dot.gov/reports/fifahiwy/finfahwy.pdf UR - http://ntl.bts.gov/lib/8000/8300/8365/finfahwy.pdf UR - https://trid.trb.org/view/636986 ER - TY - RPRT AN - 00784530 AU - Shing, P B AU - Abu-Hejleh, N AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - CRACKING IN BRIDGE DECKS: CAUSES AND MITIGATION PY - 1999/08 SP - 76 p. AB - This report summarizes the findings of a study whose primary objectives are to determine the cause of extensive transverse cracking that has been observed in some existing bridge decks, and to identify the change of material specifications and construction practice that is necessary to reduce the severity of deck cracking. To achieve these goals, recent studies on the cause of bridge deck cracking were reviewed, an experimental study was conducted to compare the shrinkage properties of different concrete mixes, and the current material and design specifications and construction practice adopted by the Colorado Department of Transportation (CDOT) were reviewed to identify areas that need improvement. A survey was conducted on seven newly constructed bridges to examine the extent of cracking in concrete decks that were constructed with the different mix designs and curing procedure that were currently used by CDOT. Based on the literature review, factors that influence deck cracking have been identified. Ways to improve existing concrete mixes to reduce the severity of deck cracking have been proposed. Further studies are recommended to develop and evaluate improved concrete mixes that can reduce deck cracking. A new mix, termed class DSL, is recommended in this report. It is suggested that the performance of selected bridge decks be systematically monitored over a duration of one year or more to assess the severity of the deck cracking problem with the concrete mixes currently being used by CDOT and to evaluate the effectiveness of new mix designs that are to be developed and tested, including class DSL. KW - Bridge decks KW - Cement content KW - Concrete KW - Concrete curing KW - Construction management KW - Fly ash KW - Materials KW - Mix design KW - Shrinkage KW - Silica fume KW - Specifications KW - Transverse cracking UR - http://ntl.bts.gov/lib/15000/15900/15907/PB2000101674.pdf UR - https://trid.trb.org/view/636981 ER - TY - RPRT AN - 00780259 AU - Carey, J AU - Jason Carey AU - Arizona Department of Transportation AU - Federal Highway Administration TI - 1999 UPDATE OF THE ARIZONA HIGHWAY COST ALLOCATION STUDY PY - 1999/08 SP - 90 p. AB - The purpose of this report was to update the Arizona highway cost allocation study and to evaluate the alternative of using the new Federal Highway Administration (FHWA) cost allocation model as a replacement. The update revealed that the repeal of Arizona's weight-distance tax has led to a decrease in the payments made by the largest vehicles. As a result, these vehicles are now projected to pay less than their full cost responsibility over the 1999 through 2003 program years. Meanwhile, lighter vehicles will continue to pay more than their full cost responsibility over this same time period. Efforts to use the new FHWA cost allocation model were thwarted by the requirement for data inputs that are not readily available. This data requirement argues against using this new model. It will not be a tool that is easy for state departments of transportation (DOTs) to employ in trying to estimate cost responsibilities and payment ratios by vehicle classes and weights. As an alternative, this project developed a simplified model that provides reasonable estimates of cost responsibility ratios. The simplified model uses readily available data and can be implemented by state DOTs without the assistance of external consultants. It is recommended that the Arizona DOT use the simplified model for future highway cost allocation updates and that the previously planned "phase 2" of this project be modified to entail a FY 2000-2004 update using both the existing Arizona highway cost allocation model and the simplified model and that a detailed users' manual for the simplified model be drafted for future reference. KW - Arizona KW - Cost allocation KW - Data needs KW - Estimates KW - Heavy vehicles KW - Light vehicles KW - Mathematical models KW - State highways KW - Updates UR - http://ntl.bts.gov/lib/15000/15700/15765/PB2000100719.pdf UR - https://trid.trb.org/view/509218 ER - TY - RPRT AN - 00778838 AU - Brown, W W AU - Nee, J AU - Ishimaru, J AU - Hallenbeck, M E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - HOV LANE PERFORMANCE MONITORING: 1998 ANNUAL REPORT PY - 1999/08 SP - 159 p. AB - High occupancy vehicle (HOV) lanes, also known as carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ridesharers, and motorcycles that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time and experiencing greater travel time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes, as well as the lanes' violation rates. This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 1998. It presents an analysis of data collected to describe the number of people and vehicles that use those lanes, the reliability of the HOV lanes, travel time savings in comparison to GP lanes, violation rates, and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area and in planning for other HOV facilities. Descriptions of the tool set and methodology for analyzing HOV facility usage and performance in terms of vehicle and person throughput, travel time, and speed and reliability measures are provided in a separate report titled "Evaluation Tools for HOV Lanes Performance Monitoring." Other relevant supplemental information, such as historical quarterly occupancy and probe vehicle speed data, is available from the HOV report Web site at . KW - Annual reports KW - High occupancy vehicle lanes KW - Highway capacity KW - Impact studies KW - Monitoring KW - Performance KW - Planning KW - Public opinion KW - Puget Sound Region KW - Savings KW - Traffic violations KW - Travel time KW - Washington (State) UR - http://depts.washington.edu/trac/bulkdisk/pdf/473.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/473.2.pdf UR - https://trid.trb.org/view/508715 ER - TY - RPRT AN - 00778839 AU - Nee, J AU - Ishimaru, J AU - Hallenbeck, M E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - EVALUATION TOOLS FOR HOV LANE PERFORMANCE MONITORING PY - 1999/08 SP - 54 p. AB - This report describes the evaluation approach and the process for acquiring data, performing analysis, and presenting output with a new analytical tool set for measuring high occupancy vehicle (HOV) facility usage and performance in the central Puget Sound region. Specifically, the tool set includes the programs CDR (Compact disc Data Retrieval), CDR Auto, CDR Analyst, and associated utilities designed to produce graphical output. A description of the available analysis tools is provided. Because data collection and analysis procedures for many of the existing measures, such as average car occupancy (ACO), speed, and travel time (using Baseline and HOVTT methods), as well as HOV violations and a public opinion survey, were documented extensively in the previous HOV evaluation and monitoring reports, they are not covered in this report. For related information, please refer to the previous documents, as well as to the project's Web site at . For performance results of the HOV facility, please refer to the annual HOV lane performance monitoring report. KW - Computer graphics KW - Computer programs KW - Data collection KW - High occupancy vehicle lanes KW - Monitoring KW - Performance KW - Puget Sound Region KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/473.2.pdf UR - https://trid.trb.org/view/508716 ER - TY - RPRT AN - 00771261 AU - Wilson, J AU - Martens, Karel AU - FISCHER, D AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - PULVERIZE, MILL & RELAY ASPHALTIC PAVEMENT & BASE COURSE: CONSTRUCTION REPORT PY - 1999/08 SP - 22 p. AB - For this study, Pulverize Mill & Relay (a technique in which the full flexible pavement section and a portion of the base course are pulverized, crushed, blended and compacted to form a base for new asphalt) was used to reconstruct a section of State Highway 54 in Outagamie County. Four main test sections were constructed and data gathered and analyzed for field densities, proctor densities, moisture, compaction equipment used and lift thickness. Moisture and density data were collected on thick full-depth compacted test sections 280 mm (11 in.) and compared to split-lift compacted control sections of the same final thickness. In this case study, the use of a rubber tired roller as the primary compactor did not achieve sufficient densities for the 280 mm (11 in.) full depth test sections as compared to all other test sections that used a vibratory steel pads foot roller as the primary compactor. The vibratory pads foot roller needs to work the material before other compaction equipment compacts the top few centimeters in order to achieve sufficient densities. The use of a vibratory pads foot roller on full depth test sections (254 mm, 10 in.) appears to achieve satisfactory densities. Part of this project was mill only where the top 30 mm (1.2 in.) of the asphaltic pavement was milled and repaved with a 40 mm (1.6 in.) lower layer and a 40 mm (1.6 in.) upper course. This section will be monitored for pavement performance (pavement distress and ride) and compared to the sections that were pulverized full depth. Findings from this study will be used to refine the Pulverize/Mill and Relay Asphaltic Pavement and Base Course Special Provision, more specifically, to verify if the provisions are adequate regarding thicker lifts as they relate to compaction equipment used. In addition, minimum density requirements in the form of a performance specification will likely be addressed in the final report. KW - Asphalt pavements KW - Base course (Pavements) KW - Comminution KW - Compaction KW - Density KW - Milling KW - Moisture content KW - Outagamie County (Wisconsin) KW - Reconstruction KW - Rollers KW - State highways KW - Test sections KW - Thickness KW - Vibratory compaction UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-05-98pulverize1.pdf UR - https://trid.trb.org/view/488351 ER - TY - RPRT AN - 00771254 AU - South, J M AU - Illinois Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF MECHANIZED CONSOLIDATION OF BRIDGE DECK CONCRETE IN ILLINOIS PY - 1999/08 SP - 39 p. AB - Mechanized methods of vibratory concrete consolidation were used on all or part of fourteen bridge decks in Illinois from 1996 to 1998. The method used on twelve decks consisted of vertical insertion of vibrators in a grid pattern. A transverse drag-through process was used on two decks. Cores were analyzed from decks of both types and compared with cores from conventionally poured decks in order to measure differences in entrapped air voids and in-place density. Based on statistical analysis, the grid pattern method was found to be significantly better than both the drag-through and conventional methods for reducing entrapments per sq in. (6.45 sq cm) and increasing in-place density. The drag-through method was found to be better than the conventional method for reducing entrapments, but no difference was found for density. Segregation was found in the drag-through cores, but not for either the grid pattern or the conventional method. Some problems were noted on construction sites, mainly having to do with increased weight of the finishing machine and the effect of greater vibration intensity on superplasticized concrete. Costs associated with use of the grid pattern method were approximately $5.50 per sq yd (0.836 sq m)of bridge deck. A revised specification and guidelines for use are presented. KW - Air voids KW - Bridge decks KW - Concrete KW - Consolidations KW - Construction KW - Costs KW - In place density KW - Specifications KW - Vibration UR - http://ntl.bts.gov/lib/22000/22200/22274/PB99172850.pdf UR - https://trid.trb.org/view/488344 ER - TY - RPRT AN - 00771262 AU - Johnson, K A AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - PILOT TESTING OF A QUALITY MANAGEMENT PROVISION FOR CONCRETE PAVEMENT PY - 1999/08 SP - 32 p. AB - In 1997, the Wisconsin Department of Transportation (WisDOT) piloted a new Quality Management Program (QMP) provision for concrete pavement. This provision provides for contractor test results as the primary means of material acceptance. Piloting was performed on five projects by five different contractors in four WisDOT Districts. Piloting entailed performing the selected tasks of the new provision in parallel with the original contracted pavement provisions. This allowed for trial use of the sampling, testing, documentation and Quality Control Plan portions of the new provision with contract administration and payment based on the original provisions. Elements of the new QMP provision that were tested included: a contractor quality control plan; aggregate gradation testing; aggregate moisture and ratio of water to cementitious material measurement; air content measurements; statistical evaluation of 28-day compressive strengths; thickness determination by contractor probing; pavement cracking criteria; and profilograph measurements. Following the provision piloting, feedback was solicited from the contractor and Department staffs involved with the pilot projects. Refinements were made to the provision, based on project feedback. Those involved with the pilot projects agreed that the provision will lead to increased contractor pride, better relationships between contractors and WisDOT, a higher quality product, and better construction control and material documentation. In 1999, the Department plans to use the provision on at least two projects in each of the Department's eight districts. KW - Acceptance tests KW - Aggregate gradation KW - Air content KW - Compressive strength KW - Concrete pavements KW - Concrete tests KW - Construction KW - Contractors KW - Materials tests KW - Moisture content KW - Pavement cracking KW - Profilographs KW - Quality control KW - Specifications KW - Thickness KW - Water cement ratio UR - http://wisdotresearch.wi.gov/wp-content/uploads/wispr-04-99qualitymgmt.pdf UR - https://trid.trb.org/view/488352 ER - TY - RPRT AN - 00769489 AU - Lane, D S AU - Ozyildirim, C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - COMBINATIONS OF POZZOLANS AND GROUND, GRANULATED BLAST-FURNACE SLAG FOR DURABLE HYDRAULIC CEMENT CONCRETE PY - 1999/08 SP - 22 p. AB - Hydraulic cement concretes were produced using pozzolans and ground, granulated, blast-furnace slag to investigate the effect of these materials on durability. The pozzolans used were an ASTM C 618 Class F fly ash with a low lime content and a dry, densified silica fume. The slag was an ASTM C 989 Grade 120 material. Concretes with a fixed cementitious materials content of 377 kg/cu m and water-to-cementitious materials ratio (w/cm) were produced with an ASTM C 150 Type I/II cement and pozzolans or slag. The following replacement levels were used: fly ash: 0, 15, 20, 25, and 35 percent; silica fume: 2.5, 5, and 7 percent; and slag: 25, 35, 50, and 60 percent. Concretes were also produced by combining small amounts of silica fume with small amounts of fly ash or slag. The concretes were evaluated for strength, electrical resistance (ionic transport, permeability), drying shrinkage, resistance to freezing and thawing, and resistance to alkali-silica reaction (ASR)-related expansions. Early-age strengths and resistance to freezing and thawing were compromised by high replacement levels of fly ash or slag, although the use of a constant w/cm may have exaggerated these responses. Concrete durability, as indicated by electrical resistance and resistance to ASR, was greatly improved by increasing the pozzolan or slag content. Use of ternary blends produced the desired property levels while maintaining the necessary durability characteristics. KW - Alkali silica reactions KW - Cement content KW - Concrete KW - Durability KW - Fly ash KW - Freeze thaw durability KW - Hydraulic cement KW - Pozzolan KW - Resistance (Electricity) KW - Shrinkage KW - Silica fume KW - Slag KW - Strength of materials KW - Water cement ratio UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r1.pdf UR - http://ntl.bts.gov/lib/22000/22100/22187/PB99167066.pdf UR - https://trid.trb.org/view/503396 ER - TY - RPRT AN - 00769472 AU - Roberts, G E AU - Amrol, J J AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - CONCRETE COVER DETERMINATION USING GROUND PENETRATING RADAR (GPR) PY - 1999/08 SP - 15 p. AB - Since 1992, the New Hampshire Department of Transportation (NHDOT) has utilized a quality control/quality assurance (QC/QA) specification for construction of new reinforced concrete bridge decks. Under this specification, the Contractor's payment is based on certain measured attributes, including the depth to reinforcing steel (concrete cover). Originally, the NHDOT utilized a limited-production device known as a rolling pachometer to measure the concrete cover. When this instrument was no longer serviceable, a need arose to find a suitable replacement device. Ground penetrating radar (GPR) was identified as a potential measuring device for concrete cover. The NHDOT partnered with Geophysical Survey Systems, Inc. of Salem, New Hampshire to develop a ground-coupled radar device for this use. To evaluate the effectiveness, accuracy and precision of the unit, the NHDOT collected GPR data from 53 locations at 12 sites and compared it to actual measurements obtained by drilling into the decks. After technicians gained experience using the device, all GPR predictions were accurate to within 3 mm of actual measured depths. The mean deviation between predicted and measured values was 1.95 mm for the study. The GPR data correlated with the actual measured depths with a correlation coefficient of 0.98 and a standard error of estimate of 2.2 mm. Multiple runs with the GPR device produced a maximum standard deviation of 2.15 mm. The NHDOT believes that these data support the use of GPR for measuring concrete cover, and has implemented the technology through its QC/QA specification for concrete bridge decks. KW - Accuracy KW - Bridge decks KW - Concrete KW - Construction KW - Correlation analysis KW - Cover depth KW - Ground penetrating radar KW - Measurement KW - New Hampshire KW - Payment KW - Precision KW - Quality assurance KW - Quality control KW - Specifications KW - Standard deviation KW - Thickness UR - https://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/12845_report.pdf UR - https://trid.trb.org/view/503380 ER - TY - RPRT AN - 00769421 AU - Tignor, S C AU - Brown, L L AU - Butner, J L AU - CUNARD, R AU - Davis, S C AU - Hawkins, H G AU - Fischer, E L AU - Kehrli, M R AU - Rusch, P F AU - Wainwright, W S AU - American Trade Initiatives AU - Federal Highway Administration TI - INNOVATIVE TRAFFIC CONTROL TECHNOLOGY AND PRACTICE IN EUROPE PY - 1999/08 SP - 116 p. AB - This summary report describes a May 1998 transportation technology scanning tour of four European countries. The tour was co-sponsored by the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), and the Transportation Research Board (TRB). The tour team consisted of 10 traffic engineers who visited England, France, Germany, and Sweden to observe traffic control devices and methodology and to determine if any European practices should and could be recommended for use in the United States. Team members included representatives from FHWA, TRB, Texas Transportation Institute, Montgomery County (Maryland), and the state departments of transportation of Oregon, Utah, Virginia, and Wisconsin. This report is organized into five key chapters: Traffic Control Devices; Freeway Control; Operational Practices; Information Management; and Administrative Practices. The material within chapters falls within two categories: Primary Findings and Other Observations. The team noted a number of traffic control practices, from signing to speed control to information management that were being effectively used by the Europeans. Team members believe that many of these innovations could and should be introduced on U.S. streets and highways. Among the devices and practices recommended for further study for U.S. adoption are specific freeway pavement markings, variable speed control, lane control signals, intelligent speed adaption, innovative intersection control, and variable message signs that incorporate pictograms. The report includes statements for proposed research problems. KW - Administrative procedures KW - England KW - Europe KW - France KW - Freeways KW - Germany KW - Highway operations KW - Information management KW - Innovation KW - Intelligent speed adaptation KW - Lane use control signals KW - Pictograms KW - Recommendations KW - Road markings KW - Signalized intersections KW - Study tours KW - Sweden KW - Traffic control KW - Traffic control devices KW - Variable message signs KW - Variable speed control UR - http://international.fhwa.dot.gov/Pdfs/Innovtce.pdf UR - http://ntl.bts.gov/lib/8000/8500/8540/innovtce.pdf UR - https://trid.trb.org/view/503329 ER - TY - RPRT AN - 00784621 AU - Shen, L D AU - Zhao, F AU - Ospina, D I AU - Florida International University, Miami AU - Florida Department of Transportation AU - Federal Highway Administration TI - ESTIMATION OF ANNUAL AVERAGE DAILY TRAFFIC FOR OFF-SYSTEM ROADS IN FLORIDA PY - 1999/07/28 SP - 86 p. AB - This study investigated the possibility of establishing one or more models for estimating Annual Average Daily Traffic (AADT) for off-system roads in Florida. It is intended by the Florida Department of Transportation that once such models are developed, important variables that contribute to AADT may be identified and their impact on AADT may be quantified. As a result, a matrix or a classification method may be developed for grouping roads into different categories. Roads in each category would possess similar characteristics. AADT may then be estimated for roads that do not have traffic counts based on those on other roads in the same category. The issues addressed in this research were data availability, data collection and processing, suitability of various data for model development, choice of modeling techniques, model accuracy, model applications, and model improvements. This report presents the results of this research. KW - Annual average daily traffic KW - Data collection KW - Estimating KW - Florida KW - Highway classification KW - Highways KW - Information processing KW - Mathematical models KW - Off-system roads UR - http://ntl.bts.gov/lib/22000/22100/22139/PB99164634.pdf UR - https://trid.trb.org/view/637054 ER - TY - RPRT AN - 00780275 AU - Adams, E E AU - Curran, A R AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - PROOF OF CONCEPT FOR PREDICTION OF PAVEMENT TEMPERATURE: A TACTICAL DECISION AID FOR HIGHWAY SAFETY PY - 1999/07/09 SP - 17 p. AB - A thermal-mapping program dubbed WinTherm/RT (Windows based Thermal Model for Road Temperature) was developed in this study. The computational highway thermal map is an outgrowth of software developed for the U.S. military to determine the infrared signature of vehicles. This concept uses planar elements of finite thickness called facets to define the geometry. The model developed in this study utilizes U.S. Geological Survey (USGS) digital elevation maps (DEM) and superimposes onto them the highway location. Thermal properties associated with the highway and landscape surrounding it can be assigned. A study plot along I-90 on the west side of Bozeman pass was constructed in this manner. Solar zenith angle, sky view factors, surface to surface radiation exchange and shadowing are taken into account. However, the influence of shadowing in the current algorithm uses a graphical approach that is not producing satisfactory results. This is thought to be the result of the scale necessary for the terrain modeling. In a follow on study this will be replaced with a ray-tracing scheme in order to address the problem. Although data acquisition from the Remote Weather Information System (RWIS) proved problematic, sufficient information was acquired to yield very promising results. KW - Highway safety KW - Montana KW - Pavements KW - Road weather information systems KW - Surface temperature KW - Thermal mapping UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/pavement_proof.pdf UR - http://ntl.bts.gov/lib/15000/15900/15928/PB2000101737.pdf UR - https://trid.trb.org/view/509235 ER - TY - ABST AN - 01459656 TI - Guidelines for Geofoam Applications in Embankment Projects AB - The objective of this research is to develop guidelines, including new test methods, design and analysis procedures, and construction specifications, for the use of geofoam as a super-lightweight fill in embankments and bridge approaches over soft ground. KW - Analysis KW - Bridge approaches KW - Construction KW - Design KW - Embankments KW - National Cooperative Highway Research Program KW - Research projects KW - Specifications KW - Test procedures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=707 UR - https://trid.trb.org/view/1227871 ER - TY - ABST AN - 01459657 TI - Thermally Sprayed Metallic Coatings to Protect Steel Pilings AB - The objective of the project is to develop a guide, for consideration and adoption by AASHTO, that addresses the application of thermally sprayed metallic coatings for the protection of new steel pilings in immersion and splash zones. KW - Coatings KW - Corrosion protection KW - National Cooperative Highway Research Program KW - Piles (Supports) KW - Protective coatings KW - Research projects KW - Steel UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=706 UR - https://trid.trb.org/view/1227872 ER - TY - ABST AN - 01459614 TI - Integral Connections of Steel Bridge Structures AB - The objective of this research is to develop recommended details, design methodologies, and specifications for integral connections of steel superstructures to concrete substructures. KW - Bridge substructures KW - Bridge superstructures KW - Concrete bridges KW - Design KW - National Cooperative Highway Research Program KW - Research projects KW - Steel structures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=340 UR - https://trid.trb.org/view/1227829 ER - TY - RPRT AN - 01396498 AU - Jiang, Y J AU - Tayabji, S D AU - United States. Federal Highway Administration (FHWA). Office of Infrastructure R&D TI - Analysis of time domain reflectometry data from LTPP seasonal monitoring program test sections: final report PY - 1999/07 IS - FHWA-RD-99-115 SP - 192p KW - Computer program KW - Computer programs KW - Density KW - Measurement KW - Measurement KW - Moisture content KW - Moisture content KW - Pavement performance KW - Pavement performance KW - Pavement properties KW - Pavement testing KW - Pavements KW - Physical properties KW - Season KW - Seasons KW - Tests for suitability, service and quality UR - https://trid.trb.org/view/1164275 ER - TY - RPRT AN - 01062289 AU - Federal Highway Administration TI - Central Bradford County traffic improvement project, US 6 highway through Towanda Borough and North Towanda Township to US 220, Bradford County : environmental impact statement PY - 1999/07//Volumes held: Draft(2v), Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/821786 ER - TY - RPRT AN - 00932057 AU - Lee, C-J AU - White, T D AU - West, T R AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EFFECT OF FINE AGGREGATE ANGULARITY ON ASPHALT MIXTURE PERFORMANCE PY - 1999/07 SP - 225 p. AB - Superpave aggregate qualification includes the fine aggregate angularity (FAA). FAA levels used in the Superpave system are below 40, 40 to 45 and above 45. The higher values are specified for layers near the surface and for higher traffic levels. The objective of this study was to address the effect of FAA on asphalt mixture rutting performance. A total of 18 mixtures were designed according to the Superpave volumetric design criteria. A surface mixture utilizing a partially crushed 9.5 mm coarse aggregate and a single PG 64-22 binder were utilized. The poor quality coarse aggregate was used to maximize the effects of the various fine aggregates. Tests conducted included PURWheel Laboratory Wheel Tracking Device, Simple Shear Test, Compacted Aggregate Resistance test, and Florida Bearing Value. Test results indicated that the use of FAA does not by itself assure good mixture rutting performance. Other factors such as mixture gradation, asphalt content, dust amount and mixture compactibility also influence mixture rutting performance. A performance test such as the PURWheel laboratory wheel tracking device can be used to assure that mixtures will exhibit the desired level of rutting performance. KW - Angularity KW - Asphalt mixtures KW - Bearing tests KW - Compaction KW - Fine aggregates KW - Rutting KW - Shear tests KW - Specifications KW - Superpave KW - Wheel tracking device tests UR - http://ntl.bts.gov/lib/22000/22100/22140/PB99164683.pdf UR - https://trid.trb.org/view/724307 ER - TY - RPRT AN - 00930543 AU - Minsk, L D AU - Federal Highway Administration TI - HEATED BRIDGE TECHNOLOGY: REPORT ON ISTEA SEC. 6005 PROGRAM PY - 1999/07 SP - 54 p. AB - Heating technologies for prevention of snow and ice accumulation were incorporated in ten bridge decks located in five states, Nebraska, Oregon, Texas, Virginia, and West Virginia, to enhance motorist safety and reduce traffic disruptions. Three different technologies were used to convey heat to the bridge surface: hydronic (heated fluid pumped through pipe or tubing in the pavement close to the surface), heat pipe (passive transfer of heat by vaporization and condensation of a working fluid contained in sealed pipes), and electric (heat generated by electric resistance cables buried in the pavement near the surface). The report gives construction details, cost data, operating characteristics, and experiences during winter operations. At the time this report was prepared, insufficient operating time had accumulated to judge the cost effectiveness of all the installations, but positive control of snow and ice had been demonstrated. KW - Bridge decks KW - Construction KW - Costs KW - Electric heating KW - Heat pipes KW - Heating systems KW - Hydronic technology KW - Nebraska KW - Oregon KW - Performance KW - Snow and ice control KW - Texas KW - Virginia KW - West Virginia KW - Winter maintenance UR - http://www.fhwa.dot.gov/bridge/hbrdeck.pdf UR - https://trid.trb.org/view/719587 ER - TY - RPRT AN - 00929104 AU - Kirschbaum, J B AU - Axelson, P W AU - Chesney, D A AU - Galvan, D V AU - Longmuir, P E AU - Lyons, C AU - Wong, K M AU - Federal Highway Administration TI - DESIGNING SIDEWALKS AND TRAILS FOR ACCESS. PART I OF II: REVIEW OF EXISTING GUIDELINES AND PRACTICES PY - 1999/07 SP - 110 p. AB - People with disabilities make up nearly one-fifth of the population of this country. Their access to public facilities, such as schools, commercial and recreation areas and government offices, is often very limited. This report focuses on how sidewalks and trails can be made accessible and usable by the widest possible segment of the population. Sponsored by the Federal Highway Administration, a project to research existing conditions on sidewalks and trails for people with disabilities was designed in two parts. Part I, covers literature surveys, site surveys and interviews along with the history of accessibility legislation, travel characteristics of the disabled and engineering and construction design practices. Topics include: Disability Rights Legislation, Characteristics of Pedestrians, Planning Processes, Sidewalk Design Guidelines, and Trail Designs. KW - Accessibility KW - Design KW - Design of specific facilities KW - Design practices KW - Guidelines KW - Legislation KW - Pedestrians KW - Persons with disabilities KW - Planning KW - Sidewalks KW - Surveys KW - Trails UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/sidewalks/sidewalks.pdf UR - https://trid.trb.org/view/719022 ER - TY - RPRT AN - 00921770 AU - Ansari, Farhad AU - Zhang, Z AU - Luke, A AU - Maher, A AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF SYNTHETIC AIR ENTRAINING AGENTS ON COMPRESSIVE STRENGTH OF PORTLAND CEMENT CONCRETE - MECHANISM OF INTERACTION AND REMEDIATION STRATEGY PY - 1999/07 SP - 32 p. AB - This document reports the results of a comprehensive study pertaining to the determination of causes and mechanisms resulting in a reduction of strength in concrete mixtures containing Synthetic air entraining admixtures. The study involved experimentation with concrete mixtures containing both the Synthetic and Vinsol resin admixtures. Tests involved determination of air content for fresh concrete and air bubble characteristics including size and distribution for hardened concrete. Compressive strength of concrete samples were determined at ages 7, 14, 28 and 56 days. Petrographic analysis of the hardened samples revealed that the Vinsol resin admixture produces more of the smaller bubbles desirable for protection against frost. However, Synthetic admixtures induce more of the larger air bubbles with the cement paste. This explains the much lower compressive strength associated with Synthetic air concretes. It is believed that the larger air bubbles are produced due to the inability of the Syntheic air entraining agents to lower the surface tension in the mixture. This will allow the smaller air bubbles to coalesce into larger ones. Based on the results of the study, recommendations were made that follow up research should involved determination of surface tension in such mixtures. KW - Admixtures KW - Age KW - Air entraining agents KW - Bubbles KW - Compressive strength KW - Portland cement concrete KW - Surface tension KW - Synthetic resins UR - http://ntl.bts.gov/lib/18000/18500/18587/PB2002100680.pdf UR - https://trid.trb.org/view/706838 ER - TY - RPRT AN - 00819625 AU - Federal Highway Administration TI - TRUCK CHARACTERISTICS ANALYSIS PY - 1999/07 SP - 174 p. AB - It is important to understand the physical characteristics of the nation's truck fleet for numerous reasons. The Federal Highway Administrations (FHWA) Office of Highway Policy Information funded this project as a follow-on to the "Truck Fleet Characteristics" study. Both projects seek to explore the scope of available sources of current information about the physical characteristics of trucks, with the goal of compiling unique data sources that will, at a minimum, assist in improving the accuracy and number of applications for data from automatic vehicle classifiers (AVC) and weigh-in-motion (WIM) devices, FHWA's primary goal for this project. One of the objectives of this study was to find patterns of axle spacings that correlate with specific body types, so that more information can be obtained from axle-based vehicle classification data. A second task in the study is to propose improvements to common vehicle classification algorithms, in particular Scheme F. A third objective is to clarify the data editing rules for traffic data. KW - Algorithms KW - Automatic vehicle classification KW - Axles KW - Spacing KW - Traffic data KW - Trucks KW - Vehicle bodies KW - Vehicle characteristics KW - Weigh in motion UR - http://www.fhwa.dot.gov/////ohim/tvtw/trchanal.pdf UR - http://ntl.bts.gov/lib/11000/11600/11688/trchanal.pdf UR - https://trid.trb.org/view/691712 ER - TY - RPRT AN - 00769426 AU - Schwartz, W L AU - Porter, C D AU - Payne, G C AU - Suhrbier, J H AU - Moe, P C AU - Wilkinson, W L AU - Cambridge Systematics, Incorporated AU - Bicycle Federation of America AU - Federal Highway Administration TI - GUIDEBOOK ON METHODS TO ESTIMATE NON-MOTORIZED TRAVEL: OVERVIEW OF METHODS PY - 1999/07 SP - 46 p. AB - This guidebook provides a means for practitioner to better understand and estimate bicycle and pedestrian travel and to address transportation planning needs. The guidebook describes and compares the various methods that can be used to forecast non-motorized travel demand or that otherwise support the prioritization and analyses of non-motorized projects. These methods are categorized according to four major purposes: (1) demand estimation; (2) relative demand potential; (3) supply quality analysis; and (4) supporting tools and techniques. Discrete choice models, regional travel models, sketch plan methods, facility demand potential, bicycle compatibility measures, and geographic information systems are among the methods and tools described. Overview of Methods provides a concise overview for each available method, including some typical applications, pros and cons, and a quick reference guide on ease of use, data requirements, sensitivity to design factors, and whether widely used. In addition, it discusses general issues for consideration in forecasting non-motorized travel demand, such as the dimension of travel behavior and factors influencing bicycling and walking, and identifies future needs in this area. Supporting Documentation provides substantially more detail on the methods including purpose, structure, input/data needs, assumptions, and real-world applications. It also contains an extensive annotated bibliography of references on demand forecasting methods, supporting tools and techniques, and factors influencing the choice to walk or bicycle, as well as potential contacts in this field. KW - Bicycling KW - Discrete choice models KW - Forecasting KW - Geographic information systems KW - Nonmotorized transportation KW - Sketch planning KW - Transportation planning KW - Travel behavior KW - Travel demand KW - Walking UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/98165/toc.cfm UR - http://ntl.bts.gov/lib/22000/22100/22159/PB99166175.pdf UR - https://trid.trb.org/view/503334 ER - TY - RPRT AN - 00769429 AU - Bath, W R AU - Sonsub, Incorporated AU - Federal Highway Administration TI - REMOTE METHODS OF UNDERWATER INSPECTION OF BRIDGE STRUCTURES PY - 1999/07 SP - 101 p. AB - A portable trailer mounted bridge scour inspector was developed and tested under flood conditions for inspecting bridge scour in the vicinity of piers from the bridge deck. The bridge scour inspector features a remotely controlled arm to deploy a sonar probe in the water from a vehicle located on the bridge deck. The arm can be fixed in a cross section mode to take cross sections immediately upstream and downstream of a bridge or it can be maneuvered in the vicinity of piers including some distance under the bridge deck to inspect for deep local scour holes. Two servo motors constantly adjust the orientation of the sonar probe to maintain a vertical beam. A mechanical positioning system tracks the X, Y, Z coordinates of the sonar probe wherever it is in the water relative to some reference location on the bridge deck. The bridge scour inspector was field tested under low water conditions in Texas and was field tested under extreme flood conditions in Georgia during the 1994 Tropical Storm Alberta flooding. Limitations of the bridge scour inspector include the maximum distance of 15 m (50 ft) that the arm can be extended below the bridge deck to reach water, a minimum distance of 4.5 m (15 ft) needed to avoid total submergence and possible malfunction of servo motor controls, and operation difficulties on truss type bridges because the arm must be retracted each time it passes an elevated obstruction. It is a viable bridge scour inspection device for many bridges during extreme flood conditions when it is too dangerous to put a boat in the water. A more sophisticated remotely controlled work station was designed conceptually and is described in the report but it was not fabricated for testing. This system could be used above and below the water surface to inspect and repair bridges. KW - Bridges KW - Field tests KW - Floods KW - Instrumentation KW - Low water conditions KW - Positioning KW - Remote sensing KW - Robotics KW - Scour KW - Servomotors KW - Sonar KW - Underwater inspection UR - http://ntl.bts.gov/lib/22000/22000/22060/PB99157968.pdf UR - https://trid.trb.org/view/503337 ER - TY - RPRT AN - 00769427 AU - Schwartz, W L AU - Porter, C D AU - Payne, G C AU - Suhrbier, J H AU - Moe, P C AU - Wilkinson, W L AU - Cambridge Systematics, Incorporated AU - Bicycle Federation of America AU - Federal Highway Administration TI - GUIDEBOOK ON METHODS TO ESTIMATE NON-MOTORIZED TRAVEL: SUPPORTING DOCUMENTATION PY - 1999/07 SP - 170 p. AB - This guidebook provides a means for practitioner to better understand and estimate bicycle and pedestrian travel and to address transportation planning needs. The guidebook describes and compares the various methods that can be used to forecast non-motorized travel demand or that otherwise support the prioritization and analyses of non-motorized projects. These methods are categorized according to four major purposes: (1) demand estimation; (2) relative demand potential; (3) supply quality analysis; and (4) supporting tools and techniques. Discrete choice models, regional travel models, sketch plan methods, facility demand potential, bicycle compatibility measures, and geographic information systems are among the methods and tools described. Overview of Methods provides a concise overview for each available method, including some typical applications, pros and cons, and a quick reference guide on ease of use, data requirements, sensitivity to design factors, and whether widely used. In addition, it discusses general issues for consideration in forecasting non-motorized travel demand, such as the dimension of travel behavior and factors influencing bicycling and walking and identifies future needs in this area. Supporting Documentation provides substantially more detail on the methods including purpose, structure, input/data needs, assumptions, and real-world applications. It also contains an extensive annotated bibliography of references on demand forecasting methods, supporting tools and techniques, and factors influencing the choice to walk or bicycle, as well as potential contacts in this field. KW - Bicycling KW - Discrete choice models KW - Forecasting KW - Geographic information systems KW - Nonmotorized transportation KW - Sketch planning KW - Transportation planning KW - Travel behavior KW - Travel demand KW - Walking UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/98166/toc.cfm UR - https://trid.trb.org/view/503335 ER - TY - RPRT AN - 00769428 AU - Bullock, D AU - Morales, J M AU - Sanderson, B AU - ITT Systems AU - Federal Highway Administration TI - EVALUATION OF EMERGENCY VEHICLE SIGNAL PREEMPTION ON THE ROUTE 7 VIRGINIA CORRIDOR PY - 1999/07 SP - 28 p. AB - This study analyzed the impact of emergency vehicle traffic signal preemption across three coordinated intersections on Route 7 (Leesburg Pike near Landsdowne) in Virginia. The Federal Highway Administration's (FHWA's) Traffic Software Integrated System (TSIS) package, which includes the CORSIM simulation model and the vehicle animator, TRAFVU, was used for this study. Using FHWA's Traffic Research Laboratory as a test bed, ITT Systems utilized the Controller Interface Device (CID) to interface a modified version of the CORSIM simulation with Type 170 controllers programmed with the identical signal plans to those existing at the Route 7 intersections, with minor modifications to allow signal preemption. In this carefully controlled hardware-in-the-loop environment, CORSIM provided the microscopic simulation and tabulation of measures of effectiveness (MOEs), but instead of CORSIM emulating controller features, the simulation package sent detector information to the physical controllers and read-back phase indicators. Since CORSIM tabulates MOEs, quantitative results with and without preemption measurements were obtained. Results showed that for the geometric and operational conditions studied, the impact of emergency signal preemption on the signal coordination of the corridor was minor. Although several of the preemption cases had "statistically significant means" when compared to the base case (no preemption), the magnitude of the 1.6% increase in average travel time was considered minor. Relatively long spacing between intersections, platoon dispersion over long distances, and very long cycle lengths were judged to be some of the reasons for this increase. The information contained in this report will be of assistance to public agencies considering the installation of emergency signal preemption systems and to Intelligent Transportation Systems engineers. KW - Emergency vehicles KW - Impact studies KW - Measures of effectiveness KW - Microscopic traffic flow KW - Software packages KW - Traffic signal control systems KW - Traffic signal preemption KW - Traffic simulation KW - Travel time KW - Virginia UR - http://ntl.bts.gov/lib/22000/22000/22059/PB99157950.pdf UR - https://trid.trb.org/view/503336 ER - TY - RPRT AN - 00769423 AU - Elias, V AU - Salman, A AU - Juran, I AU - Pearce, E AU - Lu, S AU - Earth Engineering and Sciences, Incorporated AU - Federal Highway Administration TI - TESTING PROTOCOLS FOR OXIDATION AND HYDROLYSIS OF GEOSYNTHETICS PY - 1999/07 SP - 200 p. AB - This report presents the development and verification of testing protocols and interpretations necessary to determine the oxidative durability of polyolefin geosynthetics and hydrolysis durability of polyester geosynthetic products. For polyolefin geosynthetics, the research findings indicate that the amount and type of antioxidant added determines the useful life in civil works. Oxidative degradation is further dependent on type of fiber, manufacturing process, and oxygen concentration of the in-use environment. For polyester geosynthetics, the hydrolytic degradation rate is a function of the molecular weight of the polymer and the pH of the in-use environment. This report is part of a comprehensive study on the "Durability of Geosynthetic Materials for Highway Applications." KW - Antioxidants KW - Durability KW - Geosynthetics KW - Hydrolysis KW - Molecular weight KW - Oxidation KW - pH value KW - Polyester resins KW - Polyolefin KW - Test procedures UR - http://ntl.bts.gov/lib/22000/22000/22061/009276.pdf UR - https://trid.trb.org/view/503331 ER - TY - RPRT AN - 00765960 AU - Jiang, Y J AU - Tayabji, S D AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - ANALYSIS OF TIME DOMAIN REFLECTOMETRY DATA FROM LTPP SEASONAL MONITORING PROGRAM TEST SECTIONS PY - 1999/07 SP - 204 p. AB - Time domain reflectometry (TDR) has become one of the most reliable methods for measuring in-situ soil moisture content. TDR sensors developed by the Federal Highway Administration (FHWA) are being used in the Long-Term Pavement Performance (LTPP) Seasonal Monitoring Program (SMP) to monitor the in-situ moisture content at selected LTPP sites. The main goal of the study reported here was to develop procedures to produce good estimates of in-situ gravimetric moisture content. All the TDR traces in the LTPP database were processed using the approach described in this report. To estimate the in-situ gravimetric moisture content, methods were selected to interpret TDR traces. An algorithm and a computer program, Moister, were developed to implement these TDR interpretative methods. After that, the apparent length of the TDR trace and the dielectric constant of the unbound material were computed. Models were developed to relate dielectric constant with in-situ volumetric moisture content. Finally, gravimetric moisture content was computed using the volumetric moisture content value and dry density of the soil. A diagnostic study of the computed gravimetric moisture content was also conducted to evaluate the reasonableness of the computed moisture contents. As part of the overall LTPP data analysis effort, it is expected that the information on the seasonal variation in the moisture content of the unbound base, subbase, and subgrade layers will be used to develop improved understanding of the seasonal variation in the load-carrying capacity of pavements and the subsequent effect on pavement performance. KW - Algorithms KW - Base course (Pavements) KW - Computer programs KW - Dielectric properties KW - Long-Term Pavement Performance Program KW - Moisture content KW - Monitoring KW - Seasonal variations KW - Subbase (Pavements) KW - Subgrade (Pavements) KW - Test sections KW - Time domain reflectometers UR - http://ntl.bts.gov/lib/21000/21800/21884/PB99146607.pdf UR - https://trid.trb.org/view/502421 ER - TY - RPRT AN - 00765959 AU - Tayabji, S D AU - Selezneva, O AU - Jiang, Y J AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - PRELIMINARY EVALUATION OF LTPP CONTINUOUSLY REINFORCED CONCRETE (CRC) PAVEMENT TEST SECTIONS PY - 1999/07 SP - 61 p. AB - As part of the study reported here, analysis of data from the Long Term Pavement Performance (LTPP) GPS-5 test sections was conducted to identify factors that influence long-term crack spacing in continuously reinforced concrete (CRC) pavements and to determine the effect of crack spacing on pavement performance. Data from the 85 test sections from the GPS-5 experiment were analyzed. Due to the limitations of the available data and the lack of certain key data, the study was not able to produce definitive findings on factors that affect long-term crack spacing and CRC pavement performance. Lack of early-age cracking due to ambient weather conditions at the time of construction will continue to limit the value of GPS-5 to produce meaningful data on factors affecting early-age cracking. Continued monitoring of GPS-5 sites and subsequent data analysis should yield information on how CRC pavement cracking and performance changes with time, loading, and other factors. It is expected that as additional data from the GPS-5 experiment become available, it will be possible to perform more in-depth analysis of the test data to derive definitive results. Results to date, as presented in this report, do indicate that CRC pavements have the potential to provide long-term, low-maintenance service life as evidenced by the many well-performing sections in the LTPP GPS-5 experiment. KW - Continuously reinforced concrete pavements KW - Long-Term Pavement Performance Program KW - Pavement cracking KW - Pavement performance KW - Service life KW - Test sections UR - http://ntl.bts.gov/lib/22000/22100/22104/PB99162778.pdf UR - https://trid.trb.org/view/502420 ER - TY - SER AN - 00789187 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - SHARE THE ROAD CAMPAIGN RESEARCH STUDY PY - 1999/07 SP - 4 p. AB - The Share the Road Research Study final report reviews and documents the Federal Highway Administration's Office of Motor Carrier and Highway Safety Share the Road program called the No-Zone Campaign. The No-Zone is a highway safety term used to describe danger areas around commercial motor vehicles where crashes are most likely to occur. The purpose of this study was to conduct a research project to improve the No-Zone public outreach campaign. The study had three objectives: to evaluate and review the current No-Zone Campaign; to identify similar programs; and to recommend options for establishing a Share the Road coalition. KW - Commercial vehicles KW - Highway safety KW - No-zone (Trucks) KW - Public information programs KW - Research KW - Share the Road Campaign KW - Traffic crashes KW - Trucking safety UR - http://ntl.bts.gov/lib/10000/10100/10102/tb99-015.pdf UR - http://ntl.bts.gov/lib/10000/10100/10102/tb99-015.pdf UR - https://trid.trb.org/view/650815 ER - TY - SER AN - 00789188 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - EDUCATIONAL AND TECHNICAL ASSISTANCE TO CMV DRIVERS AND MOTOR CARRIERS PY - 1999/07 SP - 4 p. AB - The Peer Exchange is a process adopted by the Office of Motor Carrier and Highway Safety in which teams of professionals, representing state and federal government and private industry, identify effective commercial motor vehicle safety findings for implementation by other jurisdictions throughout North America. The peer exchange process has proven to be an effective technique by which to share and develop ideas among States to address important safety issues. The educational and technical assistance peer exchange had two main objectives: to identify best practices for providing effective educational and technical assistance to commercial drivers and motor carriers, and to disseminate information on the best practices to States and private industry. KW - Best practices KW - Commercial vehicles KW - Drivers KW - Information dissemination KW - Motor carriers KW - Peer exchange KW - Technical assistance KW - Traffic safety education KW - Truck drivers UR - http://ntl.bts.gov/lib/10000/10100/10103/tb99-014.pdf UR - https://trid.trb.org/view/650816 ER - TY - RPRT AN - 00789896 AU - Pant, P D AU - Lenski, S AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - WARNING SYSTEM FOR SIGNALS WITH LOST POWER PY - 1999/07 SP - 37 p. AB - Safety problems due to power outages at signalized intersections have not been fully investigated or understood. The results of a literature review showed only a few outdated studies that addressed the issue of dark signalized intersections. Over 26,000 accident reports for all signalized intersections maintained by the Ohio Department of Transportation (ODOT) during the years 1994-97 were examined, and it was found that 17 accidents associated with dark signals occurred. Signal maintenance reports were reviewed for the four ODOT districts to learn about the frequency, duration, and countermeasures used during signal outages. Other state DOTs were surveyed about their experiences with dark signals. A workshop on dark signals was held to gather input from public and private agencies in Ohio. Based on the results of the study, the following recommendations are made: (1) Some uniformity should be established among the 12 ODOT districts for addressing dark signals; (2) Signal outages at high accident, high volume, high speed, or multi-lane intersections should be given further consideration; (3) If temporary Stop signs are used for traffic control during power outages, utmost care should be taken to retrieve the signs after power is restored; and (4) Better driver awareness about what the law requires at dark intersections should be promoted. KW - Awareness KW - Countermeasures KW - Crashes KW - Laws KW - Maintenance KW - Power loss KW - Recommendations KW - Signal outages KW - Signalized intersections KW - Traffic safety KW - Traffic signals UR - https://trid.trb.org/view/648042 ER - TY - RPRT AN - 00789865 AU - Saadeghvaziri, M A AU - MacBain, K M AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - RECYCLED PLASTICS FOR HIGHWAY APPURTENANCES PY - 1999/07 SP - 151 p. AB - This report presents the results of a comprehensive experimental and analytical study on the use of recycled plastic for highway appurtenances. The study included material tests (including creep and freeze/thaw tests) to determine mechanical properties of various recycled plastics, development of an analytical model to define stress-strain relationship, member tests, finite element analysis, crash analysis, wind tests, and sound tests. Performance evaluation of a noise wall manufactured from recycled plastics indicates that the proposed design is as effective as traditional designs. Analytical analyses and experimental tests indicate that a noise wall made of recycled plastics can easily withstand typical design wind load. Sound tests have also shown that the prototype panels, which are multi-layered, are very effective acoustically. Due to the light weight of recycled plastics the proposed design allows for greater panel length, thus, making more economical designs by reducing the number of posts. Due to high strength and durability of the material, it is also expected that the life-cycle cost of the proposed noise wall is less than that of current designs. Evaluation of the use of the material as guardrail posts is not conclusive due to lack of adequate performance requirements. In general, the material is viable and has merit for use in the design of other highway devices such as culverts and glare screens. To this end, preliminary results on its application in the development of a dual-purpose glare screen pedestrian fence are very satisfactory and encouraging. Future work must consider manufacturing, development of appropriate design criteria, and long term performance. KW - Anti glare screens KW - Creep tests KW - Culverts KW - Deformation curve KW - Durability KW - Fences KW - Finite element method KW - Freeze thaw tests KW - Guardrails KW - Highway appurtenances KW - Impact tests KW - Life cycle costing KW - Materials tests KW - Mechanical properties KW - Noise barriers KW - Performance evaluations KW - Plastics KW - Posts KW - Recycled materials KW - Sound attenuation KW - Strength of materials KW - Structural design KW - Wind resistant design UR - http://ntl.bts.gov/lib/16000/16100/16159/PB2000102817.pdf UR - https://trid.trb.org/view/648015 ER - TY - RPRT AN - 00789832 AU - Kane, M R AU - King, L Ellis AU - Buch, K A AU - Carpenter, M L AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - MOTORISTS' PERCEPTION OF WORK ZONE SAFETY PY - 1999/07 SP - 68 p. AB - Highway work zones create potential hazards because motorists are confronted with unexpected and often confusing situations. They present an abnormal and disruptive element to the motorist who is accustomed to a clear and unobstructed roadway. Motorists should exhibit increased caution and take any needed actions to reduce the added risks caused by the changed conditions. However, many motorists appear to take needless risks such as late lane changes, following too closely, speeding, etc., in highway work zones. The objective of this research study was to examine motorists' perceptions, opinions, expectations and other psychological factors, which influence their driving activity in highway work zones. The study was carried out in two parts: an opinion survey and focus groups. A two-page questionnaire was distributed to 2,246 automobile and truck drivers. A total of 545 completed questionnaires were returned. Five focus groups for automobile drivers and two focus groups for truck drivers were conducted. Spot speeds were recorded for three active work zones. The opinion survey results and focus group results were similar for automobile drivers and truck drivers. Drivers are aware of the inherent hazards and potential dangers in highway work zones. The majority of drivers perceive that they are driving in a safe manner but that the other drivers are not. Most drivers report that while they usually feel calm in work zones, there are situations when they feel uncertain or confused. Many drivers report that they sometimes feel nervous, uncomfortable or irritated. These undesirable feelings often result from speeding by other drivers and discourteous driving by others. Drivers agreed that increased presence of authority would have the greatest effect on driver behavior in highway work zones. KW - Attitudes KW - Automobile drivers KW - Awareness KW - Behavior KW - Focus groups KW - Hazards KW - Perception KW - Police KW - Psychological aspects KW - Public opinion KW - Questionnaires KW - Risk taking KW - Speeding KW - Spot speed KW - Surveys KW - Truck drivers KW - Work zone safety UR - http://ntl.bts.gov/lib/22000/22100/22189/PB99167140.pdf UR - https://trid.trb.org/view/647983 ER - TY - RPRT AN - 00784637 AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - RADAR SIGNAL PROCESSOR TO DETECT AND CLASSIFY SUBSURFACE ANOMALIES PY - 1999/07 SP - 29 p. AB - The purpose of this project was to enhance and automate the detection and classification of roadway subsurface layer interfaces and anomalies with the use of ground penetrating radar (GPR). The project has resulted in a personal computer based GPR evaluation and analysis tool which analyzes road pavement layer thickness and characteristics of potential anomalous subsurface pavement regions in a rapid and semi-automated manner. This final report summarizes work performed on the project, the design leading to the GPR software evaluation and analysis tool, and operation and application examples using that tool. An Operator's Manual for the software tool is in a separately bound publication, which is an appendix to this report. KW - Anomalies KW - Geophysical prospecting KW - Ground penetrating radar KW - Interfaces KW - Pavement layers KW - Software KW - Subsurface surveying KW - Thickness UR - https://trid.trb.org/view/637070 ER - TY - RPRT AN - 00784638 AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - ROADWAY SIGNAL PROCESSING SOFTWARE TOOL: INSTRUCTIONS AND GUIDELINES PY - 1999/07 SP - 32 p. AB - The purpose of this research project was to enhance and automate the detection and classification of roadway subsurface layer interfaces and anomalies with the use of ground penetrating radar (GPR). The project has resulted in a personal computer based GPR evaluation and analysis tool which analyzes road pavement layer thickness and characteristics of potential anomalous subsurface pavement regions in a rapid and semi-automated manner. This report is an Operator's Manual for the software tool. KW - Anomalies KW - Computer program documentation KW - Geophysical prospecting KW - Ground penetrating radar KW - Interfaces KW - Pavement layers KW - Software KW - Subsurface surveying KW - Thickness UR - https://trid.trb.org/view/637071 ER - TY - RPRT AN - 00784610 AU - Gunaratne, M AU - Hameed, R A AU - Kuo, C AU - Reddy, D V AU - Sastry, P AU - University of South Florida, Tampa AU - Florida Atlantic University, Dania Beach AU - Florida Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF THE EFFECTS OF PILE JETTING AND PREFORMING PY - 1999/07 SP - 137 p. AB - Both jetting and preforming of piles cause substantial disturbance to the surrounding soil resulting in a notable change in the lateral load behavior. This report presents the results of an experimental study performed with similar model piles installed using (1) impact driving, (2) jetting, and (3) preforming in a sandy soil (with 10% clay) compacted to different unit weights under unsaturated and saturated conditions. The effects of jetting pressure and preformed borehole diameter on the lateral load behavior of piles are presented in terms of normalized design curves. In addition, a computational model that can predict the effects of preforming on the lateral load behavior of piles is also formulated. Then, the measured load-deformation behavior of preformed piles is compared to the computational predictions. The zone of influence of jetting on existing piles is also explored. This is achieved through a testing program where the effects of axial and lateral load characteristics of existing driven piles, due to jetting of other piles at designated locations, are monitored. The results indicate that the influence of jetting under dry soil conditions extends up to about five times the pile diameter with respect to the lateral load characteristics. On the other hand, no significant jetting influence zone was detected in completely saturated soils. KW - Impact driving KW - Jetting KW - Lateral loads KW - Pile driving KW - Preforming KW - Sandy soils KW - Saturated soils KW - Unsaturated soils UR - http://ntl.bts.gov/lib/22000/22000/22091/PB99160590.pdf UR - https://trid.trb.org/view/637043 ER - TY - RPRT AN - 00784324 AU - University of Wisconsin, Milwaukee AU - Federal Highway Administration TI - GUIDEBOOK ON STATEWIDE TRAVEL FORECASTING PY - 1999/07 SP - 139 p. AB - This guidebook reviews the state-of-the-practice of statewide travel forecasting. It focuses on those techniques that have been considered essential to good statewide travel forecasting and presents specialized and advanced techniques of potential interest to persons involved in statewide travel forecasting. There are many facets of statewide travel forecasting and it is not possible to create a one-size-fits-all model to deal with every possible situation, and this guidebook advocates the need to select the technique that is most applicable to the problem; in some cases a simple growth factor model may be preferable to a full network analysis of the whole state. A distinction is made between urban and statewide travel forecasting. Although there are similarities in theory, the differences in implementation are quite important. Although references are made to travel forecasting software, no guidelines are provided for any particular software, nor are the recommended techniques dependent upon the capabilities of any specific software package. KW - Forecasting KW - Network analysis (Planning) KW - Planning methods KW - Travel by area KW - Travel patterns KW - Urban travel UR - http://www.fhwa.dot.gov/planning/processes/statewide/forecasting/swtravel.pdf UR - https://trid.trb.org/view/636884 ER - TY - SER AN - 00784549 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - THE BICYCLE COMPATIBILITY INDEX: A LEVEL OF SERVICE CONCEPT PY - 1999/07 SP - 4 p. AB - Currently, no methodology is widely accepted by engineers, planners, or bicycle coordinators that will allow them to determine how compatible a roadway is for allowing efficient operation of both bicycles and motor vehicles. Determining how existing traffic operations and geometric conditions impact a bicyclist's decision to use or not use a specific roadway is the first step in determining the bicycle compatibility of the roadway. The Bicycle Compatibility Index (BCI) can be used by bicycle coordinators, transportation planners, traffic engineers, and others to evaluate existing facilities in order to determine what improvements may be required, as well as to determine the geometric and operational requirements for new facilities to achieve the desired level of bicycle service. This technical summary discusses the development of the BCI model, level of service (LOS) for bicycling, BCI applications, and the BCI and LOS workbook. The research is documented in two reports published in December 1998: "Development of the Bicycle Compatibility Index: A Level of Service Concept, Final Report" (FHWA-RD-98-072; TRIS 00760485); and "The Bicycle Compatibility Index: A Level of Service Concept, Implementation Manual" (FHWA-RD-98-095; TRIS 00760486). KW - Bicycle compatibility index KW - Bicycles KW - Geometric design KW - Highway operations KW - Intersections KW - Level of service KW - Streets UR - http://ntl.bts.gov/DOCS/98072/index.html UR - https://trid.trb.org/view/639968 ER - TY - SER AN - 00784550 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - RESEALING CONCRETE PAVEMENT JOINTS PY - 1999/07 SP - 4 p. AB - The primary objective of this study was to evaluate the relative performance of the selected joint sealant materials. Other objectives were to determine the effect of selected sealant configurations and installation methods, and to identify sealant material properties and tests that correlate well with field performance. This technical summary briefly summarizes the key benefits of this research, the research approach, the key findings, and the recommendations from this research. In addition to the evaluation of overall seal performance, a service-life comparison was performed. A table showing the projected service life in months for tested joint sealants is provided in this TechBrief. This TechBrief is based on the report "LTPP Pavement Maintenance Materials: SHRP Joint Reseal Experiment, Final Report" (FHWA-RD-99-142; TRIS 00778829). KW - Concrete pavements KW - Geometric configurations and shapes KW - Installation KW - Joint sealers KW - Materials tests KW - Pavement joints KW - Performance evaluations KW - Properties of materials KW - Resealing KW - Service life UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/99137/99137.pdf UR - https://trid.trb.org/view/639969 ER - TY - RPRT AN - 00780330 AU - Meade, B AU - Dupont, B AU - Palle, S AU - Hopwood, T AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - ASSESSMENT AND MODELING OF STREAM MITIGATION PROCEDURES PY - 1999/07 SP - 23 p. AB - This study evaluates the construction and performance of the Kentucky Department of Transportation stream disturbance mitigation projects. The initial study tasks were a literature search, a review of stream performance models, a review of Kentucky's and other agencies' regulations pertaining to stream mitigation, identification of representative stream mitigation projects, and evaluation of those stream mitigation sites. The results of this study will be a tool for evaluating stream mitigation projects after they are constructed. KW - Environmental policy KW - Kentucky KW - Literature reviews KW - Project evaluation KW - Regulations KW - Stream mitigation KW - Streams UR - http://ntl.bts.gov/lib/15000/15900/15912/PB2000101694.pdf UR - https://trid.trb.org/view/509262 ER - TY - RPRT AN - 00780283 AU - Harvey, J T AU - Tsai, B-W AU - Long, F AU - Hung, D AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - CAL/APT PROGRAM -- ASPHALT TREATED PERMEABLE BASE (ATPB) PY - 1999/07 SP - 178 p. AB - This report is one of a series detailing the results of the CAL/APT program, a research effort being performed jointly by the University of California, Berkeley, Pavement Research Center and the California Department of Transportation (Caltrans). It contains an evaluation of the performance of asphalt treated permeable base (ATPB) in asphalt concrete pavements. The evaluation is based on observation, laboratory testing of ATPB, and computer simulation of representative pavement structures. The evaluation includes: 1) a summary of Caltrans experience with ATPB and drainage systems relative to their development and implementation, together with observations of field performance with respect to maintainability and stripping of asphalt treated materials; 2) a summary of the characteristics and performance of ATPB materials and drainage systems used by two other highway agencies; 3) results of laboratory investigation of the stiffness and permanent deformation characteristics of ATPB mixes, including the effects of soaking and loading while saturated; and 4) the results of analyses of representative pavement structures to quantify the expected effects of as-compacted and soaked ATPB on pavement performance. KW - Asphalt KW - Asphalt concrete pavements KW - Asphalt treated permeable base KW - Base course (Pavements) KW - Deformation KW - Field studies KW - Laboratory tests KW - Performance evaluations KW - Permeability KW - Simulation KW - Stiffness KW - Stripping (Pavements) UR - http://ntl.bts.gov/lib/22000/22200/22216/PB99169112.pdf UR - https://trid.trb.org/view/509243 ER - TY - RPRT AN - 00771233 AU - Peterman, R J AU - Ramirez, J A AU - Olek, J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF STRAND TRANSFER AND DEVELOPMENT LENGTHS IN PRETENSIONED GIRDERS WITH SEMI-LIGHTWEIGHT CONCRETE PY - 1999/07 SP - 193 p. AB - Indiana has been using lightweight aggregate consisting mostly of expanded shale in the production of prestressed concrete bridge girders for several projects. The lightweight aggregate has been used as partial replacement for regular gravel or crushed limestone coarse aggregate. This semi-lightweight concrete weighs around 2080 kg/cu m. In a study sponsored by the FHWA, the current AASHTO equations for the calculation of transfer and development lengths of prestressing strand were found to be unconservative in the case of lightweight concrete members with unit weight less than 1920 kg/cu m. This finding raises a question regarding the applicability of the same equations to semi-lightweight concrete members. The objective of this study is to determine if the current AASHTO specifications are applicable to semi-lightweight pretensioned concrete bridge members. The study addresses the transfer and development lengths of 13.3 mm and 15.2 mm pretensioned strand in semi-lightweight concrete girders with concrete compressive strength of 48 MPa for the 13.3 mm strand and 69 MPa for the 15.2 mm strand. Two strand types were considered in this study. The results of the laboratory evaluation suggest that the current transfer length of 50 strand diameters is adequate for semi-lightweight concrete if longitudinal cracks are not present along the transfer length. In the presence of longitudinal splitting cracks, the measured transfer length increased to approximately 70 strand diameters. It is recommended that the current requirements for strand development length be enforced at a distance "d sub p" from the point of maximum moment towards the free end of the strand. The quantity "d sub p" is the distance from the extreme compression fiber to the centroid of the prestressing steel but not less than 80% of the overall member height. In the specimens tested, web-shear cracks, intercepting the transfer length near the member ends, were not present. KW - Development length KW - Girders KW - Indiana KW - Laboratory tests KW - Lightweight aggregates KW - Lightweight concrete KW - Longitudinal cracking KW - Prestressed concrete KW - Prestressing strand KW - Pretensioning KW - Specifications KW - Transfer length UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1563&context=jtrp UR - https://trid.trb.org/view/488323 ER - TY - RPRT AN - 00769488 AU - Clemena, G G AU - Jackson, D R AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ANODES FOR GALVANIC CATHODIC PREVENTION OF STEEL CORROSION IN PRESTRESSED CONCRETE PILES IN MARINE ENVIRONMENTS IN VIRGINIA PY - 1999/07 SP - 37 p. AB - Many of the major highway crossings over coastal waters in the Hampton area of Virginia are supported by prestressed concrete piles, some of which are showing signs of reinforcement corrosion. Grout jacketing alone is an inadequate protection against corrosion and should be supplemented with cathodic protection (CP). Recent advances in the development of anodes make it practical to use galvanic CP to protect these types of concrete bridge components. Five anode systems were tested on several piles of the Willoughby Bay Bridge on I-64 in Norfolk, Virginia: (1) an aluminum-zinc-indium alloy applied by arc spraying on the concrete, (2) a zinc foil with conductive adhesive backing, (3) a system of zinc mesh and grout jacket, (4) a system of zinc mesh and compression panels, and (5) a bulk zinc. During the first 14 months of operation, the protection current outputs of these anodes, the closed-circuit potentials of the steel at various elevations on the piles, and the extent of polarization imparted were measured. Attempts to project the life of these anodes and compare the costs of using them were made. The authors conclude that the zinc mesh and grout jacket anode system is the best for applying CP at the tidal and splash zones and the aluminum-zinc-indium anode is the best for use at any elevation above the splash zone. KW - Anodes KW - Cathodic protection KW - Coastal engineering KW - Corrosion protection KW - Costs KW - Durability KW - Field tests KW - Marine environment KW - Piles (Supports) KW - Prestressed concrete KW - Reinforcing steel KW - Salt water areas KW - Virginia KW - Zinc KW - Zinc alloys UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r3.pdf UR - http://ntl.bts.gov/lib/22000/22000/22040/PB99156895.pdf UR - https://trid.trb.org/view/503395 ER - TY - RPRT AN - 00769487 AU - Maupin, G W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A CASE STUDY OF THE DESIGN, INSTALLATION, AND EARLY PERFORMANCE OF A NINETEEN-MILLIMETER SUPERPAVE MIX PY - 1999/07 SP - 20 p. AB - An attempt was made to design and construct a coarse matrix high binder (CMHB) mix. When the design of the CMHB mix was unsuccessful a coarse 19.0-mm Superpave mix was substituted. This report describes the attempted design of the CMHB mix, as well as the design, construction, and early performance of the Superpave mix. Construction problems with the Superpave mix included low gyratory voids on field samples and tenderness during compaction. Mix adjustments in the gradation and asphalt content failed to remedy the problems. The tenderness also contributed to inadequate pavement density. Although field samples indicated low gyratory voids, no overconsolidation as would be evidenced by bleeding has been observed. Therefore, it appears that this mix was able to contain more asphalt than was predicted by the gyratory voids. The average rut depth of all sections was about 4 mm after 27 months. KW - Air voids KW - Case studies KW - Coarse matrix high binder mixtures KW - Construction KW - Density KW - Mix design KW - Pavement performance KW - Rut depth KW - Rutting KW - Superpave KW - Tender mixes UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r2.pdf UR - http://ntl.bts.gov/lib/22000/22000/22000/PB99153876.pdf UR - https://trid.trb.org/view/503394 ER - TY - RPRT AN - 00769485 AU - Kelly, R G AU - JONES, S H AU - University of Virginia, Charlottesville AU - Virginia Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF AN EMBEDDABLE MICROINSTRUMENT FOR CORROSIVITY MONITORING IN CONCRETE PY - 1999/07 SP - 40 p. AB - The aim of this program was the development of a small and completely embeddable microinstrument for corrosivity measurement in concrete. It should contain all the electronics for the electrochemical measurements, the means for data transfer between engineer and device, and sensors sensitive to the different corrosivity parameters. The goals of the work reported here were to develop and test the required sensors and electronics in a laboratory setting. Sensors for the measurement of corrosion rate, corrosion potential, chloride concentration, and concrete conductivity were developed and tested in laboratory-scale concrete slabs. The tests included electrochemical chloride driving as a method for test acceleration and wet/dry cycling. The corrosion sensor consists of a piece of reinforcing steel as working electrode, another rebar piece or a platinized Nb-mesh as counterelectrode, and a Ag/AgCl electrode as reference electrode. The conductivity sensor is based on a modified Wenner four-pin method and made of four parallel Au wires. Both sensors work very well. Chloride introduced into the concrete electrochemically induced corrosion on the corrosion sensor, as seen by a decrease in potential and in the polarization resistance. The potentials recovered after more than 1000 h of electrochemical chloride removal, but the corrosion resistance did not regain its original value. The change in chloride content was monitored by a Ag/AgCl sensor. The only present drawback of the microinstrument is the construction of a long-term reliable reference electrode. The best candidates seem to be Ni/W galvanic couple and lead. A micropotentiostat coupled to a zero-resistance ammeter and a microgalvanostat based on operational amplifiers were designed, and the concepts tested with dummy cells and on carbon steel samples in chloride solutions. The circuits were implemented in different generations of application specific integrated circuits (ASIC), which were successfully tested. The last generation is the heart of a complete measurement system, which includes on two double surface mount boards the ASIC, a microprocessor, control circuitry, and connections to the external corrosivity sensors, as well as RF transceiver circuitry for the wireless communication with the instrument. KW - Corrosion KW - Electrochemistry KW - Electrodes KW - Laboratory tests KW - Measuring instruments KW - Microinstruments KW - Monitoring KW - Reinforced concrete KW - Sensors KW - Wireless communication systems UR - http://ntl.bts.gov/lib/22000/22000/22087/PB99160210.pdf UR - https://trid.trb.org/view/503392 ER - TY - RPRT AN - 00769491 AU - Dobmeier, J M AU - Barton, F W AU - Gomez, J P AU - Massarelli, P J AU - McKeel, W T AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ANALYTICAL AND EXPERIMENTAL EVALUATION OF AN ALUMINUM BRIDGE DECK PANEL: PART I: SERVICE LOAD PERFORMANCE PY - 1999/07 SP - 34 p. AB - Reynolds Metals Company has developed an aluminum deck system. Once developed, Reynolds approached several state departments of transportation in hopes of securing projects to showcase their new system. Interested in the potential for long-term savings, the Virginia Department of Transportation agreed to employ this deck system in a replacement structure on U.S. Route 58. Since the aluminum bridge venture involves new technologies, it is classified as an experimental project and requires a thorough evaluation. Using Federal Highway Administration sponsorship, the Virginia Transportation Research Council initiated a three-phase study of the Reynolds deck system. This report covers the first phase of this study, which analyzed the static response of a 2.74 m x 3.66 m (9 ft x 12 ft) deck panel. Seven service-load tests were performed on this panel, each using an AASHTO HS-20 loading involving different boundary conditions. Upon completion of the service-load tests, two ultimate-load tests were performed. The static load tests and response evaluation that pertained to service load behavior is the subject of this report. The results of the laboratory and analytical study indicated adequate strength and stiffness of the deck panel. The panel was recommended for use on the replacement structure on Route 58. Additional findings in this study showed that properly developed models can reliably predict the complex response of the aluminum bridge deck panel. Both strain distributions and magnitudes were predicted with reasonable accuracy. On the bottom deck surface, the average difference between strain values predicted by the models and those measured in the laboratory was 22 microstrain for load cases involving simple supports and 55 microstrain for load cases involving cantilevered supports. Excluding output obtained under the load patch, the average difference in strains on the top deck surface was 24 microstrain for simple support load cases and 59 microstrain for load cases involving cantilevered supports. KW - Aluminum KW - Bridge decks KW - Computer models KW - Deformation curve KW - Finite element method KW - Laboratory tests KW - Load tests KW - Mathematical prediction KW - Panels KW - Static loads KW - Stiffness KW - Strain (Mechanics) KW - Strength of materials KW - Technological innovations UR - http://ntl.bts.gov/lib/22000/22000/22086/PB99160186.pdf UR - https://trid.trb.org/view/503398 ER - TY - RPRT AN - 00769477 AU - Lucas, M J AU - Howrylak, C H AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF TIMBER BLOCKS FOR TEMPORARY INSERTS IN CONCRETE PATCHING PY - 1999/07 SP - 14 p. AB - The purpose of this final report is to evaluate the use of timber blocks as temporary inserts for concrete patches. Timber blocks are made of creosoted railroad switch ties with an industrial grade plywood covering. A skid resistant material also is applied to the surface for safety. These platforms primarily are used for patching on heavily traveled highways, when construction takes place overnight and it is necessary to reopen the highway to motorists during the day. Previously in this situation, a very limited number of patches could be completed because the existing concrete had to be saw cut, removed, doweled, and the new concrete had to be poured and cured in one shift, allowing no additional work to be done after pouring. The use of timber blocks allows the contractor to continue working after the concrete pour. While waiting for the concrete to cure, additional patches can be excavated and filled with the temporary timber block inserts. The timber blocks withstand the heavy traffic while the roadway is open, can be removed quickly at the start of the next construction shift, and can be replaced by the permanent concrete patches. Productivity is increased with the use of timber blocks. The timber block inserts are recommended for further use by the Pennsylvania Department of Transportation. KW - Concrete pavements KW - Cost effectiveness KW - Patching KW - Productivity KW - Temporary inserts KW - Timber blocks UR - http://ntl.bts.gov/lib/22000/22200/22212/PB99168957.pdf UR - https://trid.trb.org/view/503384 ER - TY - RPRT AN - 00769476 AU - Hughes, J J AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - GEOCELL SUBGRADE STABILIZATION PY - 1999/07 SP - 104 p. AB - This final report summarizes the findings of a Geocell Confinement System used for subgrade stabilization. The site was located on SR 0030 and was part of the SR 0476-630 (Blue Route) project in St. Davids, Delaware County. The purpose of this project was to evaluate the effectiveness and performance of a Geocell Confinement System when used for subgrade stabilization. The initial results of this study indicate that geocell is an acceptable alternative to other methods of subgrade stabilization. This final report also includes falling weight deflectometer (FWD) data collected annually over two years, as well as a proposed draft specification for geocell. Geocell is recommended for approval, as an alternative method for subgrade stabilization, on a job by job basis on all future Pennsylvania Department of Transportation projects where this material is warranted. KW - Falling weight deflectometers KW - Field data KW - Geocell confinement system KW - Geosynthetics KW - Performance KW - Soil stabilization KW - Specifications KW - Subgrade (Pavements) UR - https://trid.trb.org/view/503383 ER - TY - RPRT AN - 00769440 AU - Ardani, A AU - Jesaitis, P AU - Colorado Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF DESIGN BUILD PRACTICE IN COLORADO, IR(CX)70-4(143) PY - 1999/07 SP - 46 p. AB - This final report summarizes the activities that took place on a design-build project in Region I of the Colorado Department of Transportation (CDOT). Under the Special Experimental Project No. 14 (SEP 14), the Federal Highway Administration approved the design-build concept to be used for the 12 mi (19.3 km) reconstruction of I-70 east of Denver. Included in this report are an overview of the design-build concept, discussion of significant events, and results of a questionnaire on design-build methodology. Also included in the report are a description of all the construction modification orders (CMO) and a discussion of quality control/quality assurance processes. The ultimate goal of this study was to identify and document the pros and cons of the design-build practice and to examine its overall applicability to CDOT. KW - Colorado KW - Design build KW - Interstate highways KW - Quality assurance KW - Quality control KW - Reconstruction UR - http://ntl.bts.gov/lib/22000/22100/22119/PB99163628.pdf UR - https://trid.trb.org/view/503347 ER - TY - JOUR AN - 00767718 JO - Public Roads PB - Federal Highway Administration AU - Haussler, T AU - Rekenthaler, D AU - Federal Highway Administration TI - THE HOOVER DAM BYPASS PY - 1999/07 VL - 63 IS - 1 SP - p. 30-37 AB - The stretch of Route 93 leading up to and over Hoover Dam is a dangerous, overburdened bottleneck ripe for a major transportation disaster, and the dam's overseers and area transportation engineers would like to create a high-speed bypass that would drain away from the dam all but sightseeing traffic. In 1989, the Bureau of Reclamation established the Colorado River Bridge Project Management Team (PMT), which addressed environmental concerns and engineering problems inherent in a number of bypass proposals. Within a year, PMT had come up with three bypass proposals: Promontory Point, a 5.8-km stretch of new highway and a 670-m cablestayed or steel truss rib-through-arch bridge about 300 m upstream of Hoover Dam; Sugarloaf Mountain, a 5.3-km stretch of new highway and a 580-m steel arch or cablestayed bridge 460 m downstream of Hoover Dam; and Gold Strike Canyon, a 5.3 km stretch of new highway and a 520-m steel arch or concrete deck arch bridge about 1.6 km downstream of Hoover Dam. Just as PMT was ready to move forward with a design proposal, the mission of the Bureau of Reclamation changed and funding dried up. In 1995, the Hoover Dam Bypass project was officially placed on hold. In early 1997, state and federal leaders from Nevada and Arizona appealed to the U.S. Department of Transportation for funding assistance; and in May 1997, the Federal Highway Administration's (FHWA) Central Federal Lands Highway Division was named as the lead agency to resume the Hoover Dam Bypass project. In December 1998, PMT selected the Sugarloaf Mountain alternative. FHWA is proceeding with the Final Environmental Impact Statement, which is scheduled to be completed in the summer of 1999. Funding for the construction remains a major hurdle. Although the new bridge will have its critics--especially those who will argue that the bridge mars dam visitors' views of Black Canyon--the bypass will ultimately improve traffic flow, reduce air and noise pollution, eliminate the threat of a serious accident on or near Hoover Dam, and improve the visitor's overall experience. KW - Air pollution KW - Arizona KW - Bypasses KW - Colorado River KW - Costs KW - Environmental impact analysis KW - Environmental impact statements KW - Environmental impacts KW - Financing KW - Government funding KW - Highway bridges KW - Highway design KW - Highway safety KW - Hoover Dam KW - Lake Mead KW - Nevada KW - Noise KW - Through traffic KW - Tourists KW - Traffic congestion KW - Traffic flow KW - Traffic safety KW - Trucks KW - U.S. Bureau of Reclamation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/hoover.cfm UR - https://trid.trb.org/view/505921 ER - TY - JOUR AN - 00767720 JO - Public Roads PB - Federal Highway Administration AU - Buck, M AU - Federal Highway Administration TI - ALL'S QUIET ON THE WASATCH FRONT: TECHNOLOGY KEEPS TRAFFIC MOVING PY - 1999/07 VL - 63 IS - 1 SP - p. 45-47 AB - The Utah Department of Transportation (UDOT) recently launched CommuterLink, an intelligent transportation system of electronic traffic equipment, computers, and communication systems, to make traveling along the Wasatch Front safer and more efficient. The Wasatch Front is Utah's urban corridor on the western side of the Wasatch Mountain Range. CommuterLink became operational April 27, 1999, with the grand opening of UDOT's new traffic operations center (TOC) in Salt Lake City. The TOC is the nerve center of CommuterLink and houses all the computer and communication systems that provide instant data on road and traffic conditions. By 2001, the system will cover more than 135 km of freeway and will include more than 480 km of fiber-optic cables, 550 traffic signals, 150 closed-circuit television cameras, and 57 variable message signs. In the future, CommuterLink will extend its area of coverage, add a telephone hotline that will give callers updates on road conditions and detailed messages about specific incidents, and incorporate Utah Transit Authority buses and light rail, providing realtime transit schedules. KW - Advanced traveler information systems KW - Bus transit KW - Closed circuit television KW - Communication systems KW - Commuters KW - Computers KW - Fiber optics KW - Highways KW - Intelligent transportation systems KW - Light rail transit KW - Monitoring KW - Public transit KW - Roads KW - Sensors KW - State departments of transportation KW - Television cameras KW - Traffic congestion KW - Traffic control KW - Traffic control centers KW - Traffic flow KW - Traffic signals KW - Traffic volume KW - Traveler information and communication systems KW - Utah KW - Variable message signs UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/utahits.cfm UR - https://trid.trb.org/view/505923 ER - TY - JOUR AN - 00767716 JO - Public Roads PB - Federal Highway Administration AU - Ruegsegger, L R AU - Lefchik, T E AU - Federal Highway Administration TI - MANAGING CAR-CRUNCHING SINKHOLES PY - 1999/07 VL - 63 IS - 1 SP - p. 23-28 AB - The Abandoned Underground Mine Inventory and Risk Assessment process, as documented in a recently adopted Ohio Department of Transportation (ODOT) manual, is a proactive response to the need to locate and assess the risk of all roadway sites beneath which abandoned underground mines exist. The overall purpose of this inventory and risk assessment effort is to enhance the safety of the traveling public by minimizing the possibility of a sudden roadway collapse that could result in fatalities or bodily injuries. Most of the abandoned underground mines in Ohio range in age from 50 to 150 years. Detailed abandonment maps are available for approximately 4,600 underground mines; however, for an estimated 2,000 mines, no detailed maps are available. The process comprises four basic activities: establishment of an inventory of all roadway sites beneath which abandoned underground mines may exist; assessment of risk; remediation of sites, if necessary; and permanent monitoring of sites. During development of the process, three notable mine remediation projects on interstate highways were undertaken by ODOT in response to roadway conditions suggesting mine-related subsidence activity: I-70 in Guernsey County, I-70 and I-77 interchange in Guernsey County, and I-470 in Belmont County. Cooperation in the development of the manual and subsequent workshops has led to the formation of a 13-state technical working group to continue sharing information and to cooperate on related research. KW - Abandonment KW - Highway safety KW - Interstate highways KW - Inventory KW - Mines KW - Monitoring KW - Ohio KW - Pavement maintenance KW - Preventive maintenance KW - Repairing KW - Risk assessment KW - Sinkholes KW - State departments of transportation UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/minehole.cfm UR - https://trid.trb.org/view/505919 ER - TY - JOUR AN - 00767721 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - TOP 10 CONSTRUCTION ACHIEVEMENTS OF THE 20TH CENTURY PY - 1999/07 VL - 63 IS - 1 SP - p. 48-50 AB - According to CONEXPO-CON/AGG '99, the top 10 construction achievements of the 20th century are the Channel Tunnel (Chunnel), Golden Gate Bridge, Dwight D. Eisenhower System of Interstate and Defense Highways, Empire State Building, Hoover/Boulder Dam, Panama Canal, Sydney Opera House, Aswan High Dam, World Trade Center, and Chek Lap Kok Airport in Hong Kong. A photograph and brief description of each project is presented. KW - Arizona KW - Aswan High Dam KW - Channel Tunnel KW - Chek Lap Kok airport KW - Colorado River KW - Egypt KW - England KW - English Channel KW - France KW - Golden Gate Bridge (San Francisco, California) KW - Hong Kong (China) KW - Hoover Dam KW - Interstate highways KW - Nevada KW - New York (New York) KW - Nile River KW - Panama KW - Panama Canal KW - Quality of work KW - San Francisco (California) KW - Structural design KW - Structural engineering KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/topten.cfm UR - https://trid.trb.org/view/505924 ER - TY - JOUR AN - 00767717 JO - Public Roads PB - Federal Highway Administration AU - Reid, P AU - Federal Highway Administration TI - FHWA HELPS RESTORE HISTORIC NEIGHBORHOOD IN LOS ANGELES PY - 1999/07 VL - 63 IS - 1 SP - p. 29 AB - The Federal Highway Administration (FHWA) joined the California Department of Transportation, the city of Los Angeles, and neighborhood redevelopment agencies to restore some historical ambiance to the Adams-Figuroa Historic District in Los Angeles. FHWA provided most of the funding for the $1 million lighting and landscaping project. Thirty-three reproductions of historical Victorian streetlights (circa 1906) were installed, and 30 large sycamore trees were planted between the lights. New sidewalks were installed, and new red-textured pavement was installed in front of the historic Auto Club Buildings. The project won California's 1999 statewide Excellence in Transportation Award for historic preservation/cultural enhancement. KW - Aesthetics KW - Historic preservation KW - Landscaping KW - Lighting KW - Lighting columns KW - Los Angeles (California) KW - Neighborhoods KW - Street lighting KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/caltrans.cfm UR - https://trid.trb.org/view/505920 ER - TY - JOUR AN - 00767715 JO - Public Roads PB - Federal Highway Administration AU - Slovensky, R C AU - Federal Highway Administration TI - POTHOLE PATCHERS DEMONSTRATED IN CALIFORNIA PY - 1999/07 VL - 63 IS - 1 SP - p. 20-22 AB - When the California Department of Transportation (Caltrans) indicated an interest in observing a demonstration of pothole patching technologies, particularly spray-injection techniques, as evaluated under the Strategic Highway Research Program, and they offered a real-world demonstration site, the California Division Office of the Federal Highway Administration (FHWA) mounted a full-scale blitz to secure commitments from the vendors, arrange a meeting room near the site, send invitations, coordinate the support activities, and cohost the event with Caltrans. The demonstration was conducted on October 29, 1998, and was observed by approximately 100 representatives of cities, counties, ports, and airports throughout California and neighboring states. The American River crossing on Interstate 5 near downtown Sacramento was selected as the scene of the demonstration. The site offered the opportunity for a good comparison among the demonstrated patches and of the demonstrated patches and traditional patching methods for delaminated wearing surfaces, which tend to last only 6 months under traffic or one wet season. The demonstration also provided an opportunity to evaluate the equipment and materials for patching efficiency, durability, cost, and safety of the repair operation. As a followup, Caltrans and FHWA developed a video and presentation about the demonstrations. The demonstrations proved that whether repairs are contemplated for potholes, alligator cracking, or raveled edges, any of the units presented offer a solution, even if it is only a stopgap until more permanent repairs can be scheduled. KW - California KW - Demonstration projects KW - Hot mix asphalt KW - Industries KW - Patching KW - Pavement cracking KW - Pavement maintenance KW - Potholes (Pavements) KW - Research projects KW - Sacramento (California) KW - Spray injection KW - Sprays (Materials) KW - State departments of transportation UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/potholes.cfm UR - https://trid.trb.org/view/505918 ER - TY - JOUR AN - 00767719 JO - Public Roads PB - Federal Highway Administration AU - Mahach, K R AU - Wochinger, K AU - Marshall, R AU - Eppich, D AU - Federal Highway Administration TI - SIGN SIMULATOR VALIDATED IN FHWA STUDY PY - 1999/07 VL - 63 IS - 1 SP - p. 41-44 AB - Signsim is the sign simulator used by the Federal Highway Administration (FHWA) to evaluate a group of traffic signs that were proposed as national standards. Based on the simulator results, FHWA made different recommendations for each of the signs to the National Committee on Uniform Traffic Control Devices in January 1996. The committee, however, questioned the validity of Signsim and requested that the system be validated in some manner. The validation study was performed at the Turner-Fairbank Highway Research Center by recording the detection distances of actual scaled signs in their Photometric and Visibility Laboratory (PVL) and then by comparing the PVL detection distances and the Signsim detection distances to determine if they were significantly different. The main goal of the Signsim study was to provide recommendations on 13 specific sign types for the next revision of the Manual on Uniform Traffic Control Devices (MUTCD). From the original 13 sign types, six were recommended for inclusion in the MUTCD revision. In the PVL study, four of the six recommended sign types were tested for recognition distances. Results revealed significant differences between the recognition distances obtained using Signsim and in the PVL for all signs except for the third Dead End sign and the "bike with text" signs. The recognition distances recorded in Signsim were consistently shorter than those recorded in the PVL. However, the majority of the results compared were similar, if not exactly the same. It was concluded that Signsim is a reliable laboratory for producing realistic results. KW - Bicycles KW - Dead end streets KW - Equipment tests KW - Highway curves KW - Laboratories KW - Simulation KW - Traffic signs KW - U.S. Federal Highway Administration KW - Validation KW - Visibility KW - Visibility distance UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/signism.cfm UR - https://trid.trb.org/view/505922 ER - TY - JOUR AN - 00767713 JO - Public Roads PB - Federal Highway Administration AU - Sutton, W L AU - Marks, D AU - Federal Highway Administration TI - HIGHWAYS AND THE NEW WAVE OF ECONOMIC GROWTH PY - 1999/07 VL - 63 IS - 1 SP - p. 10-12 AB - Transportation improvements have preceded every stage of industrial development in human history, being a critical ingredient in the four major waves of industrialization. As the 20th century ends, the United States is in a fifth wave of industrialization that is transforming the global market and changing traditional notions of development. This wave is based on innovations in logistics and manufacturing. Just as highway infrastructure made the fourth wave possible in the United States, the country's success during the fifth wave will depend on whether it has a seamless, intermodal transportation system. The Federal Highway Administration (FHWA) is prepared to meet this challenge. Their commitment begins with improving highway infrastructure, the backbone of the intermodal network. The Transportation Equity Act for the 21st Century (TEA-21) boosts surface transportation investment by 40% over the next 5 years. In addition to improving the core highway infrastructure, another goal is to improve intermodal connections. FHWA is developing a report on the status of National Highway System (NHS) connectors to seaports, airports, and other freight facilities. Another priority for fifth-wave businesses is congestion relief. An additional FHWA initiative is the Value Pricing Pilot Program. TEA-21 provides $51 million to test pricing strategies in metropolitan corridors. How the United States solves its transportation challenges will determine whether the country advances in a fifth-wave economy. FHWA is aggressively improving the physical condition, connectivity, and use of infrastructure that is critical for the new economic frontier. KW - Airports KW - Congestion pricing KW - Development KW - Economic factors KW - Economic growth KW - Freight terminals KW - Highways KW - Infrastructure KW - Intermodal terminals KW - Intermodal transportation KW - National Highway System KW - Ports KW - Traffic congestion KW - Transportation Equity Act for the 21st Century KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/hwaygro.cfm UR - https://trid.trb.org/view/505916 ER - TY - JOUR AN - 00767714 JO - Public Roads PB - Federal Highway Administration AU - Livingston, R A AU - Federal Highway Administration TI - FHWA FIBER-OPTICS RESEARCH PROGRAM: CRITICAL KNOWLEDGE FOR INFRASTRUCTURE IMPROVEMENT PY - 1999/07 VL - 63 IS - 1 SP - p. 13-19 AB - A nondescript highway bridge on Interstate 10 in Las Cruces, New Mexico, is the frontline project in a farsighted Federal Highway Administration (FHWA) research program that is exploring the use of fiber-optic sensors in highway applications, including both structures and pavements. Throughout the bridge are 120 calibrated Bragg grating fiber-optic strain sensors: more than any other steel bridge in the world. Traditionally, structural monitoring has typically involved networks of only 10-20 strain gauges, yielding data that is generally insufficient for detecting early signs of deterioration. The new capability of installing large numbers of sensors in a system suggests a new, much more reliable approach. While the application of fiber-optic sensor networks to all 576,000 bridges in the nation's infrastructure may not be justified from a cost-benefit perspective, the technology presents considerable advantages for three categories of bridges in particular: existing bridges that have severe deterioration; major bridges that form critical links in urban transportation systems, especially in seismically active areas; and bridges made of novel materials, such as polymer composites, for which little information on performance currently exists. This key FHWA research program is seeking to provide an information base for an effective cost-benefit analysis, investigating issues such as overall monitoring strategy, systems architecture, installation procedures, temperature compensation, durability, compatibility with other materials, sensor standardization, and data analysis. A sidebar presents the operating principle of Bragg fiber-optic sensors. KW - Benefit cost analysis KW - Data collection KW - Fiber optics KW - Highway bridges KW - Infrastructure KW - Las Cruces (New Mexico) KW - Monitoring KW - Pavement cracking KW - Pavement performance KW - Sensors KW - Strain gages KW - Strain measurement KW - Structural analysis KW - Structural deterioration and defects KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/fibrbrg.cfm UR - https://trid.trb.org/view/505917 ER - TY - JOUR AN - 00766306 JO - Public Roads PB - Federal Highway Administration AU - Thompson, R D AU - Federal Highway Administration TI - NATIONALLY INTEGRATED TRAVELER INFORMATION SYSTEM PY - 1999/07 VL - 63 IS - 1 SP - p. 5-9 AB - Traveler information started decades ago in the form of simple traffic and weather alerts over the radio. Today, traveler information has matured into the use of more advanced systems that use varying methods to collect and disseminate the information. Traveler information systems currently vary in level of sophistication, depending on the traffic surveillance and data collection infrastructure put in place by the public and private sectors. Although more transportation professionals and decisionmakers are becoming aware of the benefits of intelligent transportation systems (ITS) that include advanced traveler information systems, the widespread deployment that was expected by both the public and private sectors has not yet occurred. A primary role of the National ITS Program is to facilitate the deployment and integration of ITS technologies to improve safety, efficiency, and mobility on the nation's roadways. The National Traffic and Road Closure Information System is the mechanism that the U.S. Department of Transportation will use to demonstrate the state of the practice of traveler information data collection and dissemination in the public sector. The ultimate National Traveler Information System of the future will provide standardized data in a consistent format across the country with each locality providing similar data in consistent format. KW - Advanced traveler information systems KW - Driver information systems KW - Integrated systems KW - Intelligent transportation systems KW - National Traffic & Road Closure information System KW - National Traveler information System KW - Passenger information systems KW - Traveler information and communication systems KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/nattis.cfm UR - https://trid.trb.org/view/504717 ER - TY - JOUR AN - 00766305 JO - Public Roads PB - Federal Highway Administration AU - Kopinski, M AU - Federal Highway Administration TI - NHI'S INSTRUCTOR CERTIFICATION PROGRAM PY - 1999/07 VL - 63 IS - 1 SP - p. 2-4 AB - The National Highway Institute (NHI), the Federal Highway Administration's external training arm, has implemented a far-reaching program to upgrade the skills of its instructors and to ensure that they are able to use the most advanced instructional methods that focus on the needs of adult learners. This 6-month-old program is already a success. Until recently, NHI certified its instructors based exclusively on technical knowledge; however, starting in the fall of 1998, NHI began taking the certification process a step further. Within 3 years, all NHI instructors must demonstrate their ability to teach adult learners. Adults learn by doing. Through active participation, individuals can retain up to 90% of what they are taught. To ensure that participants of NHI courses receive this kind of interactive instruction, NHI has started to assess the presentations of current and potential instructors against a standard list of competencies. Instructors must demonstrate their competency in six areas: positive behavior modeling, communication, classroom management, facilitation and trainer skills, knowledge of adult learning theory, and technical knowledge. The training experts can also give guidance to the instructors to make the course they teach more interactive and participant-oriented. The master trainers also offer suggestions for improving the effectiveness of printed instructional material. Twenty instructors were certified during the first 6 months, and several more were scheduled to be observed in the near future. KW - Adults KW - Certification KW - Instructors KW - Learning KW - National Highway Institute KW - Training KW - Training programs KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99julaug/instrucert.cfm UR - https://trid.trb.org/view/504716 ER - TY - ABST AN - 01463200 TI - Thermoplastic Drainage Pipe, Design and Testing AB - The "Soil-Thermoplastic Pipe Interaction System" design procedure (Section 18 and LRFD Section 12) of the AASHTO Bridge Specifications was written in the early 1980s based on the corrugated metal pipe design procedure. This procedure relies on ring compression limits even though this mode of failure may not occur in practice or in research. At the same time, the procedure ignores other relevant performance limits, such as deflection and wall profile stability, and the time-dependent nature of thermoplastic materials is largely ignored. In many cases, these factors limit the cost-effective application of thermoplastic drainage pipe. In other instances, designs may not be conservative or may be susceptible to unexpected failure modes. With more than 40 states currently using some type of thermoplastic drainage pipe, and with large-diameter thermoplastic drainage pipes readily available, this research was conducted to develop a recommended load and resistance factor design (LRFD) specification for thermoplastic pipe for culverts and drainage systems for consideration by AASHTO as well as a QA procedure for manufactured thermoplastic pipe. The first objective of this research is to develop a recommended load and resistance factor design (LRFD) specification for the thermoplastic pipe of culverts and drainage systems for consideration by AASHTO. The second objective is to develop a QA/QC procedure to test manufactured thermoplastic pipe. KW - Analysis KW - Culverts KW - Design KW - Drainage structures KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Pipe KW - Quality assurance KW - Quality control KW - Quality control KW - Research projects KW - Resistance tests KW - Soil structure KW - Thermoplastic materials UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=858 UR - https://trid.trb.org/view/1231425 ER - TY - RPRT AN - 01104859 AU - Glassco, Richard A AU - Federal Highway Administration TI - Simulation and Analysis of Three Congested Weigh Stations Using WESTA PY - 1999/06 SP - 171p AB - This paper documents studies of three congested weigh stations. At each station current operating policy and traffic levels result in frequent occasions where the queue of trucks threatens to back up onto the highway, and the scales must be closed to avoid overflow. Overweight trucks and trucks with safety or credential problems may be missed when that happens. At each station, some alternate configurations have been proposed to solve the current problem and deal with anticipated increases in truck traffic. The studies provide one way of analyzing the proposed improvements. The studies used the Westa (Weigh Station) simulation model to represent the current and alternate scenarios. KW - Case studies KW - Queuing KW - Traffic congestion KW - Traffic flow KW - Traffic simulation KW - Transportation planning KW - Truck traffic KW - Trucking KW - Weigh stations UR - http://ntl.bts.gov/lib/16000/16300/16360/PB2000103554.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/10183.pdf UR - https://trid.trb.org/view/864524 ER - TY - RPRT AN - 01062292 AU - Federal Highway Administration TI - MN-TH-14 corridor reconstruction, MN-TH-60 to I-35, Blue Earth County, Waseca County, Steele County : environmental impact statement PY - 1999/06//Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/821789 ER - TY - RPRT AN - 00979945 AU - Sabatini, P J AU - Pass, D G AU - Bachus, R C AU - GeoSyntec Consultants AU - Federal Highway Administration TI - GEOTECHNICAL ENGINEERING CIRCULAR NO. 4: GROUND ANCHORS AND ANCHORED SYSTEMS PY - 1999/06//Technical Manual SP - 312 p. AB - This document presents state-of-the-practice information on the design and installation of cement-grouted ground anchors and anchored systems for highway applications. The anchored systems discussed include flexible anchored walls, slopes supported using ground anchors, landslide stabilization systems, and structures that incorporate tiedown anchors. This document draws extensively from the FHWA-DP-68-IR (1988) design manual in describing issues such as subsurface investigation and laboratory testing, basic anchoring principles, ground anchor load testing, and inspection of construction materials and methods used for anchored systems. This document provides detailed information on design analyses for ground anchored systems. Topics discussed include selection of design earth pressures, ground anchor design, design of corrosion protection system for ground anchors, design of wall components to resist lateral and vertical loads, evaluation of overall anchored system stability, and seismic design of anchored systems. Also included in the document are two detailed design examples and technical specifications for ground anchors and for anchored walls. KW - Anchor walls KW - Anchorages KW - Anchoring KW - Anchors (Structural connectors) KW - Corrosion protection KW - Design KW - Earth pressure KW - Earthquake resistant design KW - Geotechnical engineering KW - Inspection KW - Installation KW - Load tests KW - Stability (Mechanics) KW - State of the practice KW - Tiedowns UR - http://ntl.bts.gov/lib/22000/22100/22161/if99015.pdf UR - https://trid.trb.org/view/740723 ER - TY - RPRT AN - 00942341 AU - Western Transportation Institute AU - California Department of Transportation AU - Oregon Department of Transportation AU - Federal Highway Administration TI - CALIFORNIA - OREGON ADVANCED TRANSPORTATION SYSTEMS STAKEHOLDER OUTREACH WORKSHOP SUMMARY (DRAFT REPORT) PY - 1999/06 SP - 41 p. AB - Intelligent Transportation Systems (ITS) are developing rapidly, but the implementation of these advanced technologies in rural areas has not advanced as quickly as it has in more urbanized areas. Two potential reasons for this may include: local officials and stakeholders in rural areas may not be aware of what technological opportunities exist; and there may not be a mechanism for setting local and regional priorities for the implementation of systems that may benefit state and local officials and the traveling public. In an effort to overcome these challenges, the California and Oregon Departments of Transportation (Caltrans and ODOT, respectively), in cooperation with the Western Transportation Institute (WTI) of Montana State University, hosted a number of workshops for organizations (stakeholders) interested in the Northern California/Southern Oregon Rural ITS Areawide Travel and Safety Improvement Project. This effort is formerly known as the focus of the California - Oregon Advanced Transportation Systems (COATS) Project. One focus of the COATS Project is to encourage regional, public and private sector cooperation between Oregon and California organizations to better facilitate the planning and implementation of advanced technology systems. The approximate area of focus is between Redding, California and Eugene, Oregon. This area will provide a test bed for research, development, demonstration and deployment of rural ITS technologies and systems to "make rural travel safe, dependable and convenient". This report provides documentation of those workshops. Included in this report is a brief summary of the goals and objectives of the workshops, the details of those workshops and the workshop results. KW - California KW - California/Oregon Advanced Transportation Systems (COATS) KW - Cooperation KW - Implementation KW - Intelligent transportation systems KW - Intelligent transportation systems programs KW - Interorganizational relations KW - Oregon KW - Planning KW - Rural areas KW - Stakeholders KW - Strategic planning KW - Technology KW - Workshops UR - https://trid.trb.org/view/643089 ER - TY - RPRT AN - 00929208 AU - Browning, G AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SOIL MOISTURE BARRIER PY - 1999/06 SP - 68 p. AB - This report is an extension report and examines one of the measures being tried to stabilize the development of pavement damage on expansive soils, which is the use of horizontal moisture barriers. The moisture barrier will not stop horizontal flow, but is designed to stop rainwater from penetrating into the subgrade soils, thus reducing soil swelling, measured by a reduction in the moisture variance. On both sides of the roadway, the moisture barrier begins 9 ft (2.74 m) from the pavement centerline, extends to 6 ft (1.83 m) beyond the bottom of the ditch, and is under a minimum of 18 in. (0.46 m) of soil. The performance of the moisture barrier was measured twice yearly by moisture sampling and four times yearly by roadway roughness measurements. The moisture barriers on both projects did not reduce the International Roughness Indexes (IRIs) or the moisture variance, as they were expected to do. Future use of this design of horizontal moisture barriers on pavements is not recommended. The moisture barrier did not produce a smoother ride than the unprotected pavement in the roughness tests or reduce the moisture variance. KW - International Roughness Index KW - Moisture barriers KW - Moisture content KW - Pavement design KW - Performance KW - Roughness KW - Subgrade (Pavements) KW - Swelling soils UR - http://docs.trb.org/00929208.pdf UR - https://trid.trb.org/view/719105 ER - TY - RPRT AN - 00928074 AU - Hinojos, C M AU - Ward, G H AU - Armstrong, N E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - WETLANDS MITIGATION FOR HIGHWAY IMPACTS: A NATIONWIDE SURVEY OF STATE PRACTICES PY - 1999/06 SP - 208 p. AB - This report documents a review of Clean Water Act Section 404 mitigation projects undertaken in the contiguous United States that are applicable to highway development in Texas. In gathering the information about the experiences of transportation-related agencies across the nation regarding wetlands impact and mitigation, the researchers conducted a campaign that included telephone, fax, and email surveys. KW - Clean Water Act Section 404 KW - Compensatory wetland mitigation KW - Environmental impacts KW - Highways KW - Surveys KW - Texas KW - United States KW - Wetlands UR - http://www.utexas.edu/research/ctr/pdf_reports/1740_1.pdf UR - https://trid.trb.org/view/718786 ER - TY - RPRT AN - 00767989 AU - Texas Transportation Institute AU - Environmental Protection Agency AU - Federal Transit Administration AU - Federal Highway Administration TI - EARLY DEPLOYMENT OF TRANSIMS. ISSUE PAPER PY - 1999/06 SP - 27 p. AB - The purpose of the Early Deployment Program (EDP) is designed to help move TRANSIMS (Transportation Analysis Simulation System, a suite of advanced travel forecasting procedures) from research to application. This paper is the first in a series of papers describing the Early Deployment Program and TRANSIMS. The purpose of the paper is to introduce TRANSIMS to technical, management, and transportation policy professionals. Subsequent documents will provide more modeling detail and technical specifications. KW - Data collection KW - Deployment KW - Intelligent transportation systems KW - Personnel development KW - Planning KW - Travel demand KW - Travel patterns UR - https://trid.trb.org/view/502999 ER - TY - RPRT AN - 00806065 AU - Marwuart, Mike AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF CRAFCO CRACK SEALANT ON ASPHALT PAVEMENTS PY - 1999/06 SP - n.p. AB - Crafco experimental sealant 221 and 522 are considered a failure. Original inch joints opened to 1-5/8 inch with adhesion failures. Crafco 231 and 230 materials are both performing satisfactorily. Many failures are due to missing the crack with the router. KW - Crack and seat treatment KW - Cracking of asphalt concrete pavements KW - Pavement maintenance KW - Sealing (Technology) KW - Sealing compounds UR - https://trid.trb.org/view/673776 ER - TY - RPRT AN - 00806059 AU - Richter, Jeff M AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SILICONE JOINT SEAL VERSUS PREFORMED COMPRESSION JOINT SEAL PY - 1999/06 SP - n.p. AB - Silcone sealant has s\essentially failed while the neoprene seal is performing marginally. No appreciable change from previous evaluations. Decision was to finalize project. KW - Compression KW - Concrete pavements KW - Contraction KW - Joints (Engineering) KW - Performance evaluations KW - Seal coating KW - Silicones UR - https://trid.trb.org/view/673770 ER - TY - RPRT AN - 00800301 AU - Scullion, T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - RECOMMENDATIONS ON BUILDING A PAVEMENT LAYER DATABASE FOR TXDOT PY - 1999/06 SP - 96 p. AB - An accurate reliable pavement layer database (PLDB) is viewed as essential for the development of improved network and project-level pavement management applications within the Texas Department of Transportation (TxDOT). Very little layer thickness data is available within TxDOT's Pavement Management Information System. This severely impacts its capability to predict future performance and network funding requirements. In the districts, pavement layer information such as the surfacing thickness and the date of last surfacing is needed to assist with pavement rehabilitation decisions. For example, to interpret Falling Weight Deflectometer data, accurate layer thicknesses are required. While some of the data can be obtained from plans, the accuracy of plan thicknesses is often inadequate. In recent years TxDOT has initiated several internal efforts to establish a pavement layer database. Two districts, Houston and Brownwood, have already stored plan thickness information on a large portion of their networks. In this one-year feasibility study an evaluation is made of the accuracy of the existing databases in these districts, together with an assessment of the capability of using Ground Penetrating Radar (GPR) in the validation process. It was found that the plan sheets normally provide the adequate base information (although a few errors were found); however, they do not, in general, provide accurate information on the top layer thicknesses. It is concluded that the current system of using the existing plan sheets to generate the basic database is adequate, but this system must be updated with thickness information from both GPR and coring surveys. The GPR system has the additional benefit of being able to identify defects within the pavement structure. Once established, PLDB updates must become a routine operation upon any project's completion. Recommendations include action items for both short-term and long-term PLDB development. KW - Accuracy KW - Brownwood (Texas) KW - Databases KW - Ground penetrating radar KW - Houston (Texas) KW - Pavement layers KW - Pavement management systems KW - Recommendations KW - Texas KW - Thickness KW - Validation UR - https://trid.trb.org/view/666461 ER - TY - RPRT AN - 00800246 AU - Belarbi, A AU - Chandrashekhara, K AU - Watkins, S E AU - University of Missouri, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - MANUFACTURE AND PERFORMANCE EVALUATION OF FRP REBAR FEATURING DUCTILITY AND HEALTH MONITORING CAPABILITY PY - 1999/06 SP - 94 p. AB - The main objective of this study was to develop a new type of fiber reinforced plastic (FRP) rebar with focus on ductility and health-monitoring issues. One approach to provide ductility was the use of a hybrid FRP reinforcing bar consisting of different types of fibers, which fail at different strains during the load history of the rebar, thereby allowing a gradual failure of the rebar. The manufacturing of the rebar was achieved by pultrusion and filament winding techniques. These techniques have made it possible to embed fiber optic sensors within the reinforcement, for health monitoring, thus protecting the sensor from the harsh concrete environment. Pseudo-ductile behavior was validated through testing of coupon FRP rebar as well as reinforced concrete beams. Testing of large-scale beams reinforced with the hybrid FRP rebar exhibited remarkable ductility behavior with ductility indices close to that of beams reinforced with steel rebar. Furthermore, the strain measured from the embedded fiber optics replicates the measurement of conventional linear variable differential transformers (LVDTs) and was reliable up to failure of the beams. KW - Ductility KW - Fiber optics KW - Fiber reinforced plastics KW - Manufacturing KW - Monitoring KW - Performance evaluations KW - Reinforcing bars KW - Sensors KW - Strain (Mechanics) UR - http://library.modot.mo.gov/RDT/reports/Ri97012/RDT99005.pdf UR - http://ntl.bts.gov/lib/15000/15700/15786/PB2000100890.pdf UR - https://trid.trb.org/view/666427 ER - TY - RPRT AN - 00800190 AU - Kunin, J AU - Alampalli, S AU - New York State Department of Transportation AU - Federal Highway Administration TI - INTEGRAL ABUTMENT BRIDGES: CURRENT PRACTICE IN THE UNITED STATES AND CANADA PY - 1999/06 SP - 22 p. AB - Integral abutment bridges have been gaining popularity among bridge owners as cost-effective alternatives to bridges with conventional joints. They reduce initial construction costs and long-term maintenance expenses, improve seismic resistance, and extend long-term serviceability. New York has been building them since the late 1970s, with a wide variety of details, and they have been performing well. For further improvement of New York's design practice, a comparative survey was undertaken across North America, focusing on design and construction of both substructures and superstructures. In all, 39 states and Canadian provinces responded, including 8 who said they had no experience with these bridges. Responses are analyzed and summarized in this report. Overall, integral abutment bridges are performing as well as, if not better than conventional bridges, but no uniform national standards exist for their design. Design practices and assumptions concerning limits of thermal movement, soil pressure, and pile design vary considerably among responding agencies. These decisions are based largely on past experience. Validity of these assumptions needs investigation by testing and analysis to ensure efficient and reliable design. KW - Bridge substructures KW - Bridge superstructures KW - Bridges KW - Canada KW - Design KW - Earth pressure KW - Earthquake resistant design KW - Jointless bridges KW - New York (State) KW - Performance KW - Piles (Supports) KW - Serviceability KW - Surveys KW - Thermal expansion KW - United States UR - http://ntl.bts.gov/lib/22000/22000/22026/PB99155392.pdf UR - https://trid.trb.org/view/666370 ER - TY - RPRT AN - 00795258 AU - Morris, D V AU - Delphia, J G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - SPECIFICATIONS FOR BACKFILL OF REINFORCED-EARTH RETAINING WALLS PY - 1999/06 SP - 204 p. AB - Compaction and construction control of certain fills used for the structural cross-section of mechanically stabilized earth (MSE) retaining walls can present significant problems in design and quality assurance. Locally available soil types, in particular fine sands, are difficult to compact easily with standard equipment and often give unrealistically low densities in standard compaction tests. This results in inappropriate specifications that do not produce adequate material properties in the field. The resulting variability of material properties can result in a number of problems, including undesirable differential settlements. A significant program of laboratory testing was undertaken to investigate these problems, including performing three different types of laboratory compaction methods on a total of 62 cohesionless sands. The standard Proctor test method gave low values of maximum dry density in almost all cases, while the modified Proctor test did so mainly for sands of coefficient of uniformity below about 3.5. The vibrating hammer test method gave significantly higher values of dry density over the complete range of tests, which it is believed agree more closely with field values that can be achieved with the fine sands in question. The grain size distribution and particle shape were also found to have an effect on the dry densities achieved. Researchers recommend that serious consideration be given to the adoption of vibratory test procedures for fine sands. Revisions are suggested to the material specifications for MSE wall backfill, among other things, specifying the fill in terms of gradation, plasticity, soundness, and corrosion properties. A revised material testing manual has been proposed for the testing of backfill for MSE retaining walls. A new field inspector's manual for the construction and supervision of MSE retaining wall systems has also been prepared. KW - Backfill soils KW - Construction KW - Dry density KW - Inspection KW - Laboratory tests KW - Manuals KW - Materials tests KW - Mechanically stabilized earth KW - Retaining walls KW - Sand KW - Soil compaction KW - Specifications KW - Test procedures UR - https://trid.trb.org/view/654093 ER - TY - RPRT AN - 00764778 AU - McGrath, T J AU - Selig, E T AU - Webb, M C AU - Zoladz, G V AU - University of Massachusetts, Amherst AU - National Science Foundation AU - Federal Highway Administration TI - PIPE INTERACTION WITH THE BACKFILL ENVELOPE PY - 1999/06 SP - 269 p. AB - This report summarizes a study of installation practices for buried (culvert) pipes. Current practice was reviewed through a literature search and a survey of users, manufacturers, and others involved in the use of buried pipes. Typical backfill materials were characterized through standard and variable effort compaction tests, CBR tests, penetration tests and one-dimensional compression tests. Standard classification systems were compared and standard groups of backfill materials were evaluated. The soil properties that were used to develop the AASHTO SIDD designs are proposed for use as standard properties for application to the installation of all types of pipes. The constrained modulus is proposed as the standard measure of soil stiffness replacing the empirical modulus of soil reaction. Laboratory soil box tests and full-scale field tests were conducted to investigate soil behavior during installation. Variables include pipe type (concrete, steel, plastic) and size [900 and 1,500 mm (36 and 60 in.)], in-situ soil condition, trench width, backfill type, compactive effort, haunching effort, and bedding condition. The tests showed that all of the backfill-related test variables have a significant effect on pipe behavior. Tests with controlled low-strength materials showed this to be an excellent type of backfill. Computer modelling demonstrated that the finite element analysis can effectively model installation effects as well as effects of the fill over the pipe. The elastic solution for behavior of buried pipe, developed by Burns and Richard, shows promise as a basis for a simplified design method. Recommendations for future practice include the use of soft bedding under the bottom of the pipe and of uncompacted fill over the top. Selection of trench width must consider the ability to place and compact backfill in the haunch zone and at the sides of the pipe. Hand tampers, sized differently for different backfills, were shown to be useful for providing haunching effort. It was shown that relatively small changes in backfill density can have significant effects on backfill stiffness. The project shows that pipe performance is controlled by installation practices. Implementation of a design process that realistically assesses how a project will be built, and construction that understands and implements the design, is imperative for successful long-term culvert performance. KW - Backfill soils KW - Bedding KW - Compaction KW - Computer models KW - Culvert pipe KW - Density KW - Design methods KW - Field tests KW - Finite element method KW - Hand tampers KW - Laboratory tests KW - Performance KW - Pipe laying KW - Soil structure interaction KW - Stiffness KW - Trenches KW - Width UR - https://trid.trb.org/view/497682 ER - TY - RPRT AN - 00792434 AU - Davis, S C AU - Truett, L F AU - Hu, P S AU - Oak Ridge National Laboratory AU - Federal Highway Administration TI - FUEL USED FOR OFF-ROAD RECREATION: A REASSESSMENT OF THE FUEL USE MODEL PY - 1999/06 SP - 72 p. AB - The Intermodal Surface Transportation Efficiency Act of 1991 required that certain tax revenues generated from the sale of motor fuel used for off-road recreation be transferred from the Highway Trust Fund to the Trails Trust Fund for recreational trail and facility improvements. In order to apportion the Trails Trust Fund to individual states equitably, the Federal Highway Administration asked Oak Ridge National Laboratory (ORNL) in 1993 to estimate the amount of motor fuel used for off-road recreation at the state level by different vehicle types. A modification of the methodology developed by ORNL has been used to apportion funds to the states since that time. The Transportation Equity Act for the 21st Century extends funding for the Recreational Trails Program for 6 years with significant increases. To ensure that the current method benefits from recent data more accurate than those available in 1993-1994 and to investigate the concern that recreational fuel usage by light trucks is overestimated, this study reevaluated the model previously designed by ORNL. Results indicated that the enthusiasm for off-road vehicle recreation requires a substantial quantity of fuel each year: almost 2 billion gal (7.57 billion l). This figure represents a 27% increase over the fuel use estimated in 1992. KW - Apportionment KW - Estimating KW - Forecasting KW - Fuel consumption KW - Highway Trust Fund KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Mathematical models KW - Oak Ridge National Laboratory KW - Offroad traffic KW - Recreation KW - Trails Trust Fund KW - Transportation Equity Act for the 21st Century KW - U.S. Federal Highway Administration UR - http://ntl.bts.gov/lib/14000/14700/14701/DE00009796.pdf UR - https://trid.trb.org/view/648836 ER - TY - RPRT AN - 00791622 AU - Simenstad, C A AU - Nightingale, B J AU - Thom, R M AU - Shreffler, D K AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - IMPACTS OF FERRY TERMINALS ON JUVENILE SALMON MIGRATING ALONG PUGET SOUND SHORELINES. PHASE I: SYNTHESIS OF STATE OF KNOWLEDGE PY - 1999/06 SP - 197 p. AB - This project is assessing whether ferry terminals affect juvenile salmon migrating along estuarine and nearshore marine environments and, if so, how design of and modifications to both ferry terminals and operations can mitigate those impacts. This project has three phases. This report summarizes results from Phase I (status of knowledge, initial terminal surveys) and implications for Phase II and III research. The authors addressed three issues about over-water structures impacts on juvenile salmon: (1) alteration in migratory behavior, (2) reduction in prey production and availability, and (3) increased predation. An assessment of over 60 direct sources of information found evidence that juvenile salmon react to shadows and other artifacts in the shoreline environment created by shoreline structures. While changes in light have been shown to affect salmon migration behavior and thus potentially place them at increased mortality risk, no quantitative information on the significance of these behavioral responses to juvenile salmon survival were found. Juvenile salmon also encounter limited prey resources under shoreline structures when important habitats such as eelgrass (Zostera marina) are disturbed. Modifications to light, temperature, salinity, nutrient levels, and wave action beneath an over-water structure influence the rate of photosynthesis, plant distribution, and survival of specific plant species that directly or indirectly support prey resource composition and production. Despite considerable speculation about increased predation around docks, quantitative evidence for significant increases in predation on salmon associated with docks is lacking. The authors also conducted short-term underwater diving and video surveys at five ferry terminals (Clinton, Kingston, Port Townsend, Seattle, Vashon) to gather preliminary information on the relationships among variations in over-water structures, fish occurrence and relative abundance, light conditions, biological communities, and potential predators. Juvenile salmon were observed migrating under several structures. Existing information indicates that the effects of shoreline structures on migrating juvenile salmon may vary, depending on the design and orientation of the shoreline structure, extent of alteration of the underwater light field and presence of artificial light. However, our understanding of the significance of the short-term delays in the salmons' migration and cumulative or synergistic effects is insufficient to provide the quantitative relationships that would be necessary as the basis for developing retrofitting or design modifications. Field studies are recommended. KW - Artificial light KW - Coasts KW - Docks KW - Environment KW - Environmental impacts KW - Estuaries KW - Ferries KW - Ferry terminals KW - Habitat (Ecology) KW - Marine terminals KW - Puget Sound Region KW - Recommendations KW - Research KW - Salmon KW - Salmon migration KW - Sunlight KW - Synergism (Ecology) KW - Underwater video surveys KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/472.1.pdf UR - http://ntl.bts.gov/lib/16000/16000/16073/PB2000102423.pdf UR - https://trid.trb.org/view/648577 ER - TY - RPRT AN - 00791467 AU - Santos, C AU - Cramer, S M AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - FIELD MEASUREMENT OF WATER-CEMENT RATIO FOR PORTLAND CEMENT CONCRETE, PHASE I - EVALUATION OF EXISTING TECHNOLOGIES PY - 1999/06 SP - 31 p. AB - A rapid, portable, and accurate assessment of water-cement ratio of plastic concrete would provide the Wisconsin Department of Transportation and paving contractors with a quality assessment tool for strength and durability. Such a tool would provide a means to monitor quality and to invoke changes in concrete mixes in a timely manner before extensive quantities of concrete are placed. The laboratory study described in this report identified existing technologies for field measurement of water-cement ratio and evaluated the most promising technologies in the laboratory. Two methods were examined, the Microwave Oven Method and the Troxler Nuclear Water-Cement Gauge. The laboratory evaluation consisted of a 27-mix test plan that included three mix types, three levels of temperature, and three levels of water-cement ratio. Under laboratory conditions, the Microwave Oven Method was capable of measuring water content with standard errors of 6.8 kg/cu m to 13.5 kg/cu m corresponding to a water-cement ratio error of 0.02 to 0.04. The water content errors for the Nuclear Gauge ranged from 6.4 kg/cu m to 11.5 kg/cu m and the cement content errors ranged from 3.8 kg/cu m to 7.5 kg/cu m. These errors corresponded to water-cement ratio standard errors of 0.02 to 0.04. These errors can be tracked to a variety of sources that include concrete sampling issues as well as the operation of each method. Neither method is sufficiently developed to be used as a sole source for quality control in concrete paving, but each method shows considerable promise for further refinement. If the field use of these devices presents no new challenges, then each method in its current form shows promise for use as a supplementary quality control method. KW - Construction KW - Field tests KW - Laboratory studies KW - Microwave oven KW - Microwaves KW - Nuclear gages KW - Portland cement concrete KW - Quality control KW - Standard error KW - Water cement ratio UR - http://ntl.bts.gov/lib/16000/16400/16428/PB2000103877.pdf UR - https://trid.trb.org/view/648484 ER - TY - SER AN - 00789189 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - HAZARDOUS MATERIALS RISK ASSESSMENT: PHASE I PY - 1999/06 SP - 4 p. AB - The main purpose of Phase I of this project was to develop a methodology for predicting consequences of hazardous material (HM) crashes, such as injuries and property damage. An initial step in developing a risk assessment is to reliably estimate the number of crashes and incidents for a defined period of time. The report documented a process to evaluate the full impact of HM crashes and incidents by sampling a single HM class (class 3) for 1 year. This tech brief summarizes the 1-year portrait of HM crashes/incidents and their impacts. For this discussion, an incident is an event in which HM is unintentionally released from a package (49 CFR171.16). KW - Hazardous materials KW - Impacts KW - Injuries KW - Property KW - Risk assessment KW - Spills (Pollution) KW - Truck crashes UR - http://ntl.bts.gov/lib/10000/10100/10104/tb99-013.pdf UR - http://ntl.bts.gov/lib/10000/10100/10104/tb99-013.pdf UR - https://trid.trb.org/view/650817 ER - TY - RPRT AN - 00789808 AU - Osborne, M L AU - Pigman, J G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF TRIMARC PROCUREMENT PROCEDURES PY - 1999/06 SP - 30 p. AB - An Advanced Traffic Management System (ATMS), referred to as TRIMARC (Traffic Response and Incident Management Assisting the River Cities), was installed in the Louisville, Kentucky and southern Indiana area. A system integrator approach was used for the installation, operation, and maintenance of this system. The system integrator approach involved using Special Experimental Project No. 14 (SEP-14) procedures to procure the services of an equipment installation contractor. The SEP-14 process is an innovative means of procuring projects that may be uncharacteristic to the traditional projects normally encountered by highway departments. SEP-14 provides an opportunity to use and evaluate the contractual arrangements when an alternate process is more beneficial than the traditional processes. In this case, selection of the equipment installation contractor was based on criteria other than cost. The SEP-14 process allowed the equipment installation contract to be based on cost, schedule, and experience/past performance. The objective of this study was to evaluate the effectiveness and success of the TRIMARC project including the SEP-14 process. The overall project has been received positively and the contract is now being extended to include a larger incident management program. The SEP-14 process has proven to provide the system integrator more flexibility with such aspects as receiving the specific equipment desired and contracting with an equipment installation contractor that had previous experience with similar projects. This resulted in time and cost savings to Kentucky and Indiana. KW - Advanced traffic management systems KW - Contractors KW - Equipment KW - Indiana KW - Installation KW - Kentucky KW - Procurement KW - Savings UR - http://ntl.bts.gov/lib/16000/16300/16334/PB2000103435.pdf UR - https://trid.trb.org/view/647960 ER - TY - RPRT AN - 00784626 AU - Ellis, R AU - Ruth, B AU - Carola, P AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF IMPROVED PROCEDURES FOR THE REMOVAL OF PAVEMENT MARKINGS DURING FDOT CONSTRUCTION PROJECTS PY - 1999/06 SP - 69 p. AB - Highway construction projects often require the removal of existing or temporary pavement markings. Effective removal presents a challenge. Incomplete removal may leave suggestions of marking which can be confusing to the motorist passing through the work zone. Aggressive removal may result in pavement scars which under wet nighttime conditions may also be mistaken by the motorist as pavement markings. This study reviews the current removal technology and suggests best management practices for pavement marking removal in highway construction work zones. Field testing of different removal options was performed and the results are documented. Additionally, the use of light reflectance as a measure of marking removal was investigated. Ultra-High Pressure Low Volume Water Blasting was demonstrated as a superior removal methodology. A management implementation plan for a State Highway Agency is suggested. KW - Best practices KW - Blast cleaning KW - Field tests KW - Road marking removal KW - Road markings KW - Temporary traffic control devices KW - Water pressure KW - Work zone traffic control UR - https://trid.trb.org/view/637059 ER - TY - RPRT AN - 00784628 AU - Carter, W E AU - Shrestha, R L AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - DETERMINATION OF ORTHOMETRIC HEIGHTS USING DGPS PY - 1999/06 SP - 59 p. AB - This research included two major components: (1) Evaluate the precision of GEOID96 over Florida and investigate possible places for improvement; and (2) Develop and test simplified guidelines for the observation of ellipsoid heights using the Global Positioning System (GPS). The evaluation of the existing, and generation of an improved, geoid model required access to specialized computer programs and gravity anomaly data. This report reviews the work performed to improve the gravimetric geoid model and the development and testing of guidelines for the use of GPS to obtain ellipsoid heights of adequate accuracy to be combined with the geoid model to derive orthometric heights accurate to 2 to 5 cm. KW - Accuracy KW - Databases KW - Ellipsoid heights KW - Geoid models KW - Global Positioning System KW - Gravimetric analysis KW - Gravity KW - Orthometric heights UR - http://ntl.bts.gov/lib/22000/22000/22088/PB99160541.pdf UR - https://trid.trb.org/view/637061 ER - TY - RPRT AN - 00784627 AU - Ellis, R AU - Bloomquist, D AU - Coffey, M A AU - Guertin, B D AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - LIFECYCLE COST ANALYSIS OF VARIOUS SLOPE TREATMENT ALTERNATIVES PY - 1999/06 SP - 67 p. AB - The objective of this paper is to compare various slope treatment alternatives based on lifecycle cost analysis. A preliminary database of alternatives, their costs, and a spreadsheet program is used for the analysis. The method of comparison will be based on construction cost, maintenance cost, maintenance schedule, and usable life. Time value of money formulas are used to calculate lifecycle cost. Constructability, soil properties, site characteristics, and aesthetic considerations are additional variables entered into the decision-making process. KW - Aesthetics KW - Alternatives analysis KW - Constructability KW - Decision making KW - Life cycle costing KW - Slopes KW - Soil stabilization KW - Spreadsheets UR - http://ntl.bts.gov/lib/22000/22000/22092/PB99160608.pdf UR - https://trid.trb.org/view/637060 ER - TY - RPRT AN - 00784629 AU - McVay, M C AU - Ahmed, Z AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - CENTRIFUGAL NUMERICAL EVALUATION OF PRELOADING ON POLK COUNTY PARKWAY PY - 1999/06 SP - 220 p. AB - A mathematical framework for large strain consolidation of fully saturated soil media is presented in this report. The algorithmic treatment of large strain response of the solid phase is based on multiplicative decomposition of deformation gradient and is coupled with the algorithm of fluid flow via the Kirchhoff pore water pressure. Balance laws are written for the soil-water mixture following the motion of the soil matrix alone. Two different constitutive relations (elastoplastic and viscoplastic) based on modified Cam-Clay (MCC) model of critical state soil mechanics are formulated in this report to represent the nonlinear responses of the solid phase. The proposed mathematical model is linearized to obtain consistent tangent operators and subsequently implemented in a displacement-based finite element code PlasFEM, developed by the Geotechnical Engineering group at the University of Florida. Numerical prediction of primary (consolidation and swell) and secondary (creep) consolidation settlement of phosphatic waste clay, found at the construction site Polk County Expressway, in the presence of vertical wick drains subject to surcharge loading, unloading and subsequent reloading (i.e., road construction) is conducted using PlasFEM. Simulation results showed a very good agreement with the field measurements. KW - Algorithms KW - Consolidations KW - Elastoplasticity KW - Field tests KW - Finite element method KW - Mathematical models KW - Pore water pressures KW - Saturated soils KW - Secondary consolidation KW - Simulation KW - Strain (Mechanics) KW - Viscoplasticity KW - Wick drains UR - http://ntl.bts.gov/lib/22000/22200/22220/PB99169286.pdf UR - https://trid.trb.org/view/637062 ER - TY - SER AN - 00784541 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - USING GIS IN THE ANALYSIS OF TRUCK CRASHES PY - 1999/06 SP - 4 p. AB - An analysis effort was undertaken to illustrate the advantages of a geographic information system (GIS)-based crash analysis system. The problem selected was the identification and analysis of high-truck-crash locations, both along designated truck corridors and on other roadways within Wake County, North Carolina. The goal of the study was to determine if there are benefits to using a GIS-based crash referencing system over the traditional data bases that contain crash, roadway feature, and operations data that can be linked by location. Specific objectives for the project included: 1) identifying high-truck-crash locations using the GIS-based system, and 2) exploring the applicability of non-traditional data bases to this type of analysis. This summary report presents the results of this analysis. KW - Crash analysis KW - Geographic information systems KW - High risk locations KW - Spatial referencing KW - Truck crashes KW - Wake County (North Carolina) UR - http://www.fhwa.dot.gov/publications/research/safety/99119/99119.pdf UR - http://ntl.bts.gov/lib/17000/17600/17692/PB2001103174.pdf UR - https://trid.trb.org/view/639965 ER - TY - RPRT AN - 00780329 AU - ANDERSON, P AU - Koehler, K AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - A REPORT ON COUNTY ROAD PROGRAM FINANCE IN KENTUCKY PY - 1999/06 SP - n.p. AB - This report reflects the findings of a study of county road finance in Kentucky. Statistics contained in the report were derived from financial statements submitted by the counties to the Kentucky Department of Local Government. KW - County government KW - County roads KW - Finance KW - Kentucky KW - Rural highways KW - Statistics UR - http://ntl.bts.gov/lib/15000/15900/15909/PB2000101691.pdf UR - https://trid.trb.org/view/510238 ER - TY - RPRT AN - 00778841 AU - Lovrich, N AU - Nice, D AU - Weber, E AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - BENEFITS AND COSTS ASSOCIATED WITH THE WSDOT CTR PROGRAM PY - 1999/06 SP - 73 p. AB - Washington has sought to reduce commute trips to the workplace in 9 of the state's most populous counties. Such a reduction is sought to ameliorate congestion on the roadway, improve air quality, conserve fossil fuels, and promote environmental quality. Legislation has been in place since 1991 requiring both private and public employers of 100+ employees in those 9 counties to formulate plans for the implementation of varied incentives to encourage alternatives to single occupancy vehicle (SOV) travel. This legislation requires the Washington State Department of Transportation (WSDOT) to monitor (by means of a biennial employee survey) progress toward a quite ambitious goal of a 35% reduction in SOV travel by 2005. This goal remains quite far from being met; the most recent survey-based estimate is that a 7% reduction has been achieved thus far. This final report sets forth the results of the employee survey, set against a fairly thorough reading of the research literature in this area. Over 900 employees in 16 diverse (public and private, large and small, western, central, and eastern region) organizations participating in the program returned completed surveys. The majority of these surveys were accompanied by length comments, signifying that the survey did indeed touch the deeper roots of employee decision-making in this area of individual choice. Preliminary analysis revealed that the range of variation in organizations, in the several attitudinal scales and indices employed, and in the extent of non-SOV commuting reported would permit a fruitful analysis on the questions posed in the questionnaire developed for this study. Of 902 respondents, 372 indicate that they are "switchers" to alternatives to SOV commuting. A profile of the switcher does emerge from this study based on both bivariate and multivariate (multiple regression and discriminant analysis) analyses. Switchers tend to value "commute trip reduction" (CRT) incentives, come from organizations where the CTR program is strongly supported, engage in other environment-protective activities, perceive the presence of reasonably convenient alternatives to SOV travel, and be less concerned with the "convenience and flexibility" benefits of SOV commuting than SOV commuters. While there is clearly not a majority sentiment favoring SOV pricing, there is indeed evidence that a significant minority of employees are willing to experiment with some type of market-oriented pollution/congestion costing policy directed to the urban transportation gridlock phenomenon. KW - Air quality KW - Attitudes KW - Benefits KW - Commuters KW - Congestion pricing KW - Costs KW - Decision making KW - Discriminant analysis KW - Employers KW - Environmental protection KW - Fuel conservation KW - Incentives KW - Legislation KW - Multiple regression analysis KW - Questionnaires KW - Single occupant vehicles KW - Surveys KW - Traffic congestion KW - Travel demand management KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/468.1.pdf UR - http://ntl.bts.gov/lib/22000/22100/22167/PB99166274.pdf UR - https://trid.trb.org/view/508718 ER - TY - RPRT AN - 00778835 AU - BRADSHAW, C AU - Hallenbeck, M E AU - McIntosh, D AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - WASHINGTON STATE DEPARTMENT OF TRANSPORTATION ADVANCED TRAVELER INFORMATION SYSTEMS BUSINESS PLAN PY - 1999/06 SP - 111 p. AB - This report sets out Washington State Department of Transportation's (WSDOT's) view of the appropriate roles, responsibilities and allocation of costs for public and private providers of advanced traveler information systems (ATIS) services, given WSDOT's goals of providing traveler information to promote the safety and efficiency of its transportation facilities, encouraging private sector investment in ATIS services, and reducing WSDOT's ATIS costs. The report provides background about current ATIS services, infrastructure and participants in the Puget Sound region, the area of Washington in which ATIS implementation is most advanced. The report describes the private sector ATIS business opportunity and the need to balance that opportunity with public sector goals of broad access to traveler information. It discusses the emerging private sector market for fee-based ATIS services and projects a significant expansion of the market in the Puget Sound region beginning in about 2002, based on a detailed ATIS market analysis. The report recommends near-term actions that respond to the current speculative and highly volatile consumer market for ATIS services and a still developing public infrastructure model for data sharing (the ITS Backbone). These recommendations include guidelines for public-private cooperation, promotion and enhancement of the ITS Backbone, and testing the revenue potential of current WSDOT ATIS services through the Smart Trek program. For the longer term, the report recommends that WSDOT prepare for the anticipated expanded private sector ATIS market by taking actions to move toward private sector funded operation of the ITS Backbone. The report also recommends that in two to three years, the performance of the ITS Backbone concept and operating model be reviewed for continued appropriateness to the emerging private sector ATIS market. KW - Advanced traveler information systems KW - Data sharing KW - Fees KW - Implementation KW - Infrastructure KW - Intelligent transportation systems KW - Market assessment KW - Planning KW - Private enterprise KW - Puget Sound Region KW - Recommendations KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/461.1.pdf UR - https://trid.trb.org/view/508712 ER - TY - RPRT AN - 00771259 AU - Khan, S I AU - Eubanks, L AU - Mueller, M AU - Robles, J AU - University of Colorado, Denver AU - University of Colorado, Colorado Springs AU - Colorado Department of Transportation AU - Federal Highway Administration TI - COMMON PERFORMANCE MEASURES PRACTITIONER'S GUIDEBOOK PY - 1999/06 SP - 144 p. AB - This guidebook presents a methodology that uses performance measures common to various transportation modes to perform simplified corridor/project analyses. Evaluation of performance across alternatives and modes is done through a series of manual worksheets by applying an approach based on five core areas including measures of mobility, agency cost, safety, user costs, and air quality. The evaluation can be limited to an analysis based on measures of effectiveness (MOE) or completed to include a measure of economic efficiency. To calculate the measures for each of the core areas, the analyst must describe the corridor or project to be analyzed, conceptualize the alternatives to be examined, collect baseline data pertinent to those alternatives and the chosen analysis framework, and aggregate the corridor into logical segments. For cases where some local data are unavailable, the guidebook includes a series of reference tables with default and average values for variables and parameters involved in the evaluation. After the MOEs under the baseline, No-build, and alternative conditions for each analysis year are summarized, the analyst can employ a multi-criteria ranking approach to select the best alternative action based on performance measures or perform an economic efficiency analysis. KW - Air quality KW - Alternatives analysis KW - Corridors KW - Costs KW - Economic efficiency KW - Measures of effectiveness KW - Mobility KW - Performance evaluations KW - Safety KW - Transportation modes KW - Transportation projects KW - User costs UR - http://ntl.bts.gov/lib/15000/15600/15668/PB2000100233.pdf UR - https://trid.trb.org/view/488349 ER - TY - RPRT AN - 00769504 AU - Ruback, L AU - Middleton, D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DEMONSTRATION OF A MOBILE APPLICATION OF CVO WEIGHT ENFORCEMENT SCREENING PY - 1999/06 SP - 42 p. AB - This research explored the innovative use of Intelligent Transportation System technologies to enhance the capabilities of police vehicles and enforcement personnel in identifying and apprehending commercial vehicles that violate size and weight or other laws. The research complemented ongoing research involving other applications of smart police vehicles to improve a wide variety of enforcement activities. This research developed a prototype system using weigh-in-motion (WIM) equipment and video capture techniques to monitor commercial vehicle weights at a site in College Station, Texas. It demonstrated that weight enforcement screening can be done in a mobile environment as opposed to the typical fixed site application. The concept allows a roving or stationary license and weight enforcement trooper to monitor WIM equipment remotely by wireless transmission of WIM output along with information to identify the vehicle downstream. This demonstration project utilized video image capture for the subsequent identification and Cellular Digital Packet Data modems for image transfer. KW - Commercial vehicle operations KW - Intelligent transportation systems KW - Law enforcement KW - Police vehicles KW - Size and weight regulations KW - Vehicle weight KW - Video imaging detectors KW - Weigh in motion KW - Wireless communication systems UR - http://ntl.bts.gov/lib/22000/22200/22217/PB99169252.pdf UR - https://trid.trb.org/view/503410 ER - TY - RPRT AN - 00769475 AU - LePage, D L AU - Vanscavish, R A AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - WIRE MESH REINFORCED EROSION CONTROL MAT PY - 1999/06 SP - 21 p. AB - This study involved evaluating the constructability and performance of the wire mesh reinforced erosion control mat, installed on SR 00724-03M, in Berks County. The purpose of this MacMat-R8 was to address a persistent erosion control condition. These three areas exhibit soil and friable rock surfaces at a 1.4:1 slope that persistently had rocks fall onto SR 0724. The wire mesh performed satisfactorily and is recommended for acceptance as an alternate to other control mats. KW - Constructability KW - Erosion control KW - Erosion control mats KW - Performance KW - Rockfalls KW - Wire mesh UR - https://trid.trb.org/view/503382 ER - TY - RPRT AN - 00769479 AU - Faghri, A AU - Hehman, D AU - Hite, M AU - University of Delaware, Newark AU - Delaware Department of Transportation AU - Federal Highway Administration TI - APPLICATION OF GLOBAL POSITIONING SYSTEM (GPS) TO TRAVEL TIME AND DELAY MEASUREMENTS, 1997 PHASE PY - 1999/06 SP - 92 p. AB - For the 1997 Phase of the project "Application of Global Positioning System (GPS) to Travel Time and Delay Measurements," analysis is separated into four mini reports. Report #1 is "Description and Usage of the "Trimble 12 Channel Pro XR GPS Receiver with Integrated GPS/Beacon Differential Receiver and Antenna, TDS1-2MB Data Collector, and Pathfinder Office Software for Windows" for Travel Time and Delay Measurements." Report #2 is "Sample-Size Requirements for Travel Time and Delay." Report #3 is "Applications of Means and Variances to Determine the Significant Differences of Global Positioning System (GPS) and Manual Data Collection." Report #4 is "Analysis of 1997 Data Collection." KW - Analysis KW - Data collection KW - Delaware KW - Global Positioning System KW - Traffic delays KW - Travel time UR - https://trid.trb.org/view/503386 ER - TY - RPRT AN - 00769457 AU - Rogge, D F AU - Jackson, M A AU - Oregon Department of Transportation AU - Federal Highway Administration TI - COMPACTION AND MEASUREMENT OF FIELD DENSITY FOR OREGON OPEN-GRADED (F-MIX) ASPHALT PAVEMENT PY - 1999/06 SP - 98 p. AB - A research project conducted by Oregon State University (OSU) and the Oregon Department of Transportation (ODOT) investigated compaction of Oregon F-mix asphalt pavement, an open-graded mix with 25-mm maximum size aggregate and air voids typically in the 17-26% range. The research sought to determine variations in compaction resulting from different compaction patterns, and accuracy of measurement of field densities to determine the feasibility of a density specification for F-mix. Nine different compaction patterns varying from 2 to 6 passes with minimum 7 Mg rollers and utilizing combinations of static and vibratory compaction were employed on six different overlay paving projects. Core densities were determined at five random locations on each control strip, resulting in 270 (5x6x9) core densities. Densities between compaction patterns were compared. Although the data indicate that introducing vibration and increasing the required number of passes from 4 to 6 would increase densities from those achieved with the current specification, the increase is relatively small and the effect on open-graded pavement performance is unknown. Prior to coring, field densities were determined by nuclear density measurement and through measurements with the Pavement Quality Indicator (PQI), a measuring device being developed by Trans Tech Systems Inc. and the Federal Highway Administration. Data obtained in this study did not show good correlations between measurements with either device and core densities. KW - Aggregate gradation KW - Air voids KW - Asphalt KW - Asphalt pavements KW - Compaction KW - Cores (Specimens) KW - Correlation analysis KW - Field density KW - Nuclear density gages KW - Open graded aggregates KW - Porous materials KW - Specifications KW - Vibratory compaction UR - http://ntl.bts.gov/lib/10000/10600/10609/f-mix.pdf UR - http://ntl.bts.gov/lib/22000/22100/22162/PB99166217.pdf UR - https://trid.trb.org/view/503365 ER - TY - RPRT AN - 00769458 AU - Northwest Research Group, Incorporated AU - Oregon Department of Transportation AU - Federal Highway Administration TI - OREGON'S MOBILITY NEEDS: SOCIAL SERVICE PROVIDER SURVEY PY - 1999/06 SP - 59 p. AB - In 1998, the Oregon Department of Transportation undertook the Social Services Provider Survey as part of an investigation of the transportation needs of mobility impaired individuals in Oregon. This survey was designed to gain information about the transportation needs of the low income, elderly and disabled from the perspective of organizations who work closely with mobility impaired populations. It followed statewide surveys of transportation needs from the perspectives of the mobility impaired individuals and public transportation providers. Local offices providing state- or federally-supported social services were mailed a written survey. Over 400 agencies responded representing education, senior and disabled services, health, vocational rehabilitation, community colleges, mental health and others. The study found that nearly all agencies serve the mobility impaired, with approximately 40% of their clients having one or more mobility impairments. The findings showed that 75% of the agencies provide some type of transportation for their participants. Only 4% of the agencies charge for transportation. Funding comes from a wide variety of sources, some requiring specific limits on types of trips or groups of participants. Policy limits increase the travel limitations of these programs. Agencies rated public transportation's ability to provide trips. Nine of ten felt that their clients had additional transportation needs not currently met by public transportation. Over half estimated that an average of two or more additional trips per week was needed, with 18% noting the need for more than six additional trips. Social/recreational, work, personal business and shopping trips were the most difficult to obtain. More services, more hours and days of operation, and better connections with other services were key recommended improvements. Findings were consistent across the three surveys. Transportation needs for social service clients are similar to the needs of seniors and persons with disabilities. Statewide, there is a need for more transportation services. Service improvements are needed, though specific improvements vary geographically. KW - Aged KW - Low income groups KW - Mobility KW - Needs assessment KW - Oregon KW - Persons with disabilities KW - Social service agencies KW - Surveys KW - Transportation disadvantaged persons UR - http://ntl.bts.gov/lib/10000/10600/10610/socsrv.pdf UR - https://trid.trb.org/view/503366 ER - TY - RPRT AN - 00769272 AU - Iowa Department of Transportation AU - Federal Highway Administration TI - QUADRENNIAL NEED STUDY: REPORT ON HIGHWAYS, ROADS, AND STREETS FOR STUDY YEARS 1998-2017 AS REQUIRED BY CHAPTER 307A, CODE OF IOWA, 1993 PY - 1999/06 SP - 188 p. AB - This report presents the findings of the Iowa Quadrennial Need Study for the 20-year period of 1998 through 2017. The Quadrennial Need Study is published as required by Section 307A.2(14) of the 1997 Code of Iowa. It reports in 1997 dollars the construction, maintenance, and administration needs of Iowa's roads, structures, and railroad crossings for the next 20 years. Information is in four chapters: Chapter I summarizes the 20-year needs on all systems by the jurisdiction of responsibility. Chapter II presents an estimate of the expected financial resources, in 1997 dollars, for the 20-year study period. These revenues are included along with the 20-year needs. Chapter III discusses the need determination process and the development of criteria used in the analysis. Chapter IV contains the design guides, cost area adjustment factors, unit costs for various construction improvements and maintenance, and allowances for administration and engineering costs. Also included are the resulting Road Use Tax Fund (RUTF) distribution factors for determining each county's portion of the farm-to-market and local secondary funds. KW - Construction KW - Costs KW - Financial analysis KW - Highways KW - Iowa KW - Needs assessment KW - Railroad grade crossings KW - Rural areas KW - Structures UR - https://trid.trb.org/view/503281 ER - TY - RPRT AN - 00769438 AU - Bola, R S AU - California Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF A TRUCK-ACTIVATED ROLLOVER WARNING SYSTEM PY - 1999/06 SP - 75 p. AB - Truck rollover accidents on urban freeways occur more frequently at highway interchanges, particularly on curved exit ramps, than at any other location. A truck may rollover if the lateral acceleration imposed upon it as it travels around a curve of a certain radius and superelevation is greater than allowable, given its loading condition. This report evaluates a Truck-Activated Rollover Warning System (TARWS). The TARWS uses truck classification technology to theoretically detect and warn truck drivers when their truck speed exceeds the safe operating speed. A specific site was chosen, in California, because of its high frequency of rollover type accidents. The TARWS was installed and a before/after analysis was conducted to determine the effectiveness of the system. This report provides information on the design, its costs and its cost-effectiveness. KW - Before and after studies KW - Cost effectiveness KW - Costs KW - Design KW - Freeways KW - Lateral acceleration KW - Ramps (Interchanges) KW - Rollover crashes KW - Speed KW - Speed detectors KW - Truck crashes KW - Urban areas KW - Warning systems UR - http://ntl.bts.gov/lib/22000/22200/22215/PB99169104.pdf UR - https://trid.trb.org/view/503346 ER - TY - RPRT AN - 00765966 AU - Owens, F T AU - Hag-Elsafi, O AU - Alampalli, S AU - New York State Department of Transportation AU - Federal Highway Administration TI - A SIMPLIFIED DESIGN PROCEDURE FOR END-PLATES AND BASE-PLATES OF CANTILEVERED TRAFFIC STRUCTURES PY - 1999/06 SP - 68 p. AB - Although end-plates and base-plates are routinely used in cantilevered structures supporting traffic signs, signals, and lights, no standard procedure has been established for the design of these plates. In this report, a simplified procedure is developed for design of end-plates and base-plates of these structures, and also for base-plates of span-wire-mounted traffic-signal structures. The proposed procedure is based on beam-and-plate bending and torsion theories, and is intended for routine application by practicing engineers when designing plates of square configurations. Plate thicknesses and stresses obtained using this procedure compared well with those estimated using finite-element analysis, and also supported earlier conclusions reached through physical testing. In all, 35 base-plates from five major manufacturers of traffic poles used in New York State were analyzed in the study. A spreadsheet program implementing the proposed procedure was also developed as an efficient tool for engineers designing these items. Using this tool will not only expedite the design process, but also facilitate optimizing plate sizes, because various design alternatives can be easily investigated and the optimal alternative rationally selected. KW - Base plates KW - Cantilevered traffic structures KW - Cantilevers KW - Design methods KW - End plates KW - Lighting columns KW - Poles (Supports) KW - Sign supports KW - Signal supports KW - Spreadsheets KW - Stresses KW - Thickness UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/sr131.pdf UR - http://ntl.bts.gov/lib/22000/22000/22035/PB99156762.pdf UR - https://trid.trb.org/view/502427 ER - TY - RPRT AN - 00765969 AU - Cleland, F AU - Winters, P AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - REDUCING VEHICLE TRIPS AND VEHICLE MILES OF TRAVEL THROUGH CUSTOMIZED TRAVEL OPTIONS PY - 1999/06 SP - 50 p. AB - This project was designed to implement a new application to help reduce total vehicle trips and vehicle miles of travel by encouraging the use of trip-chaining and substitution for all types of trips. The Center for Urban Transportation Research (CUTR) of the University of South Florida provided employees of a local YMCA with travel diaries and implemented a three-stage research design. 75 individuals and 39 households participated. An analysis of covariance was conducted on the average contributed vehicle miles of travel and contributed vehicle trips, using the second week's results as the dependent variable. The provision of suggestions had a statistically significant effect on vehicle miles and trips contributed. Overall, this experiment showed that the provision of travel information will reduce vehicle miles of travel. Further research should be conducted to indicate the extent to which such information needs to be customized. KW - Analysis of covariance KW - Future research KW - Impact studies KW - Travel KW - Traveler information and communication systems KW - Trip chaining KW - Vehicle miles of travel UR - http://www.cutr.usf.edu/tdm/pdf/reducing_VMT.pdf UR - http://ntl.bts.gov/lib/22000/22000/22022/PB99155327.pdf UR - https://trid.trb.org/view/502430 ER - TY - CONF AN - 00765944 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - AGGRESSIVE DRIVING AND THE LAW: A SYMPOSIUM. SUMMARY REPORT PY - 1999/06 SP - 52p AB - The symposium sought to derive action steps toward solving the problem of aggressive driving, approached from six different perspectives: (1) statutory approaches, (2) applied technology, (3) charging decisions, (4) sentencing strategies, (5) community leadership, and (6) enforcement strategies. These six categories served as topic areas for framing participant discussions and resulting recommendations developed in breakout sessions. Paper presenters reported on the results of preconference focus groups and provided background and overview information on the problem of aggressive driving. Panel presentations focused on issues, research, and approaches of other national organizations addressing driving-related issues. This Summary Report summarizes the opening presentations, technical presentations, panel discussions, luncheon address, and breakout session findings and recommendations. Appendices contain the symposium agenda and a participant list. U1 - Aggressive Driving and the LawNational Highway Traffic Safety Administration and Federal Highway Administration.Washington, D.C. StartDate:19990122 EndDate:19990123 Sponsors:National Highway Traffic Safety Administration and Federal Highway Administration. KW - Adjudication KW - Aggression KW - Conferences KW - Countermeasures KW - Drivers KW - Laws KW - Leadership KW - Penalties KW - Prosecution KW - Recommendations KW - Strategic planning KW - Technology KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/aggressive/Symposium/ UR - https://trid.trb.org/view/504473 ER - TY - RPRT AN - 00765879 AU - Poecker, R AU - Sposito, B AU - Oregon Department of Transportation AU - Federal Highway Administration TI - GUARDRAIL INSTALLATION NOISE LEVEL EVALUATION PY - 1999/06 SP - 40 p. AB - The Oregon Department of Transportation (ODOT) Environmental Services Unit evaluates the impacts of noise and mitigation of noise issues. ODOT currently requires noise level evaluation for proposed construction projects when threatened or endangered wildlife may be adversely affected. A commonly used piece of equipment on construction projects is the guardrail post driver. The guardrail post driver does not have a baseline noise level established. As a substitute, ODOT biologists have used the baseline noise level associated with the pile driver for noise level assessments. This study establishes a more accurate baseline noise level for the guardrail post driver, which is lower than the baseline noise level of the pile driver. Due to this lower noise level, there is a potential increase in safety and decrease in cost. KW - Base lines KW - Construction KW - Costs KW - Environmental impacts KW - Guardrails KW - Installation KW - Mitigation KW - Noise KW - Noise control KW - Post driver KW - Safety KW - Sound level UR - http://ntl.bts.gov/lib/10000/10600/10612/guardrail.pdf UR - https://trid.trb.org/view/502343 ER - TY - SER AN - 00764820 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - FULL-SCALE ACCELERATED TESTING OF ULTRA-THIN WHITETOPPING PAVEMENTS PY - 1999/06 SP - 4 p. AB - In spring 1998, under a cooperative research agreement with the Federal Highway Administration (FHWA), the American Concrete Pavement Association (ACPA) built eight full-scale lanes of Ultra-Thin Whitetopping (UTW) overlay on previously tested asphalt concrete pavements. The sections were placed at the FHWA's Pavement Testing Facility in McLean, Virginia. FHWA began testing the 15-m-long by 4-m-wide sections in May 1998 with one of its two Accelerated Loading Facility (ALF) machines. The second ALF machine was incorporated into the UTW program in November 1998. The tests, which include the collection of data on UTW performance and response, are scheduled to continue through November 1999. The goals of the study are to validate design equations and mechanistic analysis models (i.e., finite element versus layer theory) recommended in ACPA's design methods for UTW and to document the performance of UTW. This TechBrief porvides a summary of the design, instrumentation, and construction of the eight experimental sections of UTW and the results of the project to date. KW - Accelerated tests KW - Asphalt concrete pavements KW - Concrete overlays KW - Construction KW - Design KW - Equations KW - Experimental roads KW - Finite element method KW - Instrumentation KW - Mechanistic design KW - Pavement performance KW - Thickness KW - Ultra-thin whitetopping KW - Validation UR - https://trid.trb.org/view/501766 ER - TY - JOUR AN - 00764821 JO - Research Update PB - Federal Highway Administration AU - Federal Highway Administration TI - DEVELOPMENT OF PROTOTYPE DRIVER MODELS FOR HIGHWAY DESIGN PY - 1999/06 SP - 4 p. AB - In an attempt to marshal available knowledge about safety into a more useful form for highway planners and designers, the Federal Highway Administration (FHWA) is developing the Interactive Highway Safety Design Model (IHSDM), a suite of evaluation tools for assessing the safety implications of geometric design decisions. The development of IHSDM is a long-term, multi-year activity. The initial development efforts are restricted to two-lane rural highways -- the largest single class of highways in the U.S., representing approximately two-thirds of all Federal-aid highways. Release of the full model for two-lane rural highways is scheduled for 2002. As currently envisioned, the IHSDM will consist of five modules: Policy Review Module; Accident Analysis Module; Design Consistency Module; Traffic Analysis Module; and Driver/Vehicle Module. The focus of this Research Update is the driver-centered research being performed to support IHSDM. This research includes the development of the Driver Performance Model (one of the Driver/Vehicle Module models) and modifications to the Traffic Analysis Module to improve its representation of driver behavior in traffic. KW - Behavior KW - Computer models KW - Drivers KW - Geometric design KW - Highway design KW - Highway safety KW - Performance KW - Rural highways KW - Two lane highways UR - http://ntl.bts.gov/lib/7000/7600/7639/99-069.pdf UR - https://trid.trb.org/view/501767 ER - TY - RPRT AN - 00765968 AU - Wayson, R L AU - Kim, B Y AU - TOM, P AU - Jamshidian, M AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - VALIDATION OF THE HOT AND COLD VEHICLE MODE PERCENTAGES FOR THE STATE OF FLORIDA PY - 1999/05/29 SP - 45 p. AB - In using MOBILE5a, the default values for transient (hot and cold) and stabilized mode percentages are normally used. However, they may not be applicable to regions and time periods outside of the scenarios under which they were derived. A research effort was undertaken by the Florida Department of Transportation (FDOT) and the University of Central Florida (UCF) to obtain vehicle mode percentages that are more representative of conditions in Florida. The first phase of this study was conducted using mail-back survey sheets and the data were used to calculate mode percentages as percent vehicle miles traveled (VMT) in terms of categorizing variables (i.e., area type, facility type, time of day, etc.). This report presents the methodology and results from the second phase of the study which were used to supplement and validate the data from the first phase. Different approaches were taken in the second phase in that the surveys involved verbally asking questions at intersections rather than using mail-back survey sheets and the mode percentages were based on travel times to an intersection rather than entire trips. The data from the first phase were also re-evaluated. Aggregation of the data into just peak and off-peak categories was possible based on statistical testing since statistical testing appears to indicate that the results from the two phases are similar. The data from the two phases were combined to produce the final percentages that may be used for the state of Florida and are reported here. KW - Cold starts (Driving) KW - Florida KW - Hot starts (Driving) KW - Motor vehicles KW - Pollutants KW - Surveys KW - Validation KW - Vehicle miles of travel UR - https://trid.trb.org/view/502429 ER - TY - RPRT AN - 00784600 AU - Proper, A T AU - Mitretek Systems AU - Federal Highway Administration TI - INTELLIGENT TRANSPORTATION SYSTEMS BENEFITS: 1999 UPDATE PY - 1999/05/28 SP - 95 p. AB - This report continues the emphasis in documenting evaluation results of Intelligent Transportation Systems (ITS) user services and the benefits these services provide to the surface transportation system. The organization of this report differs from that of the previous ITS benefits reports. Referenced data are classified into a structure that reflects individual ITS program areas. These program areas include the metropolitan and rural infrastructure, ITS for Commercial Vehicle Operations (ITS/CVO) and Intelligent Vehicle user services. Data within the report reflect empirical results from field operations of deployed systems, supplemented with benefits information based upon modeling studies and statistical studies. This report is intended to be a reference report. It highlights benefits identified by other authors and refers the reader to information sources. The interested reader is encouraged to obtain source documents to appreciate the assumptions and constraints placed upon interpretation of results. It is the intent of the ITS Joint Program Office to update this report periodically. KW - Benefits KW - Commercial vehicle operations KW - Infrastructure KW - Intelligent transportation systems KW - Intelligent vehicles KW - Metropolitan areas KW - Rural areas UR - http://ntl.bts.gov/lib/16000/16000/16045/PB2000102360.pdf UR - http://ntl.bts.gov/lib/8000/8700/8715/6f701.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/8323.pdf UR - https://trid.trb.org/view/637033 ER - TY - RPRT AN - 00790549 AU - Rippeon, H Z AU - Miller, J S AU - Demetsky, M J AU - University of Virginia, Charlottesville AU - Mid-Atlantic Universities Transportation Center AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - QUANTIFYING THE BENEFITS OF ACTIVE INCIDENT MANAGEMENT IN RURAL AREAS PY - 1999/05/15 SP - 32 p. AB - Active incident management is the evaluation of traffic flow on the mainline and detour routes for the duration of the incident, and the relay of detour information to motorists. Several technologies and personnel initiatives are being explored to provide transportation officials with this ability to monitor flow conditions on detour routes. The costs associated with developing these technologies and providing the staff to deploy them can be quite high. Consequently, before making such an investment, agencies need to be able to quantify the benefits of active incident management. This paper develops one methodology for quantifying these benefits. Using a single incident as a case study, microsimulation is used to determine under what conditions active incident management yields a significant reduction in delay. Four detour scenarios were simulated using CORSIM, a microscopic model. Within the simulation of each detour, several factors were altered to represent the possible changes from active management, including signal timing and volume reduction on the mainline of the detour. There are occasions when active management would allow a reduction in delay, yet there are also occasions when congestion on the alternate routes prevents further delay reductions. The simulations also suggest instances where continuous monitoring gives the analyst sufficient warning prior to saturation, allowing him or her to alter detours accordingly. The methodology used herein may be applied on a wider basis for a region or city in order to estimate the total amount of delay that may be eliminated through active incident management. Then, decision-makers may compare this benefit to incident management costs to determine whether investment is justifiable for that particular city or region. KW - Advanced driver information systems KW - Arterial highways KW - Benefits KW - CORSIM (Traffic simulation model) KW - Costs KW - Decision making KW - Detours KW - Incident management KW - Microscopic traffic flow KW - Rural areas KW - Simulation KW - Traffic congestion KW - Traffic delays KW - Traffic flow KW - Traffic signal timing KW - Traffic volume UR - http://www.mautc.psu.edu/docs/MA-III-0015.pdf UR - http://www.pti.psu.edu/mautc/docs/MA-III-0015.pdf UR - https://trid.trb.org/view/648289 ER - TY - ABST AN - 01459611 TI - LRFD Deep Foundation Design AB - The objective of this research is to provide recommendation revisions to the driven pile and drilled shaft portions of Section 10 of the AASHTO LRFD Bridge Design Specifications ro reflect current best practice in geotechnical design and construction. In addition, the research shall provide a detailed procedure for calibrating deep foundation resistance factors. KW - Foundations KW - Geotechnical engineering KW - National Cooperative Highway Research Program KW - Piles (Supports) KW - Research projects KW - Resistance (Mechanics) KW - Structural design UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=715 UR - https://trid.trb.org/view/1227826 ER - TY - ABST AN - 01547858 TI - Superpave Support and Performance Models Management AB - This project was established to complete research started in July 1995 under sponsorship of the Federal Highway Administration (FHWA). The original FHWA project was divided into two phases. Phase I, completed in September 1996, evaluated the Superpave performance models developed through the Strategic Highway Research Program. In Phase II, begun in November 1997, the contractor was tasked with development and validation of an advanced material characterization model and the associated calibration and testing procedures for hot mix asphalt used in highway pavements. It also included a discrete but important task to identify a simple performance test to complement the Superpave volumetric mix design method. The objectives of this research were to (1) develop simple performance tests for permanent deformation and fatigue cracking for incorporation in the Superpave volumetric mix design method, and (2) develop and validate an advanced material characterization model and the associated calibration and testing procedures for hot mix asphalt used in highway pavements. The dynamic modulus test was recommended as the primary simple performance test for rutting. The contractor prepared a software specification that determines a critical minimum E* value for hot mix asphalt (HMA) based on project-specific information on climate, traffic, pavement structure, and layer depth. This specification is based on a series of pavement design examples pre-solved with the pavement design guide software from Project 1-37A. The flow number (repeated load permanent deformation) test provides an optional, complementary procedure for evaluating the resistance of an HMA mix design to tertiary flow. KW - Asphalt pavements KW - Hot mix asphalt KW - Mix design KW - Pavement management systems KW - Performance evaluations KW - Performance tests KW - Rutting KW - Superpave KW - Volumetric analysis UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=955 UR - https://trid.trb.org/view/1335480 ER - TY - ABST AN - 01459594 TI - Relationship Between Superpave Gyratory Compaction Properties and Permanent Deformation of Pavements in Service AB - The objectives of this project are to (1) determine the relationship between mix properties measurable during Superpave gyratory compaction and permanent deformation of pavements in service and (2) recommend any practical modifications to existing Superpave gyratory compactors, test methods, or both, to measure the identified properties. KW - Compaction KW - Deformation KW - Gyratory testing machines KW - Mixtures KW - National Cooperative Highway Research Program KW - Pavements KW - Research projects KW - Service life UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=952 UR - https://trid.trb.org/view/1227808 ER - TY - ABST AN - 01557279 TI - Research for the AASHTO Standing Committee on Planning. Task 6. Product Delivery of New and Improved Travel Forecasting Procedures AB - The U.S. Department of Transportation is sponsoring a major effort to improve existing travel demand models and to develp a new travel modeling system. The problem at hand is getting information to practicing transportation planners about new techniques being produced in the travel Model Improvement Program (TMIP). Many major improvements in existing four-step travel forecasting procedures produced in the TMIP are already available with more emerging regularly. TMIP publicizes reports on those advancements as soon as they are available. TRANSIMS (the TRansportation ANalysis and SIMulation System), the next generation of travel forecasting models, is nearing completion. Transportation planners will nedd to know how to obtain those models and how to put then to work. The objective of this task will be to contine and improve the TMIP process for disseminating information on travel model improvements. The ultimate goal of this TMIP outreach activity is to provide policy and decision makers with the best and most accurate information obtainable in a tinely manner for their deliberations. TMIP will provide information on new travel forecasting procedures for state and local agency staff personnel through a comprehensive program that includes a World Wide Web site, semi-annual newsletter, annual conferences, and periodic topical seminars. TMIP will also provide opportunity for interaction among researchers and practitioners by maintaining an e-mail subscriber list. The outreach program will also include a clearinghouse that will publicize and make available publications prepared in TMIP and other contributory projects, and many of those publications will be published on the TMIP website. TMIP will continue providing training and technical assistance for transportation planners and will prepare usr manuals to help them use the best travel forecasting procedures available. KW - Forecasting KW - Information dissemination KW - National Cooperative Highway Research Program KW - Research projects KW - Transportation planning KW - Travel demand management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=909 UR - https://trid.trb.org/view/1346939 ER - TY - ABST AN - 01459615 TI - Connection Between Simple-Span Precast Concrete Girders Made Continuous AB - The objective of this project is to recommend details and specifications for the design of durable and constuctible connections that achieve structural continuity between simple-span precast, prestressed concrete girders. KW - Concrete bridges KW - Concrete placing KW - Girders KW - National Cooperative Highway Research Program KW - Precast concrete KW - Prestressed concrete bridges KW - Research projects KW - Structural design UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=339 UR - https://trid.trb.org/view/1227830 ER - TY - RPRT AN - 01103679 AU - Krause, Thomas R AU - Robin, Jerry L AU - Knipling, Ronald R AU - Behavioral Science Technology, Incorporated AU - Federal Highway Administration TI - Potential Application of Behavior-Based Safety in the Trucking Industry PY - 1999/05/01/Final Report SP - 40p AB - The purpose of this research is to gain an understanding of Behavior-Based Safety (BBS) principals and to determine its applicability to the measurement and management of commercial motor vehicle driver performance and safety. As such, the contractor conducted a series of 3 presentation on BBS in late-August 1998. Two presentations were conducted at the HQ Department of Transportation and one was conducted at HQ American Trucking Associations Foundation, Inc. A question and answer session follwed each presentation. KW - Behavior KW - Commercial vehicles KW - Driver errors KW - Driver monitoring KW - Risk taking KW - Truck crashes KW - Truck tractors KW - Truck traffic KW - Trucking KW - Trucking safety UR - http://ntl.bts.gov/lib/22000/22000/22063/PB99157992.pdf UR - https://trid.trb.org/view/863344 ER - TY - RPRT AN - 01111362 AU - Perkinson, Dennis G AU - Texas Transportation Institute AU - Federal Highway Administration TI - Commuting in Texas: Patterns and Trends PY - 1999/05//Research Report 1821-2 SP - 78p AB - There have been significant changes over the past two decades in Texas commuting patterns. The expansion and changing natural of the workforce has resulted in an increase in commute trips and vehicle ownership. The growth in suburban and exurban employment and residential development has further changed commuting patterns. In many urban areas, the traditional work trip from the suburbs to downtown has been replaced by suburbs to suburb commutes. More people are also choosing to live in smaller communities or rural areas and are driving longer distances to their places of employment. These trends, that are expected to continue, have major implications for traffic congestion, the environment, the quality of life, and transportation investments. Obtaining a better understanding of these patterns and trends is critical for the Texas Department of Transportation (TxDOT) and other groups responsible for maintaining all aspects of the transportation system. KW - Commuters KW - Surveys KW - Texas KW - Traffic congestion KW - Transportation planning KW - Travel patterns KW - Trip length KW - Urban areas KW - Work trips UR - http://ntl.bts.gov/lib/15000/15700/15770/PB2000100794.pdf UR - https://trid.trb.org/view/871186 ER - TY - RPRT AN - 01100724 AU - Wolshon, Brian AU - Schwehm, Christopher AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Implementation of Highway Advisory Radio (HAR) for Construction Zones in Louisiana PY - 1999/05//Final Report SP - 75p AB - The project involved the installation of Highway Advisory Radio (HAR) transmitters in Baton Rouge and Lake Charles. The transmitter sites were located at key entry points to each metropolitan area. At the conclusion of the project all seven of the transmitter units were fully broadcast capable. They were, however, somewhat limited in terms of timeliness of broadcast information due to the lack of real-time traffic data and manpower limitations required to operate the system. The project included a review of literature and practices related to the development and application of HAR systems in the United States to address the applicability of existing commercially available HAR systems as well as the specific planning, placement, and operational requirements necessary to implement an effective HAR system. The review also addressed the concept of using HAR in combination with other advanced technologies such as Global Positioning System (GPS), video surveillance, radar, and pavement loop detection to determine future means of integrating a real-time traffic data collection/processing capability with HAR. The project also included the development of guidelines for monitoring the system, suggested message information content, and training for personnel responsible for the operation and maintenance of the system as well as equipment, specifications, personnel operating requirements and the acquisition of a Federal Communications Commission (FCC) broadcast license. KW - Baton Rouge (Louisiana) KW - Global Positioning System KW - Guidelines KW - Highway advisory radio KW - Implementation KW - Lake Charles (Louisiana) KW - Literature reviews KW - Loop detectors KW - Maintenance KW - Radar KW - Real time data processing KW - System operations KW - Video cameras KW - Work zone traffic control UR - http://www.ltrc.lsu.edu/pdf/2008/fr_339.pdf UR - https://trid.trb.org/view/860307 ER - TY - RPRT AN - 01100468 AU - Brooks, Eric W AU - Countryman, Randy AU - City of Portland AU - Federal Highway Administration TI - Geotextile Fabrics under an Asphalt Concrete Overlay to Retard Reflective Cracking PY - 1999/05//Final Report SP - 18p AB - In 1991, the City of Portland selected a section of East Burnside from 39th Avenue to 47th Avenue to grind-out and overlay asphalt concrete over an old Portland cement concrete (PCC) pavement. Geotextiles were used to provide reinforcement and retard reflective joint cracking. A test section on the eastbound lanes of Burnside between 44th Avenue and 45 Avenue was placed in September 1991. The test section included four cracks, which were covered with Glasgrid 8501 or Polyguard NW-75. A control section in the westbound lanes between 44th and 45th Avenue was also constructed about the same time. The final inspection was completed in June 1998. KW - Asphalt based materials KW - Asphalt concrete KW - Asphalt pavements KW - Cracking KW - Geosynthetics KW - Geotextiles KW - Overlays (Pavements) KW - Pavement cracking KW - Portland (Oregon) KW - Surface course (Pavements) UR - http://ntl.bts.gov/lib/21000/21900/21972/PB99151441.pdf UR - https://trid.trb.org/view/860108 ER - TY - RPRT AN - 01062326 AU - Federal Highway Administration TI - Red Mountain Freeway (Loop 202) Construction and Operation, between AR 87 (County Club Drive) and US-60 (Superstition Freeway) : environmental impact statement PY - 1999/05//Volumes held: Draft, Final, Final Appendix1, Final Appendix2(folio) KW - Arizona KW - Environmental impact statements UR - https://trid.trb.org/view/821823 ER - TY - RPRT AN - 01062040 AU - Federal Highway Administration TI - I-95 New Haven Harbor crossing, Quinnipac River Bridge : environmental impact statement PY - 1999/05//Volumes held: D,Dsup(2v:fol),F,Fsum; Technical memoranda 1-14: Traffic analysis B1; Scoping report B2; Preliminary crossing alternatives B3; New Haven harbor crossing structure B4; Wetlands function-value assessments B5; Water dependent uses B6; Sto KW - Connecticut KW - Environmental impact statements UR - https://trid.trb.org/view/821535 ER - TY - RPRT AN - 00928086 AU - Haas, C AU - Weissmann, J AU - Groll, T AU - University of Texas, Austin AU - University of Texas, San Antonio AU - Texas Department of Transportation AU - Federal Highway Administration TI - REMOTE BRIDGE SCOUR MONITORING: A PRIORITIZATION AND IMPLEMENTATION GUIDELINE PY - 1999/05 SP - 194 p. AB - Having the largest bridge population in the nation, the state of Texas stands to gain much through the development of bridge scour-monitoring and evaluation practices. Because it has such a large bridge population to manage, the Texas Department of Transportation (TxDOT) needs a logical and low-cost method of prioritizing and monitoring bridges for scour damage. An algorithm based on code contained in the BRINSAP database can be used effectively to prioritize bridge sites for further consideration of scour countermeasure implementation. Remote mechanical monitoring is an emerging method for detecting and tracking bridge scour. Mechanical scour monitors equipped with data telemetry equipment can provide a safe and effective means of tracking scour at bridge piers and abutments. Because remote mechanical scour monitoring is a relatively new approach, TxDOT should support extensive research and planning regarding methods of system development and implementation. KW - Algorithms KW - Bridges KW - Countermeasures KW - Guidelines KW - Implementation KW - Monitoring KW - Remote sensing KW - Scour KW - Strategic planning KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/3970_1.pdf UR - http://ntl.bts.gov/lib/17000/17400/17499/PB2001101892.pdf UR - https://trid.trb.org/view/718798 ER - TY - JOUR AN - 00765036 JO - Public Roads PB - Federal Highway Administration AU - McLaughlin, B M AU - Federal Highway Administration TI - THE NATIONAL DRIVER HISTORY INITIATIVE PY - 1999/05 VL - 62 IS - 6 SP - p. 26 AB - Turck and bus drivers with a hisory of multiple traffic convictions can sometimes go undetected by law enforcement officers, putting America's motorists at risk. To combat this problem, the Federal Highway Administration and the National Highway Traffic Safety Administration awarded $1.2 million to nine states in 1998 for a new driver history pilot project. The states used the grants to design, evaluate, and upgrade automated systems for recording traffic convictions and exchanging driver safety information. The backbone of the effort is the Driver Control System. This is the adjudicatory framework by which law enforcement, prosecutors, courts, and motor vehicle licensing agencies issue citations, adjudicate driving offenses, report those offenses for entry on drivers' records, and exchange information among the participants in a state's system and with licensing and adjudicatory systems outside that state. Speedier information exchange strengthens law enforcement efforts, provides courts and prosecutors with more reliable data, and helps trucking companies make better decisions when recruiting and evaluating drivers. KW - Accident prone drivers KW - Accident repeater drivers KW - Bus drivers KW - Commercial drivers KW - Confiscation KW - Courts KW - Criminal histories KW - Driver licenses KW - Driver licensing KW - Driver monitoring KW - High risk drivers KW - Information dissemination KW - Information systems KW - Police KW - Problem drivers KW - Revocation KW - Suspensions KW - Traffic citations KW - Traffic conviction KW - Traffic violations KW - Traffic violators KW - Truck drivers KW - U.S. Federal Highway Administration KW - U.S. National Highway Traffic Safety Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/dvrhist.cfm UR - https://trid.trb.org/view/503939 ER - TY - RPRT AN - 00819627 AU - Federal Highway Administration TI - A GUIDE TO FEDERAL-AID PROGRAMS AND PROJECTS PY - 1999/05 SP - 304 p. AB - This guide provides basic information about Federal-aid programs, projects, and other program characteristics. The information sheets contained in the guide provide fiscal information, statutory and regulatory references, general eligibility and background information, and program office contacts. Information is provided for most Federal-aid highway activities that have current appropriation codes. The guide contains four parts. Part I - Current Programs and Projects - covers programs and projects authorized by the Transportation Equity Act for the 21st Century (TEA-21). Part II - Other Active Programs and Projects - covers programs and projects authorized by legislation prior to 1998 which remain active due to significant funding still being available at the time this document was published. Part III - Other Program Characteristics - covers activities that may be funded as part of a project or program. Part IV - Inactive Programs and Projects - covers inactive programs, projects, and program characteristics that have existed in recent time. Some part I topics mentioned in the table of contents include National Highway System, Interstate (highways), Surface Transportation Program, Bridge, Congestion Mitigation and Air Quality, Appalachian Development Highway System, Federal Lands Highway Program, Planning and Research, Safety, and Technology. KW - Air quality KW - Bridges KW - Countermeasures KW - Federal aid KW - Financing KW - Ground transportation KW - Guides to information KW - Interstate highways KW - National Highway System KW - Regulations KW - Research KW - Technology KW - Traffic congestion KW - Transportation Equity Act for the 21st Century KW - Transportation planning KW - Transportation safety UR - http://www.fhwa.dot.gov/programadmin/proggd2.pdf UR - http://ntl.bts.gov/lib/11000/11600/11686/proggd2.pdf UR - https://trid.trb.org/view/691714 ER - TY - RPRT AN - 00811182 AU - Musser, S C AU - Utah Department of Transportation AU - Federal Highway Administration TI - I-15 NATIONAL TEST BED FOR ADVANCED TRANSPORTATION RESEARCH & TESTING, PHASE 2 PROGRAM REPORT PY - 1999/05 SP - 72 p. AB - Phase 2 of a program is detailed that will perform research during the design/build reconstruction of over 16 miles of Interstate 15 in Salt Lake County, Utah. The program is funded through a research grant from the Federal Highway Administration (FHWA) authorized by TEA-21 legislation specifically targeted to the I-15 National Test Bed Consortium. The program is administered jointly by the Utah Transportation Center, the Utah Department of Transportation and the Federal Highway Administration. Included in the program are technology transfer efforts beyond distribution of the final report. This program is a follow-on to a Phase 1 research program, a summary of which is also given. In addition, a summary is given of the steps taken to accommodate research in a design/build environment. Detailed work plans are given for six research studies that are to be performed under this Phase 2 program. These six studies are: Push-Over Test of Bridge Bent with Advanced Composite Reinforcement, Phase 2; Evaluation of Geopier Foundation Systems, Phase 2; Lateral Load Field Tests on Pile Groups, Phase 3; Field Testing and Computer Modeling of a Curved Steel Girder Bridge, Phase 1; Forced Vibration as a Nondestructive Evaluation Technology, Phase 2; and Existing Column / Beam Evaluation, Phase 1. KW - Beams KW - Bents KW - Bridge foundations KW - Bridges KW - Columns KW - Composite materials KW - Computer models KW - Curved girders KW - Design build KW - Evaluation KW - Field tests KW - Forced vibration KW - Geopiers KW - Girder bridges KW - Interstate highways KW - Lateral loads KW - Loads KW - Nondestructive tests KW - Pile foundations KW - Push-over tests KW - Reconstruction KW - Reinforcing materials KW - Research KW - Steel KW - Technology transfer KW - Testing KW - Utah KW - Vibration UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=12249 UR - https://trid.trb.org/view/679808 ER - TY - RPRT AN - 00811145 AU - Hawkins, H G AU - Wooldridge, M D AU - Kelly, A B AU - Picha, D L AU - Greene, F K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - LEGIBILITY COMPARISON OF THREE FREEWAY GUIDE SIGN ALPHABETS PY - 1999/05 SP - 120 p. AB - Modern fully retroreflective sign legends can create a blooming effect that reduces legibility. This research project evaluated three alphabets to determine if performance of a white high intensity legend on a green high intensity background could be improved by reducing the blooming effect. The three alphabets were Series E (Modified), Clearview(Trademark), and British Transport Medium. Overhead and ground-mounted sign positions were evaluated in both daytime and nighttime conditions. There was no sign illumination for the nighttime conditions other than vehicle headlights. Both legibility (unknown word) and recognition (known word) distances were measured. A total of 54 subjects participated in both daytime and nighttime trials. There was significant variability in the results of the various experimental conditions. In general, the results indicated that Clearview(Trademark) was slightly more legible than Series E (Modified) in the overhead position in both daytime and nighttime conditions. The extent of improvement was generally in the range of two to eight percent over Series E (modified). The greatest improvement was achieved for older drivers. Clearview(Trademark) ground-mounted signs were less legible than Series E (modified) in daytime conditions. In nighttime conditions, the ground-mounted Clearview(Trademark) did not demonstrate a consistently better performance than Series E (Modified). A greater degree of improvement was realized in the recognition of Clearview(Trademark) in the overhead position for both day and night conditions. British Transport Medium was generally less legible than Series E (Modified). KW - Aged drivers KW - Blooming effect (Sign alphabets) KW - Daylight KW - Green KW - Ground mounted (Signs) KW - Legibility KW - Night KW - Overhead traffic signs KW - Retroreflectivity KW - Sign alphabets KW - Signs KW - Traffic control devices KW - White UR - https://trid.trb.org/view/679756 ER - TY - RPRT AN - 00806853 AU - Estakhri, C K AU - Jimenez, L M AU - Button, J W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR IMPROVING THE PERFORMANCE OF TXDOT ITEM 334, HOT-MIX, COLD-LAID ASPHALT CONCRETE PAVING MIXTURES PY - 1999/05 SP - 32 p. AB - Texas Department of Transportation (TxDOT) maintenance personnel have noted problems with a commonly used, stockpiled maintenance mix known as Item 334, Hot-Mix Cold-Laid Asphalt Concrete Paving Mixture (HMCL). It is generally used by maintenance personnel as a blade-on/level-up material and not as a pothole repair material (except when necessary). Performance problems include stripping in the stockpile, a tendency towards instability in hot weather, and a lack of winter workability. The objective of this research project was to identify a series of simple but meaningful laboratory tests and acceptance criteria for HMCL patching materials which will ensure reasonable stockpile life and field performance. The complete results of this research project are presented in research report 1717-1. This report provides a summary of those results and recommendations for implementation. A literature review was conducted to identify published information on patching materials with a particular emphasis on test procedures developed for maintenance mixtures. A survey was performed of maintenance personnel in all TxDOT district offices to identify problems. Several different HMCL mixtures were designed and evaluated in the laboratory. These mixtures were designed using two types of aggregates (crushed gravel and crushed limestone) and three types of binders (AES-300S, MC-800, and MC-800 with diesel) for a total of six different mixtures. Laboratory tests indicated that mixtures designed at 92% density had stabilities and strengths as high or higher than those designed at 95% density. Field mixtures were evaluated in the laboratory as a function of stockpile age. The rolling sieve cohesion test was found to be a simple test that adequately measures the cohesiveness of the HMCL materials. KW - Acceptance tests KW - Asphalt concrete KW - Binders KW - Cohesion KW - Crushed gravel KW - Crushed limestone KW - Density KW - Guidelines KW - Hot mix asphalt KW - Laboratory tests KW - Literature reviews KW - Mixtures KW - Patching KW - Performance KW - Problem identification KW - Stability (Chemistry) KW - Stockpiling KW - Strength of materials KW - Surveys KW - Workability UR - http://ntl.bts.gov/lib/17000/17300/17365/PB2001101137.pdf UR - https://trid.trb.org/view/672795 ER - TY - RPRT AN - 00783663 AU - Emery, C AU - Robin, J AU - Knipling, R AU - Finn, R AU - Fleger, S AU - Science Applications International Corporation AU - Federal Highway Administration TI - RESEARCH DESIGN: VALIDATION OF SIMULATION TECHNOLOGY IN THE TRAINING, TESTING, AND LICENSING OF TRACTOR-TRAILER DRIVERS - FINAL REPORT PY - 1999/05 SP - 129 p. AB - The Federal Highway Administrarion (FHWA), Office of Motor Carrier Highway Safety (OMCHS) is conducting research to validate the use of low-to mid-cost simulator for commercial driver training, testing and licensing. The primary purpose of the study is to examine how simulator technology, as compared to conventional methods, may facilitate and enhance tractor-trailer driver performance. This report details the proposed research design to conduct the empirical simulator validation study. The research design consists of three distinct parts. Part 1 addresses the forward transfer of training for entry-level drivers. Part 2 is an assessment of the advanced capabilities of the test simulator. Part 3 is a longitudinal study of the drivers that have successfully completed either the truck-based or simulator-based driver training program and have gone on to earn their Commercial Drivers License. A previous OMCHS report titled, "Commercial Motor Vehicle Simulation Technology to Improve Driver Training, Testing, and Licensing Methods Final Report - April 1996", evaluateed truck driving simulators in the Unites States and Europe. The report indicated that truck driving simulation was sufficiently mature and recommended that FHWA validate this technology. Digitran SafeDrive 1000 was recommended as the test bed for the follow-on validation study. The validation study will commence in FY 1999. It will start with a reassessment of the commercial marketplace to assure the simulator selected as the test bed for the study reflects the most up-to-date information and best meedts the needs of OMCHS. KW - Commercial vehicles KW - Design KW - Drivers KW - Driving simulators KW - Evaluation KW - Heavy duty trucks KW - Licensing KW - Research KW - Simulation KW - Technology KW - Testing KW - Tractor trailer combinations KW - Training KW - Truck drivers KW - Truck driving UR - http://ntl.bts.gov/lib/15000/15700/15742/PB2000100587.pdf UR - https://trid.trb.org/view/636803 ER - TY - RPRT AN - 00806430 AU - Jones, Steven L AU - Cottrell, Benjamin H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - ASSESSMENT OF ADVANCED WARNING SIGNS FOR FLAGGING OPERATIONS PY - 1999/05 SP - 28 p. AB - The Virginia Department of Transportation (VDOT) and several other state departments of transportation have expressed interest in modifying the advanced warning sign for work zone flagging operations. The advanced warning sign is intended to alert drivers to the presence of flaggers and to prepare drivers to stop (if necessary) prior to reaching work zone operations. The current or existing flagger sign depicts a symbol of a worker holding a flag; the proposed sign depicts a worker holding a STOP/SLOW paddle. The purpose of this research project was to assess and compare the motoring public's understanding of the existing and proposed advanced warning signs for work zone flagging operations. The study consisted of a literature review and survey of motorists. Over 4,500 multiple choice surveys were mailed to randomly selected Virginia residents. Open-ended questionnaires were also distributed to select groups to provide a comparison with the results of the multiple choice responses. The survey results indicated that the proposed sign was for the most part understood by Virginia drivers and appeared to be effective at conveying its message. This study recommends (1) that VDOT ask the Federal Highway Administration (FHWA) to allow the use of the proposed sign in work zone operations throughout Virginia, and (2) that VDOT, along with others, petition the FHWA to add the proposed sign to the Manual on Uniform Traffic Control Devices (MUTCD). KW - Comprehension KW - Drivers KW - Flaggers KW - Literature reviews KW - Manual on Uniform Traffic Control Devices KW - State departments of transportation KW - Surveys KW - Symbols KW - Virginia KW - Warning signs KW - Work zone traffic control UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/00-r25.pdf UR - http://ntl.bts.gov/lib/21000/21900/21978/PB99152134.pdf UR - https://trid.trb.org/view/672688 ER - TY - RPRT AN - 00806058 AU - Schumaker, Clayton AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - SUBGRADE STABILIZATION WITH VOLCANIC ASH PY - 1999/05 SP - n.p. AB - The stabilized sections are continuing to be stronger than the control section. All sections of the stabilized subgrade are performing equally. KW - Base course (Pavements) KW - Limestone aggregates KW - Performance evaluations KW - Stability (Mechanics) KW - Subgrade (Pavements) KW - Volcanic ash UR - https://trid.trb.org/view/673769 ER - TY - RPRT AN - 00800245 AU - Barker, M G AU - Imhoff, C M AU - McDaniel, W T AU - Frederick, T L AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - FIELD TESTING AND LOAD RATING PROCEDURES FOR STEEL GIRDER BRIDGES PY - 1999/05 SP - 189 p. AB - Many of the nation's bridges are posted for restricted truck loading. Analytical capacity rating procedures tend to underestimate the true stiffness and overestimate the response of bridges. Research has shown that in most cases, bridges exhibit capacities higher than analytical load capacity rating predictions. These rating procedures are based on conservative design assumptions that do not always represent the true bridge behavior. Testing bridges in the field has demonstrated this additional capacity and bridge field testing has become an acceptable means to determine a more accurate estimate of a bridge's safe capacity. Many factors not considered in the design process contribute to the response of a tested bridge. Several of these, like the actual load distribution and additional system stiffness from curbs and railings, are welcome benefits and can be used to increase weight limits on bridges. However, there are also contributions from bearing restraint forces and unintended composite action that may not be reliable during the service life of the structure. Determining how much of the increase in capacity is acceptable is difficult. This report presents systematic field test rating procedures that separate and quantify these contributing factors so that owners may remove unwanted contributors and retain the reliable benefits. An efficient test plan is applied to a three-span steel girder bridge to demonstrate the procedures. The bridge is currently posted for restricted lanes and loads using allowable stress rating procedures. Field test results show that the posted capacity can safely be raised near (opening the bridge to two lanes of traffic) or above (maintaining a single lane) legal AASHTO H20 truck loads. Even though field testing has become an acceptable means to determine a more accurate estimate of a bridge's safe capacity, field testing can be a time consuming and expensive endeavor. This report presents an efficient modular field testing system and the application of the system to a steel girder bridge. The "plug-and-play" data acquisition vehicle and supporting equipment has great potential for economical field testing. KW - Bearing capacity KW - Data collection KW - Field tests KW - Girder bridges KW - Load factor KW - Load limits KW - Steel KW - Testing equipment UR - http://library.modot.mo.gov/RDT/reports/Ri97003/RDT99004.pdf UR - http://ntl.bts.gov/lib/22000/22200/22241/PB99169930.pdf UR - https://trid.trb.org/view/666426 ER - TY - RPRT AN - 00789907 AU - Davis, R T AU - Thompson, M K AU - Wood, B A AU - Breen, J E AU - KREGER, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - MEASUREMENT-BASED PERFORMANCE EVALUATION OF A SEGMENTAL CONCRETE BRIDGE PY - 1999/05 SP - 422 p. AB - Construction of around 10 km of the US 183 elevated highway in Austin, Texas, using precast segmental post-tensioned construction provided a unique opportunity to investigate many aspects of segmental bridge technology. The project included balanced cantilever erection, span-by-span erection and some cast-in-place transitions. Some of the piers were also made with precast box sections. A detailed instrumentation study was carried out to determine post-tensioning force losses, thermal gradients and their effects, live load response, behavior of local zones such as diaphragms, p-t anchorages and blisters and diffusion of post-tensioning forces, as well as evaluation of the degree of continuity obtained with the semicontinuous details utilized. The measurement results are presented and evaluated. Recommendations are made for improvement in bridge design specifications and construction practices. KW - Anchorages KW - Austin (Texas) KW - Concrete bridges KW - Construction KW - Diaphragms (Engineering) KW - Highway bridges KW - Live loads KW - Performance evaluations KW - Posttensioning KW - Precast concrete KW - Recommendations KW - Segmental construction KW - Specifications KW - Temperature gradients UR - https://trid.trb.org/view/648053 ER - TY - RPRT AN - 00789895 AU - Liang, R Y AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF NEW DRIVEN PILE TECHNOLOGY PY - 1999/05 SP - v.p. AB - A research project has been carried out to achieve three major objectives related to pile driving: (a) development of an energy based dynamic method to replace the existing Engineering News (EN) formula approach, (b) development of an in-situ testing technique to determine the site-specific Smith model parameters, and (c) development of an improved wave equation based numerical simulation technique for efficient estimate of pile capacity based on HST (high strain test) data. A total of 32 dynamic pile tests and three static load tests have been carried out throughout Ohio. These test results constitute one part of the University of Akron (UA) database. In addition, data from existing literature and the Federal Highway Administration database were added to the UA database to form a more comprehensive database for the development and verification of the new computational algorithms. This research has produced one new product (a new pile driving control system) and two new computational methodologies (one is the neural network based method for predicting pile capacity using the SPT soil boring information, and the other one is the SPT based methodology for estimating Smith model parameters). The major developments of the new computational algorithms, as a result of this research, are: (i) a probability based energy approach and the Bayesian updating technique for pile capacity estimate, (ii) a new semi-analytical solution cast in either forward or backcalculation for CAPWAP type pile capacity estimate, (iii) a methodology for the determination of the Smith model parameters using the SPT N values, and (iv) two major neural network based computational algorithms to predict pile capacity on the basis of the measured HST data. Research findings that were recommended for implementation include: (a) adoption of the new product, the pile driving control system, for field use, (b) adoption of the neural network based algorithm to predict pile capacity based on the SPT N values, and (c) adoption of the methodology for the determination of the Smith model parameters from the SPT N values. KW - Algorithms KW - Bearing capacity KW - Control systems KW - Dynamic tests KW - Estimating KW - Field tests KW - Mathematical models KW - Neural networks KW - Ohio KW - Pile driving KW - Simulation KW - Soil penetration test KW - Static tests KW - Wave equations UR - http://digitalarchive.oclc.org/request?id%3Doclcnum% UR - https://trid.trb.org/view/649174 ER - TY - RPRT AN - 00789894 AU - Mullen, R L AU - Perdikaris, P C AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - DEVELOPMENT OF OPTIMAL CONCRETE SEALANT TECHNIQUES PY - 1999/05 SP - 84 p. AB - Though concrete coatings and sealants have been known to prolong the service life of concrete highway structures for some time, ignorance of the effect that moisture encapsulation has on the performance of such surface treatments persists. This study investigates the phenomenon of moisture encapsulation and how concrete sealants and coating influence concrete freeze/thaw durability and moisture migration. In this project several commercially available concrete coatings are applied to concrete cylinders of two sizes. The parameters of the study include curing duration and environment for the concrete, air drying time before coating and coated surface area. Based on freeze/thaw durability tests (150 cycles) in air of a group of specimens cast with Class C structural concrete (4,000 psi or 27.6 MPa) it is concluded that encapsulation of moisture does not contribute to freeze/thaw degradation. Subsequent freeze/thaw cycling of another group of cylinders of lower compressive strength in water demonstrates that coatings do reduce damage due to weathering. Also, it is concluded that no benefits are obtained by leaving portions of the surface area uncoated to insure "breathability" of the concrete. Furthermore, the important parameter of moisture concentration can be readily and reliably determined by measuring the relative humidity in concrete. A finite element method computer model based on linear diffusion theory is found to adequately predict the drying behavior of concrete treated with relatively impermeable coatings. Nevertheless, it is determined that the process of diffusion alone is insufficient to describe the movement of water in concrete. KW - Coatings KW - Computer models KW - Concrete KW - Concrete curing KW - Encapsulation KW - Finite element method KW - Freeze thaw durability KW - Laboratory tests KW - Moisture content KW - Moisture migration KW - Sealing compounds KW - Time duration UR - http://ntl.bts.gov/lib/16000/16100/16145/PB2000102763.pdf UR - https://trid.trb.org/view/648041 ER - TY - RPRT AN - 00789805 AU - Fend, A AU - Hua, J AU - White, T D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - FLEXIBLE PAVEMENT DRAINAGE MONITORING, PERFORMANCE, AND STABILITY PY - 1999/05 SP - 309 p. AB - The current study is a continuation of the study FHWA/IN/JTRP Project HPR-2078, "Locating the Drainage Layer for Flexible Pavements." In this previous study, three test sections were constructed in a new pavement on a bypass around Fort Wayne, Indiana. These test sections were instrumented to record temperatures, moisture, frost penetration, rainfall and subdrainage system outflow. Collected data and finite element method (FEM) analysis indicate the subdrainage systems are performing satisfactorily. However, concern developed over the stability and rutting characteristics of the open-graded drainage layers. As a continuation study, longer term environmental and subdrainage performance data were collected. Additional data were collected from falling weight deflectometer (FWD) tests, condition surveys and roughness measurements. Laboratory triaxial tests were also conducted on all asphalt mixtures, unbound aggregate materials and subgrades. Tests of asphalt mixtures were conducted at two loading speeds and both wet and dry. Asphalt mixture tests were conducted at the recorded seven-day high field temperature. These data were used in FEM analysis of the stability and rutting characteristics of the test sections. The three subdrainage systems continue to be effective. There is no change in the ranking of performance. Section 1 (open-graded asphalt drainage layer over a dense asphalt base filter/separator layer) continues to drain significantly faster than sections 2 and 3 (open-graded asphalt drainage layer over a dense aggregate filter/separator layer). Water infiltration through the surface has decreased significantly. The pavement sections are in excellent condition. KW - Asphalt mixtures KW - Condition surveys KW - Data collection KW - Drainage KW - Falling weight deflectometers KW - Finite element method KW - Flexible pavements KW - Infiltration KW - Monitoring KW - Open graded aggregates KW - Performance KW - Rutting KW - Stability (Mechanics) KW - Subdrains KW - Test sections KW - Triaxial shear tests KW - Water UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1576&context=jtrp UR - https://trid.trb.org/view/647957 ER - TY - SER AN - 00784559 JO - Product Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - RIGID PAVEMENT DESIGN SOFTWARE: A NEW TOOL FOR IMPROVED RIGID PAVEMENT DESIGN PY - 1999/05 SP - 2 p. AB - Improved guidelines for designing portland cement concrete pavements were developed under National Cooperative Highway Research Program (NCHRP) research and were validated by Long Term Pavement Performance (LTPP) data. To help highway managers and engineers implement this improved design procedure, the LTPP program developed a software program called Rigid Pavement Design Software. The software allows the engineer to tailor the rigid pavement design to site-specific conditions, materials, traffic, and design details. The resulting design is more cost effective and reliable. The new software is intended to be used in concert with DARwin (the computerized version of the AASHTO '93 Guide) as an interim tool. This Product Brief describes the Rigid Pavement Design Software, discusses who can benefit from it, and presents its new or modified design features that are not available in DARwin. KW - Cost effectiveness KW - Long-Term Pavement Performance Program KW - Pavement design KW - Rigid pavements KW - Software UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/99129/99129.pdf UR - https://trid.trb.org/view/639978 ER - TY - SER AN - 00784555 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - COMMERCIAL DRIVER'S LICENSE EFFECTIVENESS STUDY PY - 1999/05 SP - 4 p. AB - The principal purpose of this study was to provide the Federal Highway Administration with measures to evaluate and assess if the Commercial Driver's License (CDL) program has been effective in (1) addressing problems that led to the enactment of the Commercial Motor Vehicle Safety Act of 1986 and (2) reducing the incidence of commercial motor vehicle crashes. This technical summary summarizes the study methodology, findings concerning the CDL program at the state level and at the national level, and recommendations from this research. KW - Commercial Driver'S License Program KW - Commercial drivers KW - Commercial Motor Vehicle Safety act of 1986 KW - Driver licenses KW - Evaluation and assessment KW - Impact studies KW - Recommendations KW - Truck crashes UR - http://ntl.bts.gov/lib/10000/10100/10105/tb99-012.pdf UR - http://ntl.bts.gov/lib/10000/10100/10105/tb99-012.pdf UR - https://trid.trb.org/view/639974 ER - TY - RPRT AN - 00780335 AU - Sargand, S AU - Hazen, G AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - COORDINATION OF LOAD RESPONSE INSTRUMENTATION OF SHRP PAVEMENTS - OHIO UNIVERSITY PY - 1999/05 SP - 258 p. AB - The Ohio Department of Transportation constructed an experimental pavement for the Strategic Highway Research Program (SHRP) on U.S. 23 north of Columbus, which included 40 asphalt and concrete test sections in the SPS-1, 2, 8 and 9 experiments. These sections contained various combinations of structural parameters known to affect performance. To enhance the value of this pavement sensors were installed in 18 test sections to continuously monitor temperature, moisture and frost within the pavement structure, and 33 test sections were instrumented to monitor strain, deflection and pressure generated by environmental cycling and dynamic loading. Also, two weigh-in-motion systems and a weather station were installed to continuously gather the necessary traffic and climatic information required to properly interpret the performance data. Six universities, including Ohio University which coordinated this effort, were responsible for installing and monitoring the instrumentation. Nondestructive testing conducted with the falling weight deflectometer and Dynaflect, and five series of controlled vehicle tests were performed between 1995 and 1998 to assess the response of these test sections to dynamic loading. This report documents how the instrumentation was installed and monitored, provides details of the controlled vehicle tests, and summarizes results of the nondestructive testing. KW - Asphalt pavements KW - Concrete pavements KW - Deflection KW - Dynaflect KW - Dynamic loads KW - Experimental roads KW - Falling weight deflectometers KW - Frost KW - Moisture content KW - Monitoring KW - Nondestructive tests KW - Pressure KW - Sensors KW - Strain (Mechanics) KW - Temperature KW - Test sections KW - Weather stations KW - Weigh in motion UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/1999%20and%20Older/Pavements/14582-FR.pdf UR - https://trid.trb.org/view/509267 ER - TY - RPRT AN - 00780334 AU - Chou, EYJ AU - Randolph, B AU - Heydinger, A AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - RATIONAL DETERMINATION OF PAVEMENT LAYER STRUCTURAL COEFFICIENTS PY - 1999/05 SP - 94 p. AB - Seven flexible pavements ranging from interstate to state route are selected. Three different approaches are employed. The first two use the resilient modulus of the material to estimate its structural coefficient. In the first approach, cored specimens are obtained from each of the pavement sections and the resilient moduli of in-service 301 and 446/448 materials are determined in the laboratory. The resulting structural coefficient for 301 materials ranges between 0.33 and 0.39 with an average of 0.37. The structural coefficient of 446/448 materials ranges between 0.46 and 0.54 with an average value of 0.49. The second approach backcalculates layer elastic modulus from measured pavement deflection. The resulting structural coefficients are 0.44 for 301 materials (range: 0.25-0.53) and 0.55 for 446 materials (range: 0.38-0.60). The third approach determines the structural coefficient from the AASHTO flexible pavement performance equation based on traffic and serviceability history data. When laboratory measured roadbed soil resilient moduli are used, the average coefficient is 0.42 for 301 materials and 0.52 for 446 materials. When backcalculated roadbed modulus values (multiplied by a factor of 0.33) are used, the average coefficient is 0.30 for 301 and 0.43 for 446 materials. Finally, when the soil modulus is estimated from the group index, the average structural coefficient is 0.39 for 446/448 and 0.26 for 301 materials. The findings of this study indicate that the structural coefficient for 446 materials may be increased from the current value of 0.35 to a value between 0.40 and 0.45. For 301 materials, a structural coefficient between 0.35 and 0.37 is recommended. KW - Backcalculation KW - Cores (Specimens) KW - Deflection KW - Equations KW - Flexible pavements KW - Laboratory tests KW - Layer coefficient (Pavements) KW - Modulus of resilience KW - Pavement layers KW - Pavement performance UR - http://ntl.bts.gov/lib/15000/15800/15819/PB2000101094.pdf UR - https://trid.trb.org/view/509266 ER - TY - RPRT AN - 00780332 AU - Bramel, B K AU - Dolan, C W AU - Puckett, J A AU - Ksaibati, K AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - ASPHALT PLUG JOINTS: CHARACTERIZATION AND SPECIFICATIONS PY - 1999/05 SP - 59 p. AB - The asphaltic plug joints (APJs) are a type of bridge expansion joint that have been promoted as simple general purpose expansion devices for bridges with less than 50 mm (2 in.) total motion. APJs have been developed by trial and error and used when little engineering research existed outlining their complex behavior. To help designers to better understand this behavior and be able to properly apply them, the University of Wyoming has developed engineering-based design guidelines and material specifications. With the material relaxing by viscous flow at about the same rate as the bridge places motion demands on the joint, minimal loads and stresses are created. With these small loads almost no limit on the allowable motion exists from a structural perspective. However, functional limitations exist from a volumetric perspective and the need to maintain a smooth and serviceable transition from the pavement onto the bridge deck. This volumetric limit is the basis for the bridge-motion limits that are proposed. Two material characteristics fully define the structural applicability of an APJ location/application. These are the material time constant for the load to relax to 75% of its initial load and the material glass-transition temperature. Both of these qualifying characteristics may be obtained using a UW-modified AASHTO TSRST test. This test was used in this research and is proposed for future use. It needs to be further refined and qualified. While the relaxation allows for the material to function from a structural perspective, it can be detrimental to roadway roughness. The design tradeoff is that a soft viscous material allows bridge motion but also allows the material to flow out of the wheel paths creating rutting. Another problem is that the asphalt binder is highly modified and will lose ductility as it ages, resulting in structural failures. These problems can be mitigated and some concepts are included in this report. In summary, APJs are good for some applications but should not be considered maintenance-free, long-term solutions. Periodical replacement will be required. KW - Asphalt plug joints KW - Bituminous binders KW - Bridges KW - Design KW - Ductility KW - Expansion joints KW - Maintenance KW - Materials KW - Relaxation (Mechanics) KW - Roughness KW - Rutting KW - Specifications KW - Test procedures UR - https://trid.trb.org/view/509264 ER - TY - RPRT AN - 00780279 AU - Khorashadi, A AU - California Department of Transportation AU - Federal Highway Administration TI - STATE ROUTE 37 SAFETY EVALUATION REPORT PY - 1999/05 SP - 74 p. AB - The original scope of this project was to determine the accident impact of median striping and double fine zone (DFZ) regulation on 2 and 3 lane conventional roads. However, several other improvement projects were implemented on the test segment (state route 37) that was intended to be used for this study. The combination of many other improvements including road widening, installation of concrete median barrier and rumble strip, and shoulder widening made it impossible to determine the impact of median striping. Therefore, the scope of the study was changed. It was decided to examine the impact of the DFZ legislation and the impact of median striping on road safety in separate reports. The first of this two part report, entitled "Safety Enhancement, Double Fine Zone," was published in December 1997. This report provides an accident impact analysis of all other improvements (excluding the DFZ impact) on state route 37. The report shows a general decrease in Total, Fatal, Fatal plus Injury, Head-On, Sideswipe, and Run-Off-Road accidents. The decrease is statistically significant for Fatal, Head-On, and Sideswipe accidents at 95% level of confidence. The improvements are associated with a general decrease in accident frequencies and significant reduction in more severe accidents. The percent reductions reflect not only the effect of the improvement project, but also the effect of other factors such as widening, superelevation improvement, rumble strip and median barrier installation, and enhanced enforcement project. KW - Before and after studies KW - Crash data KW - Crash severity KW - Fatalities KW - Frontal crashes KW - Highway safety KW - Improvements KW - Injuries KW - Median barriers KW - Medians KW - Pavement widening KW - Ran off road crashes KW - Road shoulders KW - Rumble strips KW - Side crashes KW - Striping KW - Superelevation KW - Traffic law enforcement UR - http://ntl.bts.gov/lib/22000/22200/22257/PB99171589.pdf UR - https://trid.trb.org/view/509239 ER - TY - RPRT AN - 00778820 AU - Melhem, H G AU - Kansas State University, Manhattan AU - Kansas Department of Transportation AU - Federal Highway Administration TI - ACCELERATED TESTING FOR STUDYING PAVEMENT DESIGN AND PERFORMANCE PY - 1999/05 SP - 110 p. AB - This report describes the experimental investigation related to four experiments selected by the Midwest States Accelerated Testing Pooled Funds Program for FY 97 and FY 98. These experiments are: (1) ATL-97-1: Comparison of SM-2C and BM-2C Asphalt Overlays on Existing Portland Cement Concrete Pavement (PCCP); (2) ATL-97-2: Comparison of PCCP jointed slabs with Fiber Reinforced Polymer (FRP) and epoxy-coated steel dowels; (3) ATL-98-1: Comparison of an 8 in. (203 mm)-thick Asphalt Concrete (AC) with 5 in. (127 mm) AC on 5 in. (127 mm) Reclaimed Asphalt Pavement (RAP); and (4) ATL-98-2: Performance of a rehabilitation of the pavement sections of the experiment in (3). The report contains a discussion of the various experimental activities, a detailed description of the experiments and a summary of the results obtained. The report includes an overview of the facility followed by the accomplishments pertaining to the individual experiments (one chapter for each experiment). KW - Accelerated tests KW - Asphalt concrete KW - Asphalt pavements KW - Bituminous overlays KW - Concrete pavements KW - Dowels (Fasteners) KW - Epoxy coatings KW - Fiber reinforced plastics KW - Pavement design KW - Pavement performance KW - Recycling KW - Rehabilitation (Maintenance) KW - Thickness UR - http://ntl.bts.gov/DOCS/KS-992.html UR - https://trid.trb.org/view/508697 ER - TY - RPRT AN - 00771232 AU - Loh, S-W AU - Olek, J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - CONTRIBUTION OF PERFORMANCE-GRADED ASPHALT TO LOW TEMPERATURE CRACKING RESISTANCE OF PAVEMENTS PY - 1999/05 SP - 169 p. AB - The purpose of this research was to study and evaluate the role that asphalt binders play in the resistance of asphalt pavements to low temperature cracking. As part of the Strategic Highway Research Program (SHRP) new specifications for asphalt binders were developed that are based on the performance of the material. The asphalt binder graded and specified according to these new performance-based specifications is called PG binder. These new specifications are commonly referred to as Superpave (Superior Performing Asphalt Pavement) binder specifications. A section of Interstate 64 in southern Indiana was experiencing severe low temperature cracking before it was reconstructed over the summers of 1995 and 1996. The binder used in the new pavement mixes was PG material. Dynamic Shear Rheometer (DSR) tests, Bending Beam Rheometer (BBR) tests, and viscosity tests were performed on this binder. Comparisons were made between test results obtained from the binders in the old pavement and the new pavement. All tests and comparisons were based on the Superpave binder specifications. A portion of this study involved a review of the extraction and recovery procedures used in the laboratories. Much of the asphalt used in this project had to be extracted from cores or pavement mixes, and it was important to ensure that the extraction and recovery process did not significantly change the properties of the material. Also, as a part of this research project, plans were developed for field monitoring of the temperature distribution within the pavement and its variation with time, in order to correlate these changes with pavement performance. Data generated during this monitoring program will be used in the future for validation of low temperature algorithms developed as a part of the Superpave system. KW - Algorithms KW - Asphalt KW - Asphalt pavements KW - Binders KW - Indiana KW - Interstate highways KW - Low temperature KW - Monitoring KW - Pavement cracking KW - Pavement performance KW - Performance based specifications KW - Rheometers KW - Strategic Highway Research Program KW - Superpave KW - Temperature KW - Validation KW - Viscosity UR - http://ntl.bts.gov/lib/21000/21900/21986/PB99152993.pdf UR - https://trid.trb.org/view/488322 ER - TY - RPRT AN - 00771236 AU - CHANG, L-M AU - Georgy, M AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - STEEL BRIDGE PROTECTION POLICY. VOLUME III OF V: METALIZATION OF STEEL BRIDGES: RESEARCH AND PRACTICE PY - 1999/05 SP - 55 p. AB - The study identifies various painting systems that are successfully used in Indiana's surrounding states and other industries. The identified systems are further screened and evaluated. After prudently comparing the Indiana Department of Transportation's (INDOT's) inorganic zinc/vinyl system with the waterborne acrylic system, the moisture cure urethane coating system, and the 3-coat system of zinc-epoxy-urethane, the results show that the new 3-coat system fulfills INDOT's needs with the most benefits. Therefore, the 3-coat system is recommended to replace INDOT's present inorganic zinc/vinyl system. To deal with the problems facing the lead-based paint, a comparison between full-removal and over-coating alternatives is made. Results show that over-coating might provide a good protection for less than half the cost of full-removal; however, it delays the lead full-removal process and does not completely solve the environmental problem. The metalization of steel bridges is seemingly a potential protection policy. After reviewing standards and specifications on metalization, it is shown that metalization jobs require a higher degree of control. It suits on-shop practices, however, the initial cost is considerably high. This study also describes a life cycle cost analysis that was done to determine an optimal painting system for INDOT. Herein, a deterministic method of economic analysis and a stochastic method of Markov chains process are used. The analysis not only reconfirms that the 3-coat system is the comparatively better painting system, but also generates an optimal painting maintenance plan for INDOT. To assure the quality of paint material and workmanship after substantial completion of the painting contract, the development of legally binding and dependable warranty clauses is initiated in this study. The developed painting warranty clauses were primarily derived from the painting warranty clauses used by Illinois Department of Transportation (IDOT), Michigan Department of Transportation (MDOT), and INDOT's pavement warranty clauses. A comparative study was conducted on eleven essential categories. Among them, it was found that the warranty period, the definition of "defect", and the amount of the warranty bond all need further evaluation. KW - Bridges KW - Contracts KW - Costs KW - Economic analysis KW - Epoxy resins KW - Lead based paint KW - Life cycle costing KW - Maintenance KW - Markov chains KW - Metalization KW - Paint removal KW - Painting KW - Quality assurance KW - Specifications KW - Standards KW - Steel KW - Stochastic processes KW - Urethane KW - Warranty KW - Zinc UR - http://ntl.bts.gov/lib/22000/22100/22180/PB99166753.pdf UR - https://trid.trb.org/view/488326 ER - TY - RPRT AN - 00771234 AU - CHANG, L-M AU - Zayed, Tarek AU - Fricker, J AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - STEEL BRIDGE PROTECTION POLICY. VOLUME I OF V: MAIN REPORT PY - 1999/05 SP - 20 p. AB - The study identifies various painting systems that are successfully used in Indiana's surrounding states and other industries. The identified systems are further screened and evaluated. After prudently comparing the Indiana Department of Transportation's (INDOT's) inorganic zinc/vinyl system with the waterborne acrylic system, the moisture cure urethane coating system, and the 3-coat system of zinc-epoxy-urethane, the results show that the new 3-coat system fulfills INDOT's needs with the most benefits. Therefore, the 3-coat system is recommended to replace INDOT's present inorganic zinc/vinyl system. To deal with the problems facing the lead-based paint, a comparison between full-removal and over-coating alternatives is made. Results show that over-coating might provide a good protection for less than half the cost of full-removal; however, it delays the lead full-removal process and does not completely solve the environmental problem. The metalization of steel bridges is seemingly a potential protection policy. After reviewing standards and specifications on metalization, it is shown that metalization jobs require a higher degree of control. It suits on-shop practices, however, the initial cost is considerably high. This study also describes a life cycle cost analysis that was done to determine an optimal painting system for INDOT. Herein, a deterministic method of economic analysis and a stochastic method of Markov chains process are used. The analysis not only reconfirms that the 3-coat system is the comparatively better painting system, but also generates an optimal painting maintenance plan for INDOT. To assure the quality of paint material and workmanship after substantial completion of the painting contract, the development of legally binding and dependable warranty clauses is initiated in this study. The developed painting warranty clauses were primarily derived from the painting warranty clauses used by Illinois Department of Transportation (IDOT), Michigan Department of Transportation (MDOT), and INDOT's pavement warranty clauses. A comparative study was conducted on eleven essential categories. Among them, it was found that the warranty period, the definition of "defect", and the amount of the warranty bond all need further evaluation. KW - Bridges KW - Contracts KW - Costs KW - Economic analysis KW - Epoxy resins KW - Lead based paint KW - Life cycle costing KW - Maintenance KW - Markov chains KW - Metalization KW - Paint removal KW - Painting KW - Quality assurance KW - Specifications KW - Standards KW - Steel KW - Stochastic processes KW - Urethane KW - Warranty KW - Zinc UR - http://ntl.bts.gov/lib/22000/22100/22178/PB99166738.pdf UR - https://trid.trb.org/view/488324 ER - TY - RPRT AN - 00771237 AU - Fricker, J AU - Zayed, Tarek AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - STEEL BRIDGE PROTECTION POLICY. VOLUME IV OF V: LIFE CYCLE COST ANALYSIS AND MAINTENANCE PLAN PY - 1999/05 SP - 187 p. AB - The study identifies various painting systems that are successfully used in Indiana's surrounding states and other industries. The identified systems are further screened and evaluated. After prudently comparing the Indiana Department of Transportation's (INDOT's) inorganic zinc/vinyl system with the waterborne acrylic system, the moisture cure urethane coating system, and the 3-coat system of zinc-epoxy-urethane, the results show that the new 3-coat system fulfills INDOT's needs with the most benefits. Therefore, the 3-coat system is recommended to replace INDOT's present inorganic zinc/vinyl system. To deal with the problems facing the lead-based paint, a comparison between full-removal and over-coating alternatives is made. Results show that over-coating might provide a good protection for less than half the cost of full-removal; however, it delays the lead full-removal process and does not completely solve the environmental problem. The metalization of steel bridges is seemingly a potential protection policy. After reviewing standards and specifications on metalization, it is shown that metalization jobs require a higher degree of control. It suits on-shop practices, however, the initial cost is considerably high. This study also describes a life cycle cost analysis that was done to determine an optimal painting system for INDOT. Herein, a deterministic method of economic analysis and a stochastic method of Markov chains process are used. The analysis not only reconfirms that the 3-coat system is the comparatively better painting system, but also generates an optimal painting maintenance plan for INDOT. To assure the quality of paint material and workmanship after substantial completion of the painting contract, the development of legally binding and dependable warranty clauses is initiated in this study. The developed painting warranty clauses were primarily derived from the painting warranty clauses used by Illinois Department of Transportation (IDOT), Michigan Department of Transportation (MDOT), and INDOT's pavement warranty clauses. A comparative study was conducted on eleven essential categories. Among them, it was found that the warranty period, the definition of "defect", and the amount of the warranty bond all need further evaluation. KW - Bridges KW - Contracts KW - Costs KW - Economic analysis KW - Epoxy resins KW - Lead based paint KW - Life cycle costing KW - Maintenance KW - Markov chains KW - Metalization KW - Paint removal KW - Painting KW - Quality assurance KW - Specifications KW - Standards KW - Steel KW - Stochastic processes KW - Urethane KW - Warranty KW - Zinc UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1668&context=jtrp UR - https://trid.trb.org/view/488327 ER - TY - RPRT AN - 00771238 AU - CHANG, L-M AU - Georgy, M AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - STEEL BRIDGE PROTECTION POLICY. VOLUME V OF V: WARRANTY CLAUSES FOR INDOT STEEL BRIDGE PAINT CONTRACTS PY - 1999/05 SP - 101 p. AB - The study identifies various painting systems that are successfully used in Indiana's surrounding states and other industries. The identified systems are further screened and evaluated. After prudently comparing the Indiana Department of Transportation's (INDOT's) inorganic zinc/vinyl system with the waterborne acrylic system, the moisture cure urethane coating system, and the 3-coat system of zinc-epoxy-urethane, the results show that the new 3-coat system fulfills INDOT's needs with the most benefits. Therefore, the 3-coat system is recommended to replace INDOT's present inorganic zinc/vinyl system. To deal with the problems facing the lead-based paint, a comparison between full-removal and over-coating alternatives is made. Results show that over-coating might provide a good protection for less than half the cost of full-removal; however, it delays the lead full-removal process and does not completely solve the environmental problem. The metalization of steel bridges is seemingly a potential protection policy. After reviewing standards and specifications on metalization, it is shown that metalization jobs require a higher degree of control. It suits on-shop practices, however, the initial cost is considerably high. This study also describes a life cycle cost analysis that was done to determine an optimal painting system for INDOT. Herein, a deterministic method of economic analysis and a stochastic method of Markov chains process are used. The analysis not only reconfirms that the 3-coat system is the comparatively better painting system, but also generates an optimal painting maintenance plan for INDOT. To assure the quality of paint material and workmanship after substantial completion of the painting contract, the development of legally binding and dependable warranty clauses is initiated in this study. The developed painting warranty clauses were primarily derived from the painting warranty clauses used by Illinois Department of Transportation (IDOT), Michigan Department of Transportation (MDOT), and INDOT's pavement warranty clauses. A comparative study was conducted on eleven essential categories. Among them, it was found that the warranty period, the definition of "defect", and the amount of the warranty bond all need further evaluation. KW - Bridges KW - Contracts KW - Costs KW - Economic analysis KW - Epoxy resins KW - Lead based paint KW - Life cycle costing KW - Maintenance KW - Markov chains KW - Metalization KW - Paint removal KW - Painting KW - Quality assurance KW - Specifications KW - Standards KW - Steel KW - Stochastic processes KW - Urethane KW - Warranty KW - Zinc UR - http://ntl.bts.gov/lib/22000/22100/22182/PB99166779.pdf UR - https://trid.trb.org/view/488328 ER - TY - RPRT AN - 00771235 AU - CHANG, L-M AU - Chung, S AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - STEEL BRIDGE PROTECTION POLICY. VOLUME II OF V: EVALUATION OF BRIDGE COATING SYSTEM FOR INDOT STEEL BRIDGES PY - 1999/05 SP - 98 p. AB - The study identifies various painting systems that are successfully used in Indiana's surrounding states and other industries. The identified systems are further screened and evaluated. After prudently comparing the Indiana Department of Transportation's (INDOT's) inorganic zinc/vinyl system with the waterborne acrylic system, the moisture cure urethane coating system, and the 3-coat system of zinc-epoxy-urethane, the results show that the new 3-coat system fulfills INDOT's needs with the most benefits. Therefore, the 3-coat system is recommended to replace INDOT's present inorganic zinc/vinyl system. To deal with the problems facing the lead-based paint, a comparison between full-removal and over-coating alternatives is made. Results show that over-coating might provide a good protection for less than half the cost of full-removal; however, it delays the lead full-removal process and does not completely solve the environmental problem. The metalization of steel bridges is seemingly a potential protection policy. After reviewing standards and specifications on metalization, it is shown that metalization jobs require a higher degree of control. It suits on-shop practices, however, the initial cost is considerably high. This study also describes a life cycle cost analysis that was done to determine an optimal painting system for INDOT. Herein, a deterministic method of economic analysis and a stochastic method of Markov chains process are used. The analysis not only reconfirms that the 3-coat system is the comparatively better painting system, but also generates an optimal painting maintenance plan for INDOT. To assure the quality of paint material and workmanship after substantial completion of the painting contract, the development of legally binding and dependable warranty clauses is initiated in this study. The developed painting warranty clauses were primarily derived from the painting warranty clauses used by Illinois Department of Transportation (IDOT), Michigan Department of Transportation (MDOT), and INDOT's pavement warranty clauses. A comparative study was conducted on eleven essential categories. Among them, it was found that the warranty period, the definition of "defect", and the amount of the warranty bond all need further evaluation. KW - Bridges KW - Contracts KW - Costs KW - Economic analysis KW - Epoxy resins KW - Lead based paint KW - Life cycle costing KW - Maintenance KW - Markov chains KW - Metalization KW - Paint removal KW - Painting KW - Quality assurance KW - Specifications KW - Standards KW - Steel KW - Stochastic processes KW - Urethane KW - Warranty KW - Zinc UR - http://ntl.bts.gov/lib/22000/22100/22179/PB99166746.pdf UR - https://trid.trb.org/view/488325 ER - TY - RPRT AN - 00769503 AU - Overman, J H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PHASE II ENVIRONMENTAL SITE INVESTIGATION PROCEDURES AND TECHNOLOGIES FOR PROPERTY TRANSFER AND PS&E DEVELOPMENT PY - 1999/05 SP - 42 p. AB - The purpose of this project is to provide the Texas Department of Transportation (TxDOT) with an improved procedure for conducting environmental site investigations at various stages during transportation infrastructure development. The project seeks to identify modern assessment technologies, procedures, and regulatory requirements that can be incorporated into a new TxDOT site assessment procedure. The major tasks for this project include a review of current literature for the procedural and regulatory aspects of conducting site investigations; a review of the technological and geophysical investigative tools used in site investigations; the development of a procedure for conducting site investigations; and a provision for training TxDOT engineers and planners in the use and application of the procedure. The project will enable TxDOT to incorporate the use of investigation techniques and procedures into right-of-way and design manuals and to promote a better understanding of the site investigation process to TxDOT divisions and districts. KW - Geophysical prospecting KW - Groundwater KW - Literature reviews KW - Personnel KW - Regulations KW - Right of way (Land) KW - Site investigation KW - Soil tests KW - Surveying KW - Technology KW - Texas KW - Training UR - http://ntl.bts.gov/lib/22000/22100/22163/PB99166225.pdf UR - https://trid.trb.org/view/503409 ER - TY - RPRT AN - 00769482 AU - Beimborn, E AU - Horowitz, A AU - Vijayan, S AU - Bordewin, M AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - AN OVERVIEW: LAND USE AND ECONOMIC DEVELOPMENT IN STATEWIDE TRANSPORTATION PLANNING PY - 1999/05 SP - 98 p. AB - This report provides an overview of land use activities of state departments of transportation (DOTs). Such activities occur in various states and along a continuum ranging from passive to active in six major categories: land use/transportation planning; state land use planning capabilities; education/technical assistance; access management; land use controls; and economic development. This report addresses each of these categories in detail. The report discusses how states incorporate land use issues into their statewide transportation planning and policy efforts. Also examined are the direct role the state DOTs have in land use and their role in the local and regional land use decision-making. KW - Access control (Transportation) KW - Decision making KW - Economic development KW - Education KW - Land use planning KW - State departments of transportation KW - Technical assistance KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/processes/land_use/lu.pdf UR - https://trid.trb.org/view/503389 ER - TY - RPRT AN - 00769470 AU - Roberts, F L AU - Djakfar, L AU - Louisiana Tech University, Ruston AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - PRELIMINARY ASSESSMENT OF PAVEMENT DAMAGE DUE TO HEAVIER LOADS ON LOUISIANA HIGHWAYS PY - 1999/05 SP - 116 p. AB - The current study makes a preliminary assessment of the impact of increasing the gross vehicle weight (GVW) from current legal limits to 100,000 lb (45,360 kg) on vehicles hauling sugarcane, rice, timber, and cotton. Sample sections of road in each area of the state where the commodities are hauled were identified, the amount of each commodity hauled on the road estimated, and the effect of increasing the GVW evaluated for each section of road using pavement design models. Design data were secured from the Louisiana Department of Transportation and Development computer database and project files to determine the pavement design parameters and traffic estimates for each road. The number of vehicles hauling the 1998 harvest payload was estimated, the projected increase in the production of each commodity was based on government statistics, and rehabilitations were designed using the 1986 AASHTO Design Guide for a 20 year analysis period. Net present worth (NPW) was calculated for each GVW scenario for each roadway. Comparisons of NPW between the weight scenarios showed that increases in GVW have more effect on Louisiana state and US highways than on interstate highways. Any elevation in GVW over current limits increases the cost of overlays and decreases the length of the time before an overlay is required. The cost increase due to raising the GVW is substantial. Fee structures need to be modified by the legislature to pay for these costs through the current registration and overweight permit fee structure or some new tax such as a ton-mile tax. KW - Commodities KW - Costs KW - Gross vehicle weight KW - Louisiana KW - Motor carriers KW - Net present worth KW - Overlays (Pavements) KW - Overweight loads KW - Pavement damage KW - Pavement design KW - Permits KW - Registration fees KW - Size and weight regulations KW - State highways KW - Taxes KW - Traffic volume UR - http://ntl.bts.gov/lib/22000/22200/22250/PB99171233.pdf UR - https://trid.trb.org/view/503378 ER - TY - RPRT AN - 00769436 AU - Gettman, D AU - Head, L AU - Mirchandani, P AU - University of Arizona, Tucson AU - Arizona Department of Transportation AU - Federal Highway Administration TI - RHODES-ITMS CORRIDOR CONTROL PROJECT PY - 1999/05 SP - 208 p. AB - The RHODES-ITMS Corridor Control project addresses real-time control of ramp meters of a freeway segment, with consideration of the traffic volumes entering and leaving the freeway from/to arterials, and the regulation of these volumes via real-time setting of ramp metering rates. Current approaches to traffic responsive control of ramp meters include (a) time-of-day control, (b) locally responsive strategies and (c) area-wide linear programming based approaches (currently implemented in parts of Europe). None of these approaches are both real-time responsive to traffic conditions and consider the multiple objectives of minimizing freeway travel times and decreasing congestion/queues at the interchanges. A control system, MILOS (Multi-objective Integrated Large-scale Optimized ramp metering System), was developed that determines ramp metering rates based on observed traffic on the freeway and its interchange arterials. MILOS temporally and spatially decomposes the ramp-metering control problem into three hierarchical subproblems: (1) monitoring and detection of traffic anomalies (to schedule optimizations at the lower levels of the control hierarchy), (2) optimization to obtain area-wide coordinated metering rates, and (3) real-time regulation of metering rates to adjust for local conditions. Simulation experiments were performed to evaluate the MILOS hierarchical system against (a) "no control" (i.e., when no ramp metering is in effect), (b) a locally traffic-responsive metering policy, and (c) an area-wide LP optimization problem re-solved in 5-minute intervals. Three test scenarios were simulated (1) a short "burst" of heavy-volume flows to all ramps, (2) a three-hour commuting peak, and (3) a three-hour commuting peak with a 30-minute incident occurring somewhere in the middle of the corridor. The performance results indicate that MILOS is able to reduce freeway travel time, increase freeway average speed, and improve recovery performance of the system when flow conditions become congested due to an incident. KW - Adaptive control KW - Freeway management systems KW - Minimization KW - Optimization KW - Peak hour traffic KW - Queuing KW - Ramp metering KW - Real time control KW - Traffic congestion KW - Traffic incidents KW - Travel time UR - http://ntl.bts.gov/lib/22000/22100/22125/PB99163792.pdf UR - https://trid.trb.org/view/503344 ER - TY - RPRT AN - 00769437 AU - Hansen, S AU - Breyer, J AU - Kolcz, A AU - Castle Rock Consultants AU - Arizona Department of Transportation AU - Federal Highway Administration TI - RURAL HIGHWAY MAYDAY SYSTEMS DEPLOYMENT PLAN PY - 1999/05 SP - 24 p. AB - This Arizona Department of Transportation (ADOT) study focused upon the application of Mayday strategies to meet emergency response challenges along the US 93 corridor in Northwest Arizona. This route was chosen due to its history of accidents, remote location, topography, and the need for enhanced communications on this busy North American Free Trade Agreement (NAFTA) corridor. The project was championed by the ADOT District Engineer due to concerns for traveler safety and lack of consistent communications throughout the corridor. Due to the lack of consistent communications availability on US 93, automated in-vehicle technologies along with their costs were not deemed practical at this time. The project focused on mass market accessibility so that all travelers on the corridor would have access to whatever implementation was recommended. A diverse approach to accident identification and notification was developed, arriving at a recommendation for three Mayday Technical Advisory Committee (TAC) and stakeholder-defined projects: Motorist Assistance Patrol; Emergency Telephones; and Commercial Vehicle Operations (CVO) Corridor Watch Program. KW - Arizona KW - Automatic vehicle location KW - Call boxes (Driver aid devices) KW - Commercial vehicle operations KW - Dispatching KW - Emergencies KW - Emergency response KW - Motorist aid systems KW - Police patrol KW - Rural highways KW - Traffic crashes UR - https://trid.trb.org/view/503345 ER - TY - RPRT AN - 00765858 AU - Faghri, A AU - Hehman, D AU - Hite, M AU - Lipschultz, M AU - University of Delaware, Newark AU - Delaware Department of Transportation AU - Federal Highway Administration TI - APPLICATION OF GLOBAL POSITIONING SYSTEM (GPS) TO TRAVEL TIME AND DELAY MEASUREMENTS, 1998 PHASE PY - 1999/05 SP - 47 p. AB - For the 1998 Phase of the project "Application of Global Positioning System (GPS) to Travel Time and Delay Measurements," analysis is separated into three parts. Report #1 is "Analysis of 1998 Data Collection," and deals with the interpretation of the data included at the end of the report. Report #2, "Step by Step Procedure for Collecting 1999 Travel Time and Delay Data for Delaware," describes the specific method for collecting data in the future, specifically next year, 1999. The final part of the report is the summary of results for "1998 Travel Time and Delay Data" for roadways in New Castle, Kent, and Sussex Counties in Delaware. KW - Analysis KW - Data collection KW - Delaware KW - Global Positioning System KW - Traffic delays KW - Travel time UR - https://trid.trb.org/view/502322 ER - TY - JOUR AN - 00765042 JO - Public Roads PB - Federal Highway Administration AU - Gray-Fisher, D M AU - Federal Highway Administration TI - DOES ASSET MANAGEMENT DESERVE A CLOSER LOOK? PY - 1999/05 VL - 62 IS - 6 SP - p. 50-51 AB - During their November 1998 meeting, the board of directors of the American Association of State Highway and Transportation Officials (AASHTO) overwhelmingly approved an asset management strategic plan. Asset management is a systematic process of maintaining, upgrading, and operating physical assets. Before state transportation agencies fully embrace asset management, they want and need a better understanding of its meaning, impact, and value to their organizations. AASHTO's plan calls for several activities in 1999: workshops, a scanning tour, a "how-to" guide on asset management, collaboration with the Federal Highway Administration, and input from the private sector, where asset management has worked well and continues to work well. The activities that AASHTO is embarking on will help states discover just how well it can work in the public sector. KW - American Association of State Highway and Transportation Officials KW - Assets KW - Decision making KW - Information dissemination KW - Investments KW - Management KW - Quantitative analysis KW - State government agencies KW - Strategic planning UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/assetmgt.cfm UR - https://trid.trb.org/view/503945 ER - TY - JOUR AN - 00765035 JO - Public Roads PB - Federal Highway Administration AU - Wochinger, K AU - Emery, C AU - Alicandri, E AU - Federal Highway Administration TI - FHWA'S DRIVER PERFORMANCE LABORATORY PY - 1999/05 VL - 62 IS - 6 SP - p. 24-25 AB - The Federal Highway Administration's (FHWA) Turner-Fairbank Highway Research Center in McLean, Virginia, includes a Driver Performance Laboratory. The laboratory's mission is to improve highway design elements and operations by obtaining information on driver performance and applying that information to traffic engineering and the design of in-vehicle information systems. A distinguishing feature of the Driver Performance Laboratory is its four experimental facilities, which complement each other and allow researchers to study complex issues in a sequential, progressive manner. The sign simulator provides the means to evaluate driver recognition and comprehension of highway signs. The part-task driving simulator is frequently used to test prototypes of in-vehicle displays. The full-task driving simulator obtains measures of driver performance under varying, but safe, conditions, and the instrumented vehicle enables research to be conducted in the natural driving environment. KW - Driver information systems KW - Drivers KW - Driving simulators KW - Highway design KW - Highway engineering KW - Highway safety KW - Human factors KW - Laboratories KW - Research and educational facilities KW - Simulation KW - Test vehicles KW - Traffic engineering KW - Traffic safety KW - Traffic signs KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/dplab.cfm UR - https://trid.trb.org/view/503938 ER - TY - JOUR AN - 00765038 JO - Public Roads PB - Federal Highway Administration AU - Ruane, T P AU - Ullman, G AU - Federal Highway Administration TI - THE NATIONAL WORK-ZONE SAFETY INFORMATION CLEARINGHOUSE PY - 1999/05 VL - 62 IS - 6 SP - p. 30-31 AB - After only one year of operation, the National Work-Zone Safety Information Clearinghouse (NWZSIC) is becoming the leading source of information to help reduce the number of deaths and injuries associated with roadway construction sites. The clearinghouse is a unique partnership between the American Road and Transportation Builders Association and the Federal Highway Administration. The Texas Transportation Institute handles the day-to-day operations. The NWZSIC was established to collect roadway safety-related information and has compiled the most comprehensive library available on roadway work-zone safety, which includes databases and electronic links to other resources. Anyone can contact the clearinghouse to ask questions about work-zone safety topics. The facility provides information that is useful to contractors, educators, labor union officials, public safety officers, public and private work-zone safety advocates, manufacturers, researchers, suppliers of traffic control devices, traffic law enforcement officials, traffic and highway design engineers, utility company workers, and members of the news media. KW - American Road & Transportation Builders Association KW - Databases KW - Information dissemination KW - Information services KW - Information systems KW - Libraries KW - Texas KW - U.S. Federal Highway Administration KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://wzsafety.tamu.edu UR - https://trid.trb.org/view/503941 ER - TY - JOUR AN - 00765041 JO - Public Roads PB - Federal Highway Administration AU - Saad, T K AU - DiMaggio, J A AU - Federal Highway Administration TI - FHWA'S INTERNATIONAL GEOTECHNICAL ENGINEERING SCAN PY - 1999/05 VL - 62 IS - 6 SP - p. 43-49 AB - Over the past 8 years, the International Engineering Scanning Program, directed by the Federal Highway Administration's Office of International Programs, has been successful in defining the best highway design, construction, and maintenance practices worldwide. Scanning teams, which are made up of representative from both the public and private sectors, identify state-of-the-art procedures and products that can be adopted and advanced in the United States to improve the quality of the infrastructure. The teams also showcase innovative practices employed in the United States, sharing innovative technology with the host countries. The geotechnical and structural engineers who participated in the most recent geotechnical engineering scan in March 1998--visiting Canada, Denmark, Germany, and France--accomplished their three goals. The first goal was to discuss practices for implementing load and resistance factor design (LRFD) methods with colleagues in Canada and Europe. The second goal was to investigate Canadian and European procedures and experiences with innovative contracting practices for subsurface investigations and for the design and construction of geotechnical features, such as earthworks, structural foundations, and earth-retaining structures. These practices include product warranties, design-build contracting, cost-plus-time bidding, and alternatives to low-bid award contracting. The team's third goal was to identify new or improved mechanically stabilized earth-wall technologies, ground-improvement methods, and in situ testing procedures. A sidebar provides a primer on allowable stress design (ASD) and LRFD design methods. KW - Allowable stress design KW - Canada KW - Competitive bidding KW - Construction KW - Contracting KW - Denmark KW - Design build KW - Design methods KW - Earth walls KW - Engineering geology KW - Field tests KW - Foundation engineering KW - France KW - Geotechnical engineering KW - Germany KW - Information dissemination KW - International relations KW - Load and resistance factor design KW - State of the art KW - Structural engineering KW - Technological innovations KW - Technology transfer KW - U.S. Federal Highway Administration KW - United States KW - Warranty UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/geoscan.cfm UR - https://trid.trb.org/view/503944 ER - TY - JOUR AN - 00765037 JO - Public Roads PB - Federal Highway Administration AU - Turner, J D AU - Federal Highway Administration TI - WHAT'S A WORK ZONE? PY - 1999/05 VL - 62 IS - 6 SP - p. 27-30 AB - The Federal Highway Administration is currently involved in an effort to develop a standardized definition of work zone. Ultimately, this effort will allow researchers the opportunity to assess the current state of work-zone safety and to recommend possible countermeasures to eliminate or mitigate safety problems. Representatives of six interested groups met in Washington, D.C., in November 1998 and agreed they were comfortable with the following proposed definitions, along with a list of inclusions and exclusions. A work zone is an area of a trafficway with highway construction, maintenance, or utility-work activities. A work zone is typically marked by signs, channeling devices, barriers, pavement markings, and/or work vehicles. It extends from the first warning sign or flashing lights on a vehicle to the "End of Road Work" sign or the last traffic control device. A work zone may be for short or long durations and may include stationary or moving activities. A work-zone accident is a traffic accident in which the first harmful event occurs within the boundaries of a work zone or on an approach to or exit from a work zone, resulting from an activity, behavior, or control related to the movement of the traffic units through the work zone. KW - Definitions KW - Standards KW - States KW - Traffic crashes KW - U.S. Federal Highway Administration KW - Work zone safety KW - Work zones UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/workzone.cfm UR - https://trid.trb.org/view/503940 ER - TY - JOUR AN - 00765039 JO - Public Roads PB - Federal Highway Administration AU - Federal Highway Administration TI - SAFETY IS OUR NORTH STAR PY - 1999/05 VL - 62 IS - 6 SP - p. 32-36 AB - The National Transportation Safety Conference held in Washington, D.C., on March 2-3, 1999, had at least two significant outcomes. The first was the beginning of a transportation safety action plan based on the participants' suggestions about specific strategies to save lives and reduce injuries. The second was a memorandum of understanding in which Secretary of Transportation Rodney E. Slater, U.S. Surgeon General Dr. David Stacher, and the chiefs of industry, trade, labor, and law enforcement organizations pledged to work as partners to provide safe work environments, advocate safety in their organizations, provide safety education to employees, make safety a priority in organizational activities, and be partners in the National Transportation Safety Action Plan. In addition, the Department of Transportation agreed to assist in the development of educational programs and materials on transportation safety. Key initiatives that will be part of the comprehensive effort to improve safety in all modes of transportation include initiatives on child safety, aviation safety, maritime safety, truck safety, safety among underserved communities, improved information for public safety policy, and safety for aging adults. KW - Aged KW - Aviation safety KW - Children KW - Conferences KW - Highway safety KW - Maritime safety KW - Occupational safety KW - Safety campaigns KW - Safety education KW - Safety programs KW - Traffic safety KW - Transportation safety KW - Trucking safety UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/ntsconf.cfm UR - https://trid.trb.org/view/503942 ER - TY - JOUR AN - 00765040 JO - Public Roads PB - Federal Highway Administration AU - Sobhi, N AU - Kelly, M AU - Federal Highway Administration TI - HUMAN FACTORS RECOMMENDATIONS FOR TMC DESIGN PY - 1999/05 VL - 62 IS - 6 SP - p. 38-42 AB - An intelligent transportation systems (ITS) traffic management center (TMC) incorporates a large number of sensors to collect and communicate traffic-flow data. A series of experiments were conducted in a high-fidelity TMC human factors research simulator to address some of the important questions that were being asked about how best to integrate the human operator into the high-technology TMC. Some of the questions concerning systems for data collection and information promulgation are discussed in this article. Specific lessons learned are outlined for the design of user interfaces related to the selection and control of closed-circuit television cameras for monitoring roadway traffic, the algorithms used for automated incident detection systems, and the design of support systems related to the dissemination of information to drivers and other users of real-time traffic data. KW - Algorithms KW - Closed circuit television KW - Highway advisory radio KW - Human factors KW - Human factors engineering KW - Incident detection KW - Information dissemination KW - Intelligent transportation systems KW - Real time control KW - Remote control KW - Simulation KW - Television cameras KW - Traffic control centers KW - User interfaces (Computer science) KW - Variable message signs UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/hfactors.cfm UR - https://trid.trb.org/view/503943 ER - TY - JOUR AN - 00765033 JO - Public Roads PB - Federal Highway Administration AU - Ciolko, A T AU - Yen, W P AU - Federal Highway Administration TI - AN IMMEDIATE PAYOFF FROM FHWA'S NDE INITIATIVE PY - 1999/05 VL - 62 IS - 6 SP - p. 10-17 AB - Advanced nondestructive evaluation (NDE) and nondestructive flaw-detection technologies (NDT), developed partly through the assistance of a recent Federal Highway Administration (FHWA) applied research program, played a vital role in a successful emergency structural evaluation program undertaken by the Alabama Department of Transportation to assess potential wind-induced damage to a major cable-stayed span in Mobile. On February 26, 1998, a number of stay cables on the Cochrane Bridge unexpectedly began vibrating at high amplitudes during a period of light rain and high winds. This rain/wind vibration phenomenon has affected a large number of cable-stayed bridges worldwide. Such high-amplitude vibrations can affect the strength and useful life of the cables and the bridge. A stay-cable assessment team devised and implemented a comprehensive test program to assess the presence and extent of stay-cable damage. This field assessment program was the first of its kind in terms of scope, comprehensiveness, and speedy response to be conducted on any cable-stayed bridge span in the United States. The following technologies were adapted: laser-based stay-cable force measurements, ultrasonic testing, and detailed laser-based stay-cable damping measurements. Forces in all 96 cables were measured in 3 days. As an important complement to the stay-cable structural evaluation protocol, an ultrasonic flaw detection technique was adapted to conduct a complete examination of the stay anchorages. Based on test results, it was recommended that mechanical viscous dampers designed to eliminate rain/wind-induced vibration be installed during the Cochrane span's upcoming maintenance cycle. KW - Anchorages KW - Cable stayed bridges KW - Cables KW - Cochrane Bridge KW - Damping (Engineering) KW - Flaw detection KW - Force KW - Highway bridges KW - Lasers KW - Maintenance KW - Mobile (Alabama) KW - Nondestructive tests KW - Rain KW - Research projects KW - Retrofitting KW - State departments of transportation KW - Structural analysis KW - Technology transfer KW - U.S. Federal Highway Administration KW - Ultrasonic tests KW - Vibration KW - Wind UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/cochrane.cfm UR - https://trid.trb.org/view/503936 ER - TY - JOUR AN - 00765032 JO - Public Roads PB - Federal Highway Administration AU - Kenefake, B AU - Smadi, A AU - Federal Highway Administration TI - IMPROVING SAFETY THROUGH PEER EXCHANGES PY - 1999/05 VL - 62 IS - 6 SP - p. 5-8 AB - In 1994, the Federal Highway Administration's (FHWA) Office of Motor Carriers began a national peer exchange to help identify the most successful procedures and techniques related to selected specific elements of the Motor Carrier Safety Assistance Program (MCSAP). MCSAP is a federal grant program whose purpose is to reduce the numbers and severity of crashes and hazardous-material incidents involving commercial motor vehicles. State transportation and law enforcement agencies use the grants to enhance their existing motor carrier safety programs through roadside inspections of drivers and vehicles, traffic enforcement, public education and awareness efforts, collection of data, and compliance reviews. Peer exchange has been used as an effective forum for exchanging information and encouraging creativity through site visits, interviews, and other mechanisms. The third in an ongoing series of national peer exchanges was successfully completed recently. The subject of the peer exchange was education and technical assistance to motor carriers and commercial vehicle drivers. The exchange set out to identify best practices for providing effective educational and technical assistance to commercial drivers and motor carriers and to disseminate information on the best practices to states and private industry. To date, 22 different states have participated in the three national exchanges; site visits in 26 states have been conducted; and 44 federal, state, and industry personnel have participated as delegates or alternates. KW - Best practices KW - Commercial drivers KW - Commercial vehicles KW - Government funding KW - Highway safety KW - Information dissemination KW - Inspection KW - Motor Carrier Safety Assistance Program KW - Motor carriers KW - Peer groups KW - Public information programs KW - Safety programs KW - Technology transfer KW - Traffic law enforcement KW - Trucks KW - U.S. Federal Highway Administration KW - U.S. Office of Motor Carrier and Highway Safety UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/peerexch.cfm UR - https://trid.trb.org/view/503935 ER - TY - JOUR AN - 00765031 JO - Public Roads PB - Federal Highway Administration AU - Beauchesne, L G AU - Federal Highway Administration TI - "DOING FUTURES"--CREATING A PREFERRED FUTURE IN HIGHWAY SAFETY PY - 1999/05 VL - 62 IS - 6 SP - p. 2-4 AB - Improving motor carrier and highway safety is the number one priority for the Federal Highway Administration (FHWA). On February 1, 1999, under a broad restructuring initiative at FHWA headquarters, the Office of Motor Carriers and Office of Highway Safety joined together as a core business unit: the Office of Motor Carrier and Highway Safety (OMCHS). As part of this commitment to improving safety, FHWA in mid-1998 engaged nationally known futurist Glen Hiemstra for a year-long venture in preferred future planning. FHWA's goal is to identify the actions it must take now and in the future to create the future it desires. Hiemstra conducts the process in two phases: scenario-building conferences and strategic implementation. During the conferences, participants fleshed out features of a preferred future federal role for motor carrier and highway safety and drew up a short list of critical strategic issues that OMCHS programs will need to address beyond 2001. During the strategic planning phase, which is expected to begin in the spring of 1999, OMCHS officials will boil down the alternative preferred scenarios into a practicable, customer-driven strategic plan. They will then identify specific, nuts-and-bolts strategies for implementing the plan. KW - Commercial vehicles KW - Conferences KW - Future KW - Highway safety KW - Highway safety organizations KW - Long range planning KW - Motor carriers KW - Planning KW - Prevention KW - Strategic planning KW - Traffic crashes KW - Truck crashes KW - U.S. Federal Highway Administration KW - U.S. Office of Motor Carrier and Highway Safety UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/futures.cfm UR - https://trid.trb.org/view/503934 ER - TY - JOUR AN - 00765034 JO - Public Roads PB - Federal Highway Administration AU - Alicandri, E AU - Robinson, M AU - Penney, T AU - Federal Highway Administration TI - DESIGNING HIGHWAYS WITH OLDER DRIVERS IN MIND PY - 1999/05 VL - 62 IS - 6 SP - p. 18-23 AB - Studies have shown that older drivers have high rates of accidents, injuries, and fatalities on a per-mile-driven basis. Driving, however, is very important to many older adults because it is a critical factor in enabling them to maintain an independent lifestyle. In 1989, the Federal Highway Administration (FHWA) enacted a High-Priority National Program Area entitled, "Improved Highway Travel for an Aging Population." This human factors research program was designed to analyze highway design standards to determine if they accommodate the needs and capabilities of older drivers. Human factors research is used to assess age-related declines in abilities that are critical to the driving task and to develop and test highway engineering enhancements that improve highway safety for everyone, especially older drivers. As a result, the FHWA has published the Older Driver Highway Design Handbook and developed a companion workshop to be presented to FHWA division offices, state departments of transportation, and local officials. In doing so, the program is reaching out to practicing traffic engineers and highway designers to provide them with the knowledge of the wide variety of countermeasures that can be implemented to better meet the needs of older road users. While the guidelines are specifically geared toward improving the safety and mobility of older drivers, the benefits of these changes will be experienced by the entire driving public. KW - Aged drivers KW - Countermeasures KW - Design practices KW - Design standards KW - Driving KW - Highway design KW - Highway safety KW - Human factors KW - Human factors engineering KW - Human factors in crashes KW - Traffic safety KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99mayjun/olddrvrs.cfm UR - https://trid.trb.org/view/503937 ER - TY - RPRT AN - 00764642 AU - Benson, D E AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - TEL8 TELECOMMUNICATIONS NETWORK: A POOLED FUND STUDY FOR TRANSPORTATION VIDEOCONFERENCING PY - 1999/05 SP - 22 p. AB - The document reports the 1998 research efforts and results of a telecommunication network dedicated to transportation. These efforts include a major system-wide reconfiguration of the network's telecommunication technology, and the re-establishment of the network's program director and its governing organizational structure. The research results include the programming, training, educational activities, and communications activities developed by the network and an evaluation of the technological and organizational changes. KW - Education KW - Networks KW - Organizations KW - Programmed instruction KW - Telecommunications KW - Training KW - Transportation KW - Videoconferencing UR - http://ntl.bts.gov/lib/21000/21900/21971/PB99151433.pdf UR - https://trid.trb.org/view/497666 ER - TY - RPRT AN - 01103305 AU - Battelle AU - Federal Highway Administration TI - Heavy-Duty Truck Activity Data PY - 1999/04/30/Final Report SP - 113p AB - This report documents a sample of heavy-duty truck activity data collected in California using an automated data collection device that incorporated Global Positioning System (GPS) technology. This research effort was originated by the Planning and Technical Support Division of the California Air Resources Board (CARB) and jointly supported by the Federal Highway Administration (FHWA) and were modified for this application with support from Battelle's internal research and development program. The Federal Highway Administration's (FHWA's) objective was to describe truck travel patterns in urban and rural areas for several vehicle classes and to analyze characteristics of heavy-duty truck travel by producing speed profiles, trip patterns, and start patterns and other data summaries. The California Air Resources Board's objective was to improve the heavy-duty truck activity data that are used in forecasting on-road emissions. KW - Air quality management KW - Data collection KW - Global Positioning System KW - Heavy duty trucks KW - Travel patterns KW - Travel time KW - Trip length KW - Trucking KW - Trucks UR - http://ntl.bts.gov/lib/16000/16300/16351/PB2000103531.pdf UR - https://trid.trb.org/view/860297 ER - TY - RPRT AN - 01103336 AU - Greenberg, Art AU - Batelle Memorial Institute AU - Federal Highway Administration TI - Hazardous Materials Risk Assessment: Year Portrait of Hazardous Materials Accidents/Incidents and Impacts PY - 1999/04/22/Final Report SP - 94p AB - This Hazardous Materials Risk Assessment was designed to assist the Federal Highway Administration (FHWA) Office of Motor Carrier and Highway Safety in evaluating the Hazardous Materials program as part of the overall motor carrier safety program, and to assist in program development and strategic planning. This report gives the results of the first phase of the study, which is a comprehensive analysis of the impacts related to the shipment of Class 3 materials for 1 year, 1996. Class 3 materials were chosen for the first phase because these materials make up approximately 52% of Hazardous Materials shipped. The Hazardous Materials Information System (HMIS) database was used as the baseline database, and was supplemented with other state and federal databases for eight states: six states belonging to the PRISM program: Colorado, Indiana, Iowa, Minnesota, Pennsylvania and Oregon, as well as Ohio and California. An estimate of HM crashes and incidents was developed and then applied nationwide. To derive the estimated of the economic impact of class 3 materials during the study year the following impact categories were selected: Fatalities, Injuries, Cleanup costs, Property Damage, Evacuation, Product Loss, Traffic Incident Delay and Environmental Damage. KW - Cargo handling KW - Freight transportation KW - Hazardous materials KW - Incident detection KW - Risk assessment KW - Spills (Pollution) KW - Traffic characteristics KW - Traffic delays KW - Traffic safety KW - Transportation safety UR - http://ntl.bts.gov/lib/21000/21900/21956/PB99150245.pdf UR - https://trid.trb.org/view/860288 ER - TY - RPRT AN - 00806935 AU - Veyera, G E AU - Monaghan, J S AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - ALTERNATIVE LOW COST EARTH RETENTION SYSTEMS PY - 1999/04/22 SP - 203 p. AB - The Rhode Island Department of Transportation (RIDOT) has recently been interested in new technologies available for earth retention systems that provide lower cost alternatives to traditional reinforced concrete structures. This has been prompted by the need for developing creative, nontraditional solutions for new construction initiatives and infrastructure rehabilitation projects throughout the State of Rhode Island. This report is an important outcome of RIDOT's desire to pursue innovative technologies for solving earth retention problems more effectively and more economically. The information contained in this report provides a broad overview of a number of alternative retention systems for use in a variety of applications. These new approaches offer important advantages over typical gravity wall and cast-in-place concrete retaining structure designs, such as: a) more economical systems to design and build; b) ease of construction; c) greater durability; and d) adaptability to a wide range of conditions and problems. In addition, these systems can often provide superior solutions to problems that have been either difficult or impossible to solve using conventional methods. Furthermore, it has been estimated that U.S. state DOTs can save more than $700 million annually by implementing and taking ownership of such new technologies for earth retention structures (Barrett, 1992). This new generation of engineered retention systems (modular gravity walls, mechanically stabilized earth walls, reinforced slopes, soil nail walls, and composite walls) provides engineers with powerful tools for solving a variety of problems. KW - Composite structures KW - Design KW - Durability KW - Economic benefits KW - Low cost KW - Mechanically stabilized earth KW - Modular gravity walls KW - Retaining walls KW - Soil nailing KW - Technological innovations UR - https://trid.trb.org/view/672879 ER - TY - ABST AN - 01458897 TI - Support Services for the Hydraulic Laboratory AB - No summary provided. KW - Hydraulics KW - Laboratory tests KW - Research projects KW - Supporting KW - Technical assistance UR - https://trid.trb.org/view/1227109 ER - TY - SER AN - 01126401 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Button, Martin R AU - Cronin, Colman J AU - Mayes, Ronald L AU - Dynamic Isolation Systems, Inc. AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Effect of Vertical Ground Motions on the Structural Response of Highway Bridges PY - 1999/04/10/Technical Report SP - 196p AB - The 1971 San Fernando earthquake in California caused highway bridges to collapse because of excessive longitudinal movement at expansion joints and supports. Since then, the California Department of Transportation (Caltrans) has installed longitudinal cable restrainers to prevent such collapse. In the study presented in this report, two existing design methods, the Caltrans and AASHTO methods, were evaluated for simply-supported bridges. In addition, three new design methods for restrainers were proposed and evaluated. The adequacy of the design methods was determined using nonlinear response history analyses of a large number of two- and five-span bridges. The models represented highway bridges that would be retrofitted with restrainers. All of the procedures considered in this study were found to be effective in preventing spans from unseating in most bridges even under strong earthquakes. In the most critical cases with narrow supports and skew, however, it was found that the Caltrans and a modified version of the Caltrans methods (a new method developed in this study) were the procedures that prevented unseating. KW - Bridge design KW - Design methods KW - Earthquake engineering KW - Expansion joints KW - Highway bridges KW - Longitudinal movement KW - Seismicity KW - Structural response UR - http://ntl.bts.gov/lib/15000/15800/15884/PB2000101411.pdf UR - https://trid.trb.org/view/887382 ER - TY - RPRT AN - 00771257 AU - Polivka, K A AU - Bielenberg, B W AU - Sicking, D L AU - Faller, R K AU - Rohde, J R AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - DEVELOPMENT OF A 7.62-M LONG SPAN GUARDRAIL SYSTEM PY - 1999/04/06 SP - 144 p. AB - A 7.62-m long span guardrail system was developed for use over low-fill culverts. The long span design was constructed with two 2.66-mm (12-gauge) thick nested W-beam rails totaling 30.48 m in length. The nested W-beam rail was supported by sixteen W150x13.5 steel posts and six standard CRT posts, each measuring 1,830-mm long. Post spacings were 1,905-mm on center except for the 7.62-m spacing between the two CRT posts surrounding the unsupported span. The research study included computer simulation modeling with BARRIER VII and full-scale vehicle crash testing, using 1,999-kg pickup trucks. The first test, impacting at a speed of 101.3 km/hr and an angle of 25.4 degrees, was unsuccessful because the barrier system failed at the simulated Breakaway Cable Terminal (BCT) anchorage end. Consequently, the long-span barrier system was modified to include additional guardrail posts and new BCT anchorage hardware. The second test, impacting at a speed of 102.7 km/hr and an angle of 24.5 degrees, was unsuccessful due to vehicle rollover. The safety performance of the long-span barrier system was determined to be unacceptable according the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features" (1993). KW - Anchorages KW - Breakaway cable terminals KW - Computer models KW - Culverts KW - Failure KW - Guardrails KW - Impact angle KW - Impact tests KW - NCHRP Report 350 KW - Performance evaluations KW - Pickup trucks KW - Posts KW - Rollover crashes KW - Spacing KW - Speed KW - W beams UR - https://trid.trb.org/view/488347 ER - TY - ABST AN - 01459591 TI - LTTP Data Analysis: Data Availability and Facilitation AB - The objective of this activity is to facilitate the conduct of LTPP data analysis studies. KW - Analysis KW - Data collection KW - Facilities KW - Long range planning KW - National Cooperative Highway Research Program KW - Pavement performance KW - Research projects UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=595 UR - https://trid.trb.org/view/1227805 ER - TY - ABST AN - 01463198 TI - Particulate-Matter (PM2.5 and PM10) Apportionment for On-Road Mobile Sources AB - The objectives of this research are as follows: (1) to apportion, from among major sources, the contribution of on-road mobile sources of direct and indirect emissions that contribute to ambient PM 2.5 and PM 10 concentrations near roadways and (2) to determine appropriate PM 2.5 and PM 10 emission factors for use in estimating emission rates with microscale dispersion models. KW - Ambient noise KW - Emission control systems KW - Mobile communication systems KW - National Cooperative Highway Research Program KW - Particulates KW - Regulations KW - Research projects KW - Roads UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=750 UR - https://trid.trb.org/view/1231423 ER - TY - ABST AN - 01459616 TI - Fiber Reinforced Polymer Composites for Concrete Bridge Deck Reinforcement AB - The objective of the project is to identify the material requirements of FRP composites used as internal reinforcement for concrete bridge decks. The recommended requirements are intended for consideration and adoption as a standard specification by AASHTO. The research is concerned with rods and grids as deck reinforcement; it will not deal with other forms of FRP composites or prestressed concrete decks. KW - Bridge decks KW - Concrete bridges KW - Fiber reinforced concrete KW - National Cooperative Highway Research Program KW - Polymer concrete KW - Reinforcing materials KW - Research projects UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=273 UR - https://trid.trb.org/view/1227831 ER - TY - RPRT AN - 01548312 AU - Boyd, Bradley R AU - Gattis, J L AU - Myers, William A AU - Selvam, R P AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Guidelines for Selection of Pipe Culverts PY - 1999/04//Final Report SP - 145p AB - The Arkansas State Highway and Transportation Department (AHTD) funded a study to determine if the durability of culvert pipes could be correlated with certain variables. Fifty-one sites in 9 of the 10 AHTD districts were investigated. Culvert materials included galvanized corrugated metal pipe (CMP), 19 sites; bituminous-coated CMP, 13 sites; concrete, 6 sites; aluminum CMP, 4 sites; aluminized CMP, 2 sites; and plastic, 3 sites. The measured variables (culvert material type, water pH, soil resistivity, soil potential, and culvert age) were selected to describe the both soil-side and the aqueous corrosion that can affect the culvert. Atmospheric corrosion was assumed to be negligible. In no cases were unusually aggressive pH values found in the waters flowing through these culverts. A statistical analysis showed a weak correlation involving the culvert age and the water pH for the bituminous-coated CMP. This test was significant at the 0.05 level. Correlations were not found for galvanized CMP, and for other types of culverts no statistical analysis was possible because of the limited number of data points. Although no statistical correlations were possible, "engineering" conclusions include: (1) concrete culvert pipes hold up well under all conditions observed, (2) galvanized CMP seems suitable for "dry stream" application, but in a "wet stream" extensive damage may take place in fewer than 10 years, (3) bituminous or polymeric coatings add from 5 to 20 years to the life of galvanized CMP, and (4) plastic, aluminum, and aluminized CMP stand up well in all environments observed. KW - Aluminum culverts KW - Arkansas KW - Bituminous coatings KW - Concrete pipe KW - Corrosion KW - Corrugated aluminum KW - Corrugated metal culverts KW - Corrugated pipe culverts KW - Durability KW - Galvanized metals KW - Guidelines KW - pH value KW - Pipe culverts KW - Plastic pipe UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%209601.pdf UR - https://trid.trb.org/view/1335501 ER - TY - RPRT AN - 01104308 AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - National Community Impact Assessment (CIA) Research Design Team Recommendations for Development of the Strategic Plan PY - 1999/04 SP - 26p AB - The Office of Human Environment (formerly the Office of Environment and Planning), Federal Highway Administration (FHWA), and the Environmental Management Office, Florida Department of Transportation (FDOT), convened the National Community Impact Assessment (CIA) Workshop September 15 and 16, 1998, in Tampa, Florida. The workshop was one outcome of an ongoing initiative to refocus transportation professionals on the importance and necessity of addressing community impact issues. Other FHWA efforts to enhance understanding and promote State DOT and metropolitan planning organization (MPO) initiatives in this area have included publications, such as Community Impact Assessment: A Quick Reference for Transportation, Community Impact Mitigation: Case Studies, and Flexibility in Highway Design. One primary goal of the National CIA Workshop included exploring methods to incorporate CIA techniques throughout the project planning and development process. Oversight for workshop planning and evaluation was provided by the CIA Research Design Team, a group of transportation professionals, who have strongly influenced the development of several projects mentioned above. The Research Design Team convened a meeting on September 17, 1998, to assess the degree to which to the goals of the workshop had been met. One objective of the workshop was to gather recommendations that would be incorporated into an “action plan” for use by FHWA, State DOTs, and MPOs in future training, research, and other needs. These recommendations and other information from the workshop and earlier Design Team meetings are compiled in this document. This document establishes a framework for the development of a strategic plan to improve CIA techniques and incorporate CIA methods and principles into transportation decisionmaking during the planning, project development, construction, and maintenance phases. The National CIA Workshop and the Research Design Team meeting were thought-provoking and a call to action by all participants to better understand community impacts at all phases and more effectively work with communities. Transportation actions can and should improve communities! These recommendations outline ways in which FHWA, State DOTs, and MPOs can improve their processes and work closely with communities to contribute to the quality of life of an area. The Research Design Team hopes that these recommendations will be championed by other practitioners throughout the industry and serve as the foundation for development of the National CIA Strategic Plan. KW - City planning KW - Community impact assessment KW - Development KW - Impact assessment KW - Land use planning KW - Regional planning KW - Strategic planning KW - Sustainable development KW - Transportation planning UR - http://ntl.bts.gov/lib/19000/19700/19784/PB2003100352.pdf UR - https://trid.trb.org/view/863786 ER - TY - RPRT AN - 01062252 AU - Federal Highway Administration TI - US 61, US 218 and IA-394 highway improvements, Lewis County, Clark County [MO], Lee County, Henry County [IA] : environmental impact statement PY - 1999/04//Volumes held: Draft, Final KW - Environmental impact statements KW - Iowa KW - Missouri UR - https://trid.trb.org/view/821748 ER - TY - RPRT AN - 01062122 AU - Federal Highway Administration TI - WA-167 corridor adoption, freeway extension from WA-167 and Meridian St., Pierce County : environmental impact statement PY - 1999/04//Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/821618 ER - TY - RPRT AN - 01001582 AU - Stuart, K D AU - Izzo, R P AU - Federal Highway Administration TI - Hot-Mix Asphalt Pavement Construction Report for the 1993-2000 FHWA Accelerated Loading Facility Project PY - 1999/04//Final Report SP - 58p AB - The Federal Highway Administration is conducting studies to validate Superpave binder and mixture tests using its Accelerated Loading Facility (ALF). The ALF is a full-scale pavement testing machine that applies one-half of a single rear truck axle load. Several other tests that have been developed to predict the performances of asphalt mixtures, such as wheel-tracking devices, are also being evaluated. Twelve pavements were constructed at the Turner-Fairbank Highway Research Center in 1993. The rutting and fatigue cracking susceptibilities of the pavements are to be determined using the ALF. This report documents the mixture designs, construction procedures, and quality control and quality assurance tests for the asphalt pavement layers. KW - Accelerated loading facilities KW - Accelerated tests KW - Asphalt mixtures KW - Asphalt pavements KW - Construction management KW - Fatigue (Mechanics) KW - Hot mix asphalt KW - Mix design KW - Pavement cracking KW - Pavement performance KW - Quality assurance KW - Quality control KW - Rutting KW - Superpave KW - Test procedures KW - Wheel tracking devices UR - http://ntl.bts.gov/lib/22000/22000/22012/PB99155061.pdf UR - https://trid.trb.org/view/757327 ER - TY - RPRT AN - 00942336 AU - Western Transportation Institute AU - California Department of Transportation AU - Oregon Department of Transportation AU - Federal Highway Administration TI - CALIFORNIA/OREGON ADVANCED TRANSPORTATION SYSTEMS CANDIDATE EARLY-WINNER PROJECTS PY - 1999/04 SP - 19 p. AB - The purpose of this document is to propose candidate Early-Winner projects to be implemented as part of the California/Oregon Advanced Transportation System (COATS) study area. This document provides the results of the ranking exercise in which various project participants ranked proposed infrastructure locations and the candidate early- winner projects. These results are detailed in the following sections. It should be noted that maps detailing legacy systems and proposed infrastructure are NOT included in this document and will be provided at the Spanish Springs Steering Committee meeting. KW - California KW - California/Oregon Advanced Transportation Systems (COATS) KW - Early winner projects KW - Infrastructure KW - Intelligent transportation systems KW - Intelligent transportation systems programs KW - Location KW - Oregon KW - Project management KW - Ranking (Statistics) UR - https://trid.trb.org/view/643084 ER - TY - RPRT AN - 00763225 AU - Sprinkel, M M AU - Ozyildirim, C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE INSTALLATION AND INITIAL CONDITION OF HIGH PERFORMANCE CONCRETE OVERLAYS PLACED ON ROUTE 60 OVER LYNNHAVEN INLET IN VIRGINIA PY - 1999/04 SP - 33 p. AB - Sixteen high performance concrete overlays were placed on two 28-span bridges on Route 60 over Lynnhaven Inlet, Virginia Beach, Virginia, in the spring of 1996. The construction was funded with 20% Virginia Department of Transportation maintenance funds and 80% special Intermodal Surface Transportation Efficiency Act (ISTEA) Section 6005 federal funds specifically allocated to demonstrate overlay technologies. ISTEA funds were also used to evaluate the installation and initial condition of the overlays and to prepare this report. The installation included 13 different concrete mixtures, an overlay with a thickness of only 19 mm (0.75 in.), and spans with and without topical treatments of two corrosion inhibitors, for a total of 16 different overlays. The overlay types are 7% silica fume (SF), 5% SF and 35% slag (S), 5% SF and 15% class F fly ash (FA), 15% latex-modified concrete (LMC), 13% SF and 15% FA, 13% SF and 15% FA placed 19 mm thick, 7% SF and Rheocrete corrosion inhibiting admixture (CIA)(RCI), 7% SF and Armatec CIA (ACI) and ACI topical treatment (A), 7% SF and ACI, 7% SF and Darex CIA (DCI) and Postrite (P) topical treatment, 7% SF and DCI, 40% S, 7% SF and shrinkage reducing admixture (CQI), 7% SF and polyolefin fibers (POF), 7% SF and steel fibers (STF), and 7% SF and polypropylene fibers (PPF). With the exception of system F, overlays were required to have a minimum thickness of 32 mm. Also, system E had a variable thickness that ranged from 32 mm to 19 mm to provide good ride quality. KW - Admixtures KW - Concrete overlays KW - Corrosion resistant materials KW - Federal aid KW - Fly ash KW - High performance concrete KW - Highway bridges KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Latex modified concrete KW - Mix design KW - Performance evaluations KW - Polymer fibers KW - Silica fume KW - Slag KW - State aid KW - Steel fibers KW - Thickness KW - Virginia UR - http://ntl.bts.gov/lib/21000/21800/21809/PB99142861.pdf UR - https://trid.trb.org/view/497251 ER - TY - SER AN - 00808887 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - RURAL ITS PY - 1999/04 SP - 2 p. AB - Rural intelligent transportation systems (ITS) refers to that portion of the ITS program that focuses on travelers' and operators' needs in non-urbanized areas of the United States. As such, it involves interurban/interstate travel, small communities, rural counties, two-lane rural roads, and statewide and regional systems. Rural ITS infrastructure aims to improve the quality of life for rural residents and travelers by facilitating safer, more secure, available, and more efficient movement of people and goods in rural America. The challenges to developing these services include the wide variety of conditions found in rural travel, the many types of travelers in a rural or statewide setting, and the costs of maintaining the rural transportation system. The rural ITS program is focused on developing rural ITS options and managing emerging ITS technology within rural settings form conception to viable options for implementation. KW - Access KW - Communities KW - Costs KW - Development KW - Implementation KW - Intelligent transportation systems KW - Intercity travel KW - Interstate transportation KW - Maintenance KW - Operators (Persons) KW - Quality of life KW - Rural areas KW - Rural highways KW - Rural travel KW - Technology KW - Transportation safety KW - Two lane highways UR - http://ntl.bts.gov/lib/jpodocs/periodic/9308.pdf UR - https://trid.trb.org/view/677257 ER - TY - SER AN - 00808851 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - HIGHWAY FOG WARNING SYSTEM PY - 1999/04 SP - 2 p. AB - The need for a highway fog warning system has long been internationally recognized. With such a system, motorists can avoid tragic pile-up accidents caused by dense or patchy fog. The development of a cost-effective highway visibility sensor that measures the density of roadway fog and is linked to traveler information systems could substantially reduce fog accidents. With this in mind, FHWA conducted a study - summarized in this brief - to develop a low-cost, reliable fog sensor. KW - Density KW - Driver information systems KW - Fog KW - Highways KW - Multiple vehicle crashes KW - Sensors KW - Traffic crashes KW - Traffic safety KW - Visibility KW - Warning systems UR - https://trid.trb.org/view/677249 ER - TY - SER AN - 00808850 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - INTERSECTION COLLISION WARNING SYSTEM PY - 1999/04 SP - 4 p. AB - Safety at unsignalized intersections is a major concern. Intersection collisions are one of the most common types of crash, and in the United States, they account for nearly 2 million accidents and 6,700 fatalities every year. However, a fully signalized intersection can sometimes be hard to justify in rural areas, due to the cost of installation, maintenance, and added delays to traffic on the major through streets. The Intersection Collision Warning System (ICWS) project studied the effectiveness of an innovative and potentially less expensive approach to improving safety in these situations. This approach consists of two types of traffic-actuated warning signs linked to pavement loops and a traffic signal controller. The purpose of the ICWS project was to enhance driver awareness of the traffic situation at the intersection by providing timely and easily understood warnings of vehicles entering the intersection. KW - Awareness KW - Crashes KW - Drivers KW - Intersections KW - Loops (Control systems) KW - Rural areas KW - Traffic actuated controllers KW - Traffic crashes KW - Traffic safety KW - Traffic signal controllers KW - Unsignalized intersections KW - Warning systems UR - http://ntl.bts.gov/lib/jpodocs/periodic/9309.pdf UR - https://trid.trb.org/view/677248 ER - TY - SER AN - 00808852 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - ADVANCED TRAVELER INFORMATION SYSTEMS (ATIS): DEVELOPMENT AND TESTING OF A SURVEILLANCE AND DELAY ADVISORY SYSTEM FOR RURAL AREAS AND EVALUATION OF SATELLITE COMMUNICATIONS SYSTEM FOR MAYDAY APPLICATIONS PY - 1999/04 SP - 4 p. AB - In early 1993, the Federal Highway Administration (FHWA) initiated a comprehensive study of rural applications of Advanced Traveler Information Systems (ATIS). The study objectives were to guide Federal programs with respect to Intelligent Transportation systems (ITS) technologies in rural and small urban areas and to provide guidelines for ATIS implementation by State and local governments to meet rural travelers' needs. A series of concepts have subsequently been developed in response to the needs of travelers in rural and small urban areas. Two concepts are highlighted in this TechBrief - Traveler Services Information and Emergency Response. KW - Advanced traveler information systems KW - Emergency response time KW - Intelligent transportation systems KW - Rural areas KW - Satellite communication KW - Small cities KW - Traffic delays KW - Traffic surveillance KW - Travelers UR - http://www.fhwa.dot.gov/publications/research/operations/its/99116/tb_atis.pdf UR - http://ntl.bts.gov/lib/jpodocs/periodic/9311.pdf UR - https://trid.trb.org/view/677250 ER - TY - RPRT AN - 00805909 AU - Law PCS TI - INTRODUCTION TO LTPP DATA PY - 1999/04 SP - 22 p. AB - The Long Term Pavement Performance (LTPP) program was established to support a broad range of pavement performance analyses leading to improved engineering tools to design, construct, and manage pavements. Since 1989, LTPP has collected data on the performance of pavement test sections located on in-service roadways across North America. Most of the data and information collected on the approximately 2,500 test sections are stored in the LTPP database, called the Information Management System (IMS). Currently, the LTPP IMS consists of 16 general data modules with 430 tables containing more than 8,000 unique data elements. In the eleventh year of the LTPP program, the IMS continues to evolve. In 1998, the migration of the database to a Windows NT distributed environment was completed. This required programming and other structural changes to the database. Currently, new tables are being added to store computed parameters resulting from various preliminary analyses performed on the data. These computed parameters represent engineering calculations from raw data to enable higher order types of pavement performance analysis to be performed more efficiently. Layer elastic modulus from backcalculation of deflection measurements is an example of a computed parameter. This document presents a discussion of the uses of and limitations of LTPP data in pavement performance analyses, general data availability, and data update schedule. Specific details on the structure of the IMS and how to obtain data can be found in the LTPP Data User's Reference Manual (http://www.ltppdatabase.com/p2a.htm). KW - Analysis KW - Backcalculation KW - Calculation KW - Computed parameters KW - Computer programming KW - Data KW - Data collection KW - Data elements (Relational databases) KW - Databases KW - Deflection KW - Engineering KW - Information management KW - Long-Term Pavement Performance Program KW - Management information systems KW - Microsoft Windows KW - Modulus of elasticity KW - North America KW - Pavement layers KW - Pavement performance KW - Tables (Relational databases) KW - Test sections UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/resguide/resguide.pdf UR - https://trid.trb.org/view/672509 ER - TY - RPRT AN - 00800248 AU - Missouri Department of Transportation AU - Federal Highway Administration TI - MIRROR MOUNTED PAVEMENT TEMPERATURE SENSOR PY - 1999/04 SP - 24 p. AB - Mirror mounted pavement temperature sensors were purchased and used in the field to see if real time pavement temperatures would be beneficial to snow and ice removal crews. The Missouri Department of Transportation (MoDOT) currently uses the forecast, air temperature thermometers and experience to determine when to begin chemical applications. The RW-1 Roadwatch infrared sensors chosen for this study are made by the Sprague Company in the State of Washington. This sensor allows the operator to observe actual pavement temperatures and trends and adjust application rates based on real time data. This research project distributed 50 mirror mounted infrared pavement temperature sensors throughout the state for field use. MoDOT originally intended to gather data using control groups, which would use the weather forecast, air temperature and experience to determine when and how much deicing chemicals to apply. They would record the costs required to attain a level of service designated for the control groups route. The test groups would collect the same data but use real time pavement temperatures provided by infrared RW-1 Roadwatch sensors to assist in the decision on when to apply deicing chemical. The control group quickly recognized the advantages of the sensors and asked that the temperature information be shared. In the interest of public safety, this was allowed and the control information discontinued. The sensors were an immediate success based on operator feedback and district findings. It is recommended that all snow and ice removal operators have access to pavement temperature information either by operating the sensor or by radio communication. KW - Decision making KW - Deicing KW - Field tests KW - Missouri KW - Pavements KW - Real time information KW - Recommendations KW - Snow and ice control KW - Temperature sensors UR - http://library.modot.mo.gov/RDT/reports/TA97010/RDT99007.pdf UR - http://ntl.bts.gov/lib/22000/22200/22214/PB99168981.pdf UR - https://trid.trb.org/view/666429 ER - TY - RPRT AN - 00796984 AU - SAYERS, M W AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - VEHICLE DYNAMICS PROGRAMS FOR ROADWAY AND ROADSIDE STUDIES PY - 1999/04 SP - 52 p. AB - The main objective of this project was to select among existing vehicle dynamics simulation programs and link them through a common database to commercial roadway CAD programs. The existing TruckSim and AutoSim technologies were selected and extended for this project to create a software package called VDM RoAD (Vehicle Dynamic Models Roadway Analysis and Design). VDM RoAD simulates the vehicle dynamics behavior of cars, trucks, and two-unit combination vehicles (tractor-semitrailers) on 3D road designs. The software runs under Windows 95 and Windows NT and shows results graphically with plots and animations. The software can be used by engineers who are not experts in simulation or even vehicle dynamics. The new software was developed with the intention of adding it to an interactive highway safety design model (IHSDM) that systematically considers safety of roadway and roadside design elements in creating cost-effective highway design alternatives. Although VDM RoAD is designed to work with other parts of the IHSDM, further integration is not recommended because most factors of performance that are of interest to roadway designers do not require vehicle dynamics simulation. Vehicle-related performance measures are largely defined by lateral acceleration, which depends only on the kinematics that link roadway geometry and travel speed. KW - Computer aided design KW - Computer programs KW - Highway design KW - Simulation KW - Software packages KW - Vehicle dynamics UR - http://ntl.bts.gov/lib/22000/22100/22152/PB99165177.pdf UR - https://trid.trb.org/view/654717 ER - TY - RPRT AN - 00796985 AU - SAYERS, M W AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - VDM ROAD USER REFERENCE MANUAL PY - 1999/04 SP - 354 p. AB - The main objective of this project was to select among existing vehicle dynamics simulation programs and link them through a common database to commercial roadway CAD programs. The existing TruckSim and AutoSim technologies were selected and extended for this project to create a software package called VDM RoAD (Vehicle Dynamic Models Roadway Analysis and Design). VDM RoAD simulates the vehicle dynamics behavior of cars, trucks, and two-unit combination vehicles (tractor-semitrailers) on 3D road designs. The software runs under Windows 95 and Windows NT and shows results graphically with plots and animations. The software can be used by engineers who are not experts in simulation or even vehicle dynamics. The new software was developed with the intention of adding it to an interactive highway safety design model (IHSDM) that systematically considers safety of roadway and roadside design elements in creating cost-effective highway design alternatives. Although VDM RoAD is designed to work with other parts of the IHSDM, further integration is not recommended because most factors of performance that are of interest to roadway designers do not require vehicle dynamics simulation. This document describes the software architecture and provides instructions to potential users. KW - Computer aided design KW - Computer program documentation KW - Computer programs KW - Highway design KW - Simulation KW - Software packages KW - Vehicle dynamics UR - https://trid.trb.org/view/654718 ER - TY - RPRT AN - 00765431 AU - Federal Transit Administration AU - Federal Highway Administration AU - Volpe National Transportation Systems Center TI - GRAND CANYON NATIONAL PARK ASSESSMENT REPORT ON TRANSPORTATION ALTERNATIVES PY - 1999/04 SP - 52 p. AB - This report presents the results of the review by the FHWA and FTA of the transportation alternatives analysis conducted for the Grand Canyon National Park by the National Park Service. The preferred alternative emerging through the NPS' analysis is a light rail system that may be powered either by electricity or diesel engines. The U.S. Congress directed FHWA and FTA to undertake this review in the Conference Report for the fiscal year 1999 U.S. Department of Transportation (DOT) Appropriation Act. It is the purpose of this report to "determine if all necessary and appropriate transportation planning, development, environmental and alternative analyses have been conducted to support the alternatives selected by the National Park Service". KW - Alternatives analysis KW - Diesel engines KW - Electric power KW - Environmental control KW - Light rail transit UR - http://ntl.bts.gov/lib/22000/22000/22052/PB99157398.pdf UR - https://trid.trb.org/view/502117 ER - TY - RPRT AN - 00764776 AU - Yang, S-T AU - Huang, Y L AU - Jin, Z AU - Huang, Y AU - Zhu, H AU - Qin, W AU - Ohio State University, Columbus AU - Federal Highway Administration AU - New York State Energy Research and Development Authority TI - CALCIUM MAGNESIUM ACETATE AT LOWER-PRODUCTION COST: PRODUCTION OF CMA DEICER FROM CHEESE WHEY PY - 1999/04 SP - 120 p. AB - Calcium magnesium acetate (CMA), a mixture of calcium acetate and magnesium acetate, is used as an environmentally benign roadway deicer. The present commercial CMA deicer made from glacial acetic acid and dolomitic lime or limestone is expensive compared with salt and other deicers. Also, a liquid potassium acetate deicer is used to replace urea and glycol in airport runway deicing. The goal of this project was to develop low-cost acetate deicers from cheap feedstocks, such as biomass and industrial wastes, via fermentation. A novel fibrous bed bioreactor was developed for fermentation to produce acetic acid from whey lactose by a co-culture of Lactococcus lactis and Clostridium formicoaceticum. The acetic acid yield from lactose in this fermentation was 90 percent, and the acetate concentration from the fed-batch fermentation was as high as 75 g/L. An energy-efficient solvent-extraction process was also developed to separate and recover acetic acid from the fermentation broth. Back-extraction or stripping with a base solution produced acetate salt at a high concentration, >20 percent (weight per volume)(w/v), and simultaneously regenerated the solvent. Two alternative methods to produce low-cost acetate deicers from cheese whey were studied. CMA deicers produced from cheese whey by fermentation and extraction were tested for their acetate content and deicing properties. The CMA solid sample obtained from extraction of the acetic acid present in a dilute aqueous solution and then back-extracted with dolomitic lime to form CMA had about the same acetate content (70 percent acetic acid or 90 percent CMA) as that of the commercial CMA deicer. The sample from dried whey fermentation broth contained 50 percent acetic acid or 63 percent CMA, with the remaining solids being other organics and salts present in whey. Deicing tests showed that CMA samples from fermentation and extraction had an equal or slightly better ice penetration rate than that of the commercial CMA. Cost analysis showed that CMA can be produced at a product cost of $204-$328/ton ($224-$360/tonne), less than 30 percent of the current market price for the commercial CMA, for a plant size of 8400 tons (7640 tonnes) CMA per year. The lower CMA cost should dramatically increase CMA use in the deicing market. Scale up of these processes is feasible. Detailed process evaluation and cost analysis are given in this report. KW - Biomass KW - Calcium magnesium acetate KW - Cheese whey KW - Chemical extraction KW - Costs KW - Deicing chemicals KW - Economic analysis KW - Fermentation KW - Industrial wastes KW - Lactose KW - Market assessment KW - Production methods UR - http://ntl.bts.gov/lib/21000/21900/21927/PB99148991.pdf UR - https://trid.trb.org/view/497679 ER - TY - SER AN - 00763326 JO - Analysis Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - DRIVER-RELATED FACTORS IN CRASHES BETWEEN LARGE TRUCKS AND PASSENGER VEHICLES PY - 1999/04 SP - 4 p. AB - Large trucks [gross vehicle weight > 10,000 lb (4536 kg)] are involved in close to 400,000 police-reported crashes each year, of which 4,500 involve a fatality. About 60% of fatal truck crashes involve one large truck colliding with a single passenger vehicle -- a car, pickup truck, van, or sport utility vehicle. Prevention of these crashes requires understanding how and why these crashes occur to develop effective countermeasures. The analysis of the relative contribution of the truck driver versus the driver of the other vehicle involved in a fatal crash has been limited in the past to an examination of the driver-related factors variable in the National Highway Traffic Safety Administration's (NHTSA's) Fatality Analysis Reporting System (FARS). The FARS analyst in each State records driver actions that may have contributed to the fatal crash. The coding is based on factors recorded on the crash report by the police officer. NHTSA's "Traffic Safety Facts 1996: Large Trucks" states that in 71% of two-vehicle fatal crashes involving a large truck and another vehicle, police reported "one or more errors or other factors related to the driver's behavior" for the other vehicle driver and none for the truck driver. Analysts have been skeptical of relying solely on the judgments of officers at the scene of a crash to attribute cause or fault in fatal crashes. Thus, the Office of Motor Carrier and Highway Safety (OMCHS), in conjunction with the University of Michigan Transportation Research Institute (UMTRI), examined the driver-related factors from FARS along with other data that could either verify or rebut the factor data. This Analysis Brief presents the findings of this study. KW - Automobile drivers KW - Crash causes KW - Driver errors KW - Fatalities KW - Fatality Analysis Reporting System KW - Heavy vehicles KW - Passenger vehicles KW - Truck crashes KW - Truck drivers UR - http://ntl.bts.gov/lib/10000/10000/10085/ab99-011.pdf UR - https://trid.trb.org/view/500691 ER - TY - RPRT AN - 00789898 AU - Ferregut, C AU - Abdallah, I AU - Melchor, O AU - Nazarian, S AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - ARTIFICIAL NEURAL NETWORK-BASED METHODOLOGIES FOR RATIONAL ASSESSMENT OF REMAINING LIFE OF EXISTING PAVEMENTS. DEVELOPMENT OF A COMPREHENSIVE, RATIONAL METHOD FOR DETERMINATION OF REMAINING LIFE OF AN EXISTING PAVEMENT PY - 1999/04 SP - 74 p. AB - Most mechanistic-empirical methods for determining the remaining life of an existing pavement rely on the use of deflection-based nondestructive evaluation (NDE) devices. This report describes a methodology based on Artificial Neural Network (ANN) techniques to estimate the remaining life of flexible pavements given the occurrence of two possible failure modes: rutting and fatigue cracking. The ANN techniques are also used to develop models that predict the critical strains at the interfaces of the pavement. The inputs to all the models are the best estimates of the thickness of each layer and the surface deflections obtained from a Falling Weight Deflectometer test. Uncertainty in these variables is accounted for by the proposed methodology. The report also describes an approach to the production of pavement performance curves using the results of the ANN models. KW - Deflection tests KW - Falling weight deflectometers KW - Fatigue (Mechanics) KW - Flexible pavements KW - Interfaces KW - Neural networks KW - Pavement cracking KW - Pavement layers KW - Pavement performance KW - Rutting KW - Service life KW - Strain (Mechanics) KW - Thickness UR - http://ntl.bts.gov/lib/15000/15800/15868/PB2000101307.pdf UR - https://trid.trb.org/view/648044 ER - TY - RPRT AN - 00784527 AU - Petrou, M F AU - Harries, K A AU - Papakonstantinou, C AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - BRIDGE REHABILITATION USING FIBER REINFORCED POLYMER (FRP) COMPOSITES PY - 1999/04 SP - 82 p. AB - A review of the use of fiber reinforced polymer (FRP) composite materials for infrastructure rehabilitation is presented. A summary of infrastructure rehabilitation requirements which may benefit from the use of FRP materials is presented. This summary includes a brief overview of FRP technology as it relates to infrastructure rehabilitation and a summary of FRP rehabilitation systems currently marketed in the United States. An extensive review of extant research investigations, demonstration projects and field applications is presented with the intent of illustrating the current state-of-the-art and state-of-practice of the use of FRP materials for infrastructure rehabilitation. The need for continued integrated research investigations is demonstrated. These integrated investigations should include investigation of: 1) structural techniques; 2) long-term durability of FRP systems subject to representative severe environments; 3) long-term performance of FRP systems including the effects of creep and fatigue loading; 4) durability and performance of the FRP-substrate interface, in particular the mechanisms of bond; 5) the effect that product and application quality have on all performance parameters; and, 6) the economics and ease of use of FRP rehabilitation systems. Particular emphasis is placed on issues directly relevant to infrastructure rehabilitation requirements in South Carolina. KW - Bond strength (Materials) KW - Bridges KW - Creep KW - Demonstration projects KW - Durability KW - Economics KW - Fatigue (Mechanics) KW - Fiber reinforced plastics KW - Infrastructure KW - Performance KW - Rehabilitation (Maintenance) KW - State of the art studies KW - Stiffness KW - Strength of materials KW - Toughness UR - https://trid.trb.org/view/636978 ER - TY - RPRT AN - 00780281 AU - Kurtis, K E AU - Monteiro, P AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF DURABILITY OF ADVANCED CEMENTITIOUS MATERIALS FOR RIGID PAVEMENT CONSTRUCTION IN CALIFORNIA PY - 1999/04 SP - 71 p. AB - California Department of Transportation (Caltrans) specifications for the construction of rigid pavements require rapid setting, high early strength, superior workability concrete with a desired 30+ year service life. These strict specifications provide the motivation for the investigation of advanced cementitious materials for pavement construction. The cementitious materials under consideration by Caltrans may be classified into four categories: Portland cements and blends, calcium aluminate cements and blends, calcium sulfoaluminate cements, and fly ash-based cements. To achieve the desired 30+ year design life, it is essential to select materials that are expected to exhibit long-term durability. Because most of the cementitious materials under consideration have not been extensively used for pavement construction in the United States, it is essential to characterize the long-term durability of each material. This report provides general information concerning the deleterious reactions that may damage concrete pavements in California. The reactions addressed in this report are sulfate attack, aggregate reactions, corrosion of reinforcing steel, and freeze-thaw action. Specifically, the expected performance of Portland cements and blends, calcium aluminate cements and blends, calcium sulfoaluminate cements, and fly ash-based cements are examined with regard to each of the deleterious reactions listed. Additional consideration is given to any deterioration mechanism that is particular to any of these cement types. Finally, the recommended test program for assessing potential long-term durability with respect to sulfate attack is described. KW - Alkali aggregate reactions KW - Blends KW - Calcium aluminate cements KW - Calcium sulfoaluminate cements KW - California KW - Cement KW - Corrosion KW - Durability KW - Fly ash KW - Freeze thaw durability KW - Portland cement KW - Reinforcing steel KW - Rigid pavements KW - Service life KW - Specifications KW - Sulfate resisting cement UR - http://www.ucprc.ucdavis.edu/PDF/Analysis%20of%20Durability.pdf UR - http://ntl.bts.gov/lib/22000/22200/22251/PB99171266.pdf UR - https://trid.trb.org/view/509241 ER - TY - RPRT AN - 00780282 AU - Roesler, J R AU - du Plessis, L AU - Hung, D AU - Harvey, J T AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - CAL/APT GOAL LLPRS -- RIGID PHASE III: CONCRETE TEST SECTION 516CT REPORT PY - 1999/04 SP - 130 p. AB - In order to evaluate the future performance of rehabilitated concrete pavements, a Heavy Vehicle Simulator (HVS) was used to test a Portland Cement Concrete pavement section constructed at the University of California at Berkeley. The main goals of this accelerated pavement testing were to familiarize the staff with concrete pavement construction, install instrumentation in the slabs, develop a rigid pavement testing procedure using the HVS, and monitor the in-situ instrumentation with loading. All the information and experience gained from this testing was used later for instrumentation and HVS testing of six fast setting hydraulic cement concrete (FSHCC) test sections located in Palmdale, California. A test plan was designed to provide concrete pavement testing and analysis research regarding the LLPRS-Rigid design options being considered by the California Department of Transportation (Caltrans). The objectives of this test plan were 1) to evaluate the adequacy of structural design options (tied concrete shoulders, doweled joints, and widened truck lanes) being considered by Caltrans, primarily with respect to joint distress, fatigue cracking, and corner cracking; 2) to assess the durability of concrete slabs made with cements meeting the requirements for early ability to place traffic upon them and to develop methods to screen new materials for durability; and 3) to measure the effects of construction and mix design variables on the durability and structural performance of concrete pavements. KW - Accelerated tests KW - Concrete pavements KW - Construction KW - Durability KW - Heavy vehicles KW - Hydraulic cement KW - Instrumentation KW - Mix design KW - Pavement performance KW - Setting (Concrete) KW - Structural design KW - Test sections UR - http://www.worldcat.org/title/calapt-goal-llprs-rigid-phase-iii-concrete-test-section-516ct-report/oclc/213935828?referer=di&ht=edition UR - http://ntl.bts.gov/lib/22000/22200/22252/PB99171274.pdf UR - https://trid.trb.org/view/509242 ER - TY - RPRT AN - 00771251 AU - Baker, R F AU - Mendola, A AU - Younger, C AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - NEW TECHNOLOGIES AND PRODUCTS EVALUATION PROGRAM: ANNUAL PROGRESS REPORT PY - 1999/04 SP - 47 p. AB - The purpose of this report is to document the new technologies and products evaluation processes and procedures, and to record the present new technologies and products data base items that are approved for use, not approved, or under review and being demonstrated in experimental projects. Within the New Jersey Department of Transportation, the New Technologies and Products section is responsible for identifying, reviewing, evaluating, and rapidly deploying new technologies, products, and innovations that add value, reduce costs, and enhance the quality of the transportation system. The program prepares specifications and standards, and approves proprietary products for use on construction, maintenance and other highway projects. The data base is a list of technologies, products and research being coordinated and evaluated by the New Technologies and Products section. The data base is compiled on the Microsoft Access program. The data base can be sorted by any field; queries and reports can be generated for any field. For review of data base, items are reported by highway related categories. The product status classifications are: (1) Approved Pending Baseline Document Change, (2) Approved Pending Compliance Testing, (3) Approved on a Job by Job Basis, (4) Not Approved, (5) Review, (6) Demo Project, and (7) File Closed. The New Technologies and Products Review, Evaluation and Approval Process flow chart shows the four step process for technology and product evaluation. The current data base printout is shown. KW - Acceptance tests KW - Databases KW - Demonstration projects KW - Evaluation KW - New Jersey KW - Products KW - Research KW - Specifications KW - Standards KW - Technological innovations UR - http://ntl.bts.gov/lib/22000/22200/22271/PB99172827.pdf UR - https://trid.trb.org/view/488341 ER - TY - RPRT AN - 00766003 AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Federal Transit Administration TI - BUILDING PROFESSIONAL CAPACITY IN ITS: DOCUMENTATION AND ANALYSIS OF TRAINING AND EDUCATION NEEDS IN SUPPORT OF ITS DEPLOYMENT PY - 1999/04 SP - v.p. AB - This report summarizes a comprehensive effort conducted in the summer of 1998 to more systematically investigate the intelligent transportation systems (ITS) training and education needs of transportation professionals. A team of analysts conducted a series of nearly 200 interviews in an effort to obtain a more detailed understanding of the underlying fundamental knowledge and skills required in support of ITS applications and services. The interviewees spanned a range of ITS involvement from those actively engaged for several years, to those just beginning the process. Thus, the reported needs reflect an important "grass-roots" perspective obtained from the public sector, private sector, and the academic community. This report documents the wide-ranging ITS training and education needs of transportation professionals. An analysis of those needs resulted in the development of a Professional Capacity Building (PCB) Program strategy to meet those needs both now and in the future. Although the focus of this work is ITS, the analysis also revealed that the fundamental knowledge and skills are applicable to a wider audience of transportation professionals engaged in the operation and management of multimodal surface transportation systems. The ITS PCB Program is comprised of a partnership of organizations which work cooperatively to provide ITS professional capacity building. That partnership encompasses the public sector, the private sector, and the academic community. It is hoped that this report will be used as a foundation for ongoing dialogue with the multiple partners, stakeholders and transportation professionals everywhere about: the process of building professional capacity for ITS; the design and delivery of training and education programs that achieve the level of competency required for meeting the challenges of the 21st century transportation systems; and the most effective and cooperative programmatic ways to meet training and education needs. KW - Deployment KW - Education and training KW - Intelligent transportation systems KW - Interviewing KW - Needs assessment KW - Professional personnel UR - http://www.fhwa.dot.gov/publications/research/operations/its/99015/docanalysis.pdf UR - http://ntl.bts.gov/lib/16000/16400/16415/PB2000103834.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/8964.pdf UR - https://trid.trb.org/view/503713 ER - TY - RPRT AN - 00764788 AU - Reddy, D V AU - Florida Atlantic University, Dania Beach AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF PLASTIC PIPING FOR CULVERTS AND STORM SEWERS PY - 1999/04 SP - 280 p. AB - An overview of the current issues of high density polyethylene (HDPE) pipe-soil systems is followed by a comprehensive review addressing current specifications, design methods, and relevant research projects. The following experimental tasks were carried out: 1) environmental stress cracking resistance (modified AASHTO M294), ii) creep (10,000 hour parallel plate loading at super ambient temperatures), iii) performance of buried pipes, subjected to live loading in a soil chamber, iv) longitudinal bending test to evaluate the ultimate flexural strength of a simply-supported pipe (single piece and jointed with a soil-tight coupler) without the soil medium, subjected to distributed loading, and v) field monitoring. The findings include a) satisfactory short-term environmental stress cracking resistance, b) temperature dependency of the flexural modulus, c) the evidence of transition between slow crack growth and rapid crack propagation due to imperfect installation, d) high load carrying capacity for the properly installed pipe in uniform backfill, showing an over-deflection failure mode with top flattening, e) failure by yielding without debonding (between the inner and outer liner) or cracking, and flexibility of the coupler with the joint separation at a mid-span deflection of 7 in. (175 mm), and f) most cracking on inner liner near the concrete header/end wall due to poor initial installation and ignoring of proper gap filling (right next to the concrete wall). The analytical investigations were as follows: i) Bidirectional shift-constructed master curve, based on accelerated creep test values for long-term modulus prediction that showed good agreement with the Arrhenius equation-based analysis, ii) Development of a seven-degree Voigt-Kelvin viscoelastic model based on the bi-directional shift-constructed master curve for analytical prediction of the long-term modulus, iii) Comparison of two-dimensional and three-dimensional harmonic Finite Element Method (FEM) analyses with the measured response of pipe-soil interaction that demonstrated that the pattern of deformation and stress distribution can be analytically predicted, iv) Determination of axial stress distribution along the pipe in non-uniform backfill condition, evaluated by approximate analysis, based on finite differencing the deflection profile and introducing deflection compatibility at the soil interfaces by regression analysis - this overcomes the limitation of the harmonic FEM analysis for pipe-soil interaction involving non-uniform soil conditions longitudinally and/or varying soil thickness circumferentially, and v) Joint integrity analysis. The findings include a) importance of axial stress contribution at failure, b) top flattening failure mode due to over-deflection preceding buckling or yielding, c) critical adverse effect of the non-uniform backfill condition that can lead to joint opening, localized buckling, liner tearing/debonding, or cracking, and d) adequacy of the approximate FEM analysis for simulating non-uniform soil conditions. KW - Backfill soils KW - Bend tests KW - Creep tests KW - Culverts KW - Deformation KW - Deformation curve KW - Design methods KW - Failure KW - Finite element method KW - Flexural strength KW - High density polyethylene KW - Joints (Engineering) KW - Load tests KW - Mathematical models KW - Monitoring KW - Pipe laying KW - Plastic pipe KW - Regression analysis KW - Soil condition KW - Soil structure interaction KW - Specifications KW - Storm sewers KW - Stress cracking KW - Viscoelasticity UR - http://www.dot.state.fl.us/structures/structuresresearchcenter/Final%20Reports/EVALUATION%20OF%20PLASTIC%20PIPING%20FOR%20CULVERTS%20AND%20STORM%20SEWERS.pdf UR - https://trid.trb.org/view/497692 ER - TY - SER AN - 00764777 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - INORGANIC ZINC COATINGS AND THEIR TOPCOATS FOR STEEL PY - 1999/04 SP - 4 p. AB - This TechBrief announces the key findings of a Federal Highway Administration (FHWA) study that is fully documented in a separate report with the same title (FHWA-RD-98-170)(see TRIS 00763217). Water-based inorganic zinc (WBIOZ) coatings with zero volatile organic compound (VOC) are capable of providing excellent long-term corrosion protection in both mild environments and highly corrosive marine environments. This result has been demonstrated by several investigators and in many field applications. However, these materials have decreased in popularity within the past few years because of concern over several field failures that have occurred shortly after application of the systems in both shop and field applications. In these failures, two distinct scenarios have been observed: early pinpoint rusting and severe disbondment of water-based topcoats applied over WBIOZ. If the cause of WBIOZ failures was understood and could be controlled, these materials could be effectively used to meet the VOC regulations. FHWA sponsored a pooled-fund study (FHWA and 12 States provided funding) to better understand the failures of WBIOZ. The report which this TechBrief is based on consists of four sections: literature review, technical approach, results of testing, and guidelines for use of water-based inorganic zinc. The key findings discussed in this TechBrief concern environmental variables and application variables (curing, zinc content, salt contamination, and surface pH). KW - Concrete curing KW - Corrosion protection KW - Delamination KW - Environmental conditions KW - Failure analysis KW - pH value KW - Rusting KW - Salts KW - Steel KW - Topcoat KW - Volatile organic compounds KW - Water-based paints KW - Zinc coatings UR - https://trid.trb.org/view/501739 ER - TY - RPRT AN - 00764785 AU - Federal Highway Administration TI - HIGHWAY PERFORMANCE MONITORING SYSTEM REASSESSMENT. FINAL REPORT - REVISED APRIL 1999 PY - 1999/04 SP - 54 p. AB - This report documents the results of a Federal Highway Administration (FHWA) review of the agency's Highway Performance Monitoring System (HPMS). The purpose of the comprehensive review was to assist FHWA in determining an appropriate future form and direction for this major FHWA data system. This report represents the culmination of several serial activities including: the identification and assessment of the impacts of the HPMS on FHWA, its State and other governmental partners, and the many and varied HPMS customers; the results of an extensive outreach program that included a national HPMS workshop held in June 1997; and the subsequent assimilation of inputs from these activities into a set of proposals for the future form of the HPMS. The reassessment was accomplished over the period beginning in December 1996 to December 1998. The report summarizes the analysis and public outreach steps that were undertaken to develop a consensus on a future HPMS focus, mission, and content. Specific changes to streamline the existing HPMS are proposed, and the use of HPMS to meet FHWA needs for high quality performance and apportionment data under the Government Performance and Results Act (GPRA) and Transportation Equity Act for the 21st Centiry (TEA-21) are explored. A short term implementation plan is offered, and longer term visions for meeting the agency's future safety, pavement, and congestion data needs are discussed. KW - Data needs KW - Databases KW - Future KW - Highway Performance Monitoring System KW - Highways KW - Information management KW - Performance KW - Strategic planning KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/ohim/fin_rpt.pdf UR - http://ntl.bts.gov/lib/3000/3700/3772/fin_rpt.pdf UR - https://trid.trb.org/view/497689 ER - TY - RPRT AN - 00764622 AU - Harvey, J T AU - Louw, L AU - Guada, I AU - Hung, D AU - Prozzi, Jolanda AU - Long, F AU - du Plessis, L AU - University of California, Berkeley AU - California Department of Transportation AU - Federal Highway Administration TI - CAL/APT PROGRAM: TEST RESULTS FROM ACCELERATED PAVEMENT TEST ON PAVEMENT STRUCTURE CONTAINING UNTREATED AGGREGATE BASE (AB) -- SECTION 501RF PY - 1999/04 SP - 119 p. AB - This report is the third in a series that describes the results of tests on full-scale pavements at the Richmond Field Station (RFS) which were designed and constructed according to California Department of Transportation (Caltrans) procedures. The report contains a summary of the results and interpretation of the Heavy Vehicle Simulator (HVS) tests on the second of four pavement test sections, an asphalt-concrete section containing an untreated aggregate base, designated Section 501RF. The tests were performed as part of Goal 1 of the CAL/APT Strategic Plan. The objectives of the test were to 1) verify existing Caltrans pavement design methodologies for asphalt treated permeable base (ATPB) pavements and conventional aggregate base pavements with regard to failure under trafficking at moderate temperatures (Goal 1), while preparing a uniform platform on which overlays (Goal 3 of the Strategic Plan) would be constructed and then trafficked; 2) quantify the effective elastic moduli of the various pavement layers, based on an ad-hoc use of layered elastic analysis; 3) quantify the stress dependence of the pavement layers; 4) determine the failure mechanisms of the various layers; and 5) determine and compare the fatigue lives of two types of pavement structure. KW - Accelerated tests KW - Aggregates KW - Asphalt concrete pavements KW - Base course (Pavements) KW - Cracking of asphalt concrete pavements KW - Deformation KW - Failure KW - Fatigue (Mechanics) KW - Modulus of elasticity KW - Pavement design KW - Pavement layers KW - Rutting KW - Stresses KW - Test sections UR - http://www.ucprc.ucdavis.edu/PDF/501RF.pdf UR - http://ntl.bts.gov/lib/21000/21900/21967/PB99150963.pdf UR - https://trid.trb.org/view/497648 ER - TY - RPRT AN - 00763224 AU - Sprinkel, M M AU - Ozyildirim, C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE INSTALLATION AND INITIAL CONDITION OF HYDRAULIC CEMENT CONCRETE OVERLAYS PLACED ON THREE PAVEMENTS IN VIRGINIA PY - 1999/04 SP - 43 p. AB - Hydraulic cement concrete pavement overlays were placed in the summer of 1995 at the following locations in Virginia: I-295 near Richmond; I-85 near Petersburg; and Rt. 29 near Charlottesville. Overlays were placed on I-295 SBL (near mile market 29) and I-85 SBL (near mile marker 51) in Virginia to prevent spalling caused by a shy cover over the reinforcement and to enhance the structural integrity. Both locations are continuously reinforced concrete pavement. An overlay was also placed on Rt. 29 NBL (1.6 km south of Charlottesville) in Virginia to correct a rutted asphalt pavement. The construction was funded with 20% Virginia Department of Transportation maintenance funds and 80% special Intermodal Surface Transportation Efficiency Act (ISTEA) Section 6005 federal funds specifically allocated to demonstrate overlay technologies. ISTEA funds were also used to evaluate the installation and initial conditions of the overlays and to prepare the report. The variables in this study were concrete mix design, overlay thickness, and base material. Mineral admixtures and steel and plastic fibers were used to improve the mechanical properties and durability of the overlay concrete. Overlay thickness and base material were varied to determine their effect on overlay performance. KW - Admixtures KW - Asphalt pavements KW - Concrete overlays KW - Continuously reinforced concrete pavements KW - Federal aid KW - Hydraulic cement KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Mix design KW - Performance evaluations KW - Polymer fibers KW - State aid KW - Steel fibers KW - Thickness KW - Virginia UR - http://ntl.bts.gov/lib/21000/21800/21860/PB99145328.pdf UR - https://trid.trb.org/view/497250 ER - TY - RPRT AN - 00763211 AU - Webb, J W AU - Bartoskewitz, R T AU - Richards, H A AU - Venglar, S P AU - Bullock, D E AU - Urbanik, Thomas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - SUMMARY OF HIGHWAY/RAIL INTERSECTION RESEARCH AT THE TEXAS A&M UNIVERSITY ITS RESEARCH CENTER OF EXCELLENCE PY - 1999/04 SP - 36 p. AB - This report constitutes a compendium of the results of many years of research at the Texas Transportation Institute working to improve highway/rail intersection safety. Developments over the years of new technologies in sensing, communications, and information presentation offer the opportunity to further improve highway/rail intersection safety beyond current state-of-the-practice. The advent of the Intelligent Transportation System (ITS), formerly referred to as the Intelligent Vehicle-Highway System (IVHS), adds an even broader dimension to transportation management research opportunities at highway/rail intersections. The addition of the highway/rail intersection into the architecture (User Service 30) has led to the preliminary investigation and evaluation of potential ITS applications for rail-related activities. The rail integration activities conducted by the Research Center of Excellence thus far have been focused on providing the information needed to ensure that User Service 30 is an integral component of the National ITS Architecture. A summary of the current information exchange (first generation technology) between highway/rail intersections and traffic signal controllers has been compiled in an effort to provide the concepts associated with current practices. This report also summarizes the second and third generation information-sharing concepts that are currently under development to improve surface transportation management. With advancements in ITS technologies, it is possible to share more information between rail and highway operations to further improve safety and mobility. A review and comparison of the current management concepts associated with intelligent train control and intelligent traffic control was conducted in an attempt to formulate a conceptual ITS structure designed to incorporate rail activities in the surface transportation management network. Further research associated with highway and railroad interaction has the potential to enhance both management activities as well as establish the basis for providing local and advanced traveler information exchange. KW - Advanced traveler information systems KW - Intelligent control systems KW - Intelligent transportation systems KW - National ITS Architecture KW - Railroad grade crossings KW - Research KW - Safety KW - Traffic signal controllers UR - http://ntl.bts.gov/lib/21000/21900/21902/PB99147126.pdf UR - https://trid.trb.org/view/497238 ER - TY - RPRT AN - 00763199 AU - McVay, M C AU - Schmertmann, J AU - Townsend, F AU - Bullock, P AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - PILE FRICTION FREEZE: A FIELD AND LABORATORY STUDY. VOLUME I AND VOLUME II PY - 1999/04 SP - 1358 p. AB - The objectives of this research were to measure the increase in pile friction with time for various soil conditions in the laboratory and field. Accordingly, five fully instrumented piles were driven into a variety of soils at four different Florida Department of Transportation (FDOT) bridge sites. The five 18-in. (457-mm) square piles were instrumented with strain gauges, lateral total stress cells, and pore pressure sensors along their length, and at their tips were cast Osterberg load cells. This study was the first application of an Osterberg load cell on a prestressed concrete pile to generate ultimate skin friction. In the laboratory, a device was developed to drive a model pile in the centrifuge in flight at 50 gs and then perform a static pullout (tension) test. Also, in the field Standard Penetration Tests with Torque (SPT-T), piezo cone penetrometer (CPT), and Marchetti Dilatometer (DMT) stage testing was performed to estimate the pile freeze (setup) with time. The centrifuge stage tests showed no increase in pile friction with time. The field load tests to monitor freeze were performed on the day of driving and then by stage testing and at 3 to 5 times thereafter, with a final test at 77 to 1,727 days. All pile and pile segments showed a general increase in friction with the log of time. All soils, from sands to clays, showed about the same freeze as measured by a normalized shear and time factor, denoted 'A'. Furthermore, 'A' was found approximately the same at all depths to the maximum of 24 m tested. 'A' was also found approximately the same whether measured by redrives the first few days after driving, or by static tests during or after the dissipation of the driving pore pressures. The freeze appeared effective stress dependent during dissipation, but independent afterwards. The SPT-T showed the most promise as a practical precursor test for freeze in cohesive soils, followed by the CPT and DMT. None of these tests showed promise in sands. KW - Bearing capacity KW - Centrifuges KW - Clay KW - Cone penetrometers KW - Dilatometers KW - Effective stress KW - Field tests KW - Laboratory tests KW - Load cells KW - Load tests KW - Penetrometers KW - Pile foundations KW - Pile freeze KW - Piles (Supports) KW - Pore pressure KW - Prestressed concrete KW - Sand KW - Sensors KW - Skin friction KW - Strain gages KW - Stress gages UR - http://ntl.bts.gov/lib/21000/21700/21761/PB99140139.pdf UR - http://ntl.bts.gov/lib/21000/21700/21762/PB99140147.pdf UR - https://trid.trb.org/view/497227 ER - TY - RPRT AN - 00930014 AU - Delis, A AU - Tzes, A AU - Overstreet, J AU - University Transportation Research Center AU - Polytechnic Institute of New York University, Brooklyn AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ISDN VIDEO TRANSMISSION TO A TRAFFIC OPERATIONS CENTER PY - 1999/03/31 SP - 12 p. AB - The objective of this project is to perform evaluation tests related to the transmission of digitized video signals over ISDN lines between a video traffic reporting camera and a traffic management center. The quality of the received video signals can be used to effectively monitor existing and developing traffic conditions. An evaluation plan was developed with the concurrence of the New Jersey Department of Transportation (sponsor of the project) consisting of: a) market survey of current video-transmission options, b) the hardware specifications for the ISDN connections, and c) the description of the tests performed. This final report summarizes the findings of the work. KW - Computers KW - Digital video KW - Evaluation KW - Highway operations KW - Highway traffic KW - Highway traffic control KW - Market surveys KW - Specifications KW - Tests KW - Traffic control centers KW - Traffic surveillance KW - Video cameras KW - Video imaging detectors UR - https://trid.trb.org/view/719443 ER - TY - RPRT AN - 00784623 AU - Wekezer, Jerry AU - RAMALEY, M AU - Wuttrich, R AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - STRUCTURAL MODIFICATIONS OF EXISTING BCT GUARDRAIL TERMINALS. EXECUTIVE SUMMARY PY - 1999/03/31 SP - 10 p. AB - Subsequent to a series of crash test failures during evaluations performed by the Federal Highway Administration, Breakaway Cable Terminal (BCT) replacement and BCT design retrofit are two options currently being studied by the Florida Department of Transportation. The advanced computational mechanics computer code, LS-DYNA, is employed in the investigation of BCT design problems. Several design flaws in the BCT are identified with data created by a computer analysis of prescribed impact scenarios. In addition to severe vehicle damage, vehicular impact induces a fatal rate of deceleration and uncontrolled vehicle trajectory. Analysis of both LS-DYNA data and actual crash test data led to the conclusion that the terminal is initially too rigid, and fails to control vehicle kinetic energy dissipation. The objective of the project is to soften the terminal by strategically weakening the rail with structural modifications that may be applied to existing terminals to ensure steady, controlled dissipation of impact energy. This executive summary summarizes the project results in the following sections: Existing BCT Design Problems; Evaluation of Potential Modifications; Endon Impact with 2000P FEM; and Tensile Strength of Weakened Rail. KW - Breakaway cable terminals KW - Computer programs KW - Design KW - Dissipation KW - Guardrail terminals KW - Impact tests KW - Kinetic energy KW - LS-DYNA (Computer program) KW - Retrofitting KW - Stiffness KW - Structural modifications KW - Tensile strength UR - https://trid.trb.org/view/637056 ER - TY - RPRT AN - 00784624 AU - Wekezer, Jerry AU - RAMALEY, M AU - Wuttrich, R AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - STRUCTURAL MODIFICATIONS OF EXISTING BCT GUARDRAIL TERMINALS PY - 1999/03/31 SP - 216 p. AB - Subsequent to a series of crash test failures during evaluations performed by the Federal Highway Administration, Breakaway Cable Terminal (BCT) replacement and BCT design retrofit are two options currently being studied by the Florida Department of Transportation. The advanced computational mechanics computer code, LS-DYNA, is employed in the investigation of BCT design problems. Several design flaws in the BCT are identified with data created by a computer analysis of prescribed impact scenarios. In addition to severe vehicle damage, vehicular impact induces a fatal rate of deceleration and uncontrolled vehicle trajectory. Analysis of both LS-DYNA data and actual crash test data led to the conclusion that the terminal is initially too rigid, and fails to control vehicle kinetic energy dissipation. The objective of the project is to soften the terminal by strategically weakening the rail with structural modifications that may be applied to existing terminals to ensure steady, controlled dissipation of impact energy. KW - Breakaway cable terminals KW - Computer programs KW - Design KW - Dissipation KW - Guardrail terminals KW - Impact tests KW - Kinetic energy KW - LS-DYNA (Computer program) KW - Retrofitting KW - Stiffness KW - Structural modifications KW - Tensile strength UR - https://trid.trb.org/view/637057 ER - TY - ABST AN - 01459608 TI - Neutron Analytical Methods for Portland Cement AB - No summary provided. KW - Analytical chemistry KW - Neutron activation analysis KW - Portland cement KW - Research projects UR - https://trid.trb.org/view/1227823 ER - TY - RPRT AN - 00765872 AU - Samples, L M AU - Ramirez, J A AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - METHODS OF CORROSION PROTECTION AND DURABILITY OF CONCRETE BRIDGE DECKS REINFORCED WITH EPOXY-COATED BARS - PHASE I PY - 1999/03/23 SP - 258 p. AB - In this study, the results of an extensive field and laboratory investigation conducted to evaluate the corrosion performance of epoxy-coated reinforcement are reported. One hundred and twenty-three concrete bridge decks containing epoxy-coated reinforcement, uncoated reinforcement, and various other corrosion protection systems were included in a field investigation. An initial visual inspection of these bridge decks showed that 44% had signs of distress from corrosion of the reinforcement. Six decks, representing 5% of the total sample, were selected for a second more detailed survey. Three of the six decks had epoxy-coated reinforcement. This number represents 11% of the total sample of bridge decks with epoxy-coated reinforcement. Corrosion of the epoxy-coated reinforcement was discovered in areas of cracking and shallow cover on two of these three bridge decks. New construction bridge sites were also visited to perform holiday testing on epoxy-coated reinforcement upon arrival to the site, after placement, and after casting. The results from the holiday testing showed that an average of 31 holidays per meter (9 holidays per foot) were created during the concrete casting operation. Increasing the coating thickness by 101.6 micrometers (4 mils) and lowering the hose used when pumping concrete to the level of the top mat of reinforcement reduced holidays created to 11.5 holidays per meter (3.5 holidays per foot) after casting. The results of 16 specimens subjected to cycles of exposure in the laboratory evaluation indicated that if the mat to mat resistance was greater than 5000 ohms, then over the 77-week period no corrosion activity was observed. No corrosion activity occurred even though the chloride levels at the reinforcement location were well above 0.79 kg/cu m (1.3 lb/cu yd), the threshold level for initiation of corrosion. A possible way to achieve a high mat to mat resistance would be by limiting the damage to the epoxy coatings. KW - Bridge decks KW - Chloride content KW - Concrete placing KW - Corrosion protection KW - Durability KW - Epoxy coatings KW - Field tests KW - Laboratory tests KW - Reinforcing bars KW - Resistance (Electricity) KW - Thickness UR - http://ntl.bts.gov/lib/21000/21900/21917/spr_2124_final.pdf UR - https://trid.trb.org/view/502336 ER - TY - RPRT AN - 00764644 AU - Tawfiq, K AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION OF SEISMIC PAVEMENT ANALYZER (SPA) IN FLORIDA. VOLUME I AND VOLUME II PY - 1999/03/22 SP - 852 p. AB - The purpose of using nondestructive testing techniques (NDT) for pavement evaluation is to obtain material properties at relatively low strain levels. These NDT techniques are usually divided into two main groups, including at one end methods that use surface deformation such as Falling Weight Deflectometer (FWD) and Dynaflect and on the other end methods that utilize seismic wave propagation in layered media. The common assumption among all the NDT methods is that layer properties vary within the linear elastic range of the load-deformation relationship of the pavement materials. In spite of this assumption, pavement properties from these techniques may not necessarily conform to each other. This discrepancy may be attributed to the following factors: (1) assumptions involved in the backcalculation analysis of each method, (2) variation in the magnitude and frequency of the load application, (3) variability of testing procedure including calibration and maintenance requirements, (4) large variations of test results from one method, and (5) limitations of certain techniques under specific field conditions. The recent advancements in the hardware and software technologies have facilitated the utilization of the Spectral Analysis of Seismic Waves (SASW) method for routine evaluation of pavement properties. A part of the initiative by the Strategic Highway Research Program (SHRP) of the FHWA, the SASW method was configured in a testing setup called the Seismic Pavement Analyzer (SPA). In this study, it was determined that before starting the utilization of the SPA for regular pavement evaluation, the testing device has to be investigated for its robustness and reliability. Also, the effectiveness of the SPA technique under specific pavement conditions was one of the concerns in this study. Since other NDT methods such as FWD and Dynaflect have been in service in Florida for a long period of time, it was thought that the convertibility of the testing results from any new technique to those gathered from FWD and Dynaflect is an essential part in deciding the applicability of this technique at the project level. Results from 22 sites in Florida revealed that discrepancies between the deflection methods and the SPA methods are inherent in the testing techniques and can only be minimized by correlating the obtained pavement properties with the deformation levels induced from these techniques. It was concluded that rigorous calibration and maintenance protocols are urgently needed to improve the reliability of the SPA testing results. Parameters such as structural damping, static stiffness, and resonant frequency did not contribute to the evaluation efforts of the 22 sites primarily because of inconsistencies in the damping and stiffness values, and to the insignificant effect of unchanging resonant frequency. Some modifications were suggested in the process of data reduction using the SPA software. Finally, seismic methods, in general, have potential to be more effective in pavement evaluation. KW - Calibration KW - Implementation KW - Maintenance KW - Nondestructive tests KW - Pavements KW - Reliability KW - Seismic pavement analyzers KW - Spectral analysis of surface waves KW - Strategic Highway Research Program UR - https://trid.trb.org/view/497668 ER - TY - RPRT AN - 00764604 AU - Perkins, S W AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - GEOSYNTHETIC REINFORCEMENT OF FLEXIBLE PAVEMENTS: LABORATORY BASED PAVEMENT TEST SECTIONS PY - 1999/03/17 SP - 145 p. AB - Over the course of the last 17 years, approximately 12 different studies have shown the potential for the use of geosynthetic materials (geogrids and geotextiles) as a reinforcement inclusion in the base course aggregate layer of flexible pavements. The attraction of this application lies in the possibility of reducing the thickness of the base course layer such that a roadway of equal service life results or in extending the service life of the roadway. While several existing studies have provided data that aid in describing mechanisms of reinforcement, detailed information required to understand the mechanisms by which geosynthetics reinforce flexible pavements is lacking. In the absence of this information, it has historically been difficult to create mechanistic-based models that adequately describe the process. As such, efforts to establish design solutions have been based largely on empirical data and considerations. Existing design solutions have not been met with open acceptance due to their inability to predict performance for conditions other than those established in the experiments for which the solution was based. This research was undertaken to provide experimental data that could be used to further establish the mechanisms of geosynthetic-reinforcement that lead to enhanced pavement performance. Subsequent work will involve the use of these data in developing numerical models and design solutions for this application. Pavement test sections have been constructed in a laboratory-based pavement test facility. The facility consists of a large concrete box in which field-scale pavement layers can be constructed. Loading is provided through the application of a cyclic, 40 kN load applied to a stationary plate resting on the pavement surface. The test sections have been instrumented with an extensive series of stress and strain cells. Test section variables have included geosynthetic type (two biaxial geogrid products and one woven geotextile), subgrade type and strength, placement position of the geosynthetic in the base course layer and base course layer thickness. The results have shown that the inclusion of a geosynthetic provides a significant reinforcement effect. The geosynthetic is shown to have an influence on the amount of lateral spreading that occurs in both the bottom of the base course layer and in the top of the subgrade. Reinforcement is also seen to produce a more distributed vertical stress distribution on the top of the subgrade. As a result of these effects, reinforcement limits the vertical strain developed in the base and subgrade layers, leading to less surface deformation. Given that these mechanisms result from the development of shear interaction between the base and the geosynthetic, the combination of these effects is termed a mechanism of a shear-resisting interface. These effects are seen to be most significant for a soft subgrade where substantial improvement in pavement performance has been observed. Geosynthetic type, strength, stiffness and placement position are also seen to influence observed improvement. KW - Base course (Pavements) KW - Deformation KW - Experimental data KW - Flexible pavements KW - Geogrids KW - Geosynthetics KW - Geotextiles KW - Pavement performance KW - Reinforcement (Engineering) KW - Repeated loads KW - Service life KW - Test facilities KW - Test sections UR - http://ntl.bts.gov/lib/21000/21800/21869/PB99145799.pdf UR - https://trid.trb.org/view/497630 ER - TY - ABST AN - 01459660 TI - Structural Supports for Highway Signs, Luminaries, and Traffic Signals AB - The objective of this research is to enhance the recommended specification for structural supports for highway signs, luminaries, and traffic signals developed under NCHRP 17-10 and provide a strategic plan for future development of the specification. KW - Deflection KW - Design KW - Failure KW - National Cooperative Highway Research Program KW - Research projects KW - Strategic planning KW - Structural supports KW - Traffic signals KW - Traffic signs UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=424 UR - https://trid.trb.org/view/1227875 ER - TY - RPRT AN - 00763362 AU - Siwek, S J AU - Camoh, D H AU - Federal Highway Administration TI - LISTENING TO AMERICA: REPORT ON THE U.S. DEPARTMENT OF TRANSPORTATION'S OUTREACH ON IMPLEMENTATION OF THE TRANSPORTATION EQUITY ACT FOR THE 21ST CENTURY (TEA-21) PY - 1999/03/04 SP - 17 p. AB - This report presents the results of the Department of Transportation's (DOT) 1998 outreach on the implementation of TEA-21. Throughout the course of that outreach efforts, in venues all across the country, state and local partners and stakeholders in the transportation system made comments and recommendations about how TEA-21 should be implemented, such as an investment in future; to rebuild transportation infrastructure; to improve safety and to protect the environment and improve the quality of life for everyone. The report is divided into two principle parts: Part 1 reviews the cornerstone principles of the ISTEA; it looks at the 1996 outreach effort, and how ideas gathered from that effort helped to shape TEA-21; it shows how ISTEA, TEA-21 and the USDOT's Strategic Plan together form a continuous and connected vision of the transportation system in the 21st century. Part 2 summarizes the results of the TEA-21 implementation outreach effort. KW - Environmental protection KW - Implementation KW - Improvements KW - Infrastructure KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investments KW - Policy, legislation and regulation KW - Quality of life KW - Strategic planning KW - Transportation Equity Act for the 21st Century KW - Transportation policy UR - http://www.fhwa.dot.gov/tea21/listamer.htm UR - https://trid.trb.org/view/497313 ER - TY - ABST AN - 01461070 TI - Transportation Effects of the 1997 Changes to the National Ambient Air Quality Standards AB - The objective of this research project is to assess the expected effects of the new NAAQS for ozone and PM 2.5 on transportation planning, the project development process, and implementation of transportation system improvements. KW - Air quality KW - Air quality management KW - National Cooperative Highway Research Program KW - Ozone KW - Pollution control KW - Research projects KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=749 UR - https://trid.trb.org/view/1229288 ER - TY - RPRT AN - 01111578 AU - Overton, Margery F AU - Grenier, Roger R AU - Fisher, John S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Boundary Conditions for Bridge Scour Analysis PY - 1999/03//Final Report SP - 86p AB - The purpose of this study is to determine surge hydrographs which may be used in the analysis of proposed and existing highway structures along Albemarle-Pamlico Sounds. Historical data for tropical storms over the period 1886-1996 were collected and analyzed to identify storms proximate to the project study area. Application of the process models (CE Wind Model and ADCIRC Model) and statistical models (EST) resulted in predicted surge values at 25, 50 and 100 year return periods. These peaks were then incorporated into synthetic time series used to characterize the shape of the design hydrograph. The results of the surge modeling suggest that the simple exponential form of the hydrograph, recommended by the FHWA pooled fund study 'Development of Hydraulic Computer Models to Analyze Tidal and Coastal Stream Hydraulic Conditions and Highway Structures', may be inadequate to characterize stations which experience periods of negative surge. An empirical approach based on a damped sine wave was developed as an alternative. The recommended procedure for implementing the results of the study suggests that both types of hydrographs be modeled, with design parameters based on the worst-case conditions. KW - Albemarle-Pimlico Sound KW - Bridges KW - Empirical methods KW - Hydrography KW - Numerical analysis KW - Scour KW - Storm surges UR - http://ntl.bts.gov/lib/21000/21800/21817/PB99143349.pdf UR - https://trid.trb.org/view/870949 ER - TY - RPRT AN - 01108755 AU - Gharaibeh, Nasir G AU - Darter, Michael I AU - Heckel, Laura B AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation and Improvement of the CRS Prediction Models PY - 1999/03//Project Report SP - 47p AB - The Illinois Department of Transportation (IDOT) measures pavement deterioration using Condition Rating Survey (CRS) values. CRS is a rating scale that ranges from 1 to 9; a newly build or resurfaced pavement is assigned a value of 9. The CRS is a function of key distress types in each pavement type. The ILDOT is continuing its effort to build a model that is able to predict the future CRS values as accurately as possible. Two different CRS prediction models were previously developed for this purpose; multiple regression and single slope (linear). The primary goal of this report is to evaluate these two prediction models and to improve their prediction capabilities if possible. The validity of the models was tested using the data of in-service pavements retrieved from the IPFS database. The two models were also evaluated from the perspective of pavement design and analysis principles. After these evaluations were conducted, the single slope method was found to be deficient in that there actually exists two distinct slopes in CRS over time for a given section. A generally steeper slope from a CRS of 9 to about 6.5, and a second flatter slope from 6.5 to 1. Recommendations for these slopes were developed. KW - Calibration KW - Condition surveys KW - Illinois KW - Models KW - Pavement distress KW - Pavement performance KW - Pavement prediction models KW - Performance prediction KW - Ratings KW - Surface course (Pavements) UR - https://trid.trb.org/view/868234 ER - TY - RPRT AN - 01105084 AU - Hawkins, H Gene AU - Picha, Dale L AU - Kreis, Deborah C AU - Knodler, Michael A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Alternative Traffic Signs for Use in Texas Border Areas PY - 1999/03//Research Report SP - 84p AB - A three-year research project evaluated driver understanding of traffic control devices in Texas border areas. The report describes the activities and findings of the third and final year of the research study. In the third year, two surveys were conducted in both border and non-border locations. The passenger car driver survey addressed the Stop for School Bus, Fasten Safety Belts, and Right Lane Ends sign. A total of 1,344 passenger car drivers took part in the survey. The truck driver survey addressed the Weigh Station, Weight Limit, Load Zoned Bridge, and Hazardous Cargo signs, plus the sign shape/color code. Spanish-language alternative legends were developed for each of the word message signs. A total of 525 truck drivers took part in the survey. The results indicated that, in general, the overall comprehension levels for the selected word message signs were improved in the Texas border area through the use of Spanish-legend signs. The research recommends specific Spanish-legend signs that can be used to supplement the Fasten Safety Belts, Right Lane Ends, Weigh Station, Weight Limit, and Load Zoned Bridge signs. KW - Automobile drivers KW - Bilingualism KW - Border regions KW - Comprehension KW - Spanish language KW - Surveys KW - Texas KW - Traffic control devices KW - Traffic signs KW - Truck drivers UR - http://ntl.bts.gov/lib/16000/16200/16272/PB2000103316.pdf UR - https://trid.trb.org/view/864697 ER - TY - RPRT AN - 01104400 AU - Bolczak, Richard AU - Federal Highway Administration TI - Metropolitan MDI Workshop Wisdom: Project Organization and Outreach PY - 1999/03 SP - 14p AB - In autumn of 1996 former Secretary of Transportation Federico Pena announced that New York, New Jersey, Connecticut, San Antonio, Phoenix and Seattle were chosen to participate in the Metropolitan Model Deployment Initiative (MDI) program. The program focused on bringing public and private sector partners together in the integrated deployment of Intelligent Transportation Systems (ITS) by integrating existing infrastructure with new traveler information systems. The purpose of this report is to further facilitate the exchange of information and provide agencies embarking on ITS initiatives with advice in two areas: project organization and outreach. KW - Information management KW - Information systems KW - Information technology KW - Information theory KW - Intelligent transportation systems KW - Metropolitan areas KW - Metropolitan planning organizations KW - Regional planning KW - Regional transportation KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16300/16381/PB2000103619.pdf UR - https://trid.trb.org/view/863613 ER - TY - RPRT AN - 01103315 AU - Kim, Y Richard AU - Lee, Yung-Chien AU - Park, Sunwoo AU - Ranjithan, S Ranji AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Interpretation of FWD Data When Pavement Layers Are Not Intact PY - 1999/03//Final Report SP - 156p AB - The falling weight deflectometer (FWD) has become a popular tool worldwide for the evaluation of the structural capacity and integrity of existing pavements. Most of the deflection analysis programs used today are based on multi-layered elastic analysis which assumes static loading and continuous, homogeneous, and isotrophic layers. When FWD tests are performed on broken or cracked pavements (of which information is crucial in making rehabilitation and overlay decisions), the multi-layered elastic theory-based backcalulation programs assume that the effect of these discontinuities in a cracked layer on deflection basins would be accounted for by the reduction of the elastic modulus for that layer. However, it has been concluded and confirmed by researchers and practitioners that the backcalculation algorithms based on the multi-layered elastic theory rpoduce large variation in the algorithms based on the multi-layered elastic theory produce large variation in the 'effective' moduli of the cracked layers. Studies have also shown that significant errors in the backcalculated pavement moduli can accrue from performing a static analysis of what is inherently a dynamic test. Unfortunately, dynamic analysis usually involves complex calculations and requires significant computation time, thus making it impracticable for routine applications. This study presents a methology based on deflection basin parameters KW - Asphalt pavements KW - Deflection KW - Falling weight deflectometers KW - Finite element method KW - Flexible pavements KW - Pavement design KW - Pavement layers KW - Pavements KW - Surface course (Pavements) UR - http://ntl.bts.gov/lib/21000/21800/21815/PB99143323.pdf UR - https://trid.trb.org/view/860749 ER - TY - RPRT AN - 01082216 AU - California Department of Transportation AU - Federal Highway Administration AU - California Department of Fish and Game TI - Route Location, Adoption, and Construction of State Route 125 Between State Route 905 on Otay Mesa to State Route 54 in Spring Valley in in the County of San Diego, California: Supplemental Draft Environmental Impact Report/Statement PY - 1999/03 SP - v.p. AB - This report focuses on the Route 125 South project and its impacts on the Quino checkerspot butterfly, a federally listed endangered species.The proposed construction of Route 125 South is to provide for the effective transportation of people, goods and services in the South Bay area of San Diego County. The facility proposed for construction is a controlled access highway. This report specifically considers impacts associated with grading of the ultimate right-of-way width. KW - Chula Vista (California) KW - Environmental impact statements KW - Environmental impacts KW - Road construction KW - San Diego (California) KW - San Diego County (California) UR - https://trid.trb.org/view/839675 ER - TY - RPRT AN - 00763089 AU - WEST, B H AU - McGill, R N AU - Sluder, S AU - Oak Ridge National Laboratory AU - Federal Highway Administration TI - DEVELOPMENT AND VALIDATION OF LIGHT-DUTY VEHICLE MODAL EMISSIONS AND FUEL CONSUMPTION VALUES FOR TRAFFIC MODELS PY - 1999/03 SP - 99 p. AB - A methodology for developing modal vehicle emissions and fuel consumption models has been developed by Oak Ridge National Laboratory (ORNL), sponsored by the Federal Highway Administration (FHWA). These models, in the form of look-up tables for fuel consumption and emissions as functions of vehicle speed and acceleration, are designed for simulations such as the FHWA's TRAF-series of models. These traffic models are used to evaluate the impacts of roadway design on emissions and fuel consumption. Vehicles are tested on-road and on a chassis dynamometer to characterize the entire operating range of each vehicle. Engine parameters are measured on-the-road as functions of vehicle speed and acceleration while driving the cars through their entire operating envelope. Following road testing, the vehicles are driven on the chassis dynamometer while making transient and steady-state emissions and fuel consumption measurements as functions of the same engine parameters. The two data sets are merged numerically to deliver data-based models of fuel consumption and emissions as functions of vehicle speed and acceleration. The data-based models are models only in the sense that numerical methods are used to create a smooth surface using discreet data points; no simulations or assumptions are made in the creation of the data-based models. As a validation exercise, the models were used to predict cycle emissions and fuel consumption and the results were compared to certification-type tests on a different population of vehicles. Results of the verification exercise show that the developed models can generally predict cycle emissions and fuel consumption with error rates comparable to the variability of repeated dynamometer tests. Follow-on work at ORNL has included testing of additional vehicles, superemitters, and additional validation. The additional validation focuses on certification-type test comparisons on the single-vehicle level. Validation exercises continue to yield positive results. This work is not discussed in the current report, although the data from the current report as well as from follow-on work is currently available by contacting ORNL. These look-up tables represent a valuable source of data for a variety of efforts, including and beyond the original purpose of supporting the TRAF-series of models. KW - Acceleration (Mechanics) KW - Dynamometers KW - Exhaust gases KW - Fuel consumption KW - Light vehicles KW - Road tests KW - Speed KW - Tables (Data) KW - Traffic models KW - Validation KW - Vehicle tests UR - http://ntl.bts.gov/lib/22000/22000/22019/PB99155137.pdf UR - https://trid.trb.org/view/497126 ER - TY - RPRT AN - 00963108 AU - Howitt, A M AU - Moore, E M AU - Harvard University AU - Environmental Protection Agency AU - Federal Highway Administration TI - LINKING TRANSPORTATION AND AIR QUALITY PLANNING: IMPLEMENTATION OF THE TRANSPORTATION CONFORMITY REGULATIONS IN 15 NONATTAINMENT AREAS PY - 1999/03 SP - 151 p. AB - The Clean Air Act Amendments (CAAA) of 1990 require far-reaching efforts under the "transportation conformity" regulations to assure that transportation investments in nonattainment and maintenance areas are consistent with state commitments to meet national air pollution standards. This research documents how these regulations were implemented during the period 1991 through January 1998. Three questions have organized the study: (1) How has conformity affected key agencies and constituencies' organizational capacity and relationships? (2) How has conformity changed the transportation planning/programming process and its results? (3) How has conformity changed air quality planning and regulation? KW - Air pollution KW - Air quality KW - Air quality management KW - Clean Air Act Amendments KW - Conformity KW - Environmental protection KW - Exhaust gases KW - Implementation KW - Interagency relations KW - Nonattainment areas KW - Organizational effectiveness KW - Programming (Planning) KW - Regulations KW - Standards KW - Transportation planning UR - http://www.ksg.harvard.edu/taubmancenter/oldsite/udt/conform.htm UR - https://trid.trb.org/view/661005 ER - TY - RPRT AN - 00942340 AU - Western Transportation Institute AU - California Department of Transportation AU - Oregon Department of Transportation AU - Federal Highway Administration TI - CALIFORNIA/OREGON ADVANCED TRANSPORTATION SYSTEMS PROJECT INFRASTRUCTURE PY - 1999/03 SP - 54 p. AB - The purpose of this document is to propose a list of potential infrastructure that can be implemented in the California Oregon Advanced Transportation System (COATS) study area. This document considered input from organizations within the project limits responsible for transportation, enforcement, tourism, commercial vehicle operations, transit and fleet management, and incorporated their needs in order to prioritize infrastructure, early-winners and ultimately strategic deployment. This document details the potential ITS infrastructure elements within the project limits. For each infrastructure element, this report provides 1) a description of the proposed ITS technologies, 2) a list of objectives that these technologies attempt to address, 3) location selection criteria, 4) maps of potential locations, and 5) an appendix detailing locations of infrastructure shown on the maps. The potential projects are categorized to fit within one of the seven Critical Program Areas (CPAs) as developed by Advanced Rural Transportation Systems (ARTS) program. These CPAs are described as follows: 1. Traveler Safety and Security; 2. Emergency Services; 3. Tourism and Traveler Information Services; 4. Public Traveler/Mobility Services; 5. Infrastructure Operations & Maintenance; 6. Fleet Operations and Maintenance; 7. Commercial Vehicle Operations. KW - Advanced traveler information systems KW - California KW - California/Oregon Advanced Transportation Systems (COATS) KW - Commercial vehicle operations KW - Emergency medical services KW - Fleet management KW - Infrastructure KW - Intelligent transportation systems KW - Intelligent transportation systems programs KW - Law enforcement KW - Maintenance KW - Maps KW - Mobility KW - Operations KW - Oregon KW - Program management KW - Public transit KW - Rural areas KW - Safety and security KW - Strategic planning KW - Technology KW - Tourism KW - Travelers UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm53b86kw/1/producer%2FCOATS-IR.pdf UR - https://trid.trb.org/view/643088 ER - TY - RPRT AN - 00938439 AU - Fleckenstein, L J AU - Allen, D L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - EVALUATION OF CORRUGATED STEEL PIPE CULVERTS ON KY 55, CUMBERLAND COUNTY PY - 1999/03 SP - 7 p. AB - In February of 1998, the Kentucky Transportation Cabinet requested that the Kentucky Transportation Center investigate excessive deflection occurring in three aluminized Type 2 corrugated metal pipe culverts installed during the realigning and widening on KY 55. The pipes were initially inspected in February 1998. The embankments were only 50% completed and in several locations only one-half of the total length of the culvert had been installed. The scope of this project was increased after excessive deflections were observed in other structures throughout the project. KW - Corrugated metal culverts KW - Corrugated pipe culverts KW - Cumberland County (Kentucky) KW - Deflection KW - Inspection UR - http://ntl.bts.gov/lib/19000/19900/19938/PB2003101541.pdf UR - https://trid.trb.org/view/730660 ER - TY - RPRT AN - 00780277 AU - Meline, R AU - Jewell, J AU - Peter, R AU - California Department of Transportation AU - Federal Highway Administration TI - VEHICLE CRASH TESTS OF THE TYPE 80 BRIDGE RAIL PY - 1999/03 SP - 67 p. AB - An aesthetic, see-through concrete bridge rail, Type 80, was built and tested in accordance with National Cooperative Highway Research Program (NCHRP) Report 350. The Type 80 bridge rail is an 810 mm-tall, reinforced concrete barrier. The rail has 280 mm-high by 1620 mm-long gaps, 230 mm above the bridge deck surface. The barrier tested was 23 m-long and was constructed at the California Department of Transportation (Caltrans) Dynamic Test Facility in West Sacramento, California. A total of three crash tests were conducted under NCHRP Report 350 Test Level 4, one with an 820 kg car, one with a 2000 kg pickup truck and one with an 8000 kg single unit van truck. The results of all three tests were within the limits of the NCHRP Report 350 guidelines. The Type 80 bridge rail is recommended for approval on California highways requiring TL-4 bridge rails. KW - Aesthetics KW - Bridge railings KW - Design KW - Impact tests KW - NCHRP Report 350 KW - Reinforced concrete UR - http://ntl.bts.gov/lib/15000/15700/15762/PB2000100698.pdf UR - https://trid.trb.org/view/509237 ER - TY - RPRT AN - 00819636 AU - Ullman, G L AU - Carlson, P J AU - Trout, N D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - WORK ZONE TRAFFIC LEGISLATION IN TEXAS PY - 1999/03 SP - 67 p. AB - This report presents the findings from speed studies before and after implementation of the double-fine law in Texas, as well as citation and fine data from those study sites. Also included in the report is an assessment of other legislation that could be enacted to promote work zone safety in Texas. Results of the speed and citation studies indicate that implementation of the double-fine law has had no measurable effect at the work zone study sites examined in this research. Discussions with law enforcement officers in Texas suggest that the provision that workers must be present in order for the fine to be doubled will be difficult to enforce statewide. Based on these and other discussions, the researchers recommend that efforts be taken to eliminate the worker presence requirement from the current law. The report includes other recommendations regarding legislation that should be considered for implementation. KW - Fines (Penalties) KW - Highway traffic KW - Implementation KW - Legislation KW - Speed KW - Texas KW - Traffic law enforcement KW - Work zone safety UR - http://wzsafety.tamu.edu/files/1720-3.pdf UR - http://ntl.bts.gov/lib/11000/11600/11678/1720-3.pdf UR - https://trid.trb.org/view/691721 ER - TY - RPRT AN - 00798946 AU - Pigman, J G AU - Agent, K R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - HEAVY TRUCK INVOLVEMENT IN TRAFFIC ACCIDENTS AND RELATED COUNTERMEASURES PY - 1999/03 SP - 28 p. AB - The objectives of this research study were to conduct a detailed analysis of truck accidents and recommend countermeasures to reduce the number and severity of this type of accident. Police reports for fatal accidents in which a truck was involved were reviewed for the period 1994 through 1997. Each accident report was reviewed and classified into types of accidents and causative factor categories. The most common accident involved another vehicle crossing the centerline into the path of a truck. The primary causative factor was related to the actions of the other driver, rather than the truck driver, in nearly two-thirds of the accidents. Countermeasures were recommended to reduce specific types of accidents. Locations were identified with the highest number of specific types of accidents and case studies were conducted to offer recommended solutions. Data from a weigh-in-motion site on US 23 in Lawrence County were analyzed and summarized to show the pattern of loads being carried by coal trucks in eastern Kentucky. Results were used to offer data which could support revisions to the current weight limits for the Extended-Weight Coal Haul Road System for combination trucks and to develop an enforcement mechanism which could improve compliance. Data summarized by the Transportation Cabinet's Division of Vehicle Enforcement were also collected and summarized to show the results of commercial vehicle inspections and the adjudication process for citations issued. Recommendations were made to reduce the number and severity of truck accidents. They included countermeasures relating to the vehicle, roadway, and driver. KW - Adjudication KW - Case studies KW - Coal KW - Compliance KW - Countermeasures KW - Crash causes KW - Crash reports KW - Crash severity KW - Fatalities KW - Haul roads KW - High risk locations KW - Inspection KW - Kentucky KW - Law enforcement KW - Laws KW - Loads KW - Recommendations KW - Size and weight regulations KW - Truck crashes KW - Weight UR - http://ntl.bts.gov/lib/15000/15900/15910/PB2000101692.pdf UR - https://trid.trb.org/view/665919 ER - TY - RPRT AN - 00811011 AU - Zubeck, H AU - Raad, L AU - Saboundjian, S AU - Minassian, G AU - Ryer, J AU - University of Alaska, Anchorage AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - CONSTRUCTABILITY OF POLYMER-MODIFIED ASPHALTS AND ASPHALT-AGGREGATE MIXTURES IN ALASKA PY - 1999/03 SP - 100 p. AB - Polymer-modified asphalt usage in Alaska raises two important issues. The first concern is about the compatibility and storage stability when polymers are used with Alaskan crude oils. Secondly, the ability of the contractor to place polymer-modified mixes continues to trouble construction personnel. This study addresses both these issues. After an extensive literature review, the compatibility of the polymer and the asphalt cement was investigated using fluorescent microscopic images and elasticity tests. Separation tests provided an indication of storage stability. Conventional test methods including penetration, softening point and viscosity at several temperatures indicated consistency of the binders. Of the 36 polymer-modified binders mixed in the laboratory, only a few met the criteria set for the compatibility, storage stability, improved temperature susceptibility and mixing temperature. Storage stability and maximum allowable mixing temperatures were the most discriminating factors. Both cause constructability problems in polymer-modified asphalt mixtures. Seven polymer-modified binders and three traditional binders were analyzed using Superpave binder tests. Asphalt-aggregate mixtures were subjected to the Thermal Stress Restrained Specimen Test and Georgia Wheel Rutting Test. Tests indicate that polymer-modification improved the performance of all base asphalts. However, some binders smoke excessively when the temperature was elevated to the recommended mixing temperature. This issue warrants further investigation. KW - Alaska KW - Constructability KW - Frigid regions KW - Laboratory tests KW - Literature reviews KW - Performance evaluations KW - Polymer asphalt KW - Rutting KW - Softening point KW - Storage stability KW - Temperature susceptibility KW - Thermal stresses KW - Viscosity UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_99_1.pdf UR - http://ntl.bts.gov/lib/55000/55700/55760/FHWA-AK-RD-99-1.PDF UR - https://trid.trb.org/view/679673 ER - TY - RPRT AN - 00806856 AU - Turner, S M AU - Stockton, W R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A PROPOSED ITS EVALUATION FRAMEWORK FOR TEXAS PY - 1999/03 SP - 40 p. AB - This report presents a proposed intelligent transportation system (ITS) evaluation framework that can be used by the Texas Department of Transportation (TxDOT) in developing evaluation plans for specific ITS applications and deployments in Texas. The research team defines the evaluation framework as a basic model or outline that describes the process and potential measures for evaluating ITS applications. An ITS evaluation framework is distinguished from an evaluation plan, which is deployment specific and identifies specific evaluation measures, data elements, and data collection/estimation methods. The proposed ITS evaluation framework is based upon measuring the contribution of ITS applications and deployments toward the statewide transportation goals contained in the "Texas Transportation Plan," which include mobility and accessibility, effectiveness and efficiency, choice and connectivity, safety, environmental and social sensitivity, and economic growth and international trade. This report presents a matrix of evaluation measures corresponding to each of these statewide transportation goals. The report also includes preliminary guidance on developing project-specific ITS evaluation plans using the proposed evaluation framework. The research team recommends that the proposed ITS evaluation framework be applied and tested by using it to develop specific ITS evaluation plans at selected TxDOT district locations. KW - Evaluation and assessment KW - Impact studies KW - Intelligent transportation systems KW - Texas UR - http://tti.tamu.edu/documents/1790-2.pdf UR - http://ntl.bts.gov/lib/22000/22000/22085/PB99160152.pdf UR - https://trid.trb.org/view/672798 ER - TY - RPRT AN - 00795429 AU - Jiang, Yong AU - Indiana Department of Transportation AU - Federal Highway Administration TI - TRAFFIC CHARACTERISTICS AND ESTIMATION OF TRAFFIC DELAYS AND USER COSTS AT INDIANA FREEWAY WORK ZONES PY - 1999/03 SP - 99 p. AB - This study was conducted to analyze the traffic flow characteristics of freeway work zones and the associated user costs based on the traffic data collected from Indiana freeways. The work zone capacities, vehicle speeds during congested and uncongested periods, and queue-discharge rates were first determined. Equations for estimating traffic delays at freeway work zones were also developed. Traffic delays at a work zone include the delays caused by vehicle deceleration when approaching the work zone, reduced vehicle speed through the work zone, time needed for vehicles to resume freeway speed after exiting the work zone, and vehicle queues at the work zone. Vehicle queues occur when traffic flow is higher than the traffic capacity of the work zone. Because of the randomness of traffic flow, vehicle queues may also form even when traffic flow is below the work zone capacity. The traffic delay equations were developed in this study for both when the arrival traffic flow is above the work zone capacity and when it is below the work zone capacity. In addition to the equations of work zone traffic delays, several equations of characteristics of individual vehicle queues were also developed and presented in this report. These equations can be used to estimate the maximum and average queue lengths of a vehicle queue for a given time period, the time needed to clear an individual vehicle in a vehicle queue, and the total and average traffic delays of a vehicle queue. Based on the traffic delay equations, a model was developed for calculating the excess user costs at work zones. The ability of dynamically predicting traffic flow rates with real-time data is essential for highway engineers to maintain smooth traffic flows at work zones. It would enable them to apply traffic control measures to prevent traffic congestion at work zones rather than to deal with traffic problems after traffic congestion already occurred. As part of the effort to improve traffic control at work zones, the time series theory and the Kalman filtering theory were applied in this study to adaptively predict traffic flow at the work zones on Indiana's freeways with real-time data. It was found that using the Kalman predictor in combination with the autoregressive process of time series could provide satisfactory dynamic predictions of work zone traffic flow. As traffic capacity values of Indiana's freeway work zones were determined in this study, a prediction of traffic flow also constitutes a prediction of traffic congestion. If the predicted traffic flow rate is equal to or greater than the traffic capacity, a traffic congestion is expected in the coming time period and appropriate traffic control actions can be taken to prevent the traffic congestion. The model of dynamic traffic flow and congestion prediction is also presented in this report. KW - Equations KW - Estimating KW - Freeways KW - Highway capacity KW - Indiana KW - Kalman filtering KW - Mathematical models KW - Queuing KW - Real time data processing KW - Time series analysis KW - Traffic congestion KW - Traffic delays KW - Traffic flow KW - Traffic flow rate KW - User costs KW - Work zone traffic control KW - Work zones UR - http://ntl.bts.gov/lib/15000/15800/15804/PB2000101044.pdf UR - https://trid.trb.org/view/654187 ER - TY - SER AN - 00789192 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - EFFECTS OF OPERATING PRACTICES ON COMMERCIAL DRIVER ALERTNESS PY - 1999/03 SP - 4 p. AB - This driving simulator study sought to assess truck driver fatigue or alertness as affected by non-driving, but on-duty activities, such as loading/unloading a vehicle. It also examined the effects of driver performance on extended hours of service - 14 hours on duty/10 hours off duty (12 hours daytime driving, 7 AM to 9 PM). Researchers examined driver performance over a 15-day period. In addition, the amount of nonduty time (rest and recovery) needed to reestablish baseline fitness for duty was investigated. KW - Alertness KW - Commercial vehicle operations KW - Days KW - Fatigue (Physiological condition) KW - Fitness for duty KW - Hours of labor KW - Loading and unloading KW - Nonduty time KW - Performance KW - Rest periods KW - Schedules KW - Simulation KW - Truck drivers UR - http://ntl.bts.gov/lib/10000/10100/10107/tb99-008.pdf UR - http://ntl.bts.gov/lib/10000/10100/10107/tb99-008.pdf UR - http://ntl.bts.gov/lib/15000/15700/15773/PB2000100799.pdf UR - https://trid.trb.org/view/650820 ER - TY - RPRT AN - 00789900 AU - Hawkins, H G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TRAFFIC CONTROL DEVICES IN TEXAS BORDER AREAS: SUMMARY OF RESEARCH AND RECOMMENDATIONS PY - 1999/03 SP - 90 p. AB - This report summarizes the findings of a three-year research project on comprehension of traffic control devices among drivers in Texas border areas. The research evaluated 116 different traffic control devices, which included 33 standard devices and numerous alternative designs for those standard devices. Evaluations consisted of driver surveys in which drivers were presented an image of a device and asked what it meant. Responses were recorded and later classified into categories that reflect understanding of the device. No changes are recommended for the large majority of the devices. Alternative Spanish-language or bilingual signs are recommended as supplements for six standard signs. Additional emphasis is recommended for three device categories. Three standard devices are recommended for modifications in design or use. Four devices are identified for future research efforts. KW - Bilingualism KW - Comprehension KW - Drivers KW - International borders KW - Recommendations KW - Road markings KW - Surveys KW - Texas KW - Texas-Mexico Border region KW - Traffic control devices KW - Traffic signals KW - Traffic signs UR - http://ntl.bts.gov/lib/16000/16200/16270/PB2000103313.pdf UR - https://trid.trb.org/view/648046 ER - TY - RPRT AN - 00784391 AU - BRW, Incorporated AU - Federal Highway Administration TI - PUBLIC TRANSPORTATION, JOBS AND WELFARE REFORM STUDY FOR BROWN, DANE, AND WOOD COUNTIES PY - 1999/03 SP - 178 p. AB - An initial "Public Transportation, Jobs and Welfare Reform Study" developed a methodology to document the spatial gap between welfare recipients and employment opportunities. This report applied the previously developed methodology to two smaller urbanized areas and a rural county in Wisconsin. Alternative transit service improvements were created which responded to the needs of smaller areas with fewer and more dispersed welfare recipients and employment sites. The study also produced a benefit/cost model for providing transit services that would link these welfare recipients to anticipated job opportunities. KW - Employment KW - Job opportunities KW - Public transit KW - Welfare recipients KW - Welfare reform KW - Wisconsin UR - https://trid.trb.org/view/636902 ER - TY - RPRT AN - 00783662 AU - Federal Highway Administration AU - Abacus Technology Corporation TI - SHARE THE ROAD CAMPAIGN RESEARCH STUDY FINAL REPORT PY - 1999/03 SP - 41 p. AB - This report documents the independent study and review of the Federal Highway Administration (FHWA), Office of Motor Carrier and Highway Safety's (OMCHS), Share the Road program called the No-Zone Campaign. The report provides an analysis of the scope of similar problems, identifies gaps, establishes a clear need for a Share the Road umbrella program/coalition, identifies strategies for establishing a coalition, and provides recommendations for future coordination and expansion of the Campaign and partnerships. The report is organized into five chapters: Introduction, No-Zone Campaign Evaluation, Similar Share the Road Program Review, Share the Road Coalition Analysis, and Recommended Actions for Improving the No-Zone Campaign. The purpose of the No-Zone Campaign is to help reduce car-truck crashes, injuries, fatalities, and property loss. The Campaign was launched in 1994 in response to Congress's request that the FHWA "educate the motoring public about how to safely share the road with commercial vehicles". Educating motorists on techniques to share the road safely is an important safety issue. In recent years, more than 400,000 crashes involving large trucks resulted in more than 5,300 deaths. The principal Campaign goal is to increase motorist awareness of commercial motor vehicle (CMV) limitations. The No-Zone represents areas around trucks and buses where vehicles are not visible to CMV drivers, thereby increasing the risk of a crash. KW - Automobiles KW - Buses KW - Commercial vehicles KW - Fatalities KW - Highway safety KW - Motor carriers KW - Multiple vehicle crashes KW - No passing zones KW - No-zone KW - No-Zone Campaign KW - Public information programs KW - Share the Road Campaign KW - Strategic planning KW - Traffic crashes KW - Traffic safety KW - Truck crashes KW - Truck traffic KW - Trucking safety KW - Trucks KW - Vehicle mix KW - Visibility UR - http://ntl.bts.gov/lib/22000/22100/22114/PB99162935.pdf UR - https://trid.trb.org/view/636802 ER - TY - RPRT AN - 00784604 AU - Cooper, C D AU - Keely, D K AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - COSCREEN98 USER'S MANUAL FOR THE FDOT INTERSECTION AIR QUALITY (CO) SCREENING MODEL PY - 1999/03 SP - 13 p. AB - As with the original Florida Department of Transportation carbon monoxide (CO) screening test - COSCREEN - the new version, COSCREEN98, attempts to screen major intersections by using a hypothetical four-legged intersection. COSCREEN98, however, represents a major change from the original COSCREEN. COSCREEN98 requires only a few more input data than the original COSCREEN, but is much more accurate about predicted CO concentrations near the intersection. The user inputs the region, the environment, the traffic volume, the approach speed, the year, and up to ten real receptors. This model then uses MOBILE5a and CAL3QHC2 to evaluate the intersection. This report contains the user's manual for COSCREEN98. KW - Air pollution KW - Air quality KW - Carbon monoxide KW - Computer models KW - Computer program documentation KW - Coscreen98 (Computer program) KW - Intersections UR - http://ntl.bts.gov/lib/22000/22100/22148/PB99165060.pdf UR - https://trid.trb.org/view/637037 ER - TY - RPRT AN - 00784603 AU - Cooper, C D AU - Keely, D K AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - COSCREEN98 UPDATE TO WINDOWS PY - 1999/03 SP - 36 p. AB - An air quality screening model serves a very useful purpose. The use of a screening model enables an air quality analyst to quickly eliminate from further consideration those project intersections that pose no significant threat of an air quality violation, and focus his or her attention on those intersections that are problematic. Of course, to qualify as a good screening tool, it must be easy to use and must be conservative in its assumptions. COSCREEN98 is a true Windows program and is very easy to use. In addition, it contains within it both MOBILE5a and CAL3QHC2, the U.S. Environmental Protection Agency's required or preferred models for doing air quality analyses of roads and intersections. Furthermore, it has the ability to model different regions within the state, and includes three different land use options. Thus the new model is more accurate and defensible than the old version. KW - Air pollution KW - Air quality KW - Carbon monoxide KW - Computer models KW - Coscreen98 (Computer program) KW - Highways KW - Intersections UR - https://trid.trb.org/view/637036 ER - TY - RPRT AN - 00784560 AU - DeBlasio, A J AU - Jackson, D AU - Tallon, A C AU - Powers, G M AU - O'Donnell, J P AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - SUCCESSFUL APPROACHES TO DEPLOYING A METROPOLITAN INTELLIGENT TRANSPORTATION SYSTEM. FINAL REPORT AND APPENDICES PY - 1999/03 SP - 700 p. AB - On February 26, 1996, the United States Department of Transportation issued a request for participation in the Intelligent Transportation Systems (ITS) Model Deployment Initiative (MDI). The MDIs were envisioned to be demonstrations and showcases of the measurable benefits resulting from the application of an integrated, region-wide approach to transportation management and the provision of traveler information services. The first model deployment initiative focused on metropolitan locations, and four metropolitan sites were selected: Phoenix, Arizona; San Antonio, Texas; Seattle, Washington; and the New York-New Jersey-Connecticut Metropolitan Area. Volpe Center analysts examined the institutional and other nontechnical impediments that public sector participants encountered in deploying ITS, changes made to address these impediments, benefits of making these pre-deployment changes, and the costs associated with them. They then analyzed this information with respect to its applicability to other metropolitan areas that are developing and deploying ITS. This led to the identification on nine approaches that were used successfully by the public sector participants at the MDI sites and other locations that representatives of other metropolitan areas may use to facilitate deployment. KW - Demonstration projects KW - Deployment KW - Intelligent transportation systems KW - Metropolitan areas KW - Model Deployment Initiative KW - New York Metropolitan Area KW - Phoenix (Arizona) KW - San Antonio (Texas) KW - Seattle (Washington) UR - http://ntl.bts.gov/lib/21000/21700/21704/PB99134793.pdf UR - http://ntl.bts.gov/lib/9000/9700/9767/6JN01.pdf UR - https://trid.trb.org/view/637019 ER - TY - RPRT AN - 00784534 AU - DiMaggio, J AU - Saad, T AU - Allen, T AU - Christopher, B R AU - DiMillio, A AU - Goble, G AU - Passe, P AU - Shike, T AU - Person, G AU - American Trade Initiatives AU - Federal Highway Administration TI - GEOTECHNICAL ENGINEERING PRACTICES IN CANADA AND EUROPE PY - 1999/03 SP - 88 p. AB - This summary report highlights the March 1998 Federal Highway Administration (FHWA) scanning team organized to review and document developments in load and resistance factor design (LRFD) methods and alternative contracting practices related to geotechnical engineering features in Canada, Germany, France, Denmark, Norway, and Sweden. Scan team members represented geotechnical and structural engineering representatives from the Federal, State, and private industry sectors. Team members explored how countries applied Eurocode 7 - the common geotechnical code recently introduced and based on a limit-state, LRFD approach - and used innovative contracting practices and design-build projects to counteract reduced role and funding by national transportation agencies. The report chronicles the team's findings, observations, and recommendations, including the importance of close communication between structural and geotechnical engineers on projects, the strong commitment to implement limit-state design, and the need to define characteristic soil properties based on measured distribution and quality of property. In terms of contracting innovations, members found that the countries visited have rejected low-bid awards in favor of best-bid awards that emphasize long-term performance and value. Contractors are generally prequalified and are often allowed to submit design alternatives on projects. The team also learned of innovative technical developments including Denmark's dewatering technology and German tunneling work. The report includes a bibliography and resource and contract information, by country. KW - Canada KW - Contracting KW - Denmark KW - Design build KW - Dewatering KW - Eurocode KW - France KW - Geotechnical engineering KW - Germany KW - Innovation KW - Load and resistance factor design KW - Mechanically stabilized earth KW - Norway KW - Performance based specifications KW - Study tours KW - Sweden KW - Tunneling KW - Ultimate load design UR - http://international.fhwa.dot.gov/pdfs/geotech.pdf UR - http://ntl.bts.gov/lib/22000/22200/22204/PB99167611.pdf UR - http://ntl.bts.gov/lib/8000/8300/8396/geotech.pdf UR - https://trid.trb.org/view/636985 ER - TY - RPRT AN - 00780328 AU - ANDERSON, P AU - Tepper, B AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - KENTUCKY TRANSPORTATION CABINET'S EMPLOYEE SATISFACTION SURVEY REPORT PY - 1999/03 SP - n.p. AB - The purpose of this survey was to establish the baseline attitude of Kentucky Transportation Cabinet employees concerning work environment and morale. KW - Attitudes KW - Employees KW - Kentucky KW - Kentucky Transportation Cabinet KW - Morale KW - State departments of transportation KW - Surveys KW - Work environment UR - http://ntl.bts.gov/lib/15000/15900/15913/PB2000101695.pdf UR - https://trid.trb.org/view/510237 ER - TY - RPRT AN - 00778836 AU - Ishimaru, J M AU - Hallenbeck, M E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - CENTRAL PUGET SOUND FREEWAY NETWORK USAGE AND PERFORMANCE PY - 1999/03 SP - 88 p. AB - This summary report presents an overview of the level of traveler usage (e.g., how many vehicles use the freeways) and travel performance (e.g., how fast they are traveling, where and how often congestion occurs) on the principal urban freeways in the central Puget Sound area for 1997. Data presented in this report were collected by the Washington State Department of Transportation's (WSDOT's) freeway surveillance system. The project that led to this report is intended to meet two separate purposes: 1) to enhance WSDOT's ability to monitor and improve its traffic management efforts on Seattle-area highways, and 2) to provide useful information to the public and decision makers about the status of the freeway system's operational performance. This report is primarily intended to meet the second of these objectives. However, the software developed for this project and many of the graphics presented in this report are directly applicable to the first objective. This report is one of three products resulting from this WSDOT project. In addition to this report, this project produced a set of software tools to assist in freeway data analysis, as well as a technical report describing the evaluation approach, process, and analytical tool set that were developed to analyze freeway usage and performance in the central Puget Sound region. The freeways studied in this project are managed by WSDOT using its FLOW system, a coordinated network of traffic monitoring, measuring, information dissemination, and control devices that operates on urban state and Interstate highways in the central Puget Sound region. KW - Freeways KW - Highway traffic control KW - Monitoring KW - Performance KW - Puget Sound Region KW - Traffic congestion KW - Traffic surveillance KW - Urban areas KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/466.1.pdf UR - https://trid.trb.org/view/508713 ER - TY - RPRT AN - 00778837 AU - Ishimaru, J M AU - Hallenbeck, M E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - FLOW EVALUATION DESIGN TECHNICAL REPORT PY - 1999/03 SP - 104 p. AB - This report describes an evaluation approach, process, and analytical tool set that were developed to analyze freeway usage and performance in the central Puget Sound region. It also functions as a user's guide, describing the range of performance measures used and the methods and tools available to estimate them, along with step-by-step instructions. This report also serves the important purpose of documenting the analytical assumptions and limitations of the evaluation method. This report is one of three products of a Washington State Department of Transportation (WSDOT) project to enhance the department's ability to monitor and improve its traffic management efforts on Seattle-area highways, and to provide useful information to the public and decision makers about the status of the freeway system's operational performance. This report is primarily intended to meet the first of these objectives. In addition to this report, this project produced a set of software tools to assist in freeway data analysis, as well as a research report documenting the level of traveler usage and travel performance on the principal urban freeways in the central Puget Sound area for 1997. The freeways studied in this project are managed by WSDOT using its FLOW system, a coordinated network of traffic monitoring, measuring, information dissemination, and control devices that operates on urban state and Interstate highways in the central Puget Sound region. The data analysis procedures described in this report are intended to facilitate a series of periodic evaluations of the central Puget Sound urban highway network and the WSDOT FLOW system. They were also designed to have general capabilities, so that they can be employed at any freeway location of interest, provided that the appropriate data have been collected. This evaluation process focuses on mainline (GP and HOV) performance measures; plans call for eventual expansion of the process to include other aspects of the WSDOT FLOW system. KW - Freeways KW - Highway traffic control KW - Monitoring KW - Performance KW - Puget Sound Region KW - Traffic congestion KW - Urban areas KW - Washington (State) UR - http://depts.washington.edu/trac/bulkdisk/pdf/466.2.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/466.2.pdf UR - https://trid.trb.org/view/508714 ER - TY - RPRT AN - 00771253 AU - Wilson, C J AU - Darter, M I AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - INTERSTATE 80 PAVEMENT REHABILITATION CORRIDOR STUDY PY - 1999/03 SP - 39 p. AB - This report presents findings on the past, present, and expected future performance and rehabilitation needs of the pavement on the Interstate 80 (I-80) highway corridor that traverses northern Illinois. The results presented herein cover the time period from initial construction in the 1960s through 2015. The objective of this study is to provide information for Illinois Department of Transportation management and engineers to assist in maintaining this critical east-west highway in operating condition and to determine the funding needed for long-term planning and programming. The results are also useful in planning a future rehabilitation strategy to minimize disruption to the traveling public. KW - Illinois KW - Interstate highways KW - Long range planning KW - Pavement performance KW - Programming (Planning) KW - Rehabilitation (Maintenance) UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-102.pdf UR - https://trid.trb.org/view/488343 ER - TY - RPRT AN - 00769287 AU - Pietrucha, M T AU - Garvey, P M AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - PENNSYLVANIA ROAD SAFETY AUDIT PILOT PROGRAM PY - 1999/03 SP - 38 p. AB - The road safety audit is a process wherein a team of experts attempts to identify features of the highway operating environment that could be potentially dangerous and works to eliminate or change these features during the different phases of design. The Pennsylvania Department of Transportation (PennDOT) is in the process of formulating a safety audit process incorporated into PennDOT's current design function. As a follow on to this prior work, PennDOT launched a pilot safety audit program to determine if the safety audit process is a valuable tool, and if so, how to expand its use in Pennsylvania. Based on the observations of the implementation teams and the research team, it is recommended that PennDOT expand the road safety audit process in the Department. It is recognized that given the size, complexity, and organizational structure of the Department, the type of safety audit review program that can be implemented must reflect practical considerations. An expansion of the pilot program or a staged implementation of the process might be warranted before a fully executed program can be realized. KW - Auditing KW - Highway design KW - Highway operations KW - Highway safety KW - Pennsylvania KW - Pennsylvania Department of Transportation UR - http://ntl.bts.gov/lib/22000/22100/22141/PB99164709.pdf UR - https://trid.trb.org/view/503296 ER - TY - RPRT AN - 00765976 AU - Parham, A H AU - Fitzpatrick, K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - INVESTIGATING SPEED MANAGEMENT TECHNIQUES PY - 1999/03 SP - 36 p. AB - Speeding and speed control are often considered critical issues on residential and collector streets. Activities to reduce speed and volume on residential streets have recently been gathered under the term traffic calming. Speed management goes beyond traffic calming by examining higher speed facilities, such as arterials, in addition to residential and collector streets. Integrating speed management techniques on residential, collector, and arterial streets can encourage traffic to use major roadways rather than residential streets and can address need on an areawide basis rather than for an isolated roadway or intersection. The "Handbook of Speed Management Techniques" was developed to identify speed management techniques used throughout the country and to give practitioners basic information regarding their use. The Handbook includes descriptions, photographs, experiences of agencies that have used the techniques, and lessons learned. KW - Arterial highways KW - Handbooks KW - Management KW - Residential streets KW - Speed control KW - Traffic calming KW - Traffic speed UR - http://ntl.bts.gov/lib/22000/22000/22057/PB99157927.pdf UR - https://trid.trb.org/view/502437 ER - TY - RPRT AN - 00765878 AU - Clowers, K A AU - Kansas Department of Transportation AU - Federal Highway Administration TI - SEVENTY-FIVE YEARS OF AGGREGATE RESEARCH IN KANSAS PY - 1999/03 SP - 56 p. AB - The Kansas Department of Transportation (KDOT) has a long history of aggregate research directed towards finding the most reliable and durable aggregate for highway construction. Beginning with a study on freeze thaw durability in 1928, this paper summarizes the historical development of aggregate research conducted over the last 75 years. Research studies have focused predominantly on freeze-thaw damage (D-cracking) and alkali-silica reaction (ASR). This research has contributed significantly towards the development of current specifications. Today KDOT pavements are relatively free of ASR and D-cracking. Current test methods and concrete aggregate specifications have been included in an Appendix. KW - Aggregates KW - Alkali silica reactions KW - D cracking KW - Freeze thaw durability KW - History KW - Kansas KW - Research KW - Specifications KW - Test procedures UR - http://ntl.bts.gov/lib/7000/7500/7570/765878.pdf UR - https://trid.trb.org/view/502342 ER - TY - RPRT AN - 00765861 AU - Gharaibeh, N G AU - Darter, M I AU - Heckel, L B AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - FIELD PERFORMANCE OF CONTINUOUSLY REINFORCED CONCRETE PAVEMENT IN ILLINOIS PY - 1999/03 SP - 57 p. AB - This report reviews the design and performance of continuously reinforced concrete pavement (CRCP) in Illinois. Illinois has built over 4,267 two-lane km (2,650 mi) of CRCP on the Interstate system since the mid-1950s. CRCP has been constructed on nearly all urban freeways in the Chicago area and has shown excellent performance under severe weather and heavy traffic conditions. The effect of key design and construction parameters on long-term CRCP performance is investigated using a database that was compiled based on field surveys conducted from 1977 to 1994 by the Illinois Department of Transportation. Analysis of the data shows the following variables have significant effects on performance: longitudinal reinforcement content (greatest effect of all variables), slab thickness (also very significant), traffic load applications, depth of reinforcement, base type, and D-cracking of concrete. CRCP built with tubes or chairs exhibited overall about the same performance. Experimental field studies in Illinois showed that depth of reinforcement has a large effect on crack width and, eventually, on punchouts. KW - Base course (Pavements) KW - Continuously reinforced concrete pavements KW - D cracking KW - Field studies KW - Illinois KW - Longitudinal reinforcement KW - Pavement cracking KW - Pavement design KW - Pavement performance KW - Punchouts KW - Reinforcement depth KW - Thickness KW - Traffic loads KW - Width UR - http://ntl.bts.gov/lib/21000/21800/21881/PB99146441.pdf UR - https://trid.trb.org/view/502325 ER - TY - RPRT AN - 00765860 AU - Bham, G H AU - Hicks, J E AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - WORK ZONES AND THEIR IMPACT ON USER COSTS PY - 1999/03 SP - 27 p. AB - This report defines a work zone, its capacity, and how it is estimated. The importance of capacity is also mentioned since it is directly used in the calculation of user delay due to a work zone. The impact of delay on user costs is also discussed. A methodology is presented which relates queue delay with Average Daily Traffic (ADT). Queue delay due to a work zone is calculated using a plot between time, cumulative volume, and capacity. The area between the curves represents queue delay. Three software packages are evaluated for calculation of user delay and cost due to a work zone. None of them were adequate for calculating delay due to queue formation. KW - Average daily traffic KW - Highway capacity KW - Impacts KW - Software KW - Traffic delays KW - Traffic queuing KW - User costs KW - Work zones UR - http://ntl.bts.gov/lib/21000/21800/21880/PB99146433.pdf UR - https://trid.trb.org/view/502324 ER - TY - RPRT AN - 00764787 AU - Kimball, C E AU - Mayer, J B AU - Southwest Research Institute AU - New England Transportation Consortium AU - Federal Highway Administration TI - FULL-SCALE CRASH EVALUATION OF THE NETC 4-BAR SIDEWALK-MOUNTED STEEL BRIDGE RAILING PY - 1999/03 SP - 159 p. AB - This report presents the results of three National Cooperative Highway Research Program (NCHRP) Report 350, Test Level 4 (TL-4) crash tests conducted on a sidewalk-mounted steel bridge railing designed by the New England Transportation Consortium (NETC). The test vehicles included an 820-kg small car, a 2000-kg pickup truck, and an 8000-kg single-unit van truck. Barrier performance was determined to be acceptable for the TL-4 Longitudinal Barrier category outlined in NCHRP Report 350. KW - Bridge railings KW - Compact automobiles KW - Impact tests KW - NCHRP Report 350 KW - Performance evaluations KW - Pickup trucks KW - Test vehicles KW - Trucks UR - http://ntl.bts.gov/lib/21000/21700/21721/PB99137507.pdf UR - https://trid.trb.org/view/497691 ER - TY - SER AN - 00763325 JO - Analysis Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - NEW ENTRANT SAFETY RESEARCH PY - 1999/03 SP - 4 p. AB - Deregulation of the motor carrier industry combined with a period of sustained economic growth has resulted in sizeable increases in the number of new motor carriers entering interstate operation. Discussions with key stakeholders in the motor carrier safety environment and previous academic studies have suggested that the safety performance and regulatory compliance of these "new entrants" may be significantly worse than the performance and compliance of more experienced carriers. This investigation examines the need for and the possible elements of a program to improve the safety performance and regulatory compliance of new entrants. It focuses specifically on regulatory compliance and crash rates as they relate to a motor carrier's time in interstate operations. The results show a substantial age-related pattern of compliance. There is clear evidence of a safety regulation compliance learning curve. KW - Compliance KW - Crash rates KW - Entrepreneurs KW - Interstate commerce KW - Motor carriers KW - Regulations KW - Safety UR - http://ntl.bts.gov/lib/10000/10000/10086/ab99-009.pdf UR - https://trid.trb.org/view/500690 ER - TY - RPRT AN - 00763217 AU - Ault, J P AU - Farschon, C L AU - Ocean City Research Corporation AU - Federal Highway Administration TI - ADHESION CRITERIA BETWEEN WATER-BASED INORGANIC ZINC COATINGS AND THEIR TOPCOATS FOR STEEL PY - 1999/03 SP - 67 p. AB - This report presents the results of a test program designed to investigate, in the laboratory, possible causes for failure of water-based inorganic zinc (WBIOZ) coatings. Failures observed in the field have consisted of either topcoat delamination or the appearance of "freckle rusting" in the cured WBIOZ primer. There are many hypotheses regarding the cause of these failures, but no sufficient explanation exists. Furthermore, there are no proven means to ensure that failures do not occur. The general consensus of the literature is that the failures relate to improper cure of the WBIOZ primer. This improper curing is further hypothesized to relate to environmental conditions. The project initially focused on identifying what relationship, if any, existed between environmental conditions and the observed failure modes. Since a definitive relationship did not exist, further testing was conducted to investigate the effects of substrate salt contamination, improper zinc content in the mixed coating, and the effects of rinsing the primer before topcoating. This report presents the more practical results of the study. It demonstrates that environmental conditions may be a contributing cause of the failures but are not the primary cause. Substrate salt contamination and improper mixing of the coating were shown to cause freckle rusting. Acrylic topcoat delamination was related to residual alkaline compounds on the primer surface. The surface pH was reduced by applying a dilute acid solution or by weathering for 2 weeks in a northeastern marine atmosphere. Additional ways of reducing the surface pH (weathering or otherwise) should be investigated. KW - Adhesion KW - Concrete curing KW - Delamination KW - Environmental conditions KW - Laboratory tests KW - Mix design KW - pH value KW - Rusting KW - Salts KW - Steel KW - Topcoat KW - Zinc coatings UR - http://ntl.bts.gov/lib/21000/21900/21928/PB99149007.pdf UR - https://trid.trb.org/view/497244 ER - TY - JOUR AN - 00763537 JO - Public Roads PB - Federal Highway Administration AU - Neff, L AU - Federal Highway Administration TI - FHWA'S COMPUTER SYSTEMS ARE READY FOR THE YEAR 2000 PY - 1999/03 VL - 62 IS - 5 SP - p. 40-42 AB - To provide federal agencies with a logical plan of attack for the Year 2000 (Y2K) problem, the Office of Management and Budget (OMB) set up a five-phased approach with deadlines for each phase for mission-critical systems: awareness--December 31, 1996; assessment--August 31, 1997; renovation--September 30, 1998; validation/testing--January 31, 1999; and implementation--March 31, 1999. All of the Federal Highway Administration's (FHWA) Y2K work for all five phases has been completed according to the OMB schedule. To provide information on FHWA's Y2K program and easy access to the Y2K programs and best practices of other organizations, they created the FHWA Year 2000 Web page (http://www.fhwa.dot.gov/y2k/index.htm), which provides quick links to extensive information on the Y2K Web sites of the state Departments of Transportation (DOTs) and many other transportation organizations, as well as to other federal agencies involved in Y2K issues. Because many traffic control systems either run on a time-of-day mode or use time-of-day mode as a back-up for a real-time or traffic-responsive mode of operation, they can present special Y2K problems. FHWA has recommended that each organization that operates traffic control systems contact each system's developer and/or supplier to determine if that system will be affected by the Y2K problem. The Transportation Research Board (TRB) included three major Y2K programs in their January 1999 annual TRB meeting. KW - Computers KW - Information systems KW - State departments of transportation KW - Traffic control centers KW - Traffic control devices KW - Transportation Research Board KW - U.S. Department of Transportation KW - U.S. Federal Highway Administration KW - Websites (Information retrieval) KW - Year 2000 date conversion UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/y2k.cfm UR - https://trid.trb.org/view/500865 ER - TY - JOUR AN - 00763539 JO - Public Roads PB - Federal Highway Administration AU - Berg, J T AU - Young, F B AU - Federal Highway Administration TI - VALUE PRICING HELPS REDUCE CONGESTION PY - 1999/03 VL - 62 IS - 5 SP - p. 47-52 AB - The Transportation Equity Act for the 21st Century (TEA-21) created the Value-Pricing Pilot Program, which replaced the Congestion-Pricing Pilot Program in the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). In reauthorizing the program, Congress recognized that value pricing is a new and innovative approach to congestion relief and that much remains to be learned about its effectiveness in different urban settings. Using price to allocate space on congested roads involves charging relatively higher prices for travel during periods of peak demand than in other periods. Faced with these premium charges, travelers would be encouraged to eliminate lower-valued trips, or take them at a different time, or to choose alternative routes or modes. A critically important aspect of value pricing is that while it is reducing the economic waste associated with congestion, it is also generating revenues that can be used to provide benefits to a broad spectrum of road users. Possibilities include funding necessary improvements to the transportation infrastructure, providing improved transportation alternatives, or reducing (or not increasing) other transportation user charges or other local taxes. Three operating pilot projects were launched under the auspices of ISTEA: San Diego, California; Houston, Texas; and Lee County, Florida. In 1995, the first variable-priced and fully automated highway in the United States began operation in Orange County, California. Feasibility studies have been undertaken in several areas, including Los Angeles, San Francisco, and Sonoma County, California; Westchester and Rockingham counties, New York; Boulder, Colorado; Minneapolis, Minnesota; and Portland, Oregon. Pricing projects in Singapore, Norway, France, and Canada illustrate the progress being made in other countries. KW - Canada KW - Congestion management systems KW - Congestion pricing KW - Demonstration projects KW - Feasibility analysis KW - France KW - Highway traffic KW - Houston (Texas) KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Lee County (Florida) KW - Norway KW - Orange County (California) KW - Road pricing KW - San Diego (California) KW - Singapore KW - Transportation Equity Act for the 21st Century KW - United States KW - Value of service pricing KW - Variable costs UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/pricing.cfm UR - https://trid.trb.org/view/500867 ER - TY - JOUR AN - 00763538 JO - Public Roads PB - Federal Highway Administration AU - Crenshaw, P AU - Federal Highway Administration TI - "STEPS FOR ACTION"--MAKING SURE ITS IS READY FOR THE YEAR 2000 PY - 1999/03 VL - 62 IS - 5 SP - p. 43-46 AB - At the annual meeting of the Intelligent Transportation Society of America on May 5, 1998, Deputy Secretary of Transportation Mortimer L. Downey sounded a call to action, announcing a national summit of the intelligent transportation systems (ITS) community to address Year 2000 (Y2K) computer problems in ITS. The one-day summit entitled, Partners for ITS Y2K Awareness to Action, served as the kick-off for a 500-day campaign to resolve the Y2K problems in ITS. A product of the summit is Steps for Action, a compilation of information for addressing Y2K problems from the educational, management, technical, and institutional perspectives. The participants at the summit represented industry; federal, state, and local governments; and systems operators in all modes of surface transportation, including transit, highway, and rail. Summit participants identified characteristics of a successful Y2K compliance initiative, as well as pitfalls to be avoided and some of the barriers to effective management of ITS Y2K repairs. KW - Computers KW - Highway transportation KW - Information systems KW - Intelligent transportation systems KW - Planning KW - Public transit KW - Rail transit KW - Railroad transportation KW - Year 2000 date conversion UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/y2ksteps.cfm UR - https://trid.trb.org/view/500866 ER - TY - JOUR AN - 00763540 JO - Public Roads PB - Federal Highway Administration AU - Sienicki, D AU - Federal Highway Administration TI - ANALYSIS AND INFORMATION ONLINE: AN INTRANET APPLICATION PY - 1999/03 VL - 62 IS - 5 SP - p. 61-62 AB - For more than a year, employees of the Federal Highway Administration's Office of Motor Carrier and Highway Safety (OMCHS) have been using a powerful World Wide Web-based information and analysis tool designed to provide quick and efficient access to a wide spectrum of descriptive statistics and analyses about commercial motor carrier safety and the programs and countermeasures that OMCHS and its partners have implemented to promote safety. This analysis and information (A&I) system is currently located on a Web server at the John A. Volpe National Transportation Systems Center in Cambridge, Massachusetts, and has been designed to work within the Department of Transportation's intranet environment, known as the Interdepartmental Network. A&I currently consists of five modules: SafeState Online, Crash Profiles Online, Program Performance Measures, Current Analysis Results, and A&I Points of Contact. The A&I site will gradually evolve into an analytical tool to support the needs of OMCHS staff by interpreting data, identifying safety problem areas, and prescribing solutions, particularly recurring requirements. OMCHS recognizes that A&I would also be of use to users not connected to the IDN, but certain data within the A&I site are sensitive. Therefore, to support a public site, the A&I architecture will need to be modified so that it can be password-protected or will have to be changed so that it contains only nonsensitive information. In this way, components of A&I may be released to the general public through the Internet. KW - Commercial vehicle operations KW - Commercial vehicles KW - Countermeasures KW - Crash data KW - Highway safety KW - Information processing KW - Information systems KW - Internet KW - Intranet KW - Motor carriers KW - Safety programs KW - Statistical analysis KW - U.S. Department of Transportation KW - U.S. Federal Highway Administration KW - U.S. Office of Motor Carrier and Highway Safety KW - Vehicle safety KW - Websites (Information retrieval) UR - https://trid.trb.org/view/500868 ER - TY - JOUR AN - 00763535 JO - Public Roads PB - Federal Highway Administration AU - Massucco, J AU - Cagle, J AU - Federal Highway Administration TI - GETTING SMOOTHER PAVEMENT PY - 1999/03 VL - 62 IS - 5 SP - p. 27-31 AB - The May 1996 report of a national highway-user survey revealed that pavement smoothness was the public's top priority for improving the nation's highways. The pavement smoothness specification pioneered by the Arizona Department of Transportation (ADOT) has the potential to be a tremendous tool to meet that need. ADOT has incorporated into their contracts a specification that sets a goal for smoothness and then pays the contractors extra money--above the contract amount--for attaining or surpassing that goal. The smoother the highway, the more incentive money the contractor receives. Contractors have responded to the rewards, and the people of Arizona are getting smoother, longer-lasting highways that are costing virtually the same as their earlier, rougher pavements. A primary method of controlling smoothness is by maintaining a slower, nonstop paving process. Contractors have also found that they must be more protective of the pavers' operation; hauling units must not bump the paver. With the paver moving at a slower speed, the rollers can easily keep up and compaction is improved. KW - Arizona KW - Contractors KW - Cost effectiveness KW - Incentives KW - Pavement performance KW - Pavements KW - Pavers KW - Paving KW - Public opinion KW - Quality control KW - Quality of work KW - Rollers KW - Smoothness KW - State departments of transportation UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/smoothie.cfm UR - https://trid.trb.org/view/500863 ER - TY - JOUR AN - 00763536 JO - Public Roads PB - Federal Highway Administration AU - Braswell, B J AU - Federal Highway Administration TI - BROWNFIELDS AND BIKEWAYS: MAKING A CLEAN START PY - 1999/03 VL - 62 IS - 5 SP - p. 32-39 AB - The term "brownfields" describes abandoned, idled, or underused commercial, industrial, or institutional properties, where investment for redevelopment or reuse is discouraged by the presence of light to moderate contamination from hazardous substances. The president's Brownfields Economic Redevelopment Initiative provides assistance and incentives to states, local communities, and the private sector for the assessment, cleanup, and economic reuse of these properties. The Woonasquatucket River Greenway Project, a partnership between the state of Rhode Island and the city of Providence, is one of the 16 Brownfields Showcase Communities projects, which allowed the sponsors of the project to pull together a number of traditional and innovative sources of funding and technical assistance. The project encompasses two brownfields sites: Riverside Mills and the Lincoln Lace and Braid Mill. The Greenway Project includes building a 7-km bicycle and pedestrian path stretching from the Johnston-Providence line to Waterplace Park in downtown Providence. Waterplace Park is an example of a completed urban redevelopment project and serves as an anchor for the ongoing effort along the rest of the river. Another extremely important transportation link was restored when the Rhode Island Department of Transportation, in conjunction with the Federal Highway Administration, rebuilt the Sheridan Street Bridge--a pedestrian facility over the Route 6 freeway. The Greenway Project represents an example of stimulating economic redevelopment in a disadvantaged community through the creation of an urban greenway system. It is a manageable project with clearly defined areas for strategic investment and a realistic potential for promoting residential stabilization and economic revitalization. KW - Bikeways KW - Brownfields KW - Economic growth KW - Environmental protection KW - Pedestrian areas KW - Pedestrians KW - Providence (Rhode Island) KW - Rhode Island KW - Soil remediation KW - Urban development KW - Urban renewal KW - Urban transportation KW - Woonasquatucket River UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/brownfie.cfm UR - https://trid.trb.org/view/500864 ER - TY - JOUR AN - 00763534 JO - Public Roads PB - Federal Highway Administration AU - Mori, M AU - Federal Highway Administration TI - GETTING AROUND IN JAPAN: THE STATUS AND CHALLENGES OF ITS PY - 1999/03 VL - 62 IS - 5 SP - p. 22-26 AB - In Japan, four ministries and an agency are working together and making significant progress in establishing effective and efficient intelligent transportation systems (ITS). The Vehicle Information and Communication System (VICS) has entered into the nationwide developmental stage, and the Electronic Toll Collection System (ETC) is moving ahead toward actual deployment. In the year 2000, Advanced Cruise-Assist Highway Systems (AHS) demonstrations will be conducted as a step toward real operations. The Ministry of Construction is embarking on the Intelligent Road Scheme/Smartway 2001 leading to a road with ITS specifications boasting the latest technologies. With the support of the Vehicle, Road and Traffic Intelligence Society (VERTIS), an organization established jointly by Japanese industry and academia, the five governmental bodies are working on the development of the ITS system architecture and are hoping to release it in the spring of 1999. KW - Advanced driver information systems KW - Automated highway systems KW - Automated highways KW - Automated toll collection KW - Automated vehicle control KW - Automobile navigation systems KW - Autonomous intelligent cruise control KW - Communication systems KW - Intelligent control systems KW - Intelligent transportation systems KW - Intelligent vehicles KW - Japan KW - State of the art KW - System design KW - Technological innovations KW - Technology transfer KW - Utilization UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/japan.cfm UR - https://trid.trb.org/view/500862 ER - TY - JOUR AN - 00763533 JO - Public Roads PB - Federal Highway Administration AU - Ghasemi, H AU - Federal Highway Administration TI - SEISMIC PROTECTION OF BRIDGES PY - 1999/03 VL - 62 IS - 5 SP - p. 15-21 AB - During the past 2 decades, bridge engineers have gained a better understanding of the behavior of structures during an earthquake. The ductility-design philosophy is the mainframe of modern seismic-design guidelines in the United States and most countries abroad. While this design philosophy provides safety against collapse, it tends to be costly because of the damage induced in plastic-hinge zones and to the severe lateral displacements that can occur even in a moderate earthquake. Therefore, in recent years, design engineers have sought an alternative design philosophy that avoids or limits damage to a bridge to maintain postearthquake serviceability. Seismic isolation has emerged as one of the most promising retrofitting strategies for improving the seismic performance of existing bridges. It is also an attractive approach for new construction when conventional design is not suitable or economical. In January 1994, the Federal Highway Administration, California Department of Transportation, and the Highway Innovative Technology Evaluation Center cooperated in launching a full-scale, dynamic testing and evaluation program of readily available seismic isolation and energy dissipation systems. A total of 11 domestic and international manufacturers completed the testing program. The program is expected to increase the confidence level of bridge owners and lead them to consider and use isolation/damping technology cost-effectively to protect otherwise vulnerable structures from more severe earthquake damage. In addition, it will provide useful data to academic researchers. KW - Bridge engineering KW - Bridges KW - Damping (Engineering) KW - Design KW - Dynamic tests KW - Earthquake resistant design KW - Earthquake resistant structures KW - Earthquakes KW - Energy absorption KW - Highway bridges KW - Retrofitting KW - State departments of transportation KW - Technological innovations KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/seismic.cfm UR - https://trid.trb.org/view/500861 ER - TY - JOUR AN - 00763530 JO - Public Roads PB - Federal Highway Administration AU - Cirillo, J A AU - Federal Highway Administration TI - MAKING IT HAPPEN: IMPLEMENTING THE FHWA RESTRUCTURING PLAN PY - 1999/03 VL - 62 IS - 5 SP - p. 2-4 AB - This article describes the progress on implementing both the field and headquarters restructuring plans for the Federal Highway Administration (FHWA). Restructuring began on May 13, 1998, with the delegation of virtually all program responsibility previously assigned to the nine regional offices to the 52 division offices. In June 1998, the Phase II Restructuring Task Force developed the final design for the four resource centers created to support the divisions, and on July 30, 1998, the selection of Baltimore, Maryland; Atlanta, Georgia; Olympia Fields (Chicago, Illinois); and San Francisco, California as the locations of the resource centers was announced. Effective October 1, 1998, the employees of the regional offices that were eliminated became "virtual" members of the resource centers. In January 1999, all headquarters employees were reassigned to one of the five core business units or eight crosscutting service business units in the new matrix structure. At the end of January, the reassignment of some headquarters employees to the field, combined with a small number of new headquarters positions created by restructuring, provided an opportunity for all FHWA employees to consider reassignment. KW - Federal government agencies KW - Organizations KW - Personnel management KW - Reorganization KW - Restructuring KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/restruc2.cfm UR - https://trid.trb.org/view/500858 ER - TY - JOUR AN - 00763532 JO - Public Roads PB - Federal Highway Administration AU - Peaks, H E AU - HAYES, S AU - Federal Highway Administration TI - BUILDING ROADS IN SYNC WITH COMMUNITY VALUES PY - 1999/03 VL - 62 IS - 5 SP - p. 7-14 AB - The challenge for today's highway design community is to find design solutions, as well as operational options, that result in full consideration of road safety and mobility while preserving and protecting the environmental and cultural values affected by transportation facilities. Training and education programs must re-emphasize three critical areas: planners and designers must actively seek public involvement at the earliest possible time and throughout the process; they must develop designs that meet the needs of specific sites rather than attempting to use centralized, standardized solutions, recognizing that different communities may have different values and priorities; and they must consider using the flexibility contained in the current design guidelines--or seek a design exception--instead of automatically opting for the high-end solution by giving priority to capacity over environmental, historic preservation, and neighborhood-protection concerns. In 1997, the Federal Highway Administration (FHWA) joined forces with the American Association of State Highway and Transportation Officials (AASHTO) and other interested groups to design a companion guide to the Green Book, entitled "Flexibility in Highway Design." The purpose of the guide is to provide examples, ideas, and options on which the planners and designers can draw to produce better, more environmentally sensitive projects. KW - Aesthetics KW - Communities KW - Design KW - Environmental design KW - Highway design KW - Highway engineering KW - Residential streets UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/flexdsgn.cfm UR - https://trid.trb.org/view/500860 ER - TY - JOUR AN - 00763531 JO - Public Roads PB - Federal Highway Administration AU - Jones, F AU - Federal Highway Administration TI - IS BENCHMARKING IN YOUR FUTURE? PY - 1999/03 VL - 62 IS - 5 SP - p. 5-6 AB - This article discusses why benchmarking is important to the Federal Highway Administration (FHWA). Benchmarking is distinguished from other kinds of improvement activities by its effort to find breakthrough improvements that accelerate progress. There are three basic parts to the benchmarking process that lead to better performance: decide what part of a business needs improvement and have a good understanding of how the task is currently performed, find out how others do their work and describe to them how you do it, and apply what would work well. Several offices at the FHWA have begun to apply benchmarking concepts. At the departmental level, FHWA is cooperating with other modes in establishing a ONE DOT Benchmarking Council to help one another learn how to apply this powerful technique. KW - Benchmarks KW - Businesses KW - Federal government agencies KW - Performance KW - Productivity KW - Quality control KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99marapr/benchmar.cfm UR - https://trid.trb.org/view/500859 ER - TY - RPRT AN - 00763207 AU - Brooks, E W AU - Hunt, L AU - Oregon Department of Transportation AU - Federal Highway Administration TI - TICKET TAKER AUTOMATION PY - 1999/03 SP - 25 p. AB - The Oregon Department of Transportation (ODOT) requires an ODOT employee to collect weigh slips from delivery vehicles on road construction. These delivery vehicles may be hauling asphalt mix or aggregates. The person, usually a temporary employee, is given the job title "ticket taker". The job is one of the most dangerous jobs on the construction project. The purpose of this project was to eliminate the dangerous ticket taker job with an automatic system. The ticket taker automation system is a very high frequency radio operating at 2.45 GHz. An interrogator unit, attached to a laptop computer, transmits data to a small transponder that can store 256 bytes of data. Transponders are attached to the trucks hauling asphalt mix. At the hot mix plant, a signal is sent to the transponder and stored. At the jobsite, the interrogator reads the signal and stores the data in the attached computer. Both a scale unit and a job site unit are required for this system. This project was a preliminary test of the system in a road construction environment. The results of the study indicate that the limited range of the system (20 m) would require an operator to move the system as the job progressed forward. Ticket taking would not be eliminated, but made safer by automation. Based on the results of the study, the system is not suitable for implementation at this time. KW - Automation KW - Delivery vehicles KW - Occupational safety KW - Oregon KW - Road construction KW - Ticket taking UR - http://ntl.bts.gov/lib/10000/10600/10614/takers.pdf UR - http://ntl.bts.gov/lib/21000/21700/21782/PB99140915.pdf UR - https://trid.trb.org/view/497234 ER - TY - JOUR AN - 00763200 JO - Product Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - LTPPBIND: A NEW TOOL FOR SELECTING COST-EFFECTIVE SUPERPAVE ASPHALT BINDER PERFORMANCE GRADES PY - 1999/03 SP - 2 p. AB - A limited amount of pavement temperature data was available when the Strategic Highway Research Program (SHRP) developed its Superpave system. As such, specifications for SHRP's Superpave Performance Grade (PG) asphalt binders were based on the lowest and highest temperatures expected at a site. Recently, the Long Term Pavement Performance (LTPP) program used data from its Seasonal Monitoring Program to quantify the relationship between air and pavement temperatures. This evaluation resulted in the development of improved low and high pavement temperature models for selecting Superpave PG asphalt binders. Now these improved models are available in a new software program called LTPPBind. This Product Brief explains what LTPPBind is, who can benefit from it, its various tools and features, and the LTPPBind system requirements. KW - Asphalt KW - Atmospheric temperature KW - Binders KW - Long-Term Pavement Performance Program KW - Ltppbind (Computer program) KW - Materials selection KW - Pavements KW - Performance based specifications KW - Software KW - Strategic Highway Research Program KW - Superpave KW - Surface temperature UR - https://trid.trb.org/view/500608 ER - TY - RPRT AN - 00763195 AU - Titus-Glover, L AU - Tayabji, S D AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - ASSESSMENT OF LTPP FRICTION DATA PY - 1999/03 SP - 212 p. AB - A major goal of the Long-Term Pavement Performance (LTPP) study is the development of recommendations for improving the design and construction of new and rehabilitated pavements to make them longer lasting. As part of the condition monitoring of the LTPP test sections, friction data are being collected on a regular basis at each test site. Friction data collection is the responsibility of the specific highway agency under whose jurisdiction the pavements are located. The LTPP data collection guidelines for friction data recommend using the ASTM E-274 (AASHTO T242) procedure as the preferred method for obtaining data. The ASTM E-274 procedure uses a locked-wheel skid tester in a trailer assembly. Friction test results are reported as Skid Numbers (SNs). This report provides an assessment of the availability, characteristics, and quality of the friction data collected as part of the LTPP study. Also, the availability of related pavement characteristics data was assessed. The report also contains recommendations for adjustments and refinements to current procedures for the collection of friction and related data. The LTPP database provides a one-stop source of reasonably good friction data collected in a systemic manner from a wide range of pavements subjected to a wide range of traffic loading and environmental conditions. The friction data will be of use for analyzing why some pavement surfaces retain good friction characteristics with time and why some surfaces show rapid deterioration in friction over time. KW - Data collection KW - Databases KW - Friction tests KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Quality control KW - Skid resistance KW - Skid trailers KW - Test sections UR - http://ntl.bts.gov/lib/21000/21900/21953/PB99150161.pdf UR - http://ntl.bts.gov/lib/46000/46500/46547/FHWA-RD-99-037.pdf UR - https://trid.trb.org/view/497223 ER - TY - RPRT AN - 00763198 AU - Onyemelukwe, O U AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - ANALYTICAL STUDY OF ALTERNATIVE BRIDGE DECK MODELS FOR USE ON MOVABLE BRIDGES PY - 1999/03 SP - 200 p. AB - This report consists of the analytical studies involved in the development of efficient and optimized Fiber Reinforced Polymer (FRP) bridge decks for use on movable bridges. The study is presented in two parts, Part A: "Tube" and "Sheet" Models, and Part B: "Monolithic" Models. The two parts follow a parametric study approach, while utilizing the Finite Element Software ANSYS for all the analysis. The bridge deck systems developed are subjected to both static and dynamic loading conditions, amongst other variations in cross-sectional parameters, boundary conditions, and load combinations. The study concludes that while the existence of high-localized shear stresses is a critical consideration, especially with regards to designing a suitable connection between the bridge deck and the underlying stringers, the "monolithic" models were found to be structurally more efficient. KW - Bridge decks KW - Dynamic loads KW - Fiber reinforced plastics KW - Finite element method KW - Mathematical models KW - Movable bridges KW - Shear stress KW - Static loads UR - http://ntl.bts.gov/lib/21000/21700/21743/PB99137879.pdf UR - https://trid.trb.org/view/497226 ER - TY - RPRT AN - 00762979 AU - Aarons, B AU - Aarons (Barry M) AU - Arizona Department of Transportation AU - Federal Highway Administration TI - UNIVERSITY RESEARCH CENTER - PHASE II PY - 1999/03 SP - 83 p. AB - The study team established that there is consensus that the quality of technical research currently being done at the universities in Arizona and at the Arizona Department of Transportation (ADOT) is generally of very high quality. The perception also exists that there is a need for more. The majority of focus group participants felt that an Arizona Transportation Research Institute (ATRI) could help to coordinate policy development in transportation. While some opposition to this idea was expressed, the majority belief was that a consolidation of research could be accomplished and is a desirable goal. If an ATRI is established it should be a broad based entity that consists of a consortium of the three state universities with strong public and private sector participation and oversight. The state and its political subdivisions, the universities and the private sector need to be represented on any institute's board of directors. The ATRI would need to be funded in the long run by a permanent funding mechanism that includes allocations from the U.S. Department of Transportation, appropriations from the state's general fund through "decision packages" by the legislative appropriations process for the three state universities and private sector contributions. Before making a final decision on whether to implement an ATRI, it is recommended that the originally planned phase 3 of the university-based research center project be initiated. Phase 3 entails the appointment of an interim director whose primary task during the 12 month span of his appointment will be to solicit private sector financial support for the prospective ATRI. KW - Arizona KW - Financing KW - Private enterprise KW - Research KW - Research organizations KW - State departments of transportation KW - Universities and colleges UR - http://ntl.bts.gov/lib/21000/21600/21694/PB99134215.pdf UR - https://trid.trb.org/view/497058 ER - TY - RPRT AN - 00762978 AU - ROWELL, M AU - Buonincontri, R AU - Semmens, J AU - Arizona Department of Transportation AU - Federal Highway Administration TI - ANALYSIS OF BONDING VS. "PAY-AS-YOU-GO" FINANCING PY - 1999/03 SP - 103 p. AB - The decision to bond or to pay-as-you-go must be made on a case-by-case basis where all of the relevant concerns are taken into consideration. Research has allowed us to develop the following general conclusions: The interest cost of bonding is not outweighed by the effects of inflation. While it is true that inflation causes bonds to be paid back in dollars that are worth less than the dollars that the bonds generated when they were issued, this effect is taken into account when interest rates are determined. Investors would not purchase bonds if they felt that the interest rate did not cover the inflation rate and offer a reasonable return. We could find no evidence that the effects of inflation allow governments to issue cost free debt. In the long run, bonding will result in there being less funds available for other uses. Interest payments impose a real cost on bond issuers. Continual bonding may result in there being less funds available for other uses, but this effect may be outweighed by the benefits bonding affords. The principal benefit of bonding is that it allows projects to be completed sooner. KW - Arizona KW - Bonds KW - Financing KW - Inflation KW - Interest rates KW - Pay-as-you-go financing KW - State departments of transportation UR - http://ntl.bts.gov/lib/21000/21600/21695/PB99134223.pdf UR - https://trid.trb.org/view/497057 ER - TY - CONF AN - 00760874 JO - Railway Track and Structures PB - Simmons-Boardman Publishing Corporation AU - Gruber, Jr AU - Simmons-Boardman Publishing Corporation TI - STATE OF THE ART: MOVING MATERIAL QUICKLY AND EFFICIENTLY PY - 1999/03 VL - 95 IS - 3 SP - p. 33-35 AB - Railroads are always looking for ways to expedite track-maintenance time in order to lay hundreds upon hundreds of new rails in capacity expansions, or simply to lift materials,such as track panels and grade crossings to their particular installation area. Increasingly, off-track machines have been requested by railroads because of the productivity benefits they offer. However, machines such as hi-railers continue to be used with much reliability. Machines such as cranes, brush and weed cutters, bulldozers, trenchers and earth movers all make up an area track maintenance crew can research when looking for ways to decrease track-maintenance hours. This article reports on talks with several suppliers to see what is in the forefront in the area of material handling. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Capacity restraint KW - Expansion KW - Maintenance equipment KW - Productivity KW - Track components UR - https://trid.trb.org/view/498930 ER - TY - CONF AN - 00760871 JO - Railway Track and Structures PB - Simmons-Boardman Publishing Corporation AU - Garcia, G AU - Reiff, R AU - Simmons-Boardman Publishing Corporation TI - PUEBLO FACILITY TESTS ADVANCES IN RAIL-DEFECT-DETECTION TECHNOLOGIES PY - 1999/03 VL - 95 IS - 3 SP - p. 19-24 AB - Evaluations of various types of detector cars operating over known defects are being conducted at the Transportation Technology Center, Inc. (TTCI) on the Rail Defect Test Facility (RDTF) located on a gauntlet track. The RDTF provides the member railroads, the FRA, and the contractors with a tool to assess detection technologies over known defects in a controlled environment. The rails on the track contain defects found during in-service rail-flaw inspection performed by railroad inspection crews or their rail inspection contractors. The internal defects in rail occur as a consequence of the rail manufacturing process and the accumulation of fatigue under repeated loading. Detection of the rail defects before they progress to complete failure is thus very important. The efforts at TTCI are focusing on new developments in current technologies, the development of new and emerging technologies, and the use of computer software/neural networks to enhance signal interpretation and operator training. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Benchmarks KW - Defects KW - Detection and identification systems KW - Flaw detection KW - Inspection KW - Magnetic induction KW - Railroad tracks KW - Technology assessment KW - Test facilities KW - Ultrasonic tests UR - https://trid.trb.org/view/498927 ER - TY - CONF AN - 00760741 JO - Railway Track and Structures PB - Simmons-Boardman Publishing Corporation AU - Judge, T E AU - Simmons-Boardman Publishing Corporation TI - BALLAST FUNDAMENTALS REQUIRE MORE STUDY PY - 1999/03 VL - 95 IS - 3 SP - p. 27-31 AB - There are still many unknowns about ballast efficiencies and economics. Railroaders are working to overcome this through research. Some of the specific areas that still warrant additional knowledge include: Ability te predict ballast life from the time it is put in the track to the time it breaks down and has to be removed by cleaning or replacement; performance prediction based on the most economical choice for a given location; ballast performace based on the deck material (eg., timber, steel, or concrete). The paper also discusses three research projects now in progress: debate on the merits of existing abrasion tests; development of a tool for assessing ballast condition, specifically the fouling condition; and analyzing geometry data to help diagnose the cause of geometry deterioration, i.e., roughness of track. U1 - Integrating the Transportation Business Using GIS. Proceedings of the 1998 Geographic Information Systems for Transportation (GIS-T) SymposiumAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformatAmerican Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional InformationSalt Lake City, Utah StartDate:19980420 EndDate:19980422 Sponsors:American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, the Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Informat, American Association of State Highway and Transportation Officials, Federal Highway Administration, Transportation Research Board, Highway Engineering Exchange Program, the National Association of Regional Councils, and the Urban and Regional Information KW - Abrasion tests KW - Ballast (Railroads) KW - Bridge decks KW - Cost effectiveness KW - Maintenance KW - Performance evaluations KW - Roughness KW - Tamping KW - Track components UR - https://trid.trb.org/view/498824 ER - TY - RPRT AN - 00760595 AU - Chini, A R AU - Muszynski, L C AU - Ellis, B S AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - RECYCLING PROCESS WATER IN READY-MIXED CONCRETE OPERATIONS PY - 1999/02/22 SP - 169 p. AB - Wastewater produced at ready-mixed concrete plants from the cleaning of the concrete truck's drum has recently been banned from direct disposal to ground or surface waters. Recent environmental regulations require ready-mixed concrete plants to manage and contain wastewater by the use of a reclamation system until it is environmentally acceptable for discharge. There is an interest in the ready-mixed concrete industry for the recycling of concrete wastewater, however current Florida Department of Transportation (FDOT) specifications concerning the quality of water in concrete limit recycling possibilities. The objective of this study was to investigate water quality standards and the possibility of reusing concrete wastewater as aggregate irrigation and/or batch mixing water in the production of fresh concrete. The project included the following: (1) Surveys of state highway agencies and Florida ready-mixed concrete producers to determine national and state regulations and practices concerning wastewater reuse; (2) A water analysis of Type I and Type II wastewater produced at ready-mixed concrete plants in Florida to determine chemical and physical properties considered to be problematic; and (3) A two phase fresh and hardened concrete test program to determine the effects of Type II wastewater on concrete properties when used as 1) aggregate irrigation water and 2) aggregate irrigation water and batch water. The results indicate that Type II wastewaters used in this study, which did not meet FDOT water quality specifications (Section 923 - Water for Concrete), but did comply with the water quality standards of AASHTO M 157 (Standard Specification for Ready-Mixed Concrete), has no detrimental effects on concrete properties. Based on the data produced during this project, it is recommended that the FDOT water quality specification be supplemented to address the use of Type II wastewater as aggregate irrigation and/or batch mixing water in the production of fresh concrete. Type II wastewater shall be tested for compliance with the requirements established by AASHTO M 157 which sets limits on the amount of sulfate, chloride ion, total solids, and total alkalies, as Na2O equivalent, for water used in concrete. KW - Aggregate irrigation KW - American Association of State Highway and Transportation Officials KW - Chemical properties KW - Compliance KW - Concrete mixing water KW - Florida KW - Physical properties KW - Processing (Materials) KW - Ready mixed concrete KW - Recycling KW - Specifications KW - State highway departments KW - Surveys KW - Testing KW - Wastewater KW - Water quality UR - http://ntl.bts.gov/lib/21000/21600/21678/PB99132953.pdf UR - https://trid.trb.org/view/496334 ER - TY - RPRT AN - 00763361 AU - Federal Highway Administration AU - Federal Transit Administration TI - TEA-21 PLANNING AND ENVIRONMENTAL PROVISIONS: OPTIONS FOR DISCUSSION PY - 1999/02/17 SP - 22 p. AB - In order to focus and continue discussion by partners and stakeholders, the FHWA and FTA have summarized input from the Transportation Equity Act for the 21st Century (TEA-21) outreach program in this document. The document presents issues and implementation options relative to the planning and environmental provisions of TEA-21. The issues and implementation options are presented in three parts: planning issues; planning and environmental provisions: cross cutting issues; and, National Environmental Policy Act (NEPA) issues. The document is intended to elicit input from stakeholders on the implementation of the TEA-21 planning and environmental provisions. KW - Environmental policy KW - National Environmental Policy Act of 1969 KW - Policy analysis KW - Policy, legislation and regulation KW - Regulations KW - Strategic planning KW - Transportation Equity Act for the 21st Century KW - Transportation planning UR - http://www.fhwa.dot.gov/environment/tea21opt.htm UR - https://trid.trb.org/view/497312 ER - TY - RPRT AN - 00789821 AU - Hunt, R J AU - Jackson, J O AU - Running, G L AU - Krabbenhoft, D P AU - Krohelski, J T AU - U.S. Geological Survey AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - HYDROGEOLOGICAL, GEOMORPHOLOGICAL, AND VEGETATIONAL INVESTIGATIONS OF SELECT WETLAND CREATION AND RESTORATION PROJECTS PY - 1999/02/15 SP - v.p. AB - The objective of this study was to conduct research on the groundwater hydrology and geochemistry of wetland restoration and creation sites to gain a better understanding of the processes that are important for successful wetland establishment. Major project findings are as follows: (1) Traditional hydrologic methods can be ill-suited for wetland investigations. a) Darcy's law calculations generally underestimated groundwater inflow as measured by three independent methods. Moreover, groundwater recharge as well as discharge were identified in an area of regional groundwater discharge. b) Sampling of water table wells in wetlands cannot elucidate hydrogeochemical heterogeneity because variations occur on the centimeter scale in a wetland's root zone. This spatial variability was more important than temporal variability. (2) Stable isotopes were shown to be powerful tools for investigating sources of water and mineral weathering environments in natural and constructed wetlands. Water isotopes demonstrated the presence and absence of significant groundwater contributions and strontium isotopes showed that the geochemical environment in the root zone can be significantly affected by the presence of peat salvaged marsh surface. These methods may have broad application in areas that have distinct differences in end member composition. (3) Hydrologic characterizations of the natural and constructed wetlands showed differing degrees of similarity between the sites as a result of different sediment mineralogy and design considerations. Vegetational analyses demonstrated that spatial and temporal differences of vegetational communities are unrealistic in the short term, since edaphic factors, biotic competition and other variables may never be exactly matched. Statistical differences were found on different applied substrates, but suprisingly not on vertically varied substrates. There was a predominance of native perennial species by the fifth growing season. (4) Implications of Driftless Area geomorphology for wetland compensation are reviewed and a procedure for organizing available soil and geomorphical data is provided for identification of potential wetland compensation sites. The importance of post-settlement alluvium depth to groundwater discharge and surface water retention is discussed with respect to wetland restoration and creation. KW - Compensatory wetland mitigation KW - Constructed wetlands KW - Geochemistry KW - Geomorphology KW - Groundwater KW - Hydrogeology KW - Hydrology KW - Isotopes KW - Native plants KW - Restoration ecology KW - Roots KW - Vegetation KW - Wetland conservation KW - Wetlands UR - https://trid.trb.org/view/649171 ER - TY - RPRT AN - 00760574 AU - Smith, D J AU - Harris, L D AU - Mazzotti, F J AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - HIGHWAY-WILDLIFE RELATIONSHIPS (DEVELOPMENT OF A DECISION-BASED WILDLIFE UNDERPASS ROAD PROJECT PRIORITIZATION MODEL ON GIS WITH STATEWIDE APPLICATION) PY - 1999/02/12 SP - 68 p. AB - Highways provide transportation to humans, but often at a high cost to wildlife. Construction of roads results in fragmentation of wildlife habitat, creation of barriers to wildlife movement and dispersal, and increased mortality of species attempting to cross these roads. Although these problems have been documented for many decades, not until the 1980s were any significant actions taken in Florida specifically to reduce road-kills or restore ecological processes such as water flow across the landscape. In the late 1980s the Florida Department of Transportation (FDOT) installed underpasses on I-75 through the Everglades/Big Cypress National Preserve area. The result was the elimination of vehicle collisions with the endangered Florida panther. Culverts and underpasses serve as connections between landscapes divided by highways and play a critical role in decreasing the barrier effect of roadways by increasing the permeability of roads for wildlife. It is logical and most economical to coordinate efforts to install underpasses or other mitigative measures with statewide efforts to create a "greenfrastructure" across Florida. The objective of the statewide greenways program is to establish an ecological network of green infrastructure to reduce wildlife mortality and restore connectivity to the landscape by restoring natural processes as they originally occurred across the landscape (e.g., wildlife movement and migration, flood, and fire). This program is closely linked with other conservation programs with similar goals. The objective of the project discussed in this report is to develop a decision-based geographic information system (GIS) computer model for FDOT road improvement projects associated with road mortality of wildlife and other environmental impacts that is integrated to other state environmental initiatives such as the greenways and CARL (Conservation and Recreation Lands) programs. This decision-based priority model will enable FDOT to appropriately schedule future projects according to critical needs. This report contains a companion CD-ROM that includes an interactive model algorithm for developing priorities for roads. ARCVIEW 3.1 or higher is required to run the model. The purpose of the interactive CD-ROM is to allow the user to perform multiple scenarios and develop their own priorities. It contains all necessary data and information to perform analyses organized by FDOT districts. The CD-ROM also contains all the background data used to achieve the results presented in this report, a copy of this report, and a data dictionary that documents the specific attributes of all data used in the model. Future versions of this CD-ROM will include updated datasets. KW - Algorithms KW - CD-ROM KW - Conservation KW - Databases KW - Decision making KW - Environmental protection KW - Geographic information systems KW - Habitat (Ecology) KW - Highway design KW - Highway planning KW - Mitigation KW - Strategic planning KW - Underpasses KW - Wildlife UR - https://trid.trb.org/view/496315 ER - TY - RPRT AN - 00760582 AU - Black, R J AU - Kidder, G AU - Graetz, D A AU - Miller, G L AU - Dehgan, B AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF COMPOSTED MATERIALS TO BE UTILIZED IN FLORIDA ROADSIDE AND MEDIAN PLANTINGS PY - 1999/02/10 SP - v.p. AB - Field, laboratory, and greenhouse studies were conducted to evaluate and recommend specifications for compost as a soil amendment in roadside plantings. The three-year project examined germination, growth, and establishment of utility turf in soil amended with commercially produced compost. The primary objectives were: to provide the fundamental information needed by the Florida Department of Transportation (FDOT) for proper utilization of various composted waste materials in roadside plantings; to assist FDOT in establishing standards and specifications for use of composted waste materials; and to provide FDOT with educational and promotional materials pertaining to use of composted waste materials. Included with the final report are a video and an information folder, both entitled "Improving Roadside Vegetation With Compost". KW - Compost KW - Education KW - Field studies KW - Florida KW - Laboratory studies KW - Medians KW - Promotion KW - Roadside KW - Specifications KW - Vegetation KW - Waste products UR - https://trid.trb.org/view/497801 ER - TY - ABST AN - 01459658 TI - Improving the Compatibility of Vehicles and Roadside Safety Hardware AB - The objectives of this research are to: (1) improve the understanding of the compatibility between vehicles and roadside safety hardware; (2) assess opportunities and impediments to improving compatibility; (3) establish a processes for future assessment of compatibility; and (4) recommend strategies and tactics that will lead to improved compatibility. This effort is expected to focus on a full range of passenger vehicles, but be expandable to other types of vehicles. KW - Barriers (Roads) KW - National Cooperative Highway Research Program KW - Research projects KW - Roadside structures KW - Safety KW - Safety equipment KW - Vehicle characteristics UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=688 UR - https://trid.trb.org/view/1227873 ER - TY - RPRT AN - 00789833 AU - Nalevanko, A AU - McDonald, S AU - Garrity, R AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - UTILIZING GEOGRAPHIC INFORMATION SYSTEMS (GIS) TO EVALUATE BASE SCHEDULES IN PARATRANSIT OPERATIONS PY - 1999/02/02 SP - v.p. AB - With ready access to street file names and inexpensive Geographic Information System (GIS) software, paratransit systems can take advantage of GIS technology to evaluate base schedules on a regular basis in order to maintain system efficiency at consistently high levels. This project will develop a methodology to allow frequent analysis of base schedules to update paratransit routes on a semi-annual or annual basis. KW - Geographic information systems KW - Paratransit services KW - Routes and routing KW - Schedules and scheduling UR - http://ntl.bts.gov/lib/22000/22100/22188/PB99167132.pdf UR - https://trid.trb.org/view/649172 ER - TY - ABST AN - 01459653 TI - Complex Pier Scour and Contraction Scour in Cohesive Soils AB - The objective of this research is to develop and verify a cost- effective procedure to accurately predict the maximum scour for bridges founded in or on cohesive materials. KW - Bridge foundations KW - Cohesive soils KW - Cost effectiveness KW - Mathematical prediction KW - National Cooperative Highway Research Program KW - Research projects KW - Scour UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=713 UR - https://trid.trb.org/view/1227868 ER - TY - RPRT AN - 01395936 AU - Hoerner, T E AU - Tarr, S M AU - Darter, M I AU - Okamoto, P A AU - United States. Federal Highway Administration (FHWA). Office of Engineering and Highway Operations R&D TI - Guide to developing performance-related specifications for PCC pavements, volume III: appendix C through F PY - 1999/02 IS - FHWA-RD-98-171 SP - 264p KW - Bibliographies KW - Bibliography KW - Concrete pavement KW - Concrete pavements KW - Construction KW - Construction KW - Deterioration KW - Deterioration KW - Forecast KW - Forecasting KW - Joint KW - Joints (Engineering) KW - Life cycle costing KW - Life cycle costs KW - Pavement maintenance KW - Pavement maintenance KW - Pavement performance KW - Pavement performance KW - Quality assurance KW - Quality assurance KW - Specifications KW - Specifications KW - Variability UR - https://trid.trb.org/view/1163708 ER - TY - CONF AN - 01391962 AU - United States. Federal Highway Administration (FHWA). Office of Highway Policy Information TI - Proceedings from the Nationwide Personal Transportation Survey Symposium, October 29-31, 1997 PY - 1999/02 IS - FHWA-PL 99-003 SP - 239p U1 - Nationwide Personal Transportation Survey Symposium, 1997, Bethesda, Maryland, USA StartDate:00000 EndDate:00000 KW - Age KW - Age KW - Automobile ownership KW - Data collection KW - Data collection KW - Economics KW - Environment KW - Environment KW - Equity KW - Equity (Justice) KW - Female KW - Females KW - Household KW - Households KW - Income KW - Income KW - Land use KW - Land use planning KW - Mobility KW - Mobility KW - Policy KW - Policy KW - Transport economics KW - Travel behavior KW - Travel behaviour KW - Usa KW - Vehicle ownership UR - https://trid.trb.org/view/1159728 ER - TY - RPRT AN - 01103290 AU - Bellomo-McGee, Incorporated AU - SG Associates, Incorporated AU - Virginia Department of Transportation AU - Federal Highway Administration TI - I-95/I-395 HOV Restriction Study PY - 1999/02//Volume 1: Summary Report SP - 70p AB - The I-95/I-395 High Occupancy Vehicle (HOV) facility is a reversible two-lane freeway, about 27 miles long, between the southern terminus at Dumfries near Route 234 and the northern terminus between Route 27 and Eads Street in Arlington. Beyond this northern terminus, there are separate lanes for northbound and southbound traffic that extend across the Potomac River on the Rocheambeau Bridge. During the HOV-restricted periods, the HOV facility carries more people at higher speeds than the parallel general purpose lanes. The advantages of reliable higher speeds and lower travel times make the HOV lanes attractive to a large number of commuters in carpools, vanpools and buses. KW - Carpools KW - Commuters KW - High occupancy vehicle lanes KW - Highway traffic control KW - Interstate 395 KW - Interstate 95 KW - Traffic congestion KW - Traffic flow KW - Traffic lanes KW - Travel time KW - Virginia UR - http://ntl.bts.gov/lib/16000/16300/16394/PB2000103638.pdf UR - https://trid.trb.org/view/860418 ER - TY - RPRT AN - 01073715 AU - Federal Highway Administration TI - Kihei Upcountry Maui Highway, County of Maui : environmental impact statement PY - 1999/02//Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - Hawaii UR - https://trid.trb.org/view/833107 ER - TY - RPRT AN - 01073699 AU - Federal Highway Administration TI - Interstate 29 Reconstruction, Rose Coulee to Cass County Road No. 20 : environmental impact statement PY - 1999/02//Volumes held:D, Draft Appendix, Final KW - Environmental impact statements KW - North Dakota UR - https://trid.trb.org/view/833091 ER - TY - RPRT AN - 00921764 AU - Szary, P J AU - Maher, A AU - Panda, R K AU - Safari, A AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - IMPLEMENTATION OF ADVANCED FIBER OPTIC AND PIEZOELECTRIC SENSORS: FABRICATION AND LABORATORY TESTING OF PIEZOELECTRIC CERAMIC-POLYMER COMPOSITE SENSORS FOR WEIGH-IN-MOTION SYSTEMS PY - 1999/02 SP - 31 p. AB - Weigh-in-motion (WIM) systems might soon replace the conventional techniques used to enforce weight restrictions for large vehicles on highways. Currently, WIM systems use a piezoelectric polymer sensor that produces a voltage proportional to an applied pressure or load. Using this phenomenon, these systems are already being tested for collecting traffic data, including weigh-in-motion, measuring vehicle speeds, classifying vehicles by category and counting axles, etc. The polymer sensors are usually in the form of a long tape or cable embedded within a long block of elastomeric material. These blocks are installed into grooves, which are cut into roads perpendicular to the traffic flow. The biggest disadvantage of the present sensor technology is that the piezoelectric output is not uniform with temperature and time, thus leading to large uncertainty in the data collected. On the other hand, piezoelectric ceramic materials have a much more stable response over a large temperature range. However, they are not used for traffic data sensors because of their inherent brittleness. Piezoelectric ceramic/polymer composites are made with an active piezoelectric ceramic embedded in a flexible non-active epoxy polymer. They hold a lot of promise for WIM applications because of their flexibility and excellent piezoelectric properties similar to that observed in bulk ceramics. In this research project, ceramic/polymer composite strips have been fabricated for use as piezoelectric sensors for measuring large loads. After encapsulating the polymer and composite sensors in elastomeric blocks in aluminum channels, the voltage outputs for different loads, loading rates and temperature conditions have been determined. Also, the composite and polymer sensor assemblies are being installed on a test road in order to perform actual measurements. KW - Ceramic materials KW - Composite materials KW - Fiber optics KW - Heavy duty trucks KW - Loads KW - Piezoelectric materials KW - Polymers KW - Sensors KW - Weigh in motion UR - http://cait.rutgers.edu/files/FHWA-NJ-1999-029.pdf UR - http://ntl.bts.gov/lib/18000/18600/18601/PB2002100890.pdf UR - https://trid.trb.org/view/706832 ER - TY - RPRT AN - 00780336 AU - Sargand, S M AU - Hazen, G A AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - FIELD AND LABORATORY PERFORMANCE EVALUATION OF SPREAD FOOTINGS PY - 1999/02 SP - 358 p. AB - The performance of five highway bridge structures, located in Ohio and supported by spread footings on cohesionless soils or cohesive soils, was monitored in the field throughout construction and under service conditions. The performance of these structures was also examined through centrifuge modeling in the laboratory. Factors used in evaluating these bridges were overall settlement, tilting of abutment walls/pier columns, and pressure distribution under the footings. Field and experimental measurements were then compared against estimates made by selected geotechnical methods. None of the spread footings in these five bridge structures experienced an average settlement of more than 2 in. (5 cm) prior to service load application. Contact pressure monitored at the footing/bearing soil interface in the field remained less than 40 psi (276 kPa) and was generally close to the theoretical estimate. Poorer agreement resulted between the measured and predicted abutment wall tilting. None of the six geotechnical methods for predicting settlement of footings on cohesionless soils was accurate in all cases. The method proposed by Hough appeared to be the best. Standard methods used to estimate immediate and time dependent consolidation settlements were reasonably accurate when compared to field data. Centrifuge testing techniques provided settlement results superior to those predicted by any of the six geotechnical methods. One limitation of centrifuge testing, however, is the simulation of complex subsurface conditions in the laboratory. KW - Centrifuges KW - Cohesive soils KW - Field data KW - Field studies KW - Geotechnical methods KW - Granular soils KW - Highway bridges KW - Laboratory studies KW - Ohio KW - Pressure distribution KW - Settlement (Structures) KW - Spread footings KW - Tilting (Bridges) UR - http://ntl.bts.gov/lib/15000/15800/15818/PB2000101093.pdf UR - https://trid.trb.org/view/509268 ER - TY - RPRT AN - 00924095 AU - Sanchez, T AU - Moore, T AU - Portland State University AU - ECONorthwest AU - Oregon Department of Transportation AU - Federal Highway Administration TI - ALBANY CASE STUDY: INDIRECT LAND USE AND GROWTH IMPACTS PY - 1999/02 SP - 42 p. AB - To improve environmental analysis of indirect land use impacts of highway capacity improvements, this study analyzed the land use and growth patterns of 20 Oregon communities over 20 years. Using a Geographic Information System (GIS) and aerial photos, growth patterns were categorized and mapped. Factors related to land use and transportation were evaluated for their relationships to resulting growth patterns. These relationships were further investigated in four in-depth case studies of development prior to, during, and after construction of a highway capacity improvement. Additional case studies are currently underway. The primary product of this research will be guidance for completing an assessment of the indirect impacts on land use and growth of a highway improvement. This assessment is required by environmental regulations, but tools and data for developing general land use forecasts are limited. The guidebook will include examples from the case studies, data types and possible sources, and guidance on using GIS tools for comparing alternative scenarios. This report is the case study analysis for the city of Albany. KW - Aerial photography KW - Albany (Oregon) KW - Case studies KW - Environmental impact analysis KW - Geographic information systems KW - Highway capacity KW - Impacts KW - Improvements KW - Land use KW - Urban growth UR - http://ntl.bts.gov/lib/10000/10500/10568/albany.pdf UR - https://trid.trb.org/view/707664 ER - TY - RPRT AN - 00923453 AU - Turner, S M AU - Eisele, W L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PROCEEDINGS FROM THE TEXAS ITS DATA USES AND ARCHIVING WORKSHOP PY - 1999/02 SP - 136 p. AB - The "Texas ITS Data Uses and Archiving Workshop" was held November 10, 1998, in Austin, Texas, to discuss issues and opportunities related to archiving data from intelligent transportation systems (ITS). The workshop participants represented several of Texas' urban areas (Austin, Dallas, Ft. Worth, Houston, and San Antonio) as well as many different disciplines within transportation, including planning, system operations and management, system integration, research and evaluation, emergency management, and air quality analysis. The purpose of the workshop was threefold: 1) share information about ITS data archiving activities and plans at the national level as well as within Texas' major urban areas; 2) discuss common issues and areas of concern related to ITS data archiving and data needs; and 3) identify common themes, best practices, and issues that need to be addressed. Technical presentations at the workshop focused on the following topics: 1) national activities related to the archived data user service (ADUS), traffic management data dictionary (TMDD), and the national data registry; 2) state activities related to ITS architecture, statewide system integration, and the information sharing policy; 3) data archiving and management approaches at several Texas Department of Transportation districts; and 4) planning data collection practices and needs. Break-out discussion groups covered the topics of data user groups and needs, data warehousing technology, and data standards. KW - Archived data user services KW - Best practices KW - Data banks KW - Data collection KW - Data dictionaries KW - Data needs KW - Data sharing KW - Data standards KW - Data storage KW - Data warehouses KW - Integrated systems KW - Intelligent transportation systems KW - National data registry KW - System architecture KW - Texas KW - Workshops UR - http://ntl.bts.gov/lib/16000/16600/16696/PB2000104526.pdf UR - http://ntl.bts.gov/lib/19000/19200/19260/PB2002105405.pdf UR - https://trid.trb.org/view/707404 ER - TY - RPRT AN - 00823196 AU - Stuster, J W AU - Anacapa Sciences, Incorporated AU - Federal Highway Administration TI - THE UNSAFE DRIVING ACTS OF MOTORISTS IN THE VICINITY OF LARGE TRUCKS PY - 1999/02 SP - 34 p. AB - This study identified the unsafe driving acts of motorists that contribute to collisions between passenger vehicles and large trucks. The project comprised several research tasks, including 1) review and analysis of statistical crash data; 2) interviews with truck drivers, collision investigators, and other experts; 3) review and analysis of collision investigation reports; and 4) a systematic rating of the unsafe driving acts by a sample of experts. More than 50 subject matter experts participated in the study. The systematic rating of the unsafe driving acts (UDAs) resulted in 23 UDAs that were recommended to be included in training materials developed for law enforcement officers. The purpose of the materials would be to sensitize the officers to the dangers associated with the UDAs. Study results also might be useful to the developers of training programs for truck drivers and novice operators of passenger vehicles. An Unsafe Driving Acts Detection Guide and a draft script for a training video intended for law enforcement officers were prepared, based on study results. In addition to recommending the development of training materials, it was recommended that a request be submitted to the National Committee on Uniform Traffic Laws and Ordinances to modify the Uniform Vehicle Code and Model Traffic Ordinance to include the UDAs as violations; or to modify the Uniform Vehicle Code to assign special consideration or penalties to UDAs that already are violations, when they are committed in the vicinity of a large truck. Special consideration or penalties are warranted because of the greater possibility of serious injury or death resulting from collisions between passenger vehicles and large trucks, compared to collisions between passenger vehicles. KW - Behavior KW - Commercial vehicles KW - Crash data KW - Driver errors KW - Drivers KW - Fatalities KW - Heavy duty trucks KW - High risk drivers KW - Highway safety KW - Injuries KW - Law enforcement personnel KW - Motor vehicles KW - Novices KW - Penalties KW - Police KW - Traffic crashes KW - Traffic safety KW - Traffic violations KW - Training KW - Truck crashes KW - Truck drivers UR - http://ntl.bts.gov/lib/15000/15800/15877/PB2000101392.pdf UR - https://trid.trb.org/view/713337 ER - TY - RPRT AN - 00771252 AU - Owens, F T AU - Alampalli, S AU - New York State Department of Transportation AU - Federal Highway Administration TI - IN-SERVICE PERFORMANCE OF HP CONCRETE BRIDGE DECKS PY - 1999/02 SP - 33 p. AB - Current New York State Department of Transportation (NYSDOT) specifications require Class HP (for "high-performance") concrete for bridge decks in New York State. In April 1996, Class HP replaced Classes E and H concretes as the statewide standard to increase deck durability by reducing cracking and permeability, but subsequently some cracking of HP decks was reported. Initially, no quantitative details were yet available, so that actual HP deck performance could not be evaluated. At the request of the Structures Design and Construction Division, Technical Services Division, Bridge Performance Committee, and Concrete Committee, the Transportation Research and Development Bureau initiated a survey of the NYSDOT Regions to record their experience with this mix and quantify the resulting information. By June 1998, more than 80 bridge decks had been built specifying HP concrete. These structures were visually inspected by regional engineers after opening to traffic, indicating that 1) HP decks performed better than Class E and H decks in resisting both longitudinal and transverse cracking, 2) of 84 decks inspected, 49% exhibited no cracking at all, but of those that had cracked 88% showed equal or less longitudinal cracking and 80% equal or less transverse cracking than the previously specified concretes, and 3) average transverse crack density on HP decks was 6.9 cm/sq m, a figure comparable to densities for other decks (not using HP mix) reported in the recent literature. KW - Bridge decks KW - Crack density KW - Cracking KW - High performance concrete KW - Inspection KW - Longitudinal cracking KW - New York (State) KW - Performance evaluations KW - Permeability KW - Specifications KW - Transverse cracking UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/sr130.pdf UR - http://ntl.bts.gov/lib/21000/21700/21727/PB99137622.pdf UR - https://trid.trb.org/view/488342 ER - TY - RPRT AN - 00808908 AU - Erickson, C AU - Grenzeback, L AU - Schriber, J AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - CHALLENGES AND OPPORTUNITIES FOR AN ITS/INTERMODAL FREIGHT PROGRAM PY - 1999/02 SP - 73 p. AB - This final report was developed as part of the project, "ITS/Intermodal Freight Design for Operational Tests". The objective of the project was to develop a plan for conducting field operational tests to facilitate movement of intermodal freight in the United States. Information technology is transforming the intermodal freight industry by enabling it to integrate operations across the supply chain. Advanced communications and information systems and intelligent transportation systems (ITS) provide real-time information on intermodal freight operations and congestion on highways and rail lines. Enough of these systems are in operation today to be linked in a demonstration of information flow for end-to-end monitoring of the intermodal movement. Sharing information about congestion and operations across the intermodal freight system is key to addressing the problems of port and terminal capacity and the reliability of highway and rail access to the ports and terminals. This report describes how a national ITS program for intermodal freight can promote the application of ITS technology to intermodal freight transportation. It defines eight possible operational tests that could link public and private information and management systems, enabling terminal operators, freight carriers, and state and metropolitan traffic operations managers to share information to optimize flows and better utilize equipment and facilities. These tests would provide benefits to the intermodal industry, its clients, and the general public that shares the use of the transportation system. This report identifies three major steps in building a program that will serve industry, local, and national needs. The U.S. Department of Transportation (DOT) should: 1) solicit and fund proposals for operational tests that will demonstrate the productivity and safety benefits of exchanging information and asset management systems and public sector traffic and safety management systems; 2) support ITS/Intermodal forums, studies, and programs to advance private and public sector opportunities for accelerated application of ITS technology to the intermodal freight system; and 3) support the evolution of data interchange standards where they benefit industry and government. KW - Advanced traveler information systems KW - Asset management KW - Communication systems KW - Data sharing KW - Electronic data interchange KW - Field tests KW - Freight transportation KW - Highways KW - Information dissemination KW - Information systems KW - Intelligent transportation systems KW - Intermodal facilities KW - Intermodal terminals KW - Intermodal transportation KW - Management information systems KW - Operations KW - Operators (Persons) KW - Port capacity KW - Private enterprise KW - Productivity KW - Public participation KW - Railroads KW - Real time information KW - Safety KW - Shipments KW - Terminal capacity KW - Terminal operations KW - Traffic congestion UR - http://ntl.bts.gov/lib/22000/22100/22103/PB99162760.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/7843.pdf UR - https://trid.trb.org/view/673528 ER - TY - RPRT AN - 00904589 AU - NETEMEYER, RONALD AU - MUNSELL, SHEILA AU - Missouri Department of Transportation AU - Federal Highway Administration TI - LAYER BY LAYER EVALUATION OF A PCC PAVEMENT AS IT WAS CONSTRUCTED: COMPARISON OF BACKCALCULATED VALUES TO LAB MATERIAL VALUES PY - 1999/02 SP - 34p AB - This study was conducted to observe the backcalculated layer strengths of a pavement structure as each layer was constructed and compare these layer strengths to laboratory tested sample strengths. The objective was carried out by gathering Falling Weight Deflectometer deflection data on each sequential layer. The laboratory samples included bulk samples of the base, shelby tube samples of the subgrade and concrete core samples from the pavement's structure. Laboratory tests were performed on these extracted samples to estimate the resilient modulus of the subgrade and determine the modulus of elasticity of the concrete. The resilient modulus testing on the base samples was not performed because the backcalculated base results were inconclusive and no comparison could be made. KW - Concrete pavements KW - Deflectometers KW - Mathematical models KW - Nondestructive tests KW - Pavements KW - Portland cement KW - Strength of materials KW - Testing UR - http://library.modot.mo.gov/RDT/reports/Ri93001/RDT99002.pdf UR - http://ntl.bts.gov/lib/21000/21600/21684/PB99133845.pdf UR - http://ntl.bts.gov/lib/30000/30700/30712/RDT99002.pdf UR - https://trid.trb.org/view/618495 ER - TY - RPRT AN - 00806905 AU - Randall, R AU - Edge, B AU - Basilotto, J AU - Cobb, D AU - Graalum, S AU - He, Q AU - Miertschin, M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - ALTERNATIVE DREDGING AND DISPOSAL METHODS FOR THE TEXAS GULF INTRACOASTAL WATERWAY (GIWW) PY - 1999/02 SP - 296 p. AB - This two-year project investigates the cost and engineering of long distance pumping, beneficial uses of Gulf Intracoastal Waterway (GIWW) dredged material, optimum slurry flow, and alternatives for analyzing dredged material disposal. Fuel costs, dredge crew labor costs, routine maintenance and repairs, major repairs, overhead costs, depreciation, profit, mobilization and demobilization, and capital investment cost items are incorporated into a cost-estimating program for a cutter suction dredge. The Cutter Suction Dredge Cost Estimation Program (CSDCEP) estimates the production rate and cost of dredging projects. Comparisons with actual production rate and costs show CSDCEP is accurate. An attractive beneficial use of dredged material from the GIWW is manufactured soil, which can be manufactured using dredged material, recyclable organic waste materials (sewage sludge), and bio-mass (cellulose or saw dust). The manufacturing and transportation costs are estimated at $13 to $20 per cubic yard depending on the blending method, mode of transportation, and ease of excavation. Another beneficial use is thin-layer disposal, spraying dredged material on adjacent wetlands. A geotube filled with dredged material can be placed along the Texas GIWW, and this can provide a beneficial use while preventing further inundation of wetlands due to erosion. Dewatering wheels and hydrocyclones have been identified as two potential separation techniques. Results from the CD-CORMIX software show that the reduced flow from smaller dredges can reduce turbidity during the dredging process. KW - Alternatives analysis KW - Coastal zone management KW - Cost estimating KW - Dewatering wheels KW - Dredged materials KW - Dredges KW - Dredging KW - Gulf Intracoastal Waterway KW - Hydrocyclones KW - Manufactured soil KW - Size KW - Suction dredges KW - Texas KW - Turbidity KW - Waste disposal KW - Wetlands UR - https://trid.trb.org/view/672847 ER - TY - RPRT AN - 00808435 AU - Federal Highway Administration TI - GUIDANCE ON BICYCLE AND PEDESTRIAN PROVISIONS OF THE FEDERAL-AID PROGRAM PY - 1999/02 SP - 40 p. AB - This Transmittal of Guidance on Bicycle and Pedestrian Provisions of the Federal-aid Program and the related "FHWA Guidance: Bicycle and Pedestrian Provisions of Federal Transportation Legislation" and "Design Guidance. Accommodating Bicycle and Pedestrian Travel: A Recommended Approach", explain the government's position and reaffirms the strong commitment to improving conditions for bicyclists and pedestrians. Provisions stating bicyclists and pedestrians shall be given due consideration in comprehensive transportation planning, bicycle facilities and pedestrian walkways shall be included, where appropriate, in all new construction projects, and transportation plans and projects will provide for safety and contiguous routes for bicyclists and pedestrians are presented. Additionally, a series of action items that public agencies, professional associations and advocacy groups can implement to help promote and finally, realize, the overriding goals of improving conditions for bicyclists and pedestrians is provided. KW - Bicycles KW - Facilities KW - Infrastructure KW - Legislation KW - Pedestrians KW - Policy, legislation and regulation KW - Recommendations KW - Transportation planning KW - Transportation policy UR - https://trid.trb.org/view/673362 ER - TY - RPRT AN - 00760480 AU - Hoerner, T E AU - Tarr, S M AU - Darter, M I AU - Okamoto, P A AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - GUIDE TO DEVELOPING PERFORMANCE-RELATED SPECIFICATIONS FOR PCC PAVEMENTS, VOLUME III: APPENDIXES C THROUGH F PY - 1999/02 SP - 278 p. AB - This study continued the development of performance-related specifications (PRS) for jointed plain concrete pavements (JPCP). Under this research project, the prototype PRS (developed under previous FHWA research) was revised and expanded to make it more practical. Different implementation levels of the PRS were defined (Levels 1, 2, and 3), with the simplified PRS (Level 1) designed to be immediately implementable. This report (four volumes) is offered as a practical guide to developing and using PRS for the acceptance of JPCP lots. It discusses all aspects of the research, including the step-by-step procedures for developing and using PRS, results of demonstrations of the PRS methodology, explanations of supplementary laboratory and field studies, and the user guide for the revised PaveSpec 2.0 PRS demonstration software. This volume, Volume III, includes supporting documentation for the research study. Appendix C contains the complete results of the literature search that investigated not only typical PRS-related acceptance quality characteristic (AQC) variations, but possible AQC-to-distress indicator relationships. The specific research conducted to investigate the typical AQC variability (including conducted laboratory/field studies) is contained in Appendix D. A summary of the laboratory/field studies used to investigate specific AQC-to-distress indicator relationships is presented in Appendix E. Appendix E also contains detailed descriptions of each of the distress indicator models used in the revised PaveSpec 2.0 PRS demonstration software. Appendix F presents an annotated bibliography of the literature found to be pertinent to this research project. KW - Acceptance tests KW - Bibliographies KW - Concrete pavements KW - Construction KW - Field studies KW - Implementation KW - Laboratory studies KW - Life cycle costing KW - Literature reviews KW - Pavement distress KW - Pavement performance KW - Pay adjustments KW - Payment KW - Quality assurance KW - Specifications UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/pavespec/vol3/foreword/index.cfm UR - http://ntl.bts.gov/lib/9000/9100/9181/index.htm UR - https://trid.trb.org/view/496227 ER - TY - RPRT AN - 00760481 AU - Hoerner, T E AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - GUIDE TO DEVELOPING PERFORMANCE-RELATED SPECIFICATIONS FOR PCC PAVEMENTS, VOLUME IV: APPENDIX G - PAVESPEC 2.0 USER GUIDE PY - 1999/02 SP - 79 p. AB - This study continued the development of performance-related specifications (PRS) for jointed plain concrete pavements (JPCP). Under this research project, the prototype PRS (developed under previous FHWA research) were revised and expanded to make them more practical. Different implementation levels of the PRS were defined (Levels 1, 2, and 3), with the simplified PRS (Level 1) designed to be immediately implementable. This report (four volumes) is offered as a practical guide to developing and using PRS for the acceptance of JPCP lots. It discusses all aspects of the research, including the step-by-step procedures for developing and using PRS, results of demonstrations of the PRS methodology, explanations of supplementary laboratory and field studies, and the User Guide for the revised PaveSpec 2.0 PRS demonstration software. This volume, Volume IV, presents Appendix G which contains a User Guide for the revised PaveSpec (version 2.0) computer software that has been developed to demonstrate Levels 1 and 2 of the revised PRS. KW - Acceptance tests KW - Concrete pavements KW - Construction KW - Implementation KW - Life cycle costing KW - Pavement performance KW - Pay adjustments KW - Payment KW - Quality assurance KW - Software KW - Specifications KW - User guides (Software) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/pavespec/vol4/foreword/ UR - http://ntl.bts.gov/lib/9000/9100/9182/index.htm UR - https://trid.trb.org/view/496228 ER - TY - RPRT AN - 00760479 AU - Hoerner, T E AU - Darter, M I AU - Tarr, S M AU - Okamoto, P A AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - GUIDE TO DEVELOPING PERFORMANCE-RELATED SPECIFICATIONS FOR PCC PAVEMENTS, VOLUME II: APPENDIX B - FIELD DEMONSTRATIONS PY - 1999/02 SP - 213 p. AB - This study continued the development of performance-related specifications (PRS) for jointed plain concrete pavements (JPCP). Under this research project, the prototype PRS (developed under previous FHWA research) were revised and expanded to make them more practical. Different implementation levels of the PRS were defined (Levels 1, 2, and 3), with the simplified PRS (Level 1) designed to be immediately implementable. This report (four volumes) is offered as a practical guide to developing and using PRS for the acceptance of JPCP lots. It discusses all aspects of the research, including the step-by-step procedures for developing and using PRS, results of demonstrations of the PRS methodology, explanations of supplementary laboratory and field studies, and the user guide for the revised PaveSpec 2.0 PRS demonstration software. This volume, Volume II, documents three different methods used to demonstrate the revised PRS. The first method involved the conduct of shadow field trials at four new construction projects. The second method involved developing Level 1 specifications for three typical designs used by a State Highway Agency (SHA). The third demonstration method consisted of comparing historical pay adjustments (actually paid by the SHA) to PRS-based price adjustments predicted for the same pavement lots. Each of these three methods was used to investigate the PRS practicality and implementability. KW - Acceptance tests KW - Concrete pavements KW - Construction KW - Demonstration projects KW - Implementation KW - Life cycle costing KW - Pavement performance KW - Pay adjustments KW - Payment KW - Quality assurance KW - Specifications UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/pavespec/vol2/foreword/index.cfm UR - http://ntl.bts.gov/lib/9000/9100/9183/index.htm UR - https://trid.trb.org/view/496226 ER - TY - RPRT AN - 00806857 AU - Noel, J S AU - Copeland, L AU - Staas, D AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DELIVERING WEATHER DATA TO TEXAS PILOTS AND OTHER USERS PY - 1999/02 SP - 148 p. AB - This project will ultimately serve to supplement the manner in which Texas pilots receive weather data. This will be accomplished first by inventorying the sources used by pilots to get weather data. The reliability, and convenience, of these sources will be evaluated and the unmet needs enumerated. The approach described above will be tailored to the needs of pilots with all levels of competency. This includes the weekend-only pilot interested in whether the local area will continue to have visual meteorological conditions (VMC) to those planning a cross-country routing in VMC, to the high time, instrument-rated pilot who will wonder about airframe icing on route or about low ceiling and visibility at the destination. Characterizing these sources of weather data and contrasting them to the classes and needs of Texas pilots is the essence of the first year of the project. With respect to the pilots, these "needs" will be further contrasted with the weather-related accident statistics to find if there is an indication of any relationship. However, this correlation between weather and accident statistics will primarily be a second year effort. The second year will be dedicated to implementing, on an experimental basis, the recommendations resulting from the first year of research. At this early date, it appears that educating the user (pilot) may be a major part of this effort. An evaluation of the convenience, safety, and cost to the state of implementation will be made. A comparison between cost and results will be completed and reported. KW - Air transportation crashes KW - Data sources KW - Education KW - General aviation pilots KW - Information dissemination KW - Texas KW - Visual meteorological conditions KW - Weather conditions UR - http://ntl.bts.gov/lib/22000/22000/22070/PB99158248.pdf UR - https://trid.trb.org/view/672799 ER - TY - RPRT AN - 00799110 AU - KPMG Peat Marwick AU - Parsons Brinckerhoff Quade and Douglas, Incorporated TI - THE ROLE OF THE NATIONAL HIGHWAY SYSTEM CONNECTORS: INDUSTRY CONTEXT AND ISSUES PY - 1999/02 SP - 33 p. AB - This report: provides an understanding of the evolving role of freight transportation in maintaining a competitive business environment and effective national security; articulates the importance of intermodal connectors in providing an efficient, flexible transportation system that meets the expectations of businesses and national profiles; and identifies both the opportunities and barriers to improving intermodal connections. KW - Barriers to entry (Competition) KW - Competition KW - Freight and passenger handling KW - Intermodal services KW - Level of service KW - Reliability UR - https://trid.trb.org/view/665969 ER - TY - RPRT AN - 00796929 AU - Knoll, D E AU - Buczeskie, E J AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF ULTRATHIN HOT MIX ASPHALT RESURFACING (HOT LAID MICROSURFACING) PY - 1999/02 SP - 125 p. AB - The purpose of this field evaluation was to monitor the installation procedures and field performance of an ultrathin, open graded, hot mixed asphalt friction course placed over a heavy application of polymer-modified asphalt emulsion, known by the trade name "NOVACHIP (Registered Trademark)". The material is laid using specially built equipment, which spreads both the asphalt emulsion and hot mix asphalt in a single pass. The material is placed at an average thickness of 3/8 in. to 3/4 in. (10 mm to 20 mm). Four projects were monitored at regular intervals over a five-year period. The evaluation included a visual performance for raveling, weathering, delamination, in addition to skid resistance testing, surface macrotexture depth testing, surface roughness (International Roughness Index), and transportation related noise measurements. NOVACHIP (Registered Trademark) provided excellent surface leveling and profiling over the existing surface. The existing surface irregularities and minor rutting were easily restored to a smooth surface both transversely and longitudinally. The average skid resistance on all three projects has remained well above acceptable levels. Overall performance results of NOVACHIP (Registered Trademark) were excellent. Based on this study, NOVACHIP (Registered Trademark) can be considered as an alternate maintenance option for preventive maintenance and surface rehabilitation, especially on roads which have high average daily traffic. KW - Asphalt emulsions KW - Delamination KW - Hot mix asphalt KW - Macrotexture KW - Microsurfacing KW - Monitoring KW - Noise KW - Pavement performance KW - Polymer asphalt KW - Preventive maintenance KW - Rehabilitation (Maintenance) KW - Resurfacing KW - Roughness KW - Skid resistance KW - Stripping (Pavements) KW - Thickness KW - Weathering UR - https://trid.trb.org/view/654664 ER - TY - RPRT AN - 00795432 AU - Wenzlick, J AU - Scullion, T AU - Maser, K R AU - Missouri Department of Transportation AU - Federal Highway Administration TI - HIGH ACCURACY PAVEMENT THICKNESS MEASUREMENT USING GROUND PENETRATING RADAR (NONDESTRUCTIVE TESTING FOR QUALITY CONTROL OF NEW PAVEMENT) PY - 1999/02 SP - 102 p. AB - Ground Penetrating Radar (GPR) interpretation technology developed through the Strategic Highway Research Program (SHRP) was used to nondestructively determine pavement thickness on new pavements. The new pavements were bid per square yard (SY) of pavement surface area as either portland cement concrete pavement (PCCP) or full depth asphaltic concrete (AC). Since bid per SY, the pavements must meet Missouri specifications requiring the pavement to be no more than 0.2 in. thin of the plan depth. Missouri Department of Transportation (MoDOT) contracted with Pavement Systems Engineering and INFRASENSE Inc. to obtain and compare GPR data on the pavement thickness with the cores commonly taken for quality control and assurance by MoDOT. It was believed that GPR with good interpretation software and employing some special techniques could be capable of measuring to the 0.2 in. tolerance needed and in the future replace current coring practices (destructive testing) with GPR testing (nondestructive). KW - Accuracy KW - Asphalt concrete pavements KW - Concrete pavements KW - Construction KW - Ground penetrating radar KW - Nondestructive tests KW - Pavements KW - Quality control KW - Thickness UR - http://library.modot.mo.gov/RDT/reports/Ri96011/RDT99003.pdf UR - https://trid.trb.org/view/654190 ER - TY - CONF AN - 00794654 AU - Murakami, E AU - Young, J AU - MultiConsultant Associates, Incorporated AU - Federal Highway Administration TI - DAILY TRAVEL BY PERSONS WITH LOW INCOME PY - 1999/02 SP - p. 65-84 AB - Persons in households with low incomes are much less likely to have a vehicle, largely in part because a greater proportion of their income is spent on shelter and food. About a quarter (26%) of low income households do not have a car, compared to 4% of other households. These low income households often are without regular telephone service because it is an additional expense. Thus, monthly payments for a car or car insurance would be very difficult to meet. When these households have a car, the car is quite old. The average car is 10 years old in low income households, compared to 7.3 years for other households. However, in low income households, there is on average, only 0.7 vehicles per adult, compared to over 1 vehicle per adult in other households. Despite having fewer vehicles, people in low income households still make most of their trips in private vehicles. These trips are much more likely to be made in a vehicle owned by someone else, like a friend or relative (8% for low income, compared to 1% for other income group). The biggest difference in travel mode is in the proportion of walking trips. People in low income households are nearly twice as likely to walk as people in other income groups. For example, for work (and work-related) trips, low income households report 5% by walk, compared to 3% for other income groups. Low income households are also more likely to use transit to work (5% compared to 2%). Because so many trips are made by walking, the space in which people in low income households travel is more constricted than for others. About 60% of their trips are 3 miles or less, compared to 50% for other households. For low income single parent households, about 66% of trips are 3 miles or less. U1 - Nationwide Personal Transportation Survey SymposiumFederal Highway AdministrationBethesda, Maryland StartDate:19971029 EndDate:19971031 Sponsors:Federal Highway Administration KW - Automobile age KW - Automobile ownership KW - Constraints KW - Low income groups KW - Mobility KW - Public transit KW - Single parents KW - Travel KW - Travel by mode KW - Walking KW - Work trips UR - http://ntl.bts.gov/lib/5000/5100/5141/LowInc.pdf UR - https://trid.trb.org/view/656785 ER - TY - CONF AN - 00794656 AU - Ross, C AU - Dunning, A AU - MultiConsultant Associates, Incorporated AU - Federal Highway Administration TI - LAND USE TRANSPORTATION INTERACTION: AN EXAMINATION OF THE 1995 NPTS DATA PY - 1999/02 SP - p. 129-191 AB - There is currently a great deal of discussion about the interaction between land use and transportation. The 1995 Nationwide Personal Transportation Survey (NPTS) provides some ability to investigate this question through the inclusion of variables that measure the interaction of land use and travel behavior. Population density is the primary quantifiable land use descriptor variable. Population density has been further manipulated to isolate area types (urban, second city, suburban, town and rural). Other variables that attempt to quantify land use include residential density and work tract employment density. Characteristics of the population or built environment such as race, age, income, and retail employment further identify land use impacts across different population groups. Greater population density is associated with decreasing annual miles driven, greater bus availability, decreased dependency on single occupancy vehicles and increased use of transit. The private automobile is still the dominant mode of travel although African Americans, Asians, and Hispanics are slightly more likely to use other modes of transportation. Increasing population density is associated with fewer person trips, fewer person miles traveled, and fewer person miles per trip. Residents of densely populated areas report the fewest vehicle trips, vehicle miles traveled, and vehicle miles per trip. Less densely populated areas tend to have more drivers per adult and more vehicles per adult. Second cities tend to follow national averages with regard to several transportation parameters, for example, drivers per adult, vehicles per adult, percent of persons working from home, and auto-dependency. Approximately 20% of second city residents go to work by a mode other than the private automobile. Residents of second cities report the highest number of person trips of any area type. Persons in suburban areas make the next highest number of person trips. A surprisingly high number of low-income residents live in second cities, which have limited transit availability. Results of the 1995 NPTS identify the location preferences of specific segments of the population. High-income households generally tended to locate in suburban areas while middle-income households are most often found in rural areas. Low-income households are generally found in urban or rural areas. Distance to work and travel time to work decrease as the percentage of retail trade in an area increases. Urban areas have the smallest percentage of residents working in census tracts with over 25% participation in retail trade. Second cities have the highest percentage with 28.8% of residents working where more than 25% of jobs are in retail trade. Retail employment and employment density at the work census tract have some measurable correlations to travel behavior. U1 - Nationwide Personal Transportation Survey SymposiumFederal Highway AdministrationBethesda, Maryland StartDate:19971029 EndDate:19971031 Sponsors:Federal Highway Administration KW - Age KW - Automobiles KW - Employment KW - High income groups KW - Income KW - Interaction KW - Land use KW - Low income groups KW - Middle income groups KW - Nationwide Personal Transportation Survey KW - Population density KW - Public transit KW - Race KW - Residential areas KW - Retail trade KW - Single occupant vehicles KW - Transportation KW - Travel behavior KW - Travel time KW - Vehicle miles of travel KW - Work trips UR - http://ntl.bts.gov/lib/5000/5100/5144/landuse3.pdf UR - https://trid.trb.org/view/656787 ER - TY - CONF AN - 00794653 AU - Spain, D AU - MultiConsultant Associates, Incorporated AU - Federal Highway Administration TI - SOCIETAL TRENDS: THE AGING BABY BOOM AND WOMEN'S INCREASED INDEPENDENCE PY - 1999/02 SP - p. 13-63 AB - The two most important societal trends today are the aging baby boom and women's increased independence. This paper compares the travel profiles of women aged 40 to 49 (early baby boomers) with women aged 75 and over and with men aged 75 and over (parents of the baby boom) to estimate the impact of an aging population on vehicle ownership rates and Vehicle Miles Traveled. Although current gender differences are likely to persist as the baby boom ages, middle-aged women today probably will travel more like their fathers than like their mothers when they reach their parents' age. The baby boom has been the demographic engine driving social change in the U.S. for the past fifty years. Within this large cohort, significant numbers of baby boom women earned college degrees, entered the labor force, and began to maintain their own households during the 1980s. Baby boom women also are more likely to have drivers' licenses than women who are elderly. Any of these trends alone has implications for transportation now, but together they raise important questions for the future: What will the transportation profile of baby boom women look like when they reach the oldest ages and when the majority have been employed, and have been drivers, throughout their lives? How will these women maintain the independence to which they have become accustomed? Data from the 1995 Nationwide Personal Transportation Survey (NPTS) suggest that female baby boomers will be more likely to own cars and will make more trips and drive more miles when they reach ages 75 and over than older women do now. Given the current suburban distribution of population and jobs, women's greater mobility portends additional gridlock and pollution in coming years. Yet appropriate policies might avoid this scenario. More than twenty years of federal highway and housing subsidies unwittingly created the suburbs, and we now have twenty years to implement comparable tax incentives to intentionally encourage central city growth before the baby boom reaches retirement age. This report analyzes travel behavior by age and sex with reference to licensing status, education, household headship, income, race, and ethnicity. Access to vehicles is examined in addition to four measures of mobility (person trips, person miles, vehicle trips, and vehicle miles per day). Weighted data from the 1995 NPTS person files are based on all trips (weekday and weekend) of 75 mi (121 km) or less. Capping trips at 75 mi (121 km) includes 98.8% of all cases and eliminates extremes. U1 - Nationwide Personal Transportation Survey SymposiumFederal Highway AdministrationBethesda, Maryland StartDate:19971029 EndDate:19971031 Sponsors:Federal Highway Administration KW - Age KW - Aging (Biology) KW - Automobile ownership KW - Education KW - Ethnic groups KW - Females KW - Future KW - Gender KW - Impacts KW - Income KW - Mobility KW - Nationwide Personal Transportation Survey KW - Policy KW - Race KW - Social change KW - Travel behavior KW - Vehicle miles of travel UR - http://ntl.bts.gov/lib/19000/19500/19541/PB2002107771.pdf UR - http://ntl.bts.gov/lib/5000/5100/5143/SocTrends.pdf UR - https://trid.trb.org/view/656784 ER - TY - CONF AN - 00794655 AU - Pickrell, D AU - Schimek, P AU - MultiConsultant Associates, Incorporated AU - Federal Highway Administration TI - TRENDS IN PERSONAL MOTOR VEHICLE OWNERSHIP AND USE: EVIDENCE FROM THE NATIONWIDE PERSONAL TRANSPORTATION SURVEY PY - 1999/02 SP - p. 85-127 AB - This paper uses information from the Nationwide Personal Transportation Surveys (NPTS) conducted in 1969, 1977, 1983, 1990, and 1995 to explore growth in personal motor vehicle travel, changes in the number, types, and age distribution of household motor vehicles, and the determinants of household vehicle use patterns. After growing rapidly between 1969 and 1990, household vehicle ownership and use have stabilized: vehicle miles traveled (VMT) estimates based on self-reported annual driving and vehicle use each show annual growth under 1% between 1990 and 1995, a markedly slower rate than prevailed during the 1980s. Annual miles driven per licensed driver decreased 4.5% over this period, while the number of licensed drivers increased 8.4%. The decline in annual VMT per licensed driver occurred among both men and women and among most age groups. After increasing slowly from 1977 to 1990, the number of vehicles per household showed no change in the 1995 survey. Because the number of household members of license-eligible age declined slightly, the number of vehicles per household member of driving age increased from 0.76 in 1977 to 0.89 during 1990, where it remained in the 1995 survey. At the same time, the average age of vehicles owned by U.S. households increased rapidly from 5.6 years during 1977 to 7.6 years in 1983, showed no change in 1990, but rose sharply to 8.3 years during 1995 (when vehicles 10 or more years old accounted for more than one-third of all household vehicles). The newest vehicles in the household fleet are utilized extremely intensively: those less than five years old are driven approximately 15,000 mi (24,135 km) annually, and vehicles from ages five to ten are driven nearly as much, averaging 12,000-13,000 mi (19,308-20,917 km) annually. Not until approximately age 15 and beyond does average annual utilization drop consistently below the 10,000-mi (16,090-km) threshold. Vehicles classified as light-duty trucks--particularly vans and sport/utility vehicles (SUVs)--increasingly substitute for passenger automobiles. Pickup trucks appear to be a distinct class of vehicles with different ownership and utilization patterns from automobiles and other light trucks. Passenger automobiles represented only about 65% of household vehicles during 1995, a significantly lower share than the more than 71% they represented only five years earlier. Automobiles tend to be driven slightly less than the overall average for all household vehicle types [about 12,000 mi (19,308 km) annually], while light-duty trucks are typically used much more intensively: vans average nearly 15,000 mi (24,135 km) annually, SUVs almost 14,000 mi (22,526 km), and pickup trucks over 13,000 mi (20,917 km) per year. U1 - Nationwide Personal Transportation Survey SymposiumFederal Highway AdministrationBethesda, Maryland StartDate:19971029 EndDate:19971031 Sponsors:Federal Highway Administration KW - Automobile ownership KW - Automobiles KW - Light trucks KW - Motor vehicles KW - Nationwide Personal Transportation Survey KW - Ownership KW - Pickup trucks KW - Sport utility vehicles KW - Trend (Statistics) KW - Vans KW - Vehicle age KW - Vehicle miles of travel KW - Vehicle use UR - https://trid.trb.org/view/656786 ER - TY - SER AN - 00763091 JO - HSIS Summary Report PB - Federal Highway Administration AU - Federal Highway Administration TI - GIS-BASED CRASH REFERENCING AND ANALYSIS SYSTEM PY - 1999/02 SP - 4 p. AB - One area where a Geographic Information System (GIS) has yet to be extensively applied is in the analysis of crash data. Computerized crash analysis systems in which crash data, roadway inventory data, and traffic operations data can be merged are used in many States and municipalities to identify problem locations and assess the effectiveness of implemented countermeasures. By integrating this traditional system with a GIS, which offers spatial referencing capabilities and graphical displays, a more effective crash analysis program can be realized. The objective of this effort was to develop a crash referencing and analysis system within a GIS. This summary report describes the data bases used, the system design, the crash analysis programs used, and future developments. KW - Computer programs KW - Crash analysis KW - Crash data KW - Data integration KW - Future research KW - Geographic information systems KW - Graphical displays KW - Spatial referencing KW - System design UR - http://www.fhwa.dot.gov/publications/research/safety/99081/99081.pdf UR - http://ntl.bts.gov/lib/10000/10100/10150/99-081.pdf UR - https://trid.trb.org/view/500515 ER - TY - SER AN - 00789193 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - ELECTRONIC RECORDER STUDY PY - 1999/02 SP - 3 p. AB - The Insurance Institute for Highway Safety (IIHS) petitioned the Federal Highway Administration (FHWA) in 1986 to initiate rulemaking to mandate the use of electronic recorders in all commercial motor vehicles (CMVs) required to maintain logbooks. In August 1995, several other organizations joined the IIHS to renew the petition for mandatory use of on-board electronic recorders (ERs). To respond to the petition, the FHWA felt it was important to gather information from carriers on the current extent of ER usage within the motor carrier industry. The objectives of this study were to query trucking industry associations on the costs and benefits of the use of ERs for compliance with HOS regulations and to assess industry attitudes toward mandatory use of ERs. This tech brief summarizes the FHWA study initiated in response to the petition. KW - Associations KW - Attitudes KW - Benefits KW - Commercial vehicle operations KW - Compliance KW - Costs KW - Electronic equipment KW - Hours of labor KW - Industries KW - Motor carriers KW - Recording KW - Trucks UR - http://ntl.bts.gov/lib/9000/9700/9731/tb99-007.pdf UR - http://ntl.bts.gov/lib/9000/9700/9731/tb99-007.pdf UR - https://trid.trb.org/view/650821 ER - TY - SER AN - 00789194 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - COMMERCIAL TRUCK DRIVER FATIGUE, ALERTNESS, AND COUNTERMEASURES SURVEY PY - 1999/02 SP - 4 p. AB - A survey was designed and conducted, to extend prior work discussed in the Driver Fatigue and Alertness Study literature review, by collecting additional data about commercial motor vehicle (CMV) drivers and their job characteristics. It also sought to determine the prevalence of factors that may contribute to fatigue in CMV drivers and to identify and assess the methods used by drivers to alleviate fatigue or its symptoms. This tech brief summarizes the methods and results of that survey. KW - Alertness KW - Commercial vehicles KW - Countermeasures KW - Fatigue (Physiological condition) KW - Motor carriers KW - Reviews KW - Surveys KW - Truck drivers UR - http://ntl.bts.gov/lib/10000/10100/10108/tb99-006.pdf UR - http://ntl.bts.gov/lib/10000/10100/10108/tb99-006.pdf UR - https://trid.trb.org/view/650822 ER - TY - RPRT AN - 00789893 AU - Jang, J AU - Columbus Engineering Consultants, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - AUTOMATED DESIGN AND PLOTTING PROGRAMMING FOR THREE-SIDED AND CLOSED TYPE CULVERT STRUCTURES - PHASE II PY - 1999/02 SP - v.p. AB - This Phase II study was funded to upgrade the AutoCAD-based "Automated Design and Plotting (ADP) System for Three-Sided and Closed Culvert Structures," completed in December 1994. The upgrade includes: (1) incorporating changes in plan sheet size and border format, (2) increasing the maximum span from 16 ft (4.9 m) to 20 ft (6.1 m) for box culverts, and 24 ft (7.3 m) to 36 ft (11 m) for three-sided structures, and (3) adding the capability to generate detail plans in Metric units. Afterwards, a MicroStation version with the same upgraded capability and On-Line Help feature was created so that it can run on MicroStation with the Ohio Department of Transportation's official CADD system. KW - Automated design and plotting KW - Box culverts KW - Computer aided design KW - Metric system KW - Three-sided culverts UR - https://trid.trb.org/view/649173 ER - TY - RPRT AN - 00789861 AU - McCoy, P T AU - Pesti, G AU - Byrd, P S AU - University of Nebraska, Omaha AU - Nebraska Department of Roads AU - Federal Highway Administration TI - ALTERNATIVE DRIVER INFORMATION TO ALLEVIATE WORK-ZONE-RELATED DELAYS PY - 1999/02 SP - 119 p. AB - The overall objective of the research documented in this report was to find better ways to control traffic at work zones on rural interstate highways. The primary focus was on improving the safety and efficiency of the merging operations in advance of lane closures. The research involved the identification and evaluation of alternative strategies designed to control traffic speeds and merging operations in advance of lane closures. Twelve alternatives were identified as a result of a literature review, brainstorming session, and survey of states. The alternatives and the existing merge control strategy used by the Nebraska Department of Roads (NDOR), NDOR Merge, were evaluated using computer simulation. In addition, field evaluations of the NDOR Merge and two alternatives, the Indiana Lane Merge and Late Merge, were also conducted. Field studies of the Indiana Lane Merge and the Late Merge were conducted at work zones in Indiana and Pennsylvania, respectively. Field studies of the NDOR Merge were conducted at work zones on I-80 in Nebraska. The field data were used to determine the safety and operational effects of these merge control strategies. A benefit-cost analysis was performed to evaluate the cost-effectiveness of four alternative traffic control strategies relative to the NDOR Merge. The four alternatives evaluated were: (1) the Indiana Lane Merge, (2) Late Merge, (3) Enhanced Late Merge, and (4) "Smart" Work Zone. The Enhanced Late Merge is a traffic-responsive Late Merge. During low to moderate traffic volumes, early merging operations like the NDOR Merge are in effect. When traffic volumes are above a predetermined threshold, the Late Merge is in effect. The "Smart" Work Zone is capable of detecting congestion and providing real-time advisory information to travelers encouraging them to divert to an alternate route. The net benefits of the alternatives were calculated, and a breakeven analysis was performed to identify the most cost-effective alternatives over the range of traffic volumes and truck percentages expected on rural interstate highways in Nebraska over the next 20 years. The NDOR Merge was found to be the most cost-effective merge control strategy for directional ADTs below 16,000 to 20,500 vpd depending on the percentage of trucks. The Late Merge, Enhanced Late Merge, and "Smart" Work Zone were the most cost-effective alternatives at higher traffic volumes. The Indiana Lane Merge was not found to be the most cost-effective alternative under any of the traffic conditions investigated. KW - Alternatives analysis KW - Benefit cost analysis KW - Cost effectiveness KW - Driver information systems KW - Field studies KW - Interstate highways KW - Lane closure KW - Merging traffic KW - Nebraska KW - Rural areas KW - Traffic delays KW - Traffic safety KW - Traffic simulation KW - Traffic volume KW - Work zone traffic control UR - http://ntl.bts.gov/lib/16000/16000/16076/PB2000102426.pdf UR - https://trid.trb.org/view/648011 ER - TY - RPRT AN - 00789826 AU - Cramer, S M AU - Carpenter, A AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - EFFECT OF CHANGES IN TOTAL AGGREGATE GRADATION ON PORTLAND CEMENT CONCRETE PROPERTIES - PHASE II DURABILITY PY - 1999/02 SP - 26 p. AB - Transportation-related agencies are experimenting with increased control of aggregate gradation in their concrete pavement specifications. There is anecdotal evidence that shows that total aggregate gradation can be optimized to yield improved concrete performance during construction and service life. Strong scientific data are less numerous in supporting this idea because of the variability in aggregates that can occur and the practical considerations in avoiding waste particle sizes. This laboratory study examined the influence of total aggregate gradation on the freeze-thaw durability of concrete test specimens that employed a variety of sedimentary and igneous aggregates common in Wisconsin. Optimized gradations consisted of increased amounts of aggregate particles in the No. 4 to No. 16 sieve size range and decreased amounts of fines in the No. 50 to No. 200 sieve size range. A near-gap gradation was fabricated by removing some particles in the No. 4 to No. 16 sieve size range and increasing the amount of fine material in the No. 30 to No. 100 sieve size range. Several methodologies and practical considerations were considered in establishing the aggregate gradations. A control gradation utilized a 60-40 blend of coarse/fine aggregate with gradations determined by the naturally occurring particle sizes. The concrete specimens prepared in this study were subject to strength, shrinkage, permeability and accelerated-freeze-thaw testing. All concretes showed excellent freeze-thaw durability. The optimized gradation mixes did not show consistently improved performance compared to the control mixes. The near-gap mixes showed reduced strength, reduced freeze-thaw durability and increased shrinkage. KW - Aggregate gradation KW - Coarse aggregates KW - Fine aggregates KW - Freeze thaw durability KW - Freeze thaw tests KW - Igneous rocks KW - Laboratory tests KW - Permeability KW - Portland cement concrete KW - Sedimentary rocks KW - Shrinkage KW - Sieves KW - Size KW - Specimens KW - Strength of materials UR - http://ntl.bts.gov/lib/15000/15700/15774/PB2000100801.pdf UR - https://trid.trb.org/view/647977 ER - TY - RPRT AN - 00789830 AU - Nelson, T B AU - OWUSU-ABABIO, S AU - University of Wisconsin, Platteville AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - EFFECTS OF THICK SUBBASES ON PAVEMENT DESIGN, CONSTRUCTION, PERFORMANCE AND LIFE CYCLE COSTS PY - 1999/02 SP - 35 p. AB - In an effort to improve the performance of pavements in Wisconsin, the Wisconsin Department of Transportation (WisDOT) was interested in reviewing the practice and performance of thick subbases within pavement structures. While some pavements have been constructed in Wisconsin using subbases of thicknesses between 300 mm and 600 mm (12 in. and 24 in.), the design inputs, the pavement performance, and the life cycle costs associated with these pavements have not been documented. This study evaluated twenty pairs of adjacent asphalt and eight pairs of jointed reinforced concrete pavement (JRCP) sections that were constructed with thin and thick subbases. These adjacent pairs were selected to minimize differences in performance due to traffic, soils, or environment. An evaluation of time to first overlay indicated that thick subbases provided an additional 1.6 to 13.7 years for asphalt pavements, and an additional 4.8 to 13.7 years for concrete pavements. A life cycle cost analysis showed costs of thick and thin subbases to be comparable for both flexible and rigid pavements. While this trend toward longer pavement life due to the use of thick subbases is important, the lack of detailed design-construction data and maintenance records, and the small number of sections available for study precluded detailed analysis to definitively correlate increased service life to increased subbase thickness for the JRCP. For the asphalt pavements, service life was found to increase with increasing subbase thickness. KW - Asphalt pavements KW - Life cycle costing KW - Pavement design KW - Pavement performance KW - Reinforced concrete pavements KW - Service life KW - Subbase (Pavements) KW - Thickness KW - Wisconsin UR - https://trid.trb.org/view/647981 ER - TY - RPRT AN - 00784562 AU - Rochat, J L AU - Fleming, G G AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - ACOUSTICS AND YOUR ENVIRONMENT: THE BASICS OF SOUND AND HIGHWAY TRAFFIC NOISE. A VIDEO PRODUCTION PY - 1999/02 SP - 20 p. AB - This letter report includes the narration for the acoustics video produced by the Federal Highway Administration in association with the Volpe Center Acoustics Facility and Out of the Box Productions. The narrator's words are extracted from the video script that covers the basics of acoustics with a specific focus on highway traffic noise. KW - Acoustics KW - Traffic noise KW - Videotapes UR - https://trid.trb.org/view/637021 ER - TY - RPRT AN - 00769422 AU - Federal Highway Administration TI - TOLL FACILITIES IN THE UNITED STATES: BRIDGES-ROADS-TUNNELS-FERRIES. FEBRUARY 1999 PY - 1999/02 SP - 52 p. AB - This report contains selected information on toll facilities in the United States. The information is based on a survey of facilities in operation, financed, or under construction as of January 1, 1999, and is presented in six tables. Table T-1 contains information such as the name, financing or operating authority, location and termini, feature crossed, length, and road system for toll roads, bridges, tunnels, and ferries that connect highways. Table T-2 contains a list of those projects under serious consideration as toll facilities, awaiting completion of financing arrangements, or proposed as new toll facilities that are being studied for financial and operational feasibility. Also included are four tables containing data on receipts and disbursements of toll facilities. These four tables are published in the "1997 Highway Statistics" as Table SF-3B, Table SF-4B, Table LGF-3B and Table LGF-4B. Beginning with this issue of "Toll Facilities in the United States," a section has been added containing available names, addresses, and phone numbers of toll authorities; all toll authorities are not included. KW - Ferries KW - Proposed toll facilities KW - Tables (Data) KW - Toll authorities KW - Toll bridges KW - Toll disbursements KW - Toll receipts KW - Toll roads KW - Toll tunnels UR - http://ntl.bts.gov/lib/21000/21900/21924/PB99148959.pdf UR - https://trid.trb.org/view/503330 ER - TY - CONF AN - 00765951 AU - MultiConsultant Associates, Incorporated AU - Federal Highway Administration TI - PROCEEDINGS FROM THE NATIONWIDE PERSONAL TRANSPORTATION SURVEY SYMPOSIUM, OCTOBER 29-31, 1997, BETHESDA, MARYLAND PY - 1999/02 SP - 242p AB - The Nationwide Personal Transportation Survey (NPTS) has been conducted periodically since 1969. Each survey has collected data on the travel by United States households by all modes and all purposes. This travel data coupled with data on the demographic makeup of the household has provided a wealth of information that reflects changing household makeup and the associated changes in travel. The 1995 NPTS is the most recent in the series and was conducted between May 1995 and July 1996. A symposium was held in Bethesda, Maryland, in October, 1997 to discuss the results in an open forum. Nearly one hundred people attended, representing federal policy offices, state and metropolitan planning agencies, universities, and public interest groups. This report summarizes the results of that symposium. Lively discussions ensued during the policy panels which reflected the continuing need to address mobility, economic development, safety and environmental preservation as part of the transportation program. The workshops developed priorities for research to be conducted using the 1995 NPTS. U1 - Nationwide Personal Transportation Survey SymposiumFederal Highway AdministrationBethesda, Maryland StartDate:19971029 EndDate:19971031 Sponsors:Federal Highway Administration KW - Conferences KW - Demographics KW - Economic development KW - Environmental protection KW - Households KW - Mobility KW - Nationwide Personal Transportation Survey KW - Policy analysis KW - Research KW - Safety KW - Strategic planning KW - Travel surveys UR - https://trid.trb.org/view/504477 ER - TY - RPRT AN - 00765869 AU - Pan, C AU - White, T D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - CONDITIONS FOR STRIPPING USING ACCELERATED TESTING PY - 1999/02 SP - 190 p. AB - A laboratory study was conducted to determine water sensitivity and rutting potential of asphalt mixtures. Two major tests were included in the study: AASHTO T-283 and a laboratory wheel tracking device (PURWheel). AASHTO T-283 has been adopted in the Superpave system for evaluating mixture stripping potential. The PURWheel device and test method was developed with the concept creating conditions associated with stripping, i.e., moisture, high temperature, and a moving wheel load. The laboratory wheel track tests can be conducted with hot/wet or hot/dry environments. The objective of the study is to determine the factors that most influence bituminous mixture stripping potential. The laboratory wheel tests can simulate mixture stripping conditions as well as pavement loadings. Rutting potential with and without stripping, hot/wet and hot/dry environments, respectively, can be determined independently. The difference in rutting for the two environmental conditions indicates the magnitude of rutting associated with stripping. PURWheel tests show the abilities of the machine to evaluate the rutting/stripping of asphalt mixtures under various temperature/moisture conditions. In a comparison of two Indiana #11 surface mixtures, limestone and dolomite, the limestone mix has a lower susceptibility to rutting than that of the dolomite mix at 50 and 60 deg C. Moisture damage was shown to occur over a range of temperatures from 60 deg C to room temperature. Results of FEM studies show that the creep model can successfully characterize the pavement material behavior through a reasonable approximation of loading and material properties. Based on deformation data from the PURWheel tests, material parameters in the creep model were backcalculated. Good agreement was obtained between predicted and measured deformation in APT tests. KW - AASHTO T 283 KW - Accelerated tests KW - Asphalt mixtures KW - Creep KW - Deformation KW - Dolomite KW - Dry weather KW - Finite element method KW - Hot weather KW - Laboratory tests KW - Limestone KW - Mathematical prediction KW - Measurement KW - Moisture susceptibility KW - Rutting KW - Stripping (Pavements) KW - Superpave KW - Test procedures KW - Wet weather KW - Wheel tracking devices UR - http://ntl.bts.gov/lib/21000/21700/21746/PB99137911.pdf UR - https://trid.trb.org/view/502333 ER - TY - RPRT AN - 00764603 AU - Stephens, J AU - Hewitt, J AU - Smith, K AU - Menuez, N AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - IMPACT OF CHANGES IN TRUCK WEIGHT REGULATIONS ON MONTANA'S ECONOMY PY - 1999/02 SP - 208 p. AB - This study investigated the impacts on Montana's economy of changes in the allowable gross weights of the vehicles that operate on the state's highway system. Four scenarios were considered with different maximum allowable gross vehicle weights (GVWs). Three scenarios, with maximum GVWs of 36,300; 39,900; and 47,900 kg (80,000; 88,000; and 105,500 lb), represented reductions in GVWs in Montana. The fourth scenario consisted of an increase in allowable GVW to 58,100 kg (128,000 lb). Work on the study began with the estimation of the vehicle fleets that would evolve under each scenario, as users and providers of transportation services adjusted to the new GVW limits. Based on these estimated changes in the vehicle fleet and traffic streams, attendant changes in the demands on, and the performance of, the highway infrastructure were determined. Attention was focused on pavements and bridges, as these elements of the infrastructure were believed to be most sensitive to load related changes in vehicle demands. Consideration was also given to possible effects that changes in allowable GVW would have on other aspects of system performance, including geometric and capacity requirements and fatalities and injuries. The investigation subsequently focused on the economic impacts that would be experienced above and beyond changes in direct infrastructure costs. These impacts were first investigated by studying specific industries in the state. A statewide economic model was used to obtain a broader indication than available from the case studies of both the direct and indirect economic impacts that would result from changes in maximum allowable GVW. It was found in the results from both the case studies and the statewide economic model that in many instances the total economic impacts of changes in GVW limits exceeded the associated changes in infrastructure costs by an order of magnitude. This result reinforced the need to consider more than just infrastructure impacts in evaluating truck size and weight issues. KW - Bridges KW - Case studies KW - Economic impacts KW - Economic models KW - Fatalities KW - Geometric design KW - Gross vehicle weight KW - Highway capacity KW - Industries KW - Infrastructure KW - Injuries KW - Montana KW - Pavements KW - Regulations KW - Trucks KW - Vehicle size KW - Vehicle weight UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/truck_impact/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45846/final_report68.pdf UR - https://trid.trb.org/view/497629 ER - TY - SER AN - 00763102 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - PERMANENT GROUND ANCHOR WALLS PY - 1999/02 SP - 2 p. AB - This technical summary announces the key findings of a Federal Highway Administration (FHWA) study that is fully documented in the following reports: "Summary Report of Research on Permanent Ground Anchor Walls," Volumes I through IV (FHWA-RD-98-065, FHWA-RD-98-066, FHWA-RD-98-067, and FHWA-RD-98-068); "Design Manual for Permanent Ground Anchor Walls" (FHWA-RD-97-130); and "TB Wall - Anchored Wall Design and Analysis Program for Personal Computers" (FHWA-RD-98-093). Research aimed at improving the design and construction of permanent ground anchor walls is presented. The research focused on tiedback soldier beam walls for highway applications. These walls are generally less than 7.6 m (25 ft) high, and they are supported by one or two rows of permanent ground anchors. KW - Anchor walls KW - Anchorages KW - Computer programs KW - Construction KW - Design KW - Soldier beams KW - Tiebacks UR - https://trid.trb.org/view/500523 ER - TY - RPRT AN - 00763088 AU - WHITING, D AU - Tabatabai, Habib AU - Stejskal, B AU - NAGI, M AU - Construction Technology Laboratories, Incorporated AU - Federal Highway Administration TI - REHABILITATION OF PRESTRESSED CONCRETE BRIDGE COMPONENTS BY NON-ELECTRICAL (CONVENTIONAL) METHODS PY - 1999/02 SP - 129 p. AB - This report describes a technology review, field surveys, and laboratory investigations into the corrosion of prestressed concrete highway bridge elements and conventional repair methods used for these structures. Details of the technology review and field surveys are given in an Interim Report (FHWA-RD-95-041). Subsequent to completion of the field surveys, a laboratory program designed to evaluate corrosion performance of conventional concrete repair materials was initiated. Test specimens were precorroded by application of anodic current while exposed to chloride solutions. In order to study conventional concrete repairs, it was necessary to remove concrete from preselected areas on each purposely corroded test specimen and replace the chloride-contaminated/deteriorated original concrete with repair materials. Materials evaluated included conventional portland cement concrete, latex-modified fiber-reinforced patching mortar, and silica fume concrete containing either organic or inorganic corrosion inhibitors. Specimens where concrete was not removed were used to study the effects of sealers and coating applied on concrete surfaces to mitigate ongoing corrosion. All specimens were exposed for approximately 200 weeks to a 15% solution of sodium chloride after repair. At the conclusion of exposure, patches were removed from repair specimens and the steel and the applied coatings were examined. In many of the specimens, significant deterioration of the coatings applied to prestressing strands and reinforcing steel had occurred over the 4 years of severe exposure. The distress was greater for the steel coated with liquid epoxy coating than the companion area of steel coated with a zinc-rich product. Typically, there was more disruption of coating and corrosion of base steel in areas where latex-modified mortar had been used as a repair material than where conventional concrete or silica fume concretes were used. Corrosion was observed in repair areas where bulk chloride ion contents were below commonly accepted threshold levels. When tendon bundles were cut and pulled apart, corrosion was observed on the interior surfaces of the individual strands. It is likely that chloride ions penetrated into the interstices of the strand bundles while the specimens were precorroded, and prior to repairs. Penetrating sealers and coatings were of limited effectiveness when applied to the surface of concrete specimens undergoing active corrosion. KW - Chloride content KW - Coatings KW - Corrosion KW - Corrosion protection KW - Corrosion resistant materials KW - Epoxy coatings KW - Fiber reinforced concrete KW - Field studies KW - Laboratory tests KW - Latex modified concrete KW - Patching KW - Portland cement concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Prestressing strands KW - Rehabilitation (Maintenance) KW - Reinforcing steel KW - Seal coats KW - Silica fume KW - Specimens KW - Zinc coatings UR - https://trid.trb.org/view/497125 ER - TY - RPRT AN - 00762977 AU - Breyer, J P AU - Joshua, S C AU - Lee Engineering, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - IDENTIFYING AND IMPLEMENTING CORRIDOR SAFETY IMPROVEMENTS: A HIGHWAY SAFETY IMPROVEMENT PROCESS AND SAFETY ANALYSIS TOOLS FOR ARIZONA PY - 1999/02 SP - 139 p. AB - Arizona Department of Transportation (ADOT) recognizes that evaluation of highway safety from a corridor perspective provides different benefits than the spot analysis used up until now. The project programming procedure at ADOT accepts a quantitative ranking of safety considerations for each potential project in assessing a project's benefit. ADOT highway safety engineers are in need of spatial tools that analyze the crash database, providing spot analysis, corridor analysis, and the quantitative output desired by transportation planners. The Federal Highway Administration (FHWA) has endorsed the Corridor Safety Improvement Program (CSIP) process as a methodology for gathering multidisciplinary input from enforcement, education, and emergency medical services (EMS) personnel to supplement the engineering point-of-view and arrive at better decisions from a multi-objective perspective. The National Highway Traffic Safety Administration (NHTSA) has a Safe Communities Initiative, which promotes the same type of multidisciplinary safety team (MDST) concept towards improving safety in communities (as opposed to corridors). This paper explores Arizona's ability to adopt the FHWA CSIP model and adapt it to work within the institutional, jurisdictional, resource, and funding framework of Arizona. The results of the project indicate that: 1) ADOT is only one of several state agencies that have a hand in promoting and providing highway safety; 2) All agencies that endeavor to improve highway safety should collaborate and focus on high-risk corridors to effectively develop multi-objective action plans and implement the most appropriate countermeasures; 3) The identification of high risk spots and corridors can be greatly assisted using contemporary Geographic Information Systems (GIS) spatial analysis tools and the Accident Location Identification Surveillance System (ALISS) crash database; and 4) The ADOT photo log and Global Positioning System (GPS)-derived corridor centerline files add a unique level of comprehension of safety problems by showing signing/striping/guardrail conditions in plan and profile views overlain with the ALISS crash history and a link to a photo log image of the roadway. KW - Accident Location Identification Surveillance Stst KW - Arizona KW - Corridor safety improvement program KW - Corridors KW - Countermeasures KW - Geographic information systems KW - Global Positioning System KW - High risk locations KW - Highway safety KW - Photologging KW - Safety programs KW - Transportation planning UR - http://ntl.bts.gov/lib/21000/21700/21730/PB99137671.pdf UR - https://trid.trb.org/view/497056 ER - TY - RPRT AN - 00760489 AU - Dimillio, Albert F AU - Federal Highway Administration TI - A QUARTER CENTURY OF GEOTECHNICAL RESEARCH PY - 1999/02 SP - 160 p. AB - The Federal Highway Administration's (FHWA's) Geotechnical Research Program was formally initiated in the 1970s. During the early 1970s, FHWA field personnel and the State Highway Agencies recognized the need for more definitive technology for solving various soil and foundation problems. This fact, along with the stimulus of sympathetic management and funds for research, permitted the establishment of the geotechnical research program. The purpose of this report is to synopsize the program, highlighting some of the more significant findings and contributions. This report gives an overview and summarizes the results of three geotechnical research programs. The project or program areas were: soil and rock behavior, bridge foundations, and ground improvement techniques. A fourth program area, tunneling, is outside of the research reported here and is covered elsewhere. A fifth category, summarized here, included important miscellaneous studies that did not fit categories given above. The report presents narratives and a comprehensive reference list for the various research categories. Items covered, for example in foundation engineering, include pile foundations, pile groups, drilled shafts, spread footings, and foundation load testing. Ground improvement efforts and soil and rock behavior are also given in appropriate detail. Outputs, including guidelines and implementation items, are given for the various topics covered. Finally, an outline of future geotechnical research needs is presented. KW - Bridge foundations KW - Drilled shafts KW - Foundation engineering KW - Geotechnical engineering KW - Ground improvement KW - Load tests KW - Pile foundations KW - Pile groups KW - Research KW - Rock mechanics KW - Soil mechanics KW - Soils KW - Spread footings UR - http://www.fhwa.dot.gov/publications/research/infrastructure/geotechnical/98139/01.cfm UR - http://ntl.bts.gov/lib/8000/8300/8391/index.htm UR - https://trid.trb.org/view/496236 ER - TY - RPRT AN - 00760476 AU - Zollinger, D G AU - Buch, N AU - Xin, D AU - Soares, J AU - PCS/Law Engineering AU - Federal Highway Administration TI - PERFORMANCE OF CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS. VOLUME VI - CRC PAVEMENT DESIGN, CONSTRUCTION, AND PERFORMANCE PY - 1999/02 SP - 111 p. AB - This report is one of a series of reports prepared as part of a recent study sponsored by the Federal Highway Administration (FHWA) aimed at updating the state-of-the-art of the design, construction, maintenance, and rehabilitation of continuously reinforced concrete (CRC) pavements. The scope of work of the FHWA study included the following: (1) Conduct a literature review and prepare an annotated bibliography on CRC pavements and CRC overlays; (2) Conduct a field investigation and laboratory testing related to 23 existing in-service pavement sections to evaluate the effect of various design features on CRC pavement performance, to identify any design or construction related problems, and to recommend procedures to improve CRC pavement technology; (3) Evaluate the effectiveness of various maintenance and rehabilitation strategies for CRC pavements; and (4) Prepare a Summary Report on the current state of the practice for CRC pavements. Each of the above four items is addressed in a separate report. This report, Volume VI in the series, addresses several factors associated with CRC pavement performance, as well as several recently suggested improvements to the design, construction and evaluation of CRC pavements. KW - Construction KW - Continuously reinforced concrete pavements KW - Improvements KW - Pavement design KW - Pavement performance KW - Performance evaluations KW - State of the art reports UR - http://ntl.bts.gov/lib/21000/21800/21892/PB99146755.pdf UR - https://trid.trb.org/view/496223 ER - TY - RPRT AN - 00760478 AU - Hoerner, T E AU - Darter, M I AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - GUIDE TO DEVELOPING PERFORMANCE RELATED SPECIFICATIONS FOR PCC PAVEMENTS, VOLUME I: PRACTICAL GUIDE, FINAL REPORT AND APPENDIX A PY - 1999/02 SP - 191 p. AB - This study continued the development of performance-related specifications (PRS) for jointed-plain concrete pavements (JPCP). Under this research project, the prototype PRS (developed under previous FHWA research) was revised and expanded to make it more practical. Different implementation levels of the PRS were defined (Levels 1, 2, and 3), with the simplified PRS (Level 1) designed to be immediately implementable. This report (four volumes) is offered as a practical guide to developing and using PRS for the acceptance of JPCP lots. It discusses all aspects of the research, including the step-by-step procedures for developing and using PRS, results of demonstrations of the PRS methodology, explanations of supplementary laboratory and field studies, and the user guide for the revised PaveSpec 2.0 PRS demonstration software. This volume, Volume I, is designed as a stand-alone document highlighting the practical output of this research. It assists the pavement owner in using the revised PRS for the acceptance of as-constructed pavement lots. All aspects of the revised prototype PRS are discussed, including PRS-related definitions; an introduction to key PRS concepts, guidelines, and recommendations used to assist the agency in making PRS-related decisions; and detailed step-by-step procedures for using the revised PRS (i.e., for life cycle costing and determining pay adjustments). Appendix A in Volume I contains the complete stand-alone revised PRS prototype (for both Levels 1 and 2). KW - Acceptance tests KW - Concrete pavements KW - Construction KW - Implementation KW - Life cycle costing KW - Pavement performance KW - Pay adjustments KW - Payment KW - Quality assurance KW - Specifications UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/pavespec/vol1/foreword/index.cfm UR - http://ntl.bts.gov/lib/9000/9100/9184/index.htm UR - https://trid.trb.org/view/496225 ER - TY - RPRT AN - 00760475 AU - Sriraman, S AU - Zollinger, D G AU - PCS/Law Engineering AU - Federal Highway Administration TI - PERFORMANCE OF CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS. VOLUME IV - RESURFACINGS FOR CRC PAVEMENTS PY - 1999/02 SP - 129 p. AB - This report is one of a series of reports prepared as part of a recent study sponsored by the Federal Highway Administration (FHWA) aimed at updating the state-of-the-art of the design, construction, maintenance, and rehabilitation of continuously reinforced concrete (CRC) pavements. The scope of work of the FHWA study included the following: (1) Conduct of a literature review and preparation of an annotated bibliography on CRC pavements and CRC overlays; (2) Conduct of a field investigation and laboratory testing related to 23 existing in-service pavement sections to evaluate the effect of various design features on CRC pavement performance, to identify any design or construction related problems, and to recommend procedures to improve CRC pavement technology; (3) Evaluation of the effectiveness of various maintenance and rehabilitation strategies for CRC pavements; and (4) Preparation of a Summary Report on the current state of the practice for CRC pavements. Each of the above four items is addressed in a separate report. This report, Volume IV in the series, provides a framework for the design of CRC overlays of flexible pavements and jointed concrete pavements, and the design of overlays (bonded, unbonded, and asphaltic concrete) of CRC pavements. KW - Bituminous overlays KW - Bonded concrete overlays KW - Concrete overlays KW - Continuously reinforced concrete pavements KW - Flexible pavements KW - Overlays (Pavements) KW - Pavement performance KW - Resurfacing KW - State of the art reports UR - http://ntl.bts.gov/lib/21000/21800/21896/PB99146813.pdf UR - https://trid.trb.org/view/496222 ER - TY - RPRT AN - 00760477 AU - Zollinger, D G AU - Soares, J AU - PCS/Law Engineering AU - Federal Highway Administration TI - PERFORMANCE OF CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS, VOLUME VII - SUMMARY PY - 1999/02 SP - 49 p. AB - This report is one of a series of reports prepared as part of a recent study sponsored by the Federal Highway Administration (FHWA) aimed at updating the state-of-the-art of the design, construction, maintenance, and rehabilitation of continuously reinforced concrete (CRC) pavements. The scope of work of the FHWA study included the following: (1) Conduct of a literature review and preparation of an annotated bibliography on CRC pavements and CRC overlays; (2) Conduct of a field investigation and laboratory testing related to 23 existing in-service pavement sections to evaluate the effect of various design features on CRC pavement performance, to identify any design or construction related problems, and to recommend procedures to improve CRC pavement technology; (3) Evaluation of the effectiveness of various maintenance and rehabilitation strategies for CRC pavements; and (4) Preparation of a Summary Report on the current state of the practice for CRC pavements. Each of the above four items is addressed in a separate report. This report, Volume VII in the series, serves as a synthesis of CRC pavement performance, design, construction, and rehabilitation. KW - Construction KW - Continuously reinforced concrete pavements KW - Pavement design KW - Pavement performance KW - Rehabilitation (Maintenance) KW - State of the art reports KW - Syntheses UR - http://ntl.bts.gov/lib/21000/21800/21897/PB99146821.pdf UR - https://trid.trb.org/view/496224 ER - TY - RPRT AN - 00763215 AU - Davidson, J L AU - Maultsby, J P AU - Spoor, K B AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - STANDARD PENETRATION TEST ENERGY CALIBRATIONS. FINAL REPORT AND APPENDICES PY - 1999/01/31 SP - 467 p. AB - The Standard Penetration Test (SPT) is the most common in-situ test used for foundation design and other geotechnical applications in Florida. The results of the test, the N-value, are used with many empirical correlations to determine important soil properties used in design. Contrary to the implication of its name, the SPT is not all that standard, and test results may vary even for identical soil conditions. While many variables affect the N-value, a strong relationship exists between N-value and the energy that the SPT hammer transfers to the drill rods. If the energy transfer characteristics of an SPT system (the drill rig, hammer, operator, etc.) are known, then the N-values recovered by that system may be corrected to a standardized energy and more appropriately used in design. This report documents a field testing program in which energy transfer measurements were performed for 58 SPT systems. Energy measurements were made using the SPT Analyzer (Trademark). Drilling operations were not controlled but were performed under normal operating conditions. The resulting data are presented, and assessments are made of the effects of automatic versus safety hammer type, drill rig type, drill rod length, drill rod type, hammer drop height, hammer blow rate, number of rope turns, N-value, and two energy calculation methods. KW - Calibration KW - Drills KW - Energy transfer KW - Field tests KW - Hammers KW - Penetration resistance KW - Soil penetration test UR - https://trid.trb.org/view/497242 ER - TY - RPRT AN - 00763066 AU - Mirmiran, A AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - FRP-ENCASED CONCRETE PILES - PHASE III PY - 1999/01/26 SP - 193 p. AB - The concept of fiber reinforced polymer (FRP)-encased concrete columns was developed to address the corrosion problems associated with reinforced and prestressed concrete piles. Concrete-filled FRP tubes (CFFTs) provide an alternative to prestressed concrete piles for corrosive environments encountered in Florida and elsewhere. The tube protects and confines the concrete core, and alleviates the problems of moisture intrusion and permeability of concrete. Under Phases I and II of this project, feasibility of CFFTs was clearly demonstrated. This third phase of the project was to serve as a prelude to the field-driving of CFFT piles. It was also intended to address two important issues: (a) feasibility of off-the-shelf FRP products, and (b) need for mechanical ribs or shear connectors inside the FRP tube. The primary goal of this project was to determine the beam-column behavior of CFFTs in sufficiently large-scale experiments. In summary, the findings of this project are as follows: The feasibility of off-the-shelf FRP products was demonstrated. Slight modifications in laminate design of the FRP tubes improved their structural applications. The design tool that was developed in this project can help optimize the necessary modifications. The ribs are not required in beam-column members, as long as end connections are designed properly. Simple treatments of the interior surface of the tube with methods such as sand coating can greatly enhance the composite action between the tube and concrete core. It is generally better to design CFFTs as over-reinforced members, because they deflect to a lesser extent, and have a higher capacity, while their failure is still considered to be progressive (or ductile). The future of CFFTs appears to be very promising. There is much, however, still to be learned. Currently, an experimental program is underway to determine the long-term performance of CFFTs under sustained loads. Other issues of importance include fatigue, cyclic loading, and connections. KW - Columns KW - Composite action KW - Corrosion protection KW - Design KW - Fiber reinforced plastics KW - Future research KW - Laboratory tests KW - Reinforced concrete KW - Shear connectors KW - Tubing UR - https://trid.trb.org/view/497104 ER - TY - ABST AN - 01560729 TI - State Pavement Technology Consortium AB - The State Pavement Technology Consortium (SPTC) meets once a year to discuss technical issues plaguing the member states on pavements, materials and construction. The SPTC also performs research studies when necessary. KW - Consortia KW - Pavements KW - Paving KW - Paving materials KW - Research projects KW - Technology UR - http://www.pooledfund.org/Details/Study/144 UR - https://trid.trb.org/view/1351292 ER - TY - ABST AN - 01461057 TI - Fundamental Properties of Asphalts and Modified Asphalts II AB - The major goal of the research is to develop fundamentally based models, methods, and tests that can be used to predict and improve the performance of asphalts and, ultimately, asphalt pavements. Current emphasis includes asphalt-water interactions, i.e., moisture damage, aging, fatigue damage including healing as well as crack phenomenology, the application of state-of- the-art scientific techniques, e.g., Atomic Force Microscopy (AFM), Magnetic Resonance Imaging (MRI), etc. Current practical issues such as the use of poly-phosphoric acid to modify asphalt, the possible implications of microbial degradation on the performance of asphalt pavements, and the identification and quantification of asphalt modifiers, e.g., polymers, are being researched. Laboratory work, both fundamental and applied, is being validated (confirmed, disconfirmed, interpreted) in comparative pavement test sites built by States in conjunction with Western Research Institute, who solicits the sites, designs the experiments, and monitors and tests their construction and performance. Four such validation sites have been constructed to date and more are planned. Finally, the all-important area of technology transfer (implementation) is being undertaken with an emphasis on converting the ideas, tests, and procedures developed by Western Research Institute into accepted standardized procedures readily available for use by the technical asphalt pavement community. The risks associated with not proceeding with the research, in addition to any penalties occurring because of failure to obey Congressional legislation, involve the squandering of the resources of the US's largest and most sophisticated research group devoted to the application of chemistry and molecular science to asphalt and asphalt pavements. An additional risk is the failure to harvest research results from research currently in progress but not yet completed. As a powerful example, the validation asphalt pavements would be an almost complete waste of money if they were abandoned before they ended their useful lives so the effects of different asphalts, with their different chemistries, could be used to demonstrate in a practical way the theories and hypotheses concerning the effects of asphalt's molecular constitution on pavement performance. KW - Asphalt KW - Chemical properties KW - Mix design KW - Pavements KW - Performance evaluations KW - Research projects KW - Superpave UR - https://trid.trb.org/view/1229275 ER - TY - ABST AN - 01459652 TI - Methodology for Predicting Channel Migration AB - The objective of this research is to develop practical methodology to predict the rate and extent of channel migration (i.e., lateral channel shift and downvalley migration) in proximity to transportation facilities. KW - Bank protection KW - Bridge abutments KW - Bridge piers KW - Bridges KW - Drainage basins KW - Migration KW - National Cooperative Highway Research Program KW - Research projects KW - Scour KW - Structural design UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=714 UR - https://trid.trb.org/view/1227867 ER - TY - RPRT AN - 00792166 AU - O'Neill, T R AU - Krueger, G P AU - Van Hemel, S B AU - McGowan, A L AU - Star Mountain, Incorporated AU - American Trucking Associations AU - Federal Highway Administration TI - EFFECTS OF OPERATING PRACTICES ON DRIVER ALERTNESS, TASK 6 PY - 1999/01/10 SP - 50 p. AB - This report summarizes the results of a one-year effort to establish the interaction between operating practices in the trucking industry and driver performance, particularly with respect to safety and fatigue. Principal topics were: Loading and unloading activities as they influence the likelihood and magnitude of general driver fatigue; Driver rest and recovery as it pertains to considerations of the issue of re-starting the cumulative weekly hours-on-duty clock (duty clock re-start); and Length of duty period (extended driving - determining an appropriate standard duty time and how much rest or sleep truck drivers actually obtain. In this study, the degree of decrement in performance reasonable attributable to fatigue was measured using a 14 hours on/10 hours off schedule, with scheduled breaks during the 14-hour duty cycle. Since the test objectives demanded an operating environment exceeding that permitted by current hours of service (HOS) standards, this study used simulator technology. The study draws the following conclusions: 1. The effects of loading and unloading are mixed. 2. Drivers recovered baseline performance within 24 hours of the end of a driving week, and should be fit to resume duty after 36 hours. 3. A schedule of 14 hours on duty/10 hours off duty for a 5-day week did not appear to produce cumulative fatigue. 4. Some incidental results are worthy of further study. Among these are: a strong sensitivity of probe response to break schedule, an apparent correlation of driver age and physical fitness to other measures, and variations individual circadian cycle that interact with performance variables. KW - Age KW - Alertness KW - Break schedules KW - Circadian rhythms KW - Extended driving KW - Fatigue (Physiological condition) KW - Hours of labor KW - Loading and unloading KW - Operations KW - Performance KW - Physical fitness KW - Rest periods KW - Truck drivers KW - Trucking KW - Trucking safety UR - https://trid.trb.org/view/648755 ER - TY - RPRT AN - 00763076 AU - Perez, W AU - Wetherby, B AU - Science Applications International Corporation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - SWIFT: SEATTLE WIDE-AREA INFORMATION FOR TRAVELERS, EVALUATION SUMMARY PY - 1999/01/05 SP - 53 p. AB - The SWIFT (Seattle Wide-area Information For Travelers) project was a field operational test of a wide-area Intelligent Transportation System (ITS) communications system using a flexible FM sub-carrier High Speed Data System (HSDS). The test was conducted in a public/private partnership with the Washington State Department of Transportation, King County Metro Transit, Delco Electronics, Etak Inc., IBM, Seiko Communications Systems, Metro Traffic Control and the Federal Highway Administration. Three devices were used, by the public, to receive the traveler information: a Delco car radio (capable of providing vector navigation in addition to personal paging and the SWIFT messages); a Seiko wrist watch pager; and a portable computer (capable of providing graphic displays of traffic advisories and bus positions). After the 15-month test, interviews with the 600 Seattle commuters/participants were conducted to assess user acceptance. A communications study evaluated the adequacy of the HSDS system to disseminate traveler information. An architecture study assessed the effectiveness of the various components to carry out SWIFT operations. An institutional issues study documented the history of the project and assessed the institutional issues confronted. A deployment cost study investigated the cost of deployment of a SWIFT system and assessment of potential profitability. The first five reports in this series detail individual aspects of the project. KW - Acceptance KW - Advanced traveler information systems KW - Communications KW - Costs KW - Deployment KW - High speed data system KW - Institutional issues KW - Operational test and evaluation KW - Profitability KW - Seattle (Washington) KW - System architecture UR - http://www.wsdot.wa.gov/research/reports/fullreports/462.6.pdf UR - http://ntl.bts.gov/lib/16000/16700/16711/PB2000104547.pdf UR - https://trid.trb.org/view/497114 ER - TY - ABST AN - 01547859 TI - Quality Characteristics and Test Methods for Use in Performance-Related Specifications of Hot-Mix Asphalt Pavements AB - The objectives of this research were to: (1) identify construction-related quality characteristics of hot mix asphalt (HMA) pavement that affect long-term pavement performance; (2) identify quality characteristics of as-produced HMA that reflect compositional, volumetric, and fundamental engineering properties in terms of long-term pavement performance; and (3) select and prepare for use in performance related specifications (PRS) simple, practical, and rapid tests that measure these quality characteristics in the field. Five quality characteristics for HMA pavements were identified that are candidates for use in a PRS. They are segregation, ride quality, in-place density, longitudinal construction joint density, and in-place permeability. These quality characteristics were selected because of their importance in determining the overall performance of HMA pavements. Test methods for measuring each of these quality characteristics and initial specification criteria and threshold values were recommended for use in a PRS and are presented in Appendix C of the final report for Project 9-15. The specification criteria and threshold values are based upon data collected in Project 9-15 and on information gained from other sources. Further and continued validation of these specification criteria is critical, as is further refinement of the test methods. KW - Engineering KW - Hot mix asphalt KW - Pavement performance KW - Performance based specifications KW - Permeability KW - Properties of materials KW - Ride quality KW - Test procedures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=951 UR - https://trid.trb.org/view/1335481 ER - TY - JOUR AN - 01395636 JO - Public Roads PB - Federal Highway Administration AU - Reid, J D AU - Hargrave, M W AU - Rekenthaler, D TI - Using the bullnose guardrail to protect the elephant traps PY - 1999/01 VL - 62 IS - 4 SP - 13-7 KW - Accident countermeasure KW - Bridge design KW - Bridge design KW - Crash test KW - Guardrails KW - Impact tests KW - Mathematical models KW - Modelling KW - Policy KW - Policy KW - Safety fence KW - Traffic safety KW - Usa UR - https://trid.trb.org/view/1163408 ER - TY - RPRT AN - 01128921 AU - Wunderlich, Karl E AU - Bunch, James A AU - Larkin, James J AU - Sengupta, Raja AU - Mitretek Systems AU - Federal Highway Administration TI - ITS Impacts Assessment for Seattle MMDI Evaluation: Modeling Methodology and Results PY - 1999/01//Draft Interim Report SP - 77p AB - The purpose of this document is to present the methodology and preliminary findings of a modeling study conducted by Mitretek Systems in support of the evaluation of the Metropolitan Model Deployment Initiative (MMDI) program in Seattle, Washington. This document contains draft results for a final report to be delivered 1 April 1999. The goal of this interim report is to present initial findings, indicate the scope of the analysis performed to date, and to provide for meaningful feedback from evaluation participants before the 1 April final report date. KW - Evaluation and assessment KW - Intelligent transportation systems KW - Seattle (Washington) KW - Technology transfer UR - http://ntl.bts.gov/lib/jpodocs/repts_te/8984.pdf UR - https://trid.trb.org/view/888839 ER - TY - RPRT AN - 01104407 AU - Federal Highway Administration TI - Measuring ITS Deployment and Integration. Version 2 PY - 1999/01 SP - 109p AB - This three-part document provides sufficient background in the deployment tracking methodology for metropolitan transportation officials to use it in planning and monitoring ITS deployment. Section I (Integrating the Metropolitan ITS Infrastructure) provides a concise description of the concept of integration based on the interactions between elements of the ITS infrastructure. Additionally, the relationship of the infrastructure to the National ITS Architecture is outlined. This outline shows that the two frameworks are sufficiently compatible that the infrastructure based methodology can be useful in the context of the National ITS Architecture. Section II (Describing the Metropolitan ITS Infrastructure) provides a detailed explanation of the deployment tracking indicators and how they are calculated. Indicators for individual infrastructure deployment and integration are also described. Enough detail is provided that local transportation officials can employ the indicators to prepare an ITS deployment inventory. A short description of how to use the indicators in describing deployment goals is included. Section III (Deployment Tracking Questionnaires) contains the deployment tracking questionnaires to be used for gathering data to support local metropolitan deployment tracking. KW - Automatic fare collection KW - Fare collection KW - Highways KW - Infrastructure KW - Intelligent transportation systems KW - Management KW - Toll roads KW - Traffic delays KW - Traffic flow KW - Traffic signal control systems UR - http://ntl.bts.gov/lib/16000/16200/16291/PB2000103366.pdf UR - https://trid.trb.org/view/863561 ER - TY - RPRT AN - 00928065 AU - Solaimanian, M AU - Yildirim, Y AU - McGennis, R B AU - Kennedy, T W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SUPERPAVE GYRATORY COMPACTORS PY - 1999/01 SP - 84 p. AB - This is the third report from the South Central Superpave Center. It presents the results, findings, conclusions, and recommendations based on a comprehensive 12-month laboratory study of gyratory compactors conducted at the center. KW - Gyratory compactors KW - Gyratory testing machines KW - Laboratories KW - Performance tests KW - Research and educational facilities KW - Superpave KW - University of Texas at Austin UR - http://www.utexas.edu/research/ctr/pdf_reports/1250_3.pdf UR - https://trid.trb.org/view/718777 ER - TY - RPRT AN - 00805901 AU - Perera, R W AU - Kohn, S D AU - Rada, G R AU - Soil and Materials Engineers, Incorporated AU - Law PCS TI - LONG TERM PAVEMENT PERFORMANCE (LTPP) MANUAL FOR PROFILE MEASUREMENTS OPERATIONAL FIELD GUIDELINES VERSION 3.1 PY - 1999/01 SP - 161 p. AB - This manual describes operational procedures to be followed when measuring pavement profiles for the Long Term Pavement Performance (LTPP) program using the K.J. Law Profilometer, Face Technologies Dipstick, and the rod and level. Field testing procedures, data collection procedures, calibration of equipment, record keeping and maintenance of equipment for each of the profiling methods are described. KW - Calibration KW - Data collection KW - Equipment KW - Equipment maintenance KW - Field tests KW - Guidelines KW - Instruments for measuring roughness KW - Long-Term Pavement Performance Program KW - Manuals KW - Measurement KW - Operations KW - Pavement performance KW - Pavement profile KW - Pavements KW - Profilometers KW - Recordkeeping KW - Roughness UR - https://trid.trb.org/view/672502 ER - TY - RPRT AN - 00805894 AU - Federal Highway Administration TI - TRANSPORTATION AIR QUALITY: SELECTED FACTS AND FIGURES PY - 1999/01 SP - 48 p. AB - This brochure provides an overview of facts and figures regarding the linkages between transportation and air quality. The brochure focuses primarily on transportation-related emission trends, policies, technologies, and standards that affect on-road mobile sources including automobiles, light-duty trucks, and heavy-duty trucks. KW - Air pollution KW - Air quality KW - Automobiles KW - Exhaust gases KW - Heavy duty trucks KW - Light trucks KW - Policy KW - Standards KW - Statistics KW - Technology UR - https://trid.trb.org/view/672495 ER - TY - RPRT AN - 00806054 AU - Marquart, Mike AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - EXPERIMENTAL FEATURE "PAVEPREP" PAVEMENT INTERLAYER TO HALT OR RETARD REFLECTIVE CRACKING PY - 1999/01 SP - n.p. AB - PavePrep guidelines must be followed to avoid problems of PavePrep shoving and asphalt overlay compaction. PavePrep has not stopped reflective cracking but is providing a moisture barrier in the concrete overlay section. PavePrep over a milled asphalt provided no benefit. KW - Asphalt KW - Asphalt pavements KW - Concrete overlays KW - Cracking KW - Moisture barriers KW - Overlays (Pavements) UR - https://trid.trb.org/view/673765 ER - TY - RPRT AN - 00806048 AU - Marquart, Mike J AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF RALUMAC AS A RUT FILLER AND ITS RUT RESISTANT CAPABILITIES PY - 1999/01 SP - n.p. AB - Ralumac has successfully prevented severe rutting from returning. Some rutting has returned at intersection stop bars. Ralumac is brittle and spalling results at transverse cracks around manholes. Ralumac can provide a cost savings of 35% to 50% over a conventional mill and overlay. KW - Bituminous overlays KW - Cost effectiveness KW - Performance evaluations KW - Rutting KW - Spalling KW - Transverse cracking UR - https://trid.trb.org/view/673759 ER - TY - RPRT AN - 00800244 AU - Gopalaratnam, V S AU - Baldwin, J W AU - Cao, W-M AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - TEMPERATURE-DEPENDENT PERFORMANCE OF POLYMER CONCRETE WEARING SURFACE SYSTEM ON THE POPLAR STREET BRIDGE PY - 1999/01 SP - 84 p. AB - The report details a five-year study of the performance of the epoxy (polymer) concrete wearing surface placed on the orthotropic steel-plate deck of the Poplar Street Bridge in St. Louis, Missouri. This study involved inspections, field testing and laboratory experiments and analyses. During the first few years, the focus was on the field study components. Later when some cracks were observed on the wearing surface, a detailed experimental and analytical investigation was incorporated to understand the cause of the cracks and study potential crack-repair procedures. Laboratory experiments were undertaken to study the temperature-dependent mechanical properties of the polymer concrete materials used on the bridge deck. Experiments included a series of static flexural tests, axial compression tests and flexural fatigue tests on the polymer concrete specimens under three different test temperatures. Temperature-dependent mechanical properties such as modulus of rupture, compressive strength, modulus of elasticity and fatigue strength were obtained from the tests. The analyses components focused on the reasons for longitudinal fatigue cracking and transverse wearing surface cracking. It has been shown that a combination of traffic loads resulting in transverse bending of the deck plate and cold temperatures contributed to the longitudinal fatigue cracking observed on the deck. Transverse cracking of the wearing surface in the thickness transition zone of the eastbound lanes has been attributed to differential thermal expansion of the two webs of the south box girder coupled with thermal and elastic mismatch between the wearing surface and the steel deck plate. It has been concluded that temporary repair of wearing surface cracks using Pavon (asphalt-based product) or MMA sealant would minimize potential water infiltration onto the steel deck and extend the life of the wearing surface. An alternate repair approach where SIMCON (Slurry infiltrated steel fiber mat reinforced concrete) plates are bonded to the wearing surface holds promise as a long-term solution. KW - Axial compression KW - Bridge decks KW - Compressive strength KW - Cracking KW - Fatigue strength KW - Fatigue tests KW - Field tests KW - Flexural strength KW - Inspection KW - Laboratory tests KW - Longitudinal cracking KW - Low temperature KW - Modulus of elasticity KW - Modulus of rupture KW - Performance KW - Polymer concrete KW - Repairing KW - Thermal expansion KW - Traffic loads KW - Transverse cracking UR - http://library.modot.mo.gov/RDT/reports/Ri90016/RDT99001.pdf UR - http://ntl.bts.gov/lib/21000/21500/21535/PB99123804.pdf UR - https://trid.trb.org/view/666425 ER - TY - SER AN - 00789195 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - RISK-BASED EVALUATION OF COMMERCIAL MOTOR VEHICLE ROADSIDE VIOLATIONS: PROCESS AND RESULTS PY - 1999/01 SP - 4 p. AB - As a part of its risk management efforts, the Office of Motor Carriers sponsored a risk-based evaluation of roadside violations. This tech brief summarizes the study final report. The evaluation sought to categorize each commercial motor vehicle (CMV) roadside violation according to the potential risk posed by the conditions covered by the violation. Risk was defined as the likelihood that a violation would be a contributing factor to a crash or hazardous material (HM) release or exposure. The resulting categorization was designed to distinguish among violations that contribute to a significant, immediate risk of a crash or HM incident; violations that pose less significant risks; and violations that pose little or no risk. KW - Commercial vehicles KW - Evaluation KW - Hazardous materials KW - Risk management KW - Roadside KW - Traffic crashes KW - Traffic violations UR - http://ntl.bts.gov/lib/10000/10100/10109/tb99-005.pdf UR - https://trid.trb.org/view/650823 ER - TY - RPRT AN - 00778846 AU - Crawford, J A AU - Jordan, C AU - Dresser, G B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MODAL EMISSIONS MODELING WITH REAL TRAFFIC DATA PY - 1999/01 SP - 80 p. AB - This report details the use of a modal emissions model to estimate the relative emissions of carbon monoxide (CO) due to changes in vehicle operating characteristics on urban roadways. The Davis Institute for Transportation Studies Emissions Model (DITSEM) was selected to demonstrate the emissions characteristics of different freeway operating conditions. Instrumented vehicle data collected in Houston, Texas provide a set of operating parameters for which CO emissions are estimated. These estimates are calculated for different times of the day on the same facility to determine the relative emissions levels from a representative vehicle traveling on the freeway. The research team examined 10 samples along three roadways (two freeways, and one arterial). Implausible results were found in data exhibiting high average speeds [>60 mph (96.54 km/h)] where average emissions rates were higher than those on the same roadway under congested conditions. This led to several conclusions of which the most important was that the DITSEM not be used with samples where the percent of the driving cycle greater than 60 mph squared/sec (96.54 km/h squared/sec) exceeds 9%. This limit represents the highest value from which the model was derived for this variable. In addition, it is noted that the speed instrumentation was not able to provide sufficient precision for meaningful analysis with the available data. KW - Arterial highways KW - Carbon monoxide KW - Estimates KW - Exhaust gases KW - Freeways KW - Instrumented vehicles KW - Mathematical models KW - Speed KW - Vehicle operating modes UR - http://ntl.bts.gov/lib/15000/15700/15771/PB2000100795.pdf UR - https://trid.trb.org/view/508723 ER - TY - RPRT AN - 00778834 AU - McCormack, E D AU - Legg, B AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - THE CONTRIBUTION OF ITS TO RURAL SAFETY: A LOOK AT CRASHES IN WASHINGTON STATE PY - 1999/01 SP - 55 p. AB - Increasingly, transportation professionals are using technology, known as Intelligent Transportation Systems (ITS), to address transportation problems. This paper investigates the potential applications of ITS to safety issues on rural roadways in Washington. The most frequent type of rural crashes and their causal factors are identified from the state's Collision Report Form. The ability of ITS applications to reduce these types of crashes is then discussed. In Washington, the factor that contributes most to rural crashes is human behavior. Some ITS applications, such as speed warning systems, may be good solutions at known hazardous locations. However, most human behavioral issues, such as inattention or poor driver judgment, cannot be directly addressed by ITS applications that are currently available. In Washington, crashes due to some aspect of the roadside environment involved about one-third of the vehicles. ITS offer a viable alternative to traditional engineering solutions for a number of these types of crashes by informing drivers about roadside hazards. ITS weather systems and traveler information systems in general, can indirectly improve rural safety by providing information about travel and roadway conditions. Rural intersections, work zones, and railroad crossings are other potentially hazardous areas where ITS may be useful. The final factor that contributes to a small percentage of rural crashes is the vehicle and ITS applications may help indirectly by making trucks more compliant with safety laws and by improving the efficiency of safety inspections. ITS emergency notification systems also offer some safety benefits by mitigating some of the consequences of rural crashes. For the Washington State Department of Transportation (WSDOT), a handful of ITS safety applications have been well enough tested that they can be aggressively used as tools to reduce rural crashes. However, many more ITS safety applications, although promising, still need to be fully documented and would be best applied in this state as a demonstration of future potential. Most of these applications would warn drivers about road and roadside hazards. The greatest benefit from ITS for rural safety may come from future applications that will address rural crashes caused by human behavior. These applications will evolve from a number of the large federal research projects that are under way and are still a number of years away from providing benefits on a wide scale. Given their potential impact on rural safety, WSDOT should monitor these projects closely. KW - Emergency notification systems KW - Highway factors in crashes KW - Highway safety KW - Human factors in crashes KW - Intelligent transportation systems KW - Roadside hazards KW - Rural highways KW - Traveler information and communication systems KW - Trucking safety KW - Vehicle factors in crashes KW - Warning devices KW - Washington (State) KW - Weather UR - http://depts.washington.edu/trac/bulkdisk/pdf/460.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/460.1.pdf UR - http://ntl.bts.gov/lib/15000/15700/15731/PB2000100413.pdf UR - https://trid.trb.org/view/508711 ER - TY - RPRT AN - 00769469 AU - Federal Highway Administration TI - 1998 FEDERAL HIGHWAY ADMINISTRATION RESEARCH AND TECHNOLOGY PROGRAM HIGHLIGHTS PY - 1999/01 SP - 20 p. AB - This report highlights the activities and accomplishments of the Research and Technology (R&T) Program of the Federal Highway Administration (FHWA) during fiscal year (FY) 1998 (October 1, 1997 through September 30, 1998). The first R&T Program Highlights report was published for FY 1993; this report for FY 1998 is the sixth such report. The information for this report was gathered through interviews with key FHWA officials and staff. The report describes the major R&T projects and programs and the progress made in FY 1998 by the following Research and Technology Coordinating Groups: intelligent transportation systems; pavements; structures; highway operations; safety; motor carriers; planning, environment, and real estate services; and policy. Each project is listed according to the FHWA strategic goal that it best advances. The report also briefly describes the management structure of the R&T Program. KW - Environment KW - Highway operations KW - Intelligent transportation systems KW - Motor carriers KW - Pavements KW - Planning KW - Policy KW - Program management KW - Real estate development KW - Research KW - Safety KW - Strategic planning KW - Structures KW - Technology KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/503377 ER - TY - RPRT AN - 00765998 AU - Tumay, M T AU - Kurup, P U AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - A CONTINUOUS INTRUSION MINIATURE CONE PENETRATION TEST SYSTEM FOR TRANSPORTATION APPLICATIONS PY - 1999/01 SP - 74 p. AB - The electronic cone penetrometer is a popular in situ investigation tool for site characterization. This research report describes the application of this proven concept of the cone penetration test (CPT) to highway design and construction control by miniaturization. A miniature cone penetrometer with a projected cone area of 2 sq cm has been developed and implemented in a Continuous Intrusion Miniature Cone Penetration Test system (CIMCPT). This novel device may be used for rapid, accurate and economical characterization of sites and to determine engineering soil parameters needed in the design of pavements, embankments, and earth structures. The miniature CPT (MCPT) and the miniature piezocone penetration test (MPCPT) give finer details compared to the standard 10 sq cm cross-sectional area "reference" cone penetrometer. This makes CIMCPT attractive for subgrade characterization, quality control assessment, compaction control of embankments, and assessment of ground improvement effectiveness for transportation infrastructure. In situ calibration of the CIMCPT system was conducted at Highland Road site in Baton Rouge, Louisiana; and also at two of the National Geotechnical Experimentation Sites (NGES): University of Houston, and the Texas A&M University. CIMCPT penetration profiles were compared with those obtained using the standard cone penetrometer. The average tip resistance of the CIMCPT was 11% higher than that of the reference CPT. The average CIMCPT sleeve friction was lower than that of the reference CPT by 11%. These results compare well with previous research. KW - Calibration KW - Compaction KW - Cone penetrometers KW - Embankments KW - Friction KW - In situ site characterization KW - Miniature equipment KW - Penetration resistance KW - Quality control KW - Subgrade (Pavements) UR - https://www.ltrc.lsu.edu/pdf/2008/fr_311.pdf UR - https://trid.trb.org/view/502460 ER - TY - RPRT AN - 00765884 AU - Peng, Z-R AU - Beimborn, E AU - Octania, S AU - Zygowicz, R AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF THE BENEFITS OF AUTOMATED VEHICLE LOCATION SYSTEMS FOR SMALL AND MEDIUM SIZED TRANSIT AGENCIES PY - 1999/01 SP - 113 p. AB - This study addresses the issue of Automatic Vehicle Location (AVL) applications in small and medium sized transit agencies. Small to medium transit agencies were contacted to determine their perception of their experience with AVL and the benefits it has provided. All contacted transit agencies that deployed an AVL system perceive great benefits of AVL, especially in the areas of improved efficiency of the system by permitting automated dispatch and scheduling, improved customer services and communication, more efficient use of resources and improved on-time performance. In addition a survey was conducted of transit users in a Wisconsin community to assess the level of importance that they place on features of transit service which AVL can affect. The transit riders consider on-time performance and having real-time information as the most important factors in transit service. A framework for conducting benefit cost analysis is also provided based on data from the City of Racine, Wisconsin and some assumptions. It was found that consistent with cost benefit analysis of highway investment, AVL benefits largely occur to transit users if their waiting time can be reduced by even a small amount. AVL systems for small transit agencies also have the potential of sharing the system with other government agencies, such as public works departments, law enforcement agencies and other transit agencies. KW - Automatic vehicle location KW - Benefit cost analysis KW - Benefits KW - On time performance KW - Racine (Wisconsin) KW - Real time information KW - Surveys KW - Transit operating agencies KW - Transit riders KW - User benefits UR - http://www.uwm.edu/Dept/CUTS//its/avl1-29.pdf UR - http://ntl.bts.gov/lib/22000/22000/22007/PB99154668.pdf UR - https://trid.trb.org/view/502348 ER - TY - RPRT AN - 00763223 AU - American Trucking Associations AU - Federal Highway Administration TI - EYE-ACTIVITY MEASURES OF FATIGUE AND NAPPING AS A FATIGUE COUNTERMEASURE PY - 1999/01 SP - 164 p. AB - This study investigated (1) the potential use of an eye tracking system for detecting reduced driver alertness and (2) the impact of prophylactic napping on driver performance and alertness. The study used traditional behavioral and physiological measures of alertness. In addition, an unobtrusive eye tracker attached to the simulator structure was used to measure eye and eyelid behavior. The results showed clear time-of-day (TOD) and time-on-task (TOT) effects for the following eye closure measures: Partial closures during fixations, speed of slow eyelid closure (SEC), blink duration, and blink frequency. Eye closures during fixations exhibited the following alertness monitoring characteristics: 1) the cyclic phases of a driver experiencing brief lapses of alertness and recovery; 2) a continuous decline ultimately leading to an off-road simulator crash; 3) an early warning potential of 10 minutes or more; 4) a dramatic decline in the measure beginning 2-3 minutes before an off-road simulator crash. SEC events and blink duration showed sustained increases with TOT and TOD. A preliminary algorithm for detecting level of alertness was developed. This algorithm uses the eye closure measure in a way that includes partial eye closures during fixations, blink frequency, blink duration, and speed of eye closure effects. The 3-hour afternoon nap increased the subjects' nighttime alertness and improved driving performance. Beneficial effects of the afternoon nap on nighttime driving performance included significantly fewer crashes, shorter run completion times, and smaller standard deviations of lane position. The results provide evidence that the 3-hour afternoon nap was effective in reducing sleepiness levels during the following night and suggest that prophylactic naps may be more beneficial than recuperative naps during all-night driving situations. KW - Alertness KW - Algorithms KW - Countermeasures KW - Detection and identification KW - Drivers KW - Driving simulators KW - Eye fixations KW - Eye movements KW - Fatigue (Physiological condition) KW - Naps KW - Night KW - Performance KW - Sleep deprivation UR - http://ntl.bts.gov/lib/21000/21700/21706/PB99134900.pdf UR - https://trid.trb.org/view/497249 ER - TY - RPRT AN - 00763196 AU - Janson, B AU - Kononov, J AU - Awad, W AU - Robles, J AU - Pinkerton, B AU - Colorado Department of Transportation AU - University of Colorado, Denver AU - Federal Highway Administration TI - EFFECTS OF GEOMETRIC CHARACTERISTICS OF INTERCHANGES ON TRUCK SAFETY PY - 1999/01 SP - 144 p. AB - Relationships between truck accidents and selected geometric characteristics of interchanges are examined. Datasets containing information on truck accidents at interchanges, traffic exposure and selected geometric characteristics are analyzed with an emphasis on interchange and ramp configurations. Most of the data in the report was obtained from the Washington State Department of Transportation, with limited data obtained from Colorado and California. In order to assess the impact of merging and diverging maneuvers on safety, the limits of ramp influence zones expressed in terms of accident frequencies were defined on the main line alignments. In addition, a procedure for identifying high-risk locations from the standpoint of truck operations was proposed. Freeway truck accidents were grouped by ramp type, accident type, and by four conflict areas of each merge or diverge ramp and compared on the basis of truck accidents per location and per truck mile of travel. Truck accident frequencies and rates were not found to be significantly different by ramp type alone, but were significantly different by conflict area and accident type, both between and within ramp types. Truck accident frequencies at ramps were found to be less than proportional to truck volumes, meaning that high volume ramps had lower rates of truck accidents per truck mile of travel. Thus, a ramp's safety risk is related to accident type and conflict area, but not directly to truck volumes, which affects identifications of high-risk locations. Selected aspects of the AASHTO Policy on Geometric Design were examined from the standpoint of truck operations. This portion of the report was largely conducted as a literature review. In order to develop greater understanding of the relationship between truck accidents and geometrics of interchanges, the study conducted a series of truck driver surveys. KW - American Association of State Highway and Transportation Officials KW - Crash rates KW - Crash types KW - Geometric design KW - High risk locations KW - Highway safety KW - Interchanges KW - Merging traffic KW - Ramps (Interchanges) KW - Truck crashes UR - http://www.bts.gov/jts/V1N1/janson.pdf UR - http://ntl.bts.gov/lib/21000/21700/21773/PB99140576.pdf UR - https://trid.trb.org/view/497224 ER - TY - SER AN - 00763101 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - GUIDE TO DEVELOPING PERFORMANCE RELATED SPECIFICATIONS FOR PCC PAVEMENTS PY - 1999/01 SP - 4 p. AB - This technical summary announces the key findings of a Federal Highway Administration (FHWA) study that is fully documented in a separate report of the same title, but in four volumes (FHWA-RD-98-155, FHWA-RD-98-156, FHWA-RD-98-171, and FHWA-RD-99-059). Key products of this research are: (1) Definition of the three levels of performance-related specifications (PRS) development and implementation for jointed plain concrete pavement (JPCP) highways and full development of a simplified Level 1 PRS approach for JPCP highways; (2) Complete stand-alone specifications for the Level 1 and Level 2 PRS, along with user-friendly software (PaveSpec 2.0) to assist in PRS implementation and usage; (3) Practical guide to developing and implementing the revised Level 1 and Level 2 PRS; and (4) Successful field investigations into the practicality and implementability of both the Level 1 and Level 2 PRS approaches. KW - Concrete pavements KW - Field studies KW - Implementation KW - Software KW - Specifications UR - https://trid.trb.org/view/500522 ER - TY - RPRT AN - 00762999 AU - Hoel, L A AU - Peek, J L AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A SIMULATION ANALYSIS OF TRAFFIC FLOW ELEMENTS FOR RESTRICTED TRUCK LANES ON INTERSTATE HIGHWAYS IN VIRGINIA PY - 1999/01 SP - 31 p. AB - In recent years, increases in truck traffic on Virginia's highways have raised issues concerning safety and capacity on interstates such as I-81 and I-95. Lane restrictions represent a strategy that is intended to reduce conflicts between trucks and cars and facilitate traffic flow. Field experiments to determine the effects on existing traffic under lane restrictions for an interstate freeway segment are usually not feasible, and an alternative approach was selected. In this study, the simulation model FRESIM was used to estimate various traffic flow elements. The purpose of this study was to analyze changes in traffic flow elements (density, lane changes per vehicle, and speed differential) under conditions of restricted and unrestricted truck lane configurations. Prior to applying the simulation model to actual sites in Virginia, the researchers completed a scenario analysis. The scenario analysis tested the variability of each traffic flow element considering the following variables: traffic volume, percentage of trucks, percentage of total volume by lane, presence or absence of lane restrictions, and grade. A statistical paired-sample t test was used to determine significant differences in the values of the three traffic flow elements when lane restrictions were applied. An analysis was also completed for three sites in Virginia on I-81 near Buchanan, Christiansburg, and Wytheville. Two types of restrictions were tested: restricting trucks from the left lane and restricting trucks from the right lane. From the results obtained in this study, several conclusions were drawn: (1) restricting trucks from the left lane with steep grades causes an increase in speed differential and may decrease density and the number of lane changes, (2) restricting trucks from the right lane causes an increase in the number of lane changes, and (3) site characteristics dictate the effects of truck lane restrictions. Based on the results of this study, it is recommended that (1) trucks be restricted from the left lane when grades are 4% or greater and (2) trucks not be restricted from the right lane. The study results did not support removing truck lane restrictions in Virginia. KW - Highway grades KW - Interstate highways KW - Lane changing KW - Lane restrictions KW - Speed differential KW - Traffic density KW - Traffic flow KW - Traffic simulation KW - Truck traffic KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/99-r1.pdf UR - http://ntl.bts.gov/lib/21000/21600/21619/PB99129074.pdf UR - https://trid.trb.org/view/497081 ER - TY - RPRT AN - 00763002 AU - Garber, N J AU - Fontaine, M D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - GUIDELINES FOR PRELIMINARY SELECTION OF THE OPTIMUM INTERCHANGE TYPE FOR A SPECIFIC LOCATION PY - 1999/01 SP - 120 p. AB - In Virginia, when new construction or major reconstruction is planned, the current practice is for a location and design engineer to select the interchange type (diamond interchange, single-point urban interchange, trumpet interchange, full cloverleaf interchange, partial cloverleaf interchange, or directional interchange) for a given location. The engineer relies upon projected traffic data, right-of-way needs, environmental concerns, safety, and project costs to help determine which interchange configuration will most efficiently serve the needs of a certain area. The purpose of this study was to develop guidelines to aid designers in the selection of the optimum interchange type at a location. This study will give the engineers a starting point to begin their analyses, which, it is hoped, will result in reduced costs, improved levels of service, and increased uniformity. A number of sources were used to develop the guidelines. A literature and a nationwide survey of state engineers helped to determine current methods for interchange selection. These surveys also helped determine the relative advantages and disadvantages of the various interchange types. Also, 10 interchanges throughout Virginia were studied in order to find their operational and safety characteristics. Extensive computer simulation of the interchange types was performed in order to determine traffic characteristics that affected operations at the interchanges. Based on all of these sources, some general guidelines for preliminary interchange type selection were created. KW - Cloverleaf interchanges KW - Design engineering KW - Diamond interchanges KW - Directional interchanges KW - Engineers KW - Guidelines KW - Highway operations KW - Highway safety KW - Interchanges KW - Literature reviews KW - Selection KW - Simulation KW - Single point urban interchanges KW - Surveys KW - Traffic characteristics KW - Trumpet interchanges UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/99-r15.pdf UR - http://ntl.bts.gov/lib/21000/21600/21652/PB99130452.pdf UR - http://ntl.bts.gov/lib/9000/9800/9871/99-r15.pdf UR - https://trid.trb.org/view/497084 ER - TY - RPRT AN - 00762988 AU - McGill, G E AU - Cramer, S D AU - Covino, B S AU - Bullard, S J AU - Holcomb, G R AU - Collins, W K AU - Govier, R D AU - Wilson, R D AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FIELD APPLICATION OF A THERMAL-SPRAYED TITANIUM ANODE FOR CATHODIC PROTECTION OF REINFORCING STEEL IN CONCRETE PY - 1999/01 SP - 155 p. AB - This study provided the first field trial of a catalyzed, thermal-sprayed titanium anode for cathodic protection of steel reinforced concrete structures. Catalyzed titanium as an anode material offers the advantage of long life due to the inherent non-corrosive nature of the metal in atmospheric exposure. To continue to serve as an anode, the titanium will require a periodic and easily accomplished re-application of the catalyst rather than re-application of the metal. The purpose of this study was to evaluate the installation and operation of the catalyzed titanium anode and to evaluate the economics of the titanium anode system compared to thermal-sprayed zinc. The initial phase of the study included modification of the spray equipment for spraying titanium wire and determination of the optimal spray parameters for applying the titanium anode to the bridge. Coating resistivity was found to be the best measure for evaluating the effectiveness of the coating. Decreasing spray distance, increasing current, and using nitrogen as the atomizing gas (propellant) all decrease coating resistivity. A multiple regression equation developed from the collected data showed that, for the data collected in this study, spray gun travel speed and atomizing gas pressure have an insignificant effect on coating resistivity. Coating analysis showed that the arc-sprayed titanium is a non-homogeneous coating due to reactions with atmospheric gases. The coating contains, on average, 88 weight percent titanium. The principal coating constituents are alpha-Ti containing interstitial nitrogen and interstitial oxygen, and gamma-TiO with the possibility of some TiN. The coating consists of alternating layers of alpha-Ti rich and gamma-Ti rich material. The use of nitrogen as the atomizing gas results in a coating with less cracking, more uniform chemistry, and therefore, lower coating resistivity than is produced using air atomization. The field trial resulted in installation of 280 sq m (3015 sq ft) of catalyzed, arc-sprayed titanium on the Depoe Bay Bridge. Several lessons were learned during the field trial. Although use of a grade 1, annealed titanium wire for spraying was found to reduce equipment wear, frequent equipment maintenance caused by rapid wear of the copper spray tips had a significant impact on operator productivity. The switchmode power supply furnished with the spray equipment was unable to provide the stable arc needed for smooth operation of the spray equipment. Current distribution plates embedded flush in a concrete patch material proved to be the best method for providing a low resistance connection between the anode and the power supply. Although some difficulty was experienced during the field trial, the costs for performing this work exceeded the bid costs for installing arc-sprayed zinc on this same structure by just 18%. If the long-term performance of the catalyzed titanium anode system is proven, the arc-sprayed titanium system will provide a life cycle cost advantage over the arc-sprayed zinc system. KW - Anodes KW - Cathodic protection KW - Costs KW - Electrical resistivity KW - Field tests KW - Life cycle costing KW - Productivity KW - Reinforced concrete bridges KW - Spray guns KW - Thermal spray KW - Titanium KW - Wear UR - http://ntl.bts.gov/lib/10000/10600/10636/ti_anode.pdf UR - http://ntl.bts.gov/lib/21000/21600/21610/PB99128670.pdf UR - https://trid.trb.org/view/497070 ER - TY - RPRT AN - 00762989 AU - Leahy, R B AU - Cramer, S B AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - SUPERPAVE BINDER IMPLEMENTATION - OREGON DOT PY - 1999/01 SP - 156 p. AB - Oregon Department of Transportation (ODOT) has specified performance-based asphalts (PBAs) since 1991. Developed by the Pacific Coast Conference on Asphalt Specifications (PCCAS) in 1990, the PBA concept uses conventional test methods for classification and facilities binder selection based on climatic conditions. The Conference plan was to use the PBA concept and conventional tests as an interim approach which would eventually be replaced with the Strategic Highway Research Program performance grade (SHRP PG) specification and supporting tests. As a first step in the SHRP implementation/validation effort ODOT has evaluated its commonly used PBA grades in terms of the SHRP (now called Superpave) protocols. The limited binder evaluation to date suggests the following equivalencies: PBA-2s may be classified as PG 64-16 or PG 64-28; PBA-3s as PG 58-34 or PG 64-28; PBA-5s as PG 64-22; and PBA-6s as PG 58-28 or PG 64-34. There was not always agreement with regard to PG classification between the research results and the supplier data, nor was there always agreement among the suppliers. As described by the number of different performance grades for a particular PBA, PBA-2 appeared to be the least consistent whereas PBA-5 and PBA-6 appeared to be the most consistent. Comparison of Superpave PG and conventional binder test data indicates that there was no relationship between the high temperature performance grade and kinematic viscosity. However, there was a moderate relationship between the high temperature performance grade and absolute viscosity. However, there was a moderate relationship between the high temperature performance grade and absolute viscosity as values of explained variation (R-squared) of the unaged and rolling thin film oven (RTFO)-aged binders were 0.38 and 0.52, respectively. The relationship between the low temperature performance grade and penetration at 4 deg C and 25 deg C were significantly higher with values of explained variation for the RTFO-aged binders of 0.80 and 0.84, respectively. The diversity of Oregon's climate suggests that as many as 13 to 14 binder grades might be "needed" at the 98% level of reliability, although many grades overlap. Realistic constraints and practical considerations such as readily available binder sources and state-maintained-road-miles associated with a particular performance grade led to the recommendation that four PG binders be specified: PG 58-22 and PG 64-22 west of the Cascades; PG 58-28 and PG 64-28 in the central part of the state; and PG 64-28 in the eastern part of the state. Preliminary economic analysis suggests that implementation of the PG system could provide substantial savings. Because of Oregon's extensive use of open-graded friction courses, additional work must be done to determine what effects, if any, the PG classification might have on this mix type in terms of field performance. KW - Asphalt KW - Binders KW - Climate KW - Economic analysis KW - Pendulum tests KW - Performance grades KW - Specifications KW - Superpave KW - Viscosity UR - https://trid.trb.org/view/497071 ER - TY - RPRT AN - 00762990 AU - Northwest Research Group, Incorporated AU - Oregon Department of Transportation AU - Federal Highway Administration TI - OREGON'S MOBILITY NEEDS: GENERAL POPULATION SURVEY AND TRANSPORTATION PROVIDER SURVEY PY - 1999/01 SP - 152 p. AB - In 1998 the Oregon Department of Transportation conducted a statewide survey to assess the size and geographic distribution of Oregonians who are "mobility impaired", i.e., dependent on others for meeting their transportation needs. The study collected data on the functional abilities and travel habits of the mobility impaired and assessed the effectiveness of current transportation services in meeting their needs. A survey of publicly funded transportation service providers collected information on current services, service improvements and perceptions of latent demand. The major findings and conclusions of the research were as follows: Mobility impairment is a significant problem in the state of Oregon. Improvements to transportation systems should be targeted across the state and in areas of varying population density. The mobility impaired have a wide variety of needs that require complex solutions. Regular fixed route service can help meet the needs of mobility impaired individuals. There are opportunities to meet the needs of mobility impaired individuals by offering regularly scheduled public transportation to key locations in the community. Latent demand for transportation is significant, both for trips within communities as well as for trips between communities. There is significant need for additional fixed route trips and/or Dial-A-Ride trips, both in communities that currently have these services, as well as in communities that do not. The mobility impaired population with access to service report three areas where their needs are not being met: ease of access of service, employees knowledgeable about people with special needs and printed schedules that are easy to understand. Further study is recommended to better understand the needs of social service agency clients, the needs of other transportation disadvantaged individuals, and the costs of meeting the needs of mobility impaired persons. KW - Access KW - Aged KW - Costs KW - Latent demand KW - Mobility KW - Needs assessment KW - Oregon KW - Paratransit services KW - Persons with disabilities KW - Public transit KW - Schedules KW - Surveys KW - Transportation disadvantaged persons UR - http://ntl.bts.gov/lib/10000/10600/10626/mobility_needs.pdf UR - https://trid.trb.org/view/497072 ER - TY - RPRT AN - 00762948 AU - Lindquist, E AU - Slack, J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PROBLEMS OF HAZARDOUS MATERIALS TRANSPORT IN TEXAS AND THE POTENTIAL APPLICABILITY OF ITS SOLUTIONS PY - 1999/01 SP - 76 p. AB - This report considers the application of intelligent transportation systems (ITS) technologies for problems associated with the transport of hazardous materials. For the most part, previous research linking ITS technologies and hazardous materials transport has focused mainly on integrating these technologies into commercial vehicle operations (CVO). This report takes a different approach by focusing on local institutions and processes that are involved in preparing for and responding to hazardous materials incidents. The objective of this approach is to inform decision makers about the utility of ITS technologies in the local environment, rather than limiting them to the transport vehicle itself. This report reveals that the focus on the vehicle ignores important considerations and potential applications for ITS technology at the local level regarding the potential impact of hazardous materials through Texas communities. Three case studies were developed in an effort to understand the processes communities take prior to and in the event of a hazardous material spill. The cities chosen were El Paso, College Station, and Sonora, which represent three different population sizes - large, medium, and small, respectively. KW - Case studies KW - Commercial vehicle operations KW - Communities KW - Disaster preparedness KW - Hazardous materials KW - Hazards and emergency operations KW - Incident management KW - Intelligent transportation systems KW - Local government KW - Texas UR - http://ntl.bts.gov/lib/21000/21600/21687/PB99133894.pdf UR - https://trid.trb.org/view/497028 ER - TY - RPRT AN - 00762938 AU - Nazarian, S AU - Abdallah, I AU - Yuan, D AU - Ke, L AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - DESIGN MODULUS VALUES USING SEISMIC DATA COLLECTION PY - 1999/01 SP - 74 p. AB - Seismic methods provide moduli of different layers, which in many instances, may have distinct advantages over other methods used in the state of practice. Especially, seismic moduli are fundamentally-correct material properties, which can often be measured equally easily in the laboratory and in the field. In this report a comprehensive literature search that covers different aspects of pavement design with seismic moduli is presented. Based on this study, the use of seismic moduli in a mechanistic pavement design methodology is reasonable and feasible. To implement a fully-mechanistic design procedure, or to develop performance-based specifications, seismic moduli may be a better alternative. This statement is substantiated by the fact that the state of stress and strain are much better understood and defined under seismic tests. Adjusting seismic moduli for the state of the stress that the pavement is experiencing under the actual wheel load may be simpler than to understand fully the stress regimes developed during the falling weight deflectometer tests. KW - Earthquake engineering KW - Flexible pavements KW - Literature reviews KW - Mechanistic design KW - Modulus of resilience KW - Pavement design KW - Seismology KW - Strain (Mechanics) KW - Stresses UR - https://trid.trb.org/view/497018 ER - TY - RPRT AN - 00760594 AU - Wang, T-L AU - Liu, Changqin AU - Florida International University, Miami AU - Florida Department of Transportation AU - Federal Highway Administration TI - SYNTHESIZING COMMERCIAL SHIPPING (BARGE/TUG TRAINS) FROM AVAILABLE DATA FOR VESSEL COLLISION DESIGN PY - 1999/01 SP - 228 p. AB - This is the final report of the project on processing waterway traffic for vessel collision resistant design. The objective of this investigation is to synthesize commercial shipping data from available resources for vessel collision resistant design of bridges. In the present study, 52 "past points" are selected to represent the inland and intracoastal waterway traffic within the state and waterborne traffic on a specific bridge site can be interpolated from these selected points. One- or three-year waterborne data of these past points is obtained from the Waterborne Commerce Statistics Center (WCSC). All data are synthesized and grouped by vessel's draft, and final results are presented in the form of CY2000 together with future traffic increase rate. Typical vessel transit velocity is recommended based on obtained information by contacting vessel companies in association with Florida waterways. A design example with 14 bridge piers is provided by using the requested waterborne vessel traffic. Due to the difference of waterway traffic between upbound and downbound, the bridge is analyzed separately for both directions and a total annual frequency of collapse is summarized. In some South Florida areas, the predominant self-propelled vessels are generally in small size and with DWT less than 1000. In accordance with the AASHTO Guide Specification (1991), it is found that these small vessels can be neglected in impact resistant design. KW - Barges KW - Bridges KW - Collapse KW - Databases KW - Design KW - Past points (Waterborne commerce) KW - Recommendations KW - Shipping KW - Tugboats KW - Velocity KW - Water transportation crashes KW - Waterborne commerce statistics center UR - http://ntl.bts.gov/lib/21000/21600/21614/PB99128894.pdf UR - https://trid.trb.org/view/496333 ER - TY - RPRT AN - 00760591 AU - Chopra, M B AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - INVESTIGATION OF SHRINK AND SWELL FACTORS FOR SOILS USED IN FDOT CONSTRUCTION PY - 1999/01 SP - 194 p. AB - The shrinkage and bulkage factors for soils used in typical Florida Department of Transportation (FDOT) construction projects influence the initial and final estimate of earth needed as borrow or excess material. Variations from initial estimates and final in-place quantities frequently occur. The differences result in cost overruns, construction claims, disputes, budget waste and added administrative costs. Changes in actual shrink and swell numbers during the construction process are often cited as a basis for any changes from estimated to final in-place quantities. This project investigates these shrinkage and bulkage factors of Florida soils used in earthwork estimation by the FDOT. The shrinkage factor indicates the reduction in volume of soil from the borrow pit stage to the final compacted stage, while the bulkage factor accounts for the increase in volume of the soil between the pit and the loose state in the truck. A methodology for predicting these factors is formulated based on density changes of the soil as it is excavated, transported, and compacted. Soil densities at the three different stages are used to calculate shrinkage and bulkage factors, and have been determined from seven field projects throughout the state of Florida. Laboratory testing, such as sieve analyses and standard proctor tests, and field testing using nuclear density and speedy moisture tests, cone penetration tests, dilatometer tests, drive sleeve tests, and unit volume box tests, have been used to determine the soil densities at the three stages of earthwork. Statistical analyses of past projects are conducted to illustrate the frequency of deviations from the current shrinkage factors based on planned and borrow excavation quantities. This justifies the use of a more detailed field investigation. A method is developed to correlate the results of the cone penetration testing (CPT) to insitu dry density of sandy soils using the uniformity coefficient from grain size analysis. Dilatometer test results are also utilized to estimate the dry density of the soil but are found to over-predict the values in most cases. A unit volume box test is used to simulate the density of a soil while in a loose state, while compacted density values are obtained from the field logs or using standard proctor test in the laboratory. Based upon the results of all the laboratory and field tests, average values of shrinkage and bulkage factors are evaluated. Shrinkage factors of 15 to 20% and a bulkage factor of 25% are found to be typical for all projects monitored and are recommended for future use. The shrinkage factors obtained are significantly lower than the currently used FDOT shrinkage factors (30-35%), while the bulkage factor obtained agrees well with the FDOT value of 25%. KW - Borrow (Earthwork) KW - Correlation analysis KW - Costs KW - Density KW - Dry density KW - Earthwork KW - Field tests KW - Florida KW - Laboratory tests KW - Overruns KW - Sandy soils KW - Shrinkage KW - Soil penetration test KW - Soils KW - Swelling UR - http://ntl.bts.gov/lib/21000/21600/21627/PB99129439.pdf UR - https://trid.trb.org/view/496330 ER - TY - RPRT AN - 00760590 AU - Ahmad, I AU - Dye, J M AU - Mitrani, J D AU - Baier, R A AU - Epstein, W C AU - Florida International University, Miami AU - Florida Department of Transportation AU - Federal Highway Administration TI - EVALUATION AND ANALYSIS OF CURRENT COMPACTION METHODS FOR FDOT PIPE TRENCH BACKFILLS IN AREAS OF HIGH WATER TABLES PY - 1999/01 SP - 173 p. AB - This research project was undertaken to examine the practicality and adequacy of the Florida Department of Transportation (FDOT) specifications regarding compaction methods for pipe trench backfills under high water table. Given the difficulty to determine density and to attain desired degree of compaction under high water table areas, typical in South Florida, it was alleged that the specification is difficult to follow. The main objective of this research project was to evaluate the variations in soil conditions, as determined by the Standard Penetration Test (SPT) N-values, as a result of varying methods of compaction. In Chapter 1, the scope and objectives of the research project are outlined. In Chapter 2, results of the literature search are reported and relevant materials that were found using the library and Internet resources are discussed. Chapter 3 contains a report on the investigation carried out on a few selected ongoing projects and some completed projects. In Chapter 4, the experimental field study is introduced. Descriptions of the five field conditions studied and the results of investigation are reported in this chapter. Analysis and interpretation of the results are presented in Chapter 5. Suggestions for further study are included and lessons learned are discussed in Chapter 6. In the last chapter, Chapter 7, conclusions of the study are highlighted and recommendations for future actions by FDOT and potential researchers are outlined. KW - Compaction KW - Field tests KW - Florida KW - Future research KW - Literature reviews KW - Pipe KW - Soil penetration test KW - Specifications KW - Trench backfill KW - Water table UR - http://ntl.bts.gov/lib/21000/21600/21628/PB99129447.pdf UR - https://trid.trb.org/view/496329 ER - TY - RPRT AN - 00760484 AU - Basu, R AU - Breshears, J S AU - Clausen, E C AU - Gaddy, J L AU - Gaines, L D AU - Ko, C W AU - Murphy, R AU - Wikstrom, C V AU - Bioengineering Resources, Incorporated AU - Federal Highway Administration TI - CALCIUM MAGNESIUM ACETATE AT LOWER PRODUCTION COST: PRODUCTION OF CMA DEICER FROM BIOMASS PY - 1999/01 SP - 160 p. AB - The purpose of this project was to demonstrate the technical and economic feasibility of producing Calcium Magnesium Acetate (CMA) from solid waste by gasification/fermentation. Bench-scale fermentation experiments were conducted with synthesis gases typical of those from gasification of various residues. Fast reaction rates and high yields were obtained, and phase contaminants, such as chlorides, metals, and sulfur gases in concentrations expected in syngas, were not found to affect the fermentation. The production of CMA by reacting lime and magnesium oxide with acetic acid extracted from the fermentation broth was optimized in bench-scale experiments. Procedures for using cheap grades of lime and magnesium oxide were developed. Ice melting and penetration tests, as well as analytical results, showed the laboratory CMA to be comparable (or better) quality to the industry product. Process design and economic projections for a commercial-scale facility were developed. The cost of CMA from this plant is projected to be less than $200/ton ($220/tonne). A market analysis showed that CMA usage could be expanded to as much as 1 million lb/yr (453,600 kg/yr) if prices can be significantly reduced. Earnings from a large plant at reduced CMA prices show excellent returns that would justify rapid commercialization of this technology. KW - Biomass KW - Calcium magnesium acetate KW - Costs KW - Feasibility analysis KW - Fermentation KW - Gasification KW - Market assessment KW - Production methods KW - Rate of return KW - Solid wastes UR - http://ntl.bts.gov/lib/21000/21800/21807/PB99142747.pdf UR - https://trid.trb.org/view/496231 ER - TY - RPRT AN - 00760474 AU - Titus-Glover, L AU - Owusu-Antwi, E B AU - Darter, M I AU - ERES Consultants, Incorporated AU - Federal Highway Administration TI - DESIGN AND CONSTRUCTION OF PCC PAVEMENTS, VOLUME III: IMPROVED PCC PERFORMANCE MODELS PY - 1999/01 SP - 231 p. AB - This study was conducted to evaluate and analyze portland cement concrete (PCC) pavements in order to develop recommendations for the design and construction of long-lived concrete pavements. It involved a detailed evaluation and analysis of the PCC pavement data in the Long-Term Pavement Performance (LTPP) database using a variety of methods to determine the design features and practices that have beneficial effects on long-term performance. Emphasis was placed on identifying those specific design features that can be included during design to improve the performance of PCC pavements under various combinations of environmental and traffic loading conditions, and for different subgrade support conditions. The study focused on the development of practical recommendations that can be implemented by highway agencies to increase pavement life. This volume describes and provides information on improved pavement distress and roughness prediction models that were developed as part of the study. A key focus was to develop distress and roughness prediction models that incorporate mechanistic principles but are still practical for use by State highway agencies. KW - Concrete pavements KW - Construction KW - Databases KW - Long-Term Pavement Performance Program KW - Mathematical models KW - Mathematical prediction KW - Mechanistic design KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Roughness KW - Service life UR - https://trid.trb.org/view/496221 ER - TY - JOUR AN - 00760890 JO - Public Roads PB - Federal Highway Administration AU - Daniel, Kenny AU - Federal Highway Administration TI - INVOLVING THE PUBLIC IN IMPROVING AIR QUALITY PY - 1999/01 VL - 62 IS - 4 SP - p. 42-44 AB - Even though cleaner cars and fuels have helped reduce emissions, states and communities still face difficult clean air challenges, especially in light of tough new air quality standards. A multiyear Public Information Initiative on Transportation and Air Quality, jointly funded by the Environmental Protection Agency (EPA) and the Department of Transportation (DOT), is testing public awareness campaign messages, creative products and procedures, and evaluation measures in three pilot communities: Dover, Delaware; Milwaukee, Wisconsin; and San Francisco, California. The federal agencies developed video, audio, and print public service announcements (PSAs), which were distributed to the pilot sites who got them placed on television and radio and in newspapers and magazines. Sites also received a resource kit with materials, including a sample press release, sample media advisory, fact sheet, "10 Simple Steps to Improving Air Quality" flyer, community news article, "op-ed" article, and sample print and broadcast PSA pitch letters that encourage people to maintain their cars, link their automobile trips, and use alternative modes of transportation. In addition, pilot sites were given technical assistance and limited funding for local public outreach initiatives. This winter, DOT and EPA expect to release the results of an evaluation of the three pilot studies. Then, 1999 demonstration communities will be chosen based on a number of criteria, including their ability to sustain transportation choices that lead to congestion mitigation and improved air quality over the long term. KW - Advertising campaigns KW - Air pollution KW - Air quality KW - Delaware KW - Demonstration projects KW - Public relations KW - San Francisco (California) KW - Transportation planning KW - U.S. Department of Transportation KW - U.S. Environmental Protection Agency KW - Wisconsin UR - http://www.fhwa.dot.gov/publications/publicroads/index.cfm UR - https://trid.trb.org/view/498944 ER - TY - JOUR AN - 00760891 JO - Public Roads PB - Federal Highway Administration AU - Lieu, H AU - Federal Highway Administration TI - TRAFFIC-FLOW THEORY PY - 1999/01 VL - 62 IS - 4 SP - p. 45-47 AB - Traffic-flow theories seek to describe in a precise mathematical way the interactions among vehicles, drivers, and the infrastructure. This article outlines the revised "Monograph on Traffic Flow Theory," which can be viewed on the Turner-Fairbank Highway Research Center Web site (www.tfhrc.gov/its/tft/tft.htm/). This report is an updated and expanded version of two previous works that were sponsored by the Transportation Research Board and its predecessor, the Highway Research Board. The revised monograph includes new developments in traffic-flow theory since 1975. Chapter 3 (Human Factors) and chapter 5 (Continuum Flow Models) are two completely new chapters in this report. All chapters deal with issues on a much broader basis than the previous reports. More importantly, issues of, and application to, intelligent transportation systems are discussed in the chapters to the extent possible. The Traffic Simulation chapter is expanded from the microscopic simulation model to the mesoscopic and macroscopic simulation models, and the simulation-based traffic assignment is expanded to address time-dependent traffic assignment issues. KW - Continuum (Mathematics) KW - Highway traffic KW - Human factors KW - Infrastructure KW - Intelligent transportation systems KW - Mathematical models KW - Traffic flow theory KW - Traffic simulation KW - Transportation Research Board UR - http://www.fhwa.dot.gov/publications/publicroads/prindex.pdf UR - https://trid.trb.org/view/498945 ER - TY - JOUR AN - 00760887 JO - Public Roads PB - Federal Highway Administration AU - Kane, A R AU - Federal Highway Administration TI - MAKING WHAT'S GOOD EVEN BETTER PY - 1999/01 VL - 62 IS - 4 SP - p. 25-29 AB - In the spring of 1997, the Federal Highway Administration (FHWA) started a two-phased evaluation of its organizational structure. Phase I included the identification of the roles and responsibilities of FHWA's field organization. Phase II started in March 1998 and focused on developing a detailed implementation plan for the proposed restructured field organization, identifying the headquarters functions that would more appropriately be performed by the field organizations, and restructuring the headquarters. This evaluation has resulted in a plan to restructure FHWA's field and headquarters organizations. The major changes in the field organization eliminate the nine regional offices, delegate more authority to the 52 division offices, and provide four resource centers to support the federal-aid and motor carrier division offices in their primary role of program delivery to the state departments of transportation, metropolitan planning organizations, and other partners and customers responsible for providing highway transportation, safety services, and enforcement. In the headquarters, the principal change is the establishment of a matrix management structure with five core business areas--planning and environment, infrastructure, operations, motor carrier and highway safety, and federal lands highway--and eight cross-cutting service business units--policy; research, development, and technology; administration; chief counsel; civil rights; public affairs; professional development; and corporate management. The field structure was implemented on October 1, 1998. Changes in the headquarters structure became effective in mid-January, 1999. KW - Administration KW - Management KW - Reorganization KW - Restructuring KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99janfeb/making.cfm UR - https://trid.trb.org/view/498941 ER - TY - JOUR AN - 00760888 JO - Public Roads PB - Federal Highway Administration AU - Allen, M J AU - Federal Highway Administration TI - WE ARE ONE DOT: WORKING BETTER TOGETHER PY - 1999/01 VL - 62 IS - 4 SP - p. 30-35 AB - ONE DOT is a management strategy that builds on the strength of mutual collaboration between the various agencies and functional communities of interest when those cross-cutting efforts reduce duplication and save resources. Collaboration enables modes to solve common problems and serve customers more effectively, thereby achieving the vision, mission, and goals specified in DOT's Strategic Plan. The DOT Strategic Plan calls for the department to be visionary and vigilant in leading the way to transportation excellence in the 21st century by ensuring a safe, fast, efficient, accessible, and convenient transportation system that meets vital national interests and enhances the quality of life of the American people. ONE DOT encourages collaboration across the modes and agencies at all levels and rewards efficiency and creativity. ONE DOT also reaches outside traditional agency confines to welcome the participation and contribution of all shareholders throughout the transportation community, including state and local governments, trade associations, industry, and academia. Central to the implementation of ONE DOT is a series of 2-day seminars or learning sessions. These sessions stress the importance of the ONE DOT management strategy for advancing transportation excellence, demonstrate teaming tools and techniques for working better together, and culminate in team action plans that apply innovative ONE DOT thinking and active approaches to the opportunities and challenges that face the department. KW - Cooperation KW - Interagency relations KW - Intermodal services KW - Intermodal transportation KW - Management KW - Organizations KW - Strategic planning KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/99janfeb/onedot.cfm UR - https://trid.trb.org/view/498942 ER - TY - JOUR AN - 00760889 JO - Public Roads PB - Federal Highway Administration AU - Smallen, D AU - Federal Highway Administration TI - OFFICE OF MOTOR CARRIERS AND HIGHWAY SAFETY: ALWAYS "SAFETY FIRST" PY - 1999/01 VL - 62 IS - 4 SP - p. 36-41 AB - This article presents the text of a September 17, 1998, interview with George L. Reagle, the Federal Highway Administration's (FHWA) associate administrator for motor carriers and highway safety. At the time of the interview, Reagle led the Office of Motor Carriers, which became the Office of Motor Carriers and Highway Safety on January 1, 1999, in the restructuring of the headquarters of the FHWA. In the course of the interview, Reagle shares his views on the Office of Motor Carriers, the trucking industry, the impact of deregulation on motor carrier safety, and the hours-of-service issue. He explains the necessity of the Motor Carrier Safety Assistance Program (MCSAP) and provides details on the process of identifying problem carriers and getting them off the road. Reagle also discusses his agency's enforcement role concerning the Federal Motor Carrier Safety Regulations, the truck driver hotline that was established in September 1998, interstate buses, and how technology will change the world of motor carriers. KW - Buses KW - Deregulation KW - Highway safety KW - Highway safety organizations KW - Hours of labor KW - Interstate transportation KW - Motor carriers KW - Resource allocation KW - Trucking KW - Trucking safety KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99janfeb/office.cfm UR - https://trid.trb.org/view/498943 ER - TY - JOUR AN - 00760885 JO - Public Roads PB - Federal Highway Administration AU - Phares, B M AU - Washer, G AU - Moore, M AU - Federal Highway Administration TI - INTRODUCING FHWA'S NDE VALIDATION CENTER PY - 1999/01 VL - 62 IS - 4 SP - p. 18-20 AB - The National Bridge Inspection Program (NBIP) requires the states to periodically inventory and inspect all highway structures on public roads, including those not on the federal system. Since the initiation of NBIP, the Federal Highway Administration (FHWA) and other organizations have invested much time, effort, and money toward the development and advancement of nondestructive evaluation (NDE) techniques and technologies. A number of NDE technologies, such as infrared thermographic imaging, ground-penetrating radar imaging, laser-radar scanning, acoustic emission monitors, electromagnetic acoustic transducers, embedded corrosion microsensors, and laser vibrometers, are being tested and used to effectively and efficiently collect quantitative data about bridge conditions. However, many bridge inspectors do not have a clear understanding of the factors that affect the reliability and performance of these methods. It is clear that before NDE systems can be used with confidence, all factors affecting the reliability must be identified, and the systems must be validated considering these factors. To accomplish this, FHWA established an NDE Validation Center (NDEVC). This center, which was initiated by congressional funding in 1996, is the only center in the world dedicated entirely to the evaluation and validation of NDE technologies for highway infrastructure. The center will allow FHWA to determine the reliability of visual inspections, verify the usefulness and reliability of new inspection methods and devices, and teach others the value of NDE technologies. The resources of NDEVC are available to federal and state agencies, the academic community, and industry. KW - Evaluation KW - Highway bridges KW - Infrastructure KW - Inspection KW - Nondestructive tests KW - Technology assessment KW - Test procedures KW - U.S. Federal Highway Administration KW - Validation UR - http://www.fhwa.dot.gov/publications/publicroads/99janfeb/intro.cfm UR - https://trid.trb.org/view/498939 ER - TY - JOUR AN - 00760886 JO - Public Roads PB - Federal Highway Administration AU - Curtis, M AU - Secrist, J AU - Federal Highway Administration TI - CVISN: THE INFORMATION HIGHWAY MEETS THE ASPHALT JUNGLE PY - 1999/01 VL - 62 IS - 4 SP - p. 21-24 AB - Although numerous computer systems are simplifying the lives of truckers and administrators of commercial vehicles, few of these systems "speak" to each other via the common operating standards and open systems network architectures that are the hallmarks of most major industries. The Federal Highway Administration wants to change that, and one of the ways it intends to start is through a new network architecture known as Commercial Vehicle Information Systems and Networks (CVISN) for the trucking industry. Essentially, CVISN is an attempt to link the disparate intelligent transportation systems (ITS) technologies already impacting the world of commercial vehicle operations (CVO) under a single operating umbrella. Without such a link or network, those ITS computer systems would continue to operate in a stand-alone capacity. The core CVISN infrastructure is eight key ITS/CVO program functions: safety information, credentials administration, electronic screening, international border clearance, automated inspection, onboard safety, hazardous materials response, and fleet and freight management. Ideally, CVISN will facilitate the verification process of all this information through the same transponder technology that now permits drivers with prepaid toll cards to pass through toll plazas without stopping. CVISN is currently being tested in a number of pilot states. KW - Automation KW - Commercial vehicle operations KW - Computer networks KW - Fleet management KW - Freight handling KW - Hazardous materials KW - Information systems KW - Inspection KW - Intelligent transportation systems KW - Screenings KW - Transponders KW - Trucking KW - Trucking safety KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99janfeb/cvisn.cfm UR - https://trid.trb.org/view/498940 ER - TY - JOUR AN - 00759821 JO - Public Roads PB - Federal Highway Administration AU - Peters, R D AU - Wagner, E K AU - Alicandri, E AU - Fox, J E AU - Thomas, M L AU - Thorne, D R AU - Sing, H C AU - Balwinski, S M AU - Federal Highway Administration TI - EFFECTS OF PARTIAL AND TOTAL SLEEP DEPRIVATION ON DRIVING PERFORMANCE PY - 1999/01 VL - 62 IS - 4 SP - p. 2-6 AB - The National Highway Traffic Safety Administration estimates that from 1989 through 1993, driver drowsiness/fatigue was a contributing factor in 100,000 crashes annually on U.S. highways. A recent study examined the effects of progressive sleep deprivation on driving performance to assess the rate of crashes and the changes in driving performance resulting from sleepiness. Because it would be unsafe to study this under real driving conditions, the high-fidelity highway driving simulator was used. A variety of measures, including continuous electroencephalogram (EEG) monitoring, videotaping, and analyses of driving performance data and questionnaire data were used to determine the effects of sleep deprivation on the driving performance of six men and six women aged 26-35. Highway safety variables, including number of crashes and number of lane excursions, were unacceptably high on day three after 36 hours of no sleep and on day four after 60 hours without sleep. More subtle measures of highway safety, such as speed and lateral placement variance, were also linked to sleep deprivation. Although some trends appeared, none of the variables were significantly affected by partial sleep deprivation, perhaps because participants were young, very healthy, and nonmedicated and because they had no sleep debt at the start of the study. A preliminary neural net analysis using the data collected is underway. If patterns of driving performance can be identified, it will lend strong support for the development of a neural net in-vehicle-based system for detecting and warning drowsy drivers of potential danger. KW - Crash causes KW - Driving simulators KW - Drowsiness KW - Fatigue (Physiological condition) KW - Human factors in crashes KW - In vehicle sensors KW - Lateral placement KW - Neural networks KW - Performance evaluations KW - Sleep deprivation KW - Speed KW - Traffic crashes UR - http://www.fhwa.dot.gov/publications/publicroads/99janfeb/effects.cfm UR - https://trid.trb.org/view/498344 ER - TY - JOUR AN - 00759823 JO - Public Roads PB - Federal Highway Administration AU - Reid, J D AU - Hargrave, M W AU - Rekenthaler, D AU - Federal Highway Administration TI - IT'S A JUNGLE OUT THERE: USING THE BULLNOSE GUARDRAIL TO PROTECT THE ELEPHANT TRAPS PY - 1999/01 VL - 62 IS - 4 SP - p. 13-17 AB - The Federal Highway Administration (FHWA), in conjunction with a number of state departments of transportation (DOTs), is working to improve guardrail systems as part of a much larger highway safety campaign being orchestrated by the U.S. DOT. FHWA is particularly concerned about the guardrail systems that protect the opening between side-by-side bridges: openings that often lead to depressed roadways running perpendicular to the bridges above. Such openings are euphemistically known as elephant traps. Falling into the elephant trap could lead to a catastrophic crash with loss of life for the occupants of the vehicle and for any unsuspecting motorists below. One crash barrier that is used to prevent out-of-control vehicles from falling into the elephant trap is known as the bullnose guardrail system, so-named because of its distinctive U-shaped design. State DOTs are fond of bullnose systems because of their low cost and strong safety potential. However, to use bullnose systems, engineers need to bring them into compliance with a provision in the National Cooperative Highway Research Program Report No. 350 (Recommended Procedures for the Safety Performance Evaluation of Highway Features) that requires crash tests to include light trucks. For several months, engineers at the University of Nebraska's Center of Excellence used LS-DYNA, a computer analysis system that employs nonlinear impact finite element code to reconstruct crash tests in the virtual world of digital electronics, to run simulations designed to strengthen bullnose guardrails to meet the new standard. Once the design concept was verified by LS-DYNA, subsequent field tests using a light truck were successful. KW - Computer programs KW - Depressed highways KW - Guardrails KW - Highway bridges KW - Highway safety KW - Impact tests KW - Light trucks KW - Safety engineering KW - Simulation KW - State departments of transportation KW - Traffic safety KW - U.S. Department of Transportation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/99janfeb/jungle.cfm UR - https://trid.trb.org/view/498346 ER - TY - JOUR AN - 00759822 JO - Public Roads PB - Federal Highway Administration AU - Walls, A AU - Federal Highway Administration TI - A SILVER BULLET: SHOULDER TEXTURE TREATMENTS PY - 1999/01 VL - 62 IS - 4 SP - 3 p. AB - Waiting for a silver bullet or an "ultimate" solution is not usually the best way to deal with today's highway safety problems. However, one "silver bullet" safety enhancement is the proper selection and installation of shoulder texture treatments, also known as rumble strips. Field experience indicates that significant reductions in run-off-the-road accidents can be anticipated when audible delineation and warning devices are applied to road shoulders. The reported benefit-to-cost ratios of shoulder treatments, where sufficient shoulder width already exists, range from 20-to-1 for rolled-in strips to 5 (or more)-to-1 for milled-in strips. The ratios for milled-in shoulder treatments have been improving over the last several years as equipment and application become more cost-effective and efficient. Because rumble strips could also be an important solution to run-off-the-road problems in metropolitan areas, areas where bicycles are present, and areas where pedestrians walk along the roadside, it is also necessary to develop guidelines on the application of audible roadway delineation on all sections of the National Highway System. KW - Audible warning devices KW - Benefit cost analysis KW - Bicycles KW - Highway safety KW - Milling KW - Pedestrian safety KW - Ran off road crashes KW - Road shoulders KW - Rolling KW - Rumble strips KW - Texture KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/publicroads/99janfeb/silver.cfm UR - https://trid.trb.org/view/498345 ER - TY - ABST AN - 01393988 AU - Federal Highway Administration TI - Driving safely into the future with applied technology PY - 1999 IS - FHWA-OP-99-034 SP - 12p KW - Advanced driver information systems KW - Advanced driver information systems KW - Advanced driver information systems (ADIS) KW - Automobiles KW - Bus KW - Buses KW - Car KW - Driver performance KW - Driver performance KW - Driving KW - Fatigue (Physiological condition) KW - Heavy vehicle KW - Heavy vehicles KW - Highway safety KW - Human fatigue KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Intersection KW - Intersections KW - Lane changing KW - Lane changing KW - Ran off road crashes KW - Rear end collision KW - Rear end crashes KW - Road safety KW - Run off the road accident KW - Vehicle handling KW - Visibility KW - Visibility UR - https://trid.trb.org/view/1161755 ER - TY - RPRT AN - 01334403 AU - Siegel, Peter E AU - Benedict, Tod L AU - Kingsley, Robert G AU - Wagner, Daniel P AU - Raymer, Leslie E AU - Bonhage-Freund, Mary Theresa AU - John Milner Associates, Incorporated AU - URS Greiner Woodward Clyde AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Byways to the Past Technical Series: Oberly Island Report. Archeological Data Recoveries at the Fahs II and Oberly Island Sites: Structure, Function, and Context in the Lower Lehigh Valley, Northampton County, Pennsylvania, S.R. 0033, Section 001 PY - 1999 SP - v.p. AB - Phase III archeological data recoveries were conducted by John Milner Associates, Inc., at the Fahs II (36NM116) and Oberly Island (36NM140) sites, located in Northampton County, Pennsylvania. This work was performed for URS Greiner Woodward Clyde, the Pennsylvania Department of Transportation, and the Federal Highway Administration. The investigations were conducted in conjunction with the proposed construction of the S.R. 0033 bridge over the Lehigh River (Oberly Island site) and of Ramp D connecting S.R. 0033 to I-78 (Fahs II site). Phase II research conducted at the two sites concluded that they are eligible to the National Register of Historic Places (NRHP) under Criterion D. Based on artifact frequencies, distributions, and raw materials, the Fahs II site was determined to be eligible to the NRHP as part of the Hardyston Jasper Prehistoric District. Geomorphological and archeological data indicated the potential for stratified prehistoric deposits in the Oberly Island site, dating at least to the Late Archaic period. KW - Archaeological surveying KW - Bridges KW - Historic sites KW - Location KW - National Register of Historic Places KW - Northampton County (Pennsylvania) UR - https://trid.trb.org/view/1097811 ER - TY - RPRT AN - 01128919 AU - Department of Transportation AU - Federal Highway Administration AU - Federal Highway Administration AU - Federal Transit Administration AU - National Highway Traffic Safety Administration TI - Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book PY - 1999 SP - 510p AB - This report documents the latest edition of the Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book. It references and briefly describes the ITS research projects, tests and studies initiated through September 1998 and sponsored by the modal administrations of the U.S. Department of Transportation: Federal Highway Administration (FHWA), Federal Railroad Administration (FRA), Federal Transit Administration (FTA), and National Highway Traffic Safety Administration (NHTSA). The projects referenced describe ITS activities which support the development of user services, national compatibility planning, deployment, and program assessment. In-progress and completed research activities of the modal administrations are descriptively profiled and indexed under the following program areas: Metropolitan ITS Infrastructure; Intelligent Rural Infrastructure; Commercial Vehicle ITS Infrastructure; Intelligent Vehicle Initiative; Evaluation/Program Assessment; Architecture, Standards and National Compatibility Planning; and Mainstreaming. KW - Commercial vehicle operations KW - Evaluation and assessment KW - Intelligent transportation systems KW - Intelligent Vehicle Initiative KW - Intermodal transportation KW - Metropolitan areas KW - Research projects KW - Rural highways KW - System architecture UR - http://ntl.bts.gov/lib/jpodocs/repts_te/6943.pdf UR - https://trid.trb.org/view/888716 ER - TY - RPRT AN - 01105776 AU - Dingus, Thomas A AU - Federal Highway Administration AU - Virginia Department of Transportation AU - University of Iowa, Iowa City AU - Virginia Transportation Research Council AU - Virginia Polytechnic Institute and State University, Blacksburg TI - Enhanced night visibility, milestone 1: establish performance and design objectives PY - 1999 SP - 65 leaves KW - Automobile driving KW - Automobiles KW - Evaluation KW - Lighting KW - Night KW - Reflectance KW - Road markings KW - Roads KW - Safety KW - Specifications KW - Technological innovations KW - Visibility UR - https://trid.trb.org/view/865388 ER - TY - RPRT AN - 01101162 AU - Federal Highway Administration TI - Route 82/85/11 Corridor Transportation Improvements : environmental impact statement PY - 1999///Volumes held: Draft,Dsum, Final(2v) KW - Connecticut KW - Environmental impact statements UR - https://trid.trb.org/view/861125 ER - TY - RPRT AN - 01074072 AU - Federal Highway Administration TI - US-95, Las Vegas : environmental impact statement PY - 1999///Volumes held: Draft(2v)(v.2 folio), Final(3v)(v.2 folio) KW - Environmental impact statements KW - Nevada UR - https://trid.trb.org/view/833466 ER - TY - RPRT AN - 01073768 AU - Federal Highway Administration TI - Lancaster Bypass, FAI-US22/US33-9.59/9.95, Greenfield, Hocking, Berne and Pleasant Townships, Fairfield County, Ohio : environmental impact statement PY - 1999///Volumes held: Draft, F KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/833160 ER - TY - RPRT AN - 01073736 AU - Federal Highway Administration TI - Hancock and McDonough counties, FAP 315, IL 336 to US 136 : environmental impact statement PY - 1999///Volumes held:D, Draft Appendix, Final KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/833128 ER - TY - RPRT AN - 01073712 AU - Federal Highway Administration TI - Southeast Corridor Project, Denver : environmental impact statement PY - 1999///Volumes held:D, F(2v) KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/833104 ER - TY - RPRT AN - 01062371 AU - Federal Highway Administration TI - Airport Parkway and Mississippi 25 Connectors, Hinds and Rankin counties : environmental impact statement PY - 1999///Volumes held: Draft, Final KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/821868 ER - TY - RPRT AN - 01062370 AU - Federal Highway Administration TI - Coalfields Expressway, McDowell, Wyoming and Raleigh counties : environmental impact statement PY - 1999///Volumes held: Draft, F KW - Environmental impact statements KW - West Virginia UR - https://trid.trb.org/view/821867 ER - TY - RPRT AN - 01062368 AU - Federal Highway Administration TI - California Forest Highway 137, Wentworth Springs Road, El Dorado County : environmental impact statement PY - 1999///Volumes held: Draft KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/821865 ER - TY - RPRT AN - 01062363 AU - Federal Highway Administration TI - Phalen Boulevard Project, from I35E to Johnson Parkway, Ramsey County : environmental impact statement PY - 1999///Volumes held: Draft, F KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/821860 ER - TY - RPRT AN - 01062361 AU - Federal Highway Administration TI - SR 641 Terre Haute Bypass, US 41 to I-70, Vigo County : environmental impact statement PY - 1999///Volumes held: Draft, Final KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/821858 ER - TY - RPRT AN - 01062348 AU - Federal Highway Administration TI - US 231 new construction from CR-200 N to CR-1150 S, Spenser and Dubois counties : environmental impact statement PY - 1999///Volumes held: Draft, Final KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/821845 ER -