TY - RPRT AN - 01141649 AU - Geib, Greg AU - Chamberlain Research Consultants, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - License Plate Study for Wisconsin Department of Transportation PY - 2009/03/31/Final Report SP - 27p AB - From July to November 2008, randomly sampled vehicle license plates from vehicles in Dane, Kenosha, Milwaukee, Ozaukee, Racine, Sheboygan, Washington, and Waukesha counties were recorded. Vehicles with Wisconsin auto or truck plates and also displaying stickers were surveyed in the study. Following the in-field data collection of license plates, the vehicle license plate and vehicle identification number (VIN) were matched with a database of vehicle registrations provided by the Wisconsin Department of Transportation (WisDOT). In total, 16,923 vehicle records were included in the analysis. In the study, each vehicle surveyed was categorized based on the following criteria: the sticker on the vehicle had been expired for more than 30 days at the time of data collection, the license plate sticker displayed a date that was more recent than the registration expiration date in the WisDOT vehicle registration database, and for trucks, the bottom point of the Gross Vehicle Weight Rating (GVWR) category was higher than the registered vehicle weight class. Overall, 2.3% of vehicles surveyed were categorized as having a sticker displayed which appeared to be expired for at least 30 days at the time of data collection. Also, 1.5% of vehicles surveyed were categorized as having a license plate sticker displayed on the vehicle during data collection with a date that was more recent than the registration expiration date in the WisDOT vehicle registration database. A comparison was also made between the Gross Vehicle Weight Rating (GVWR) category for trucks to the registered vehicle weight, with 7.3% of trucks surveyed categorized as having a bottom point of the GVWR category that was higher than the registered vehicle weight, from information provided in WisDOT registration data. KW - Automobiles KW - Data collection KW - Gross vehicle weight KW - License plates KW - Random sampling KW - Registrations KW - Surveys KW - Traffic violations KW - Trucks KW - Vehicle identification numbers KW - Wisconsin UR - http://ntl.bts.gov/lib/31000/31100/31170/0092-08-20licenseplatestudy-f.pdf UR - https://trid.trb.org/view/902022 ER - TY - RPRT AN - 01138520 AU - Berke, Brandon S AU - Sagues, Alberto A AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Update on Condition of Reinforced Earthwall Straps PY - 2009/03/31/Final Report SP - 119p AB - Mechanically stabilized earth (MSE) walls are in widespread use but durability is a concern. Corrosion of reinforcement in walls using metallic components is a potentially important limitation as strips are often thin (e.g., only 4 mm). A 1994-8 Florida Department of Transportation (FDOT) investigation of 10 MSE structures determined that corrosion rates were low as expected for soils meeting specifications. At that time the walls were instrumented for future corrosion measurements and nondestructive monitoring. The walls had accumulated another decade of service by the start of the present survey, conducted to provide an indication of corrosion-related aging and improve long term performance projections. Surface appearance of coupons extracted from actual reinforcement elements in five of the walls showed little evidence of distress. Metallographic examination showed only moderate wastage of the galvanized layer, corresponding to low corrosion rates (~0.2 to ~1.1 µm/y). An extended series of linear polarization resistance (LPR) measurements yielded galvanized reinforcement apparent corrosion rates (ACR) that were also low (average ~0.7 µm/y) and in agreement with those estimated metallographically. Similar analysis of results from the earlier survey yielded ~0.9 µm/y. Average ACR values for ~11 years old embedded plain steel elements were ~6 µm/y. Similar plain steel elements of average age ~0.5 year had ACR ~8 µm/y. The drop in average ACR values with time was in the order of that expected for buried components. Corrosion macrocell current measurements showed interactions that corresponded to an appreciable fraction of the overall corrosion rate. This information was used to apply a localized corrosion multiplier in the damage projections. A statistical model that takes into account the estimated galvanized steel and plain steel corrosion rates and their variability was applied to project the evolution of corrosion damage in a generic Florida MSE wall, using data developed in the present and previous surveys. Consistent with the very small ACR values obtained for the galvanized layers, both inputs result in projections of minimum damage: <5% and <1% elements failed (lost half the thickness of the base steel) at age 100 years, and for about one half of elements failed after 200 years. The findings indicate that corrosion deterioration so far has been mild in the structures investigated, and a good prognosis for adequate corrosion performance in future decades barring unusual circumstances such as extensive backfill contamination. Periodic continuation surveys should be conducted for verification. KW - Corrosion KW - Durability KW - Earth walls KW - Florida KW - Galvanized metals KW - Linear polarization resistance KW - Mathematical models KW - Mechanically stabilized earth KW - Metallography KW - Reinforcing steel UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD544_32_rpt.pdf UR - https://trid.trb.org/view/898694 ER - TY - RPRT AN - 01129901 AU - Liu, Rongfang AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Hudson Bergen Light Rail Customer Impact and Retention Study PY - 2009/03/31/Final Report SP - 56p AB - In order to understand the customer impact and ridership retention of the Hudson Bergen Light Rail (HBLR) extension, New Jersey TRANSIT and the New Jersey Department of Transportation (NJDOT) gathered a research team to conduct a study composed of a platform survey, travel behavior change analyses, and ridership impact estimates. To measure the public benefit of investment in transit, the research team explored the comprehensive impact of the HBLR extension and highlighted the specific impact on travel behavior, such as mode shift, ridership retention, and utilization of intermodal transportation systems. This report documents the main elements of the research and findings. KW - Hudson-Bergen Light Rail KW - Impact studies KW - Light rail transit KW - Line extensions (Rail transit) KW - Modal shift KW - Ridership KW - Surveys KW - Travel behavior UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-004.pdf UR - https://trid.trb.org/view/890122 ER - TY - RPRT AN - 01129293 AU - Solaimanian, Mansour AU - Chang, Chieh-Tang AU - Chehab, Ghassan R AU - Milander, Scott AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Federal Highway Administration TI - Development of Guidelines to Minimize Moisture Damage in HMA with PennDOT District 1 Local Aggregates PY - 2009/03/31/Final Report SP - 90p AB - The sources delivering quality aggregate for use in hot-mix asphalt concrete have been depleting in Pennsylvania Department of Transportation (PennDOT) District 1. There is currently a shortage of quality Type A aggregate in this district. The local aggregates don't meet the required criteria on soundness or absorption level, or both. Furthermore, stripping and moisture damage in these gravel aggregates are of concern even though most of these aggregates exhibit excellent skid resistance and durability. A research project was initiated to evaluate performance of hot-mix asphalt concrete using District 1-0 aggregates, specifically in regard to stripping and moisture damage. Research included modifications that could be applied to improve performance of such aggregates in hot-mix asphalt. Four Type C aggregates and one Type A aggregate, all sources located in District 1-0, were selected for evaluation. Mixes were prepared as control, with liquid anti-stripping agent, with lime, and with a gravel-limestone blend for the #8 material at equal proportions. The tests included PennDOT's modified version of AASHTO Test Method T283 (Tensile Strength Ratio), Model Mobile Load Simulator, 3rd Scale (MMLS3), and dynamic modulus after repeated freeze-thaw cycles. Overall, it was concluded that two of the five aggregate sources could pass the requirement on moisture damage resistance based on the PennDOT version of the AASHTO T283 test method. It was also found that the specific liquid anti-stripping agent used with these mixes improved the moisture damage resistance significantly. The study indicated improvement of moisture damage resistance using the limestone-gravel blend to a much lesser degree compared to the improvement gained through the liquid anti-stripping agent. Testing with the MMLS3 provided valuable information. Only three control mixes were included in this part of the study, and testing was conducted under both dry and wet conditions. A higher rutting level was found in wet tested specimens compared to dry specimens, even though the significance of the moisture impact on rutting level has yet to be determined. In summary, it seems that use of the specific liquid anti-stripping agent with the mixes in this study causes significant improvement in performance of mixes using these local aggregates. KW - Aggregates KW - Antistrip additives KW - Dry conditions KW - Freeze thaw tests KW - Hot mix asphalt KW - Model mobile load simulators KW - Moisture damage KW - Pennsylvania KW - Quality (Materials) KW - Rutting KW - Stripping (Pavements) KW - Tensile strength KW - Wet conditions UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Minimize%20Moisture%20Damage%20with%20District%201-0%20Aggregates.pdf UR - https://trid.trb.org/view/889593 ER - TY - RPRT AN - 01127488 AU - Department of Transportation TI - American Recovery and Reinvestment Act of 2009: Oversight Challenges Facing the Department of Transportation PY - 2009/03/31 SP - 33p AB - On February 17, 2009, the President signed into law the American Recovery and Reinvestment Act (ARRA), which designated over $48 billion to the Department of Transportation (DOT). This audit report represents the second product in the Office of Inspector General’s (OIG) review of DOT’s implementation of ARRA. The objective of this audit was to highlight key DOT oversight challenges—based on prior OIG reports and other agencies’ relevant audit work—and identify actions DOT should take now in support of ARRA requirements. Key provisions of ARRA are preserving and creating jobs, promoting economic recovery, and investing in transportation infrastructure that will provide long-term economic benefits. In addition to providing funding for a number of existing DOT programs, ARRA directs DOT to create several new programs and establishes tight time frames for distributing and expending funds and for reporting results (for example, the number of jobs created). The vast majority of ARRA funding goes to the Federal Highway Administration (FHWA), the Federal Railroad Administration (FRA), and the Federal Transit Administration (FTA) for the construction and/or maintenance of highway, road, bridge, transit, and rail projects. The remaining ARRA funds are distributed among the Office of the Secretary of Transportation (OST), the Federal Aviation Administration (FAA), the Maritime Administration (MARAD), and OIG. Based on OIG's analysis of ongoing and prior audit work and observations of DOT’s efforts to implement ARRA, it sees three major oversight challenges facing DOT: 1. Ensuring that DOT’s grantees properly spend ARRA funds; 2. Implementing new accountability requirements and programs mandated by ARRA; and 3. Combating fraud, waste, and abuse. KW - Accountability KW - American Recovery and Reinvestment Act of 2009 KW - Economic benefits KW - Expenditures KW - Financing KW - Fraud KW - Grant aid KW - Oversight KW - Program management KW - U.S. Department of Transportation UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Revision_of_033109_final_Oversight_Challenges_Report_042709.pdf UR - https://trid.trb.org/view/887915 ER - TY - RPRT AN - 01551249 AU - Nicholas, Bradley AU - Khera, Diana AU - Harris Miller Miller and Hanson, Incorporated AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Noise and Scope Study for Launch Vehicles PY - 2009/03/30/Final Report SP - 65p AB - In support of the Federal Aviation Administration (FAA) Office of the Associate Administrator Commercial Space Transportation, the John A. Volpe National Transportation Systems Center has retained the services of Harris Miller Miller & Hanson Inc. and the Aerospace Corporation to conduct a study of noise and sonic boom models which may be applicable to the computation of environmental impacts for the commercial space industry. This Final Report catalogs existing noise and sonic boom models from recent government and commercial launch environmental documents and a search of relevant literature. The models are evaluated against calculation methods presented in recent literature and the requirements of the National Environmental Policy Act as provided in FAA Order 1050.1E, FAA Order 5050.4B, and the Environmental Desk Reference for Airport Actions to determine the necessity of a new model. The process of developing a model is described though a summary of the recent draft Environmental Protection Agency document, Draft Guidance on the Development, Evaluation and Application of Environmental Models, and the direct experience of persons who have worked on past model development efforts for FAA's Integrated Noise Model (INM) and the Federal Highway Administration's Traffic Noise Model. The feasibility of integrating a new model into the INM is examined by comparing the input, computation methods, and output for the INM and launch noise and sonic boom models. KW - Commercial space transportation KW - INM (Integrated Noise Model) KW - Launch vehicles KW - Launching KW - Literature reviews KW - Methodology KW - Noise KW - Sonic boom KW - Traffic Noise Model UR - http://ntl.bts.gov/lib/54000/54100/54125/Noise__Scope_Study_for_Launch_Vehicles_Final_Report_March_2009.pdf UR - https://trid.trb.org/view/1340036 ER - TY - RPRT AN - 01140993 AU - MANILA Consulting Group, Incorporated AU - ECRI Institute AU - Federal Motor Carrier Safety Administration TI - Draft Evidence Report: Traumatic Brain Injury and Commercial Motor Vehicle Driver Safety (Comprehensive Review) PY - 2009/03/30 SP - 118p AB - The purpose of this evidence report is to address several key questions posed by the Federal Motor Carrier Safety Administration (FMCSA). The FMCSA developed ach of these key questions so that the answers would provide information useful in updating its current medical examination guidelines. The four key questions addressed in this evidence report are: Key Question 1: What is the impact of traumatic brain injury on crash risk/driving performance? Key Question 2: What factors associated with traumatic brain injury are predictive of increased crash risk or poor driving performance? Key Question 3: What is the impact of rehabilitation programs on crash risk/driving performance among individuals with a traumatic brain injury? Key Question 4: What is the likelihood of a future seizure among individuals with a traumatic brain injury who did not experience a seizure at the time of the injury? KW - Crash risk forecasting KW - Driver rehabilitation KW - Injuries KW - Seizures KW - Traumatic brain injuries KW - Truck crashes KW - Truck drivers KW - Trucking safety UR - http://ntl.bts.gov/lib/31000/31000/31062/TBI_and_CMV_Driver_Safety_Report_-_Final.pdf UR - https://trid.trb.org/view/901231 ER - TY - RPRT AN - 01139262 AU - Culmo, Michael P AU - CME Associates, Incorporated AU - Federal Highway Administration TI - Connection Details for Prefabricated Bridge Elements and Systems PY - 2009/03/30/Final Report SP - 568p AB - Prefabricated components of a bridge produced off-site can be assembled quickly, and can reduce design time and cost, minimizing forming, minimize lane closure time and/or possibly eliminate the need for a temporary bridge. This document has been developed to promote the use of prefabricated elements and systems in bridges and focuses on "Connection Details" as part of accelerated construction projects. Accelerated Bridge Construction is one of the prime focus areas of the Office of Infrastructure of Federal Highway Administration. It focuses on a need to create awareness, inform, educate, train, assist and entice State DOT’s and their staff in the use of rapid construction techniques. This document represents the “State of the Practice” at this time with respect to connections between prefabricated elements in accelerated bridge construction projects. Most of the details were obtained from State Departments of Transportation, industry organizations, and private consultants. This information contained herein should be used to develop designs and determine which details would be appropriate for accelerating bridge construction projects. KW - Bridge construction KW - Bridge members KW - Prefabricated bridges KW - Structural connection UR - http://ntl.bts.gov/lib/43000/43400/43411/report.pdf UR - https://trid.trb.org/view/899065 ER - TY - ABST AN - 01464491 TI - Traffic Signal Analysis with Varying Demands and Capacities AB - The signalized intersection analysis methodology described in the Highway Capacity Manual (HCM) is one of the most widely used tools for evaluating the operation of signalized intersections. It has traditionally been used to quantify the delay and level of service associated with an existing intersection and with any proposed changes to the intersection's geometry, timing, or traffic demands. Recently, two new emphasis areas have been identified as national priorities: providing motorists with reliable travel times and maintaining signal timing. The HCM signal analysis methodology will be an important tool for engineers to use in achieving the goals associated with these two priority areas. The SHRP 2 Reliability research program has the goal of providing highway users with reliable travel times by preventing and reducing the impact of non-recurring incidents. The SHRP research program will develop analytic procedures for estimating reliability metrics. It will also develop a methodology for the HCM for predicting the impacts of random events (e.g., rain, crashes, breakdowns) on speed and delay. SHRP 2 Project L03 is concerned with travel time reliability, that is, the travel time over an extended highway segment. On signalized highways, a segment will include multiple signals. The L03 Research Plan states that it will use existing procedures for characterizing signal capacity so that predictive models of reliability can be constructed (i.e., reliability = f{signal capacity, demand, event characteristics}). As such, the scope of Project L03 is fairly macroscopic, since the primary measurements are travel times over an extended segment. The intent is not to study the operation of individual signals. Given the changes in signal control technology and innovative treatments, existing estimation procedures are probably limited in what they can provide. Therefore, research is needed to learn how these factors influence signal capacity and operation, and further, how these relate to travel time reliability over an extended segment. Estimation of travel time reliability on signalized highways is currently a daunting task. Reliability measurement demands a long history of continuously collected travel times (minimum of 6 months, ideally a year) be available. Such data are extremely rare right now and limited to where agencies have deployed either toll tag readers or electronic license plate readers. In the future, we will probably see more of these technologies deployed on signalized highways. Further, there is potential for privately collected travel time data (e.g., cell phone tracking and GPS-based travel times from instrumented vehicles) to provide travel times on signalized highways. However, these private technologies are still in their infancy, so the research will face data collection as a major issue. In response to the aforementioned research need, the HCM signal analysis procedure needs to be enhanced so that agencies can use it to evaluate the effect of the full range of traffic conditions on travel time reliability. This research would complement and leverage the SHRP investment by combining with it to produce a comprehensive methodology for evaluating urban street operation, level of service, and reliability. It is estimated that there are about 300,000 signalized intersections in the United States. These signals account for about 300 million vehicle-hours of delay each year. A recent evaluation of the Nation's signals by the National Transportation Operation Coalition (NTOC) indicated an immediate need for improvements to the timing of the nation's signals. These improvements have the potential to reduce travel time by 25% and save almost 17 billion gallons of motor fuel each year. The biggest obstacle to achieving these benefits through retiming is limited agency resources. Agencies have both limited staff-hours and limited funds to adjust timing plans and update equipment. Identifying and implementing efficient signal timings is one of the most time-consuming elements of signal maintenance. The HCM signal analysis methodology is a key element in the NTOC plan to achieve improved signal operation. However, research is needed to update the HCM signal analysis methodology to make it more efficient to use (e.g., less data intensive) and more consistent with the operation of today's traffic signal controller. The desired improvements in the timing of the Nation's signals will only be realized if the HCM signal analysis methodology is updated to accurately reflect current driver behavior and traffic conditions. The objective of this research is to update and modify the HCM signal analysis procedure to support reliability assessment and maintenance of signal timing. The final product of this research will be a comprehensive methodology for efficiently evaluating signal timing, identifying effective timing plans, and quantifying the effect of signal timing and traffic demand on reliability. This methodology will be documented in the form of draft text for a forthcoming edition of the HCM.

KW - Data collection KW - Global Positioning System KW - Highway capacity KW - Highway Capacity Manual KW - Traffic incidents KW - Traffic signal timing KW - Travel demand KW - Travel time UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2491 UR - https://trid.trb.org/view/1232721 ER - TY - ABST AN - 01462877 TI - Research for AASHTO Standing Committee on Highways. Task 228. Update the United States Numbered Highways (1989 Edition) and Document Current U.S. Routes AB - This study will update current records and provide a quick reference on U.S. Routes, Interstates, and U.S. Bike Routes electronically. This might include a web portal to access state records. KW - Bicycles KW - Highways KW - Interstate highways KW - National Cooperative Highway Research Program KW - Records management KW - Research projects KW - Routes KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1243 UR - https://trid.trb.org/view/1231101 ER - TY - RPRT AN - 01340426 AU - Howard, Isaac L AU - Cooley, L Allen AU - Doyle, Jesse D AU - Mississippi State University, Mississippi State AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Laboratory Testing and Economic Analysis of High RAP Warm Mixed Asphalt PY - 2009/03/24/Final Report SP - 113p AB - This report contains laboratory testing, economic analysis, literature review, and information obtained from multiple producers throughout the state of Mississippi regarding the use of high RAP (50 % to 100%) mixtures containing warm mix additives. The goal of the research was to determine if such a concept was feasible within Mississippi. The project was broad in context and provides information related to many parameters. The result of the research was the concept was feasible. Economic data was obtained from ten producers in October of 2008 and used in conjunction with Mississippi virgin asphalt price records to perform economic analysis regarding high RAP mixtures, as well as issues pertaining to warm mix additives. The analysis was not comprehensive but provided valuable information. The result was there was no evidence to suggest the concept would be prohibited by economics. Laboratory testing was performed on hundreds of gyratory compacted samples with varying RAP contents, RAP sources, Sasobit® contents, virgin asphalt quantities, and temperature to investigate compactability and indirect tensile strength of the samples. The results provided no evidence that acceptable air voids could not be achieved at warm mix temperatures using only moderate amounts of virgin asphalt. Indirect tensile strengths were much greater in high RAP mixtures, which could indicate cracking potential. More research is needed to make definitive statements. Multiple producers of asphalt within Mississippi were contacted to discuss issues related to increased RAP percentage and the use of warm mix additives. The data provided was incorporated into select portions of the research. Overall, the research found no reason to believe that high RAP warm mixed asphalt was not feasible and recommended additional research that would further the cause. KW - Air voids KW - Economic analysis KW - Feasibility analysis KW - Laboratory tests KW - Mississippi KW - Reclaimed asphalt pavements KW - Tensile strength KW - Warm mix paving mixtures UR - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS200.pdf UR - http://ntl.bts.gov/lib/37000/37900/37919/SS200FinalReport.pdf UR - https://trid.trb.org/view/1101893 ER - TY - RPRT AN - 01340395 AU - Howard, Isaac L AU - Baumgardner, Gaylon L AU - Mississippi State University, Mississippi State AU - Paragon Technical Services, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - US Highway 84 Chip Seal Field Trials and Laboratory Test Results PY - 2009/03/24/Final Report SP - 28p AB - This report contains laboratory and field testing of US Highway 84 in Lincoln county Mississippi. A full scale field test consisting of seven polymer modified asphalt emulsions and a CRS-2 control emulsion was constructed in September of 1989 and subsequently evaluated for two years. Laboratory testing of these emulsions was performed with the Frosted Marble Test and the Tensile Stress Test, alongside standard emulsion test protocols. The goal of the work at the time it was conducted was to add satisfactory performing products to the DOT Approved Products List. Recent research activities at the Mississippi DOT have focused on preservation and maintenance, indicating a desire to develop performance related specifications and material acceptance procedures. No formal report was generated at the time of testing, but a large of amount of data was present in MDOT files. Additionally, a large amount of data regarding the testing was owned by producers involved with the test sections. This data was combined, organized, synthesized, and developed into this report. Several of the products (or very similar versions) tested on US Highway 84 remain in use at present. The data contained in this report will be used in future research activities aimed toward performance oriented specification and acceptance of chip seal materials. KW - Asphalt emulsions KW - Chip seals KW - Field tests KW - Laboratory tests KW - Mississippi KW - Pavement maintenance KW - Polymers UR - http://www.cee.msstate.edu/assets/documents/(2009)%20FHWA_MS-DOT-RD-09-202-VI%20(Final%20Report).pdf UR - http://ntl.bts.gov/lib/37000/37900/37901/US_Highway_84_Chip_Seal_Field_Trials_and_Laboratory_Test_Results_1_.pdf UR - https://trid.trb.org/view/1101715 ER - TY - RPRT AN - 01142394 AU - Thompson, David B AU - Cleveland, Theodore G AU - Fang, Xing AU - Wang, Keh-Han AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Guidance for Low-Water Crossings in Areas of Extreme Bed Mobility, Edwards Plateau, Texas PY - 2009/03/23/Technical Report SP - 178p AB - The purpose of this report is to present results from a combination of field and laboratory investigations of mobility of gravel to cobble sized materials in Texas streams on the Edwards Plateau. The Texas Department of Transportation (TxDOT) uses low-water crossings for many of the roadways in the region, particularly where the streams are ephemeral. When the streambed mobilizes, instances of roadway loss of service, either by deposition of large amounts of bed materials or by structural failure associated with streambed mobilization are relatively common. The objectives of the project were to determine the mechanics of streambed mobilization and develop design guidelines (approaches) to mitigate damage associated with streambed mobilization events. Numerical models were developed and a geographic information system (GIS) approach was used to demonstrate how area subject to streambed mobilization can be identified through application of these tools. Physical models were used to demonstrate the mechanics of streambed mobilization and test current design solutions. The physical model identified the mechanics for culvert “self-clearing” and that a porous roadbed results in changes to the flow dynamics that affect bedload deposition in the low-water crossing area. An offset three-culvert design was identified by TxDOT engineers as an alternative to the more-common box culvert. KW - Cobbles KW - Culverts KW - Design KW - Edwards Plateau (Texas) KW - Geographic information systems KW - Gravel KW - Hydraulics KW - Low water crossings KW - Mathematical models KW - Sediment transport KW - Stream crossings KW - Streambeds UR - http://www.techmrt.ttu.edu/Reports/Complete%20Reports/0-4695-fpr.pdf UR - http://ntl.bts.gov/lib/31000/31200/31219/0-4695-fpr.pdf UR - https://trid.trb.org/view/902774 ER - TY - ABST AN - 01464493 TI - Guidelines for Timing Yellow and All-Red Intervals at Signalized Intersections AB - Red-light running is one of the most common causes of intersection crashes. Research shows that yellow interval duration is a significant factor affecting the frequency of red-light running, and increasing yellow time to meet the needs of traffic can dramatically reduce red-light running. However, it is not known if the reductions in red-light running translate into reductions in crashes and injuries. Longer yellow times may increase the zone in which drivers have the option of safely stopping or going and thus increase the potential for conflicts and risk of rear-end crashes. Furthermore, there is no consensus on how the yellow and all-intervals should be timed. The assumed reaction time and deceleration rates for timing yellow lights are based on limited research of car drivers that is a quarter century old. The effects of heavy vehicles are ignored although trucks require longer distances to stop especially at higher speeds. Given the aging of the population, research is needed to determine normal reaction times and deceleration rates for use in timing yellow change intervals. This should be done for intersection approaches covering a range of speeds, grades, vehicle types, surface condition (wet/dry), and turning movements. The end product would be improved guidelines for timing change intervals. Most studies on driver behavior during yellow change intervals were conducted more than 25 years ago and the observations were limited to a few hours at a few sites. The research indicates that if the deceleration required to stop is less than 8 ft/sec2 most drivers will stop and if it is more than 12 ft/sec2 most drivers will continue through the intersection. None of the research appears to investigate behavior or needs of truck drivers or assess whether these values apply for all approach speeds. Most studies on the effects of all-red intervals report accident reductions; however, these studies were limited to a 1-year-after period. Long-term evaluations in Indiana and Minnesota found accidents increase after the first year resulting in no net reduction. Bonneson and Son (2003) and Zador et al. (1985) found that longer yellow interval durations consistent with the ITE Proposed Recommended Practice(1985) using 85th percentile approach speeds are associated with fewer red-light violations, all other factors being equal. Bonneson and Zimmerman (2004) found that increasing yellow time in accordance with the ITE guideline or longer reduced red light violations more than 50 percent. Van Der Host found that red light violations were reduced by 50 percent 1 year after yellow intervals were increased by 1 second. Retting et al. (2007) found increasing yellow time in accordance with the guideline reduced red-light violations on average 36 percent with higher reductions. This project will develop guidelines for timing yellow and all-red intervals to meet the needs of traffic and assess the long-term effectiveness of increasing yellow time on red-light running and crash risk. Observational field studies should be carried out to determine reaction times during onset of the yellow light and develop updated functions for probability of cars stopping versus deceleration required to stop and new functions for trucks. Before-and-after crash studies should be done at intersection where yellow times have been altered. The research task should address questions such as: Do reductions in red-light running associated with increased yellow time translate in to crash reductions? Should yellow timing be based on prevailing speed or posted speed. If prevailing speed is used, should it be 85th percentile, 95th percentile, or some other measure? Does acceptable level of deceleration vary with approach speed and vehicle type? What reaction time is normal? Does reaction time differ by area type or driver age? Should there be an upper limit on length of the yellow? What amount of side street start-up delay if any should be subtracted from the clearance time to determine the amount of all-red? What is a fair and reasonable tolerance for RLC violations? There are approximately 1,000 fatalities and 90,000 injuries each year attributed to red-light running. Deficient yellow times entrap drivers into running red lights or stopping abruptly and risk being rear-ended. Red light cameras are being implemented with little or no grace period. Such practice fails to recognize that current practice for timing yellow lights reflect an average driver and unfairly penalizes a large number of motorists behaving reasonably. Over time, this practice could lead to a backlash against red-light cameras and prohibition of a potentially useful tool in improving highway safety Data collected at several red-light camera (RLC) sites in northern Virginia where the yellow was increased has yielded impressive results and suggests that increasing the yellow interval can be more effective in reducing red-light running than RLCs. The dramatic reductions in red-light running from increasing the yellow have been sustained up to 3 years after the yellow was increased, and there is no evidence that motorists take advantage of the increased yellow over time. Further, it is very simple and inexpensive to implement. This needs to be evaluated on a wider scale and the results widely disseminated. The final report should include recommended changes to the Manual on Uniform Traffic Control Devices and a recommended practice for consideration by the Institute of Transportation Engineers.
 
KW - Reaction time KW - Rear end crashes KW - Red interval (Traffic signal cycle) KW - Red light running KW - Signalized intersections KW - Traffic crashes KW - Traffic signal cycle KW - Traffic speed KW - Yellow interval (Traffic signal cycle) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2489 UR - https://trid.trb.org/view/1232723 ER - TY - ABST AN - 01570503 TI - Improving the Foundation Layers for Concrete Pavements AB - Quality pavement foundation layers are essential to achieving excellent pavement performance. In recent years as truck traffic has greatly increased, the foundation layers have become even more critical to successful pavement performance. Unfortunately, there are still many pavement failures in the U.S. related to inadequate subbase, natural subgrade, and embankment (commonly referred to as foundation layers or roadbed). Factors that contribute to pavement foundation problems are believed to be poor construction practices, ineffective quality control/quality assurance (QC/QA) testing methods and sampling plans, material variability and unpredictable long-term material behavior, poor verification of material properties during construction, insufficient development of performance-related specifications, and low capital investment in the foundation layers. The objective of this research is to improve the construction methods, economic analysis and selection of materials, in-situ testing and evaluation, and development of performance-related specifications for the pavement foundation layers. The outcome of this study will be conclusive findings that make pavement foundations more durable, uniform, constructible, and economical. Although the focus of this research will be portland cement concrete (PCC) concrete pavement foundations, the results will likely have applicability to asphalt cement concrete (ACC) pavement foundations and, potentially, unpaved roads. All aspects of the foundation layers will be investigated including thickness, material properties, permeability, modulus/stiffness, strength, volumetric stability and durability. KW - Concrete pavements KW - Durability KW - Foundations KW - Pavement performance KW - Pavement thickness KW - Paving KW - Permeability KW - Portland cement concrete KW - Subbase (Pavements) UR - http://www.pooledfund.org/Details/Study/408 UR - https://trid.trb.org/view/1362144 ER - TY - RPRT AN - 01154150 AU - Rajbhandari, Rajat AU - Villa, Juan Carlos AU - Aldrete-Sanchez, Rafael AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Expansion of the Border Crossing Information System PY - 2009/03/15/Final Report SP - 112p AB - There is no reliable system in place to measure and report border crossing times to either commercial trade or travelers planning to cross the U.S.-Mexico border. This research project, in combination with three other already funded and ongoing projects, provides a prototype of such a system. The result is a real-time international border crossing travel time information system prototype. In addition to real-time information, the project serves as a valuable data source for three other important activities: a) estimating the economic impact of border crossing delay and potential improvements, b) validating dynamic cross-border traffic assignment models, and c) long range transportation planning. This project designed the mechanisms to automatically capture border crossing times for commercial vehicles and convert those results to user-friendly formats that can be shared with stakeholders involved in the U.S.-Mexico international border crossing process for operations, planning and research purposes. In order to maximize the effective use of the information, the project began with a comprehensive survey of stakeholder information needs, focused primarily on commercial crossing users. Texas Transportation Institute researchers defined the methodology to capture the information for commercial-vehicle crossing time. The best way to present the information to potential users was identified and the systems required to share the information with key stakeholders were developed and tested during this project. KW - Commercial vehicles KW - Crossing times KW - International borders KW - Long range planning KW - Real time information KW - Stakeholders KW - Traffic assignment KW - Traffic delays KW - Travel time KW - United States-Mexico Border UR - http://utcm.tamu.edu/publications/final_reports/Villa_08-30-15.pdf UR - https://trid.trb.org/view/915557 ER - TY - RPRT AN - 01138525 AU - Maurer, Mark W AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Design and Construction of a Field Test Site to Evaluate the Effectiveness of a Compost Amended Bioswale for Removing Metals from Highway Stormwater Runoff PY - 2009/03/13/Master's Thesis SP - 72p AB - Stormwater from impervious surfaces generally has to be treated by one or more best management practice (BMP) before being discharged into streams or rivers. Compost use for treating stormwater has increased in recent years as trials show that compost amended soils and compost blankets prevent erosion and improve water quality. Most of the trials to date have focused on applications where the stormwater sheet flows across a compost amended area or into a retention basin amended with compost. These types of installations are applicable to many locations, but there is a need for an end-of-pipe treatment that can handle concentrated flows. This is particularly true in roadway projects that are linear in nature and cut across land features and go from cut to fill sections frequently. Bioswales are an approved BMP to remove nutrients from stormwater and are widely used in highway construction to move and treat stormwater. However, bioswales are not currently approved for dissolved metal removal from stormwater. Compost amended soils have shown an increased capacity to remove dissolved metals from stormwater. This research will evaluate the effectiveness of a compost amended bioswale to remove dissolved metals from highway runoff. This thesis details the steps necessary for the site selection, design, and implementation of a stormwater BMP field test. KW - Best practices KW - Compost KW - Design KW - Erosion control KW - Metals KW - Runoff KW - Swales KW - Water quality management UR - http://www.wsdot.wa.gov/research/reports/fullreports/724.1.pdf UR - https://trid.trb.org/view/898752 ER - TY - ABST AN - 01464685 TI - Research for AASHTO Standing Committee on Highways. Task 248. Guidelines for Utility Encasement Policy for Highway Crossings AB - This study will determine whether current Department of Transportation (DOT) encasement policies are appropriate. KW - Encasement KW - Highways KW - State departments of transportation KW - Transportation, hydraulic and utility facilities KW - Utility poles KW - Utility theory UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2203 UR - https://trid.trb.org/view/1232917 ER - TY - ABST AN - 01464468 TI - Factors Contributing to Median Encroachments and Cross-Median Crashes AB - Cross-median crashes (CMC) frequently result in high severity injuries and fatalities. Cross-median encroachments (CME) are similar events that occur without striking a vehicle in the opposing lane. Although they may not result in comparable injury severities, the seriousness of CMC and CME (CMC&E) events are of equal concern. Studies of contributory factors associated with CMC&E have typically focused on median width, and several have also explored ADT. A few have looked at the influence of geometry and cross sectional elements. Although these studies have been helpful, they do not explore the full range of causal factors. The influence of interchange ramps, interchange spacing, mixture of vehicle types, peak period volumes, peak period duration, land use, posted speed, and the presence of speed transition zones on CMC&E is not well understood. There is also a knowledge gap regarding countermeasures appropriate for the varieties of contributory factors. Understanding when a particular barrier system is and is not appropriate is just as important as knowing that cross-median protection is warranted. Evaluation of contributory factors and injury severities, associated with various countermeasures would provide some insight into which countermeasures to employ to reduce the frequency and severity of these collisions. CMC&E typically occur on the high priority road network and are associated with loss of life, major injuries, user-delay and negative press coverage. Most transportation agencies are placing barrier systems in their highway medians to address CMC&E. For most agencies, these placement decisions are based on median width and ADT. This approach may not be targeting locations with the highest overall risk for CMC&E, leaving correctable locations behind. A successful outcome from this research would lead to better choices about sites to protect and countermeasure selection. Research findings could also be used to identify locations for increased enforcement and other countermeasures. The objective of this research project is to identify statistically significant factors and combinations of factors that influence CMC&E frequency and severity. KW - Contributing factors (Accidents) KW - Cross median accidents KW - Frontal crashes KW - Medians KW - Opposing traffic KW - Traffic crashes KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2511 UR - https://trid.trb.org/view/1232698 ER - TY - ABST AN - 01464250 TI - Quick Response for Special Needs. Task 14. Helping Airports Understand the Payment Card Industry Data Protection Standard (PCI DSS) AB - There is a need to provide background information on The Data Protection Standard for Payment Card Industry Data Security Standard (PCI DSS) and its applicability to the airport environment, to help ensure that airport systems meet this commercial standard. As airports assume more ownership of systems that accept payment from parking revenues, concession sales, and other services, airports are becoming merchants and/or service providers. As such, it is now incumbent upon airports to implement the same protections and controls that other businesses must implement to protect consumers' private financial information. A primer is needed by airports to help them understand the data and network protection responsibilities they must assume, when accepting card transactions. The objective of this research is to develop an analysis of the PCI DSS standard, and determine what airport systems may be affected by the standard. For example, common use systems that may handle airline related transactions; parking revenue systems; point of sale systems; airport museums; and on-line airport sales of goods or parking ticket payments. This research will result in an introductory guide for airports on their responsibilities associated with the commercial PCI DSS. This will raise awareness for the airport practitioner and identify what types of unique airport systems are affected, the issues to consider and the resources available to aid and fund compliance. The Research Funding is $25,000 for approximately 6 months to one year for the research period. The expected pay off is an introductory guide on PCI DSS that would be an essential tool for every airport CEO, CIO or IT Director. This guide will help airports become aware of their PCI DSS compliance responsibilities as merchants and/or service providers. The Transportation Research Board has research in progress for ACRP 10-05, Improved Understanding of the Benefits of Common Use Facilities at Airports, providing an in-depth review of the benefits to be derived by use of common use systems at an airport. KW - Airport facilities KW - Airport operations KW - Airport terminals KW - Compliance KW - Data quality KW - Decision support systems KW - Payment KW - Research projects KW - Smart cards UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2693 UR - https://trid.trb.org/view/1232479 ER - TY - RPRT AN - 01330449 AU - Department of Transportation TI - Next Generation 9-1-1 (NG9‑1‑1) System Initiative: Final Analysis of Cost, Value, and Risk PY - 2009/03/05/Version 1.0 SP - 166p AB - USDOT understands that access to emergency services provided by 9-1-1 in today’s world of evolving technology will ultimately occur within a broader array of interconnected networks comprehensively supporting emergency services—from public access to those services, to the facilitation of the services, to the delivery of emergency information to dispatchers and first responders. USDOT’s intent is to: 1. Promote the vision for the Next Generation 9-1-1 (NG9-1-1) system; 2. Provide leadership, guidance, and resources to work with public and private 9-1-1 stakeholders; 3. Develop a path forward with the goal of migrating to a nationally interoperable emergency services network using a phased approach. USDOT views the NG9-1-1 system as an evolutionary transition to enable the general public to make a 9-1-1 “call” from any wired, wireless, or Internet Protocol (IP)-based device, and allow the emergency services community to take advantage of enhanced 9-1-1 (E9-1-1) call delivery and other functions through new internetworking technologies based on open standards. USDOT and the 9-1-1 community believe that a technological and operational transition to NG9-1-1 is essential for the Nation’s public safety emergency service networks to adapt to the general public’s increasing use of wireless communications and digital and IP-based devices with the ability to transmit text, images, and video. Among the clear needs addressed by a transition to NG9-1-1 are: 1) Quicker receipt of more robust information as the result of making a 9-1-1 call; 2) Better and more useful forms of information (text, images, and video) from any networked; communications device, which will allow better provision of services to the hearing and auditory-impaired communities; 3) Transfer of 9-1-1 calls between geographically dispersed public service answering points (PSAP) (and from PSAP to remote public safety dispatchers), if necessary; 4) Increased aggregation and sharing of data, resources, procedures, and standards to improve emergency response; 5) Effective use of available public capital and operating costs for emergency communications services; and 6) Promotion of increased coordination and partnerships within the emergency response community. KW - 911 Emergency Telephone System KW - Access KW - Benefit cost analysis KW - Emergency communication systems KW - Emergency response time KW - Information technology KW - Interconnectedness KW - Interoperability KW - Life cycle costing KW - Next generation design KW - Risk assessment KW - Safety UR - http://ntl.bts.gov/lib/35000/35600/35650/USDOT_NG911_4-A2_FINAL_FinalCostValueRiskAnalysis_v1-0.pdf UR - https://trid.trb.org/view/1093606 ER - TY - RPRT AN - 01330444 AU - Department of Transportation TI - Next Generation 9-1-1 (NG9‑1‑1) System Initiative: Final Analysis of Cost, Value, and Risk Executive Summary PY - 2009/03/05/Version 1.0 SP - 16p AB - The U.S. Department of Transportation (USDOT) has taken a leadership position in assessing Next Generation 9-1-1 (NG9-1-1) technologies and the development of a framework for national deployment. USDOT understands that access to emergency services provided by 9-1-1 in today’s world of evolving technology will ultimately occur within a broader array of interconnected networks comprehensively supporting emergency services for the public. USDOT established a research program, the NG9-1-1 Initiative, to— (1) Promote the vision for the NG9-1-1 system; (2) Provide leadership, guidance, and resources to work with public and private 9-1-1 stakeholders; (3) Develop a path forward with the goal of migrating to a nationally interoperable1 emergency services network using a phased approach. The decision to deploy a new, Internet Protocol (IP)-based NG9-1-1 system is not a simple one and is affected by many complex factors related to institutional and service arrangements, equipment and infrastructure, and funding. This report examines the cost, value, and risk associated with migrating to an NG9-1-1 national framework. It estimates a potential range of lifecycle costs, identifies key values and risks inherent in each deployment scenario, and compares the risk-adjusted lifecycle costs and values. KW - 911 Emergency Telephone System KW - Access KW - Alternatives analysis KW - Benefit cost analysis KW - Deployment KW - Emergency communication systems KW - Emergency response time KW - Information technology KW - Interconnectedness KW - Life cycle costing KW - Next generation design KW - Risk assessment UR - http://ntl.bts.gov/lib/35000/35600/35651/USDOT_NG911_4A2ES_FINAL_FinalCostValueRiskAnalysis_ExecSum.pdf UR - https://trid.trb.org/view/1093605 ER - TY - ABST AN - 01464467 TI - Guide to Implementing Strategies to Attract and Retain a Capable Transportation Workforce AB - Many transportation agencies are experiencing difficulty in attracting and retaining skilled employees. Competition with other industries and fields poses a serious challenge to the agencies in their attempt to fill positions. Many agencies are losing substantial numbers of experienced personnel to attrition, and facing serious difficulty in finding replacements. Often, trained employees retire after many years of service, but an equally important issue is that other younger employees leave for higher pay or better working conditions. Without a skilled workforce, accomplishing agency objectives becomes almost impossible. The proposed project will represent a way for agencies to share ideas and practices that have been successfully used to meet their long-term workforce needs. Without a skilled workforce, all aspects of an agency's transportation program are at risk, with dire consequences to the state and national economy. Some agencies have adopted short-term solutions like outsourcing or supplementing their workforce with consultants or contractors; however, that approach is costly and generally not sustainable over the long term. The long-term strategy of training employees and keeping them within the agency is essential. This project will supplement work that NCHRP 20-72 is currently conducting. The objective of this project is to identify and document effective strategies for Attracting and Retaining a Skilled Transportation Workforce. The work will include the following tasks. Task 1 - Develop a process to identify programs that state transportation agencies have used to attract and retain skilled employees. Task 2 -Summarize various practices, evaluate the outcomes and the reasons why the practices succeeded or failed. What external factors (state of the economy, population fluctuations) affect program outcomes? Does the program represent a long-term solution that will sustain the fluctuations of economy, demographics, and other external factors? Task 3 -Discuss lessons learned and recommendations on effective practices in establishing programs for attracting and long-term retention of skilled employees. The report should include the above and showcase successes and failures, and explain factors that affected the overall outcome. Develop a best practices guide for attracting and retaining employees. KW - Continuing education KW - Demographics KW - Labor force KW - Personnel retention KW - Professional personnel KW - Skilled labor KW - Transportation careers UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2514 UR - https://trid.trb.org/view/1232697 ER - TY - ABST AN - 01462460 TI - Impact of Jet Fuel Price Uncertainty on Airport Planning and Development AB - In the summer of 2008, jet fuel prices were up more than 200% over those experienced in 2000. During this same period, jet fuel costs increased from 15% to 40% of total domestic airline operating costs. These increases are causing airlines to raise fares, cut schedules, and drop scheduled service to some communities. Domestic flight schedules for October 2008 (Official Airline Guide) show many airports are likely to see declines in air service of 8-10% with many airports in the 10-20% range and higher. Further service reductions are possible, especially if jet fuel prices are sustained at levels prevailing in the late spring and early summer of 2008. Higher jet fuel prices leading to higher fares could discourage non-business travel and limit the growth of some business travel. What exacerbates the problem is that jet fuel prices can change rapidly and in ways that are difficult if not impossible to forecast. The current level of uncertainty about future jet fuel prices poses significant challenges to airlines and airports. If airlines and airports were better able to predict the effect of jet fuel price changes on airline service and airport development and finance, they could strategize better (both individually and, where appropriate, collaboratively) how to plan for and accommodate such change. KW - Airlines KW - Airports KW - Aviation KW - Aviation fuels KW - Fuel costs KW - Operating costs KW - Research projects KW - Strategic planning KW - Travel costs UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2577 UR - https://trid.trb.org/view/1230681 ER - TY - RPRT AN - 01445997 AU - Sicking, Dean L AU - Albuquerque, Francisco Daniel Benicio de AU - Lechtenberg, Karla A AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Cable Median Barrier Guidelines PY - 2009/03/04/Final Report SP - 45p AB - A detailed examination of accidents in Kansas was undertaken in order to evaluate the need for cable median barriers. Hard copies of all accident reports from Kansas controlled-access freeways from 2002 through 2006 were reviewed. A total of 525 cross-median events and 115 cross-median crashes were identified. Cross-median encroachment rates were found to be linearly related to traffic volume, while cross-median crash rates appeared to have second-order relationship with volume. Cross-median crashes were found to be much more frequent during winter months, and the severity of wintertime crashes was found to be lower. This finding indicates that median barrier guideline criteria may need to be adjusted to accommodate regional climate differences. This is especially true for guidelines based upon cross-median crash rates. A relationship was developed between cross-median crash rate and traffic volume for Kansas freeways with median widths of 60 feet (18.3 meters). This relationship was then combined with encroachment rate and lateral extent of encroachment data from Cooper to develop general guidelines for the use of cable median barriers along Kansas freeways, which typically have 6:1 or flatter slopes. KW - Cable barriers KW - Crash records KW - Cross median accidents KW - Guardrails KW - Guidelines KW - Highway safety KW - Kansas KW - Median barriers KW - Weather and climate UR - http://www.ksdot.org/pdf_files/TRP-03-206-08-Final-Revised.pdf UR - https://trid.trb.org/view/1212690 ER - TY - RPRT AN - 01139971 AU - Brown, V J AU - Anderson, M S AU - Balducci, P J AU - Orban, J E AU - Kiefer, M A AU - Desautels, A AU - Battelle AU - CRA International, Incorporated AU - Research and Innovative Technology Administration AU - Federal Motor Carrier Safety Administration AU - Department of Transportation TI - Evaluation of the National CVISN Deployment Program: Volume 1 Final Report PY - 2009/03/02/Final Report SP - 196p AB - Commercial Vehicle Information Systems and Networks (CVISN) is a collection of information systems, communications networks, and Intelligent Transportation Systems that support commercial vehicle (large truck) operations. The three main functions of CVISN are electronic credentials administration, safety information exchange, and electronic screening or transponder-based preclearance/bypass programs for roadside weigh/inspection stations. This report presents the results of an independent evaluation of the deployment and operation of CVISN technologies across the U.S. With the main goal of measuring the effects of CVISN on the safety, efficiency, and economics of commercial vehicle operations, four main analyses were performed: motor carrier survey, cost analysis, safety analysis, and benefit-cost analysis. In addition, the current status of CVISN deployment was assessed, and qualitative benefits as reported by transportation and law enforcement officials in states deploying CVISN technologies were summarized. A total of 848 commercial motor carrier companies participated in a national survey. It was found that carriers are generally aware of CVISN technologies, but that, in terms of power units represented in the survey, a much larger proportion take part in electronic credentialing than in electronic screening. Average per-state costs to deploy CVISN for e-credentialing were about $1.35 million; for safety information exchange about $680,000, and for e-screening about $1 million to $2.8 million. If CVISN safety and screening technologies were to be deployed and operated at all weigh stations nationwide, depending on the deployment scenario, approximately 4,000 to 17,000 additional commercial vehicle-involved crashes could be avoided per year, compared to those avoided through current inspection selection practices. This equates to the saving of between 56 and 215 additional lives that otherwise would have been lost in those crashes per year. Economically, a series of nationwide roadside enforcement scenarios provided positive societal benefit-cost ratios ranging from 1.9 to 7.5, and electronic credentialing showed a life-cycle benefit-cost ratio of 2.6. All scenarios were modeled over a 25-year life cycle. Taken together, these results indicate that all aspects of the National CVISN Deployment Program examined in this BCA, when they are deployed, are expected to produce significant net benefits to society and are economically justified. KW - Automated clearance KW - Benefit cost analysis KW - Commercial vehicle operations KW - CVISN (Program) KW - Deployment KW - Economic factors KW - Electronic screening KW - Inspection KW - Intelligent transportation systems KW - Trucking safety UR - http://ntl.bts.gov/lib/31000/31000/31010/14459.htm UR - https://trid.trb.org/view/899365 ER - TY - ABST AN - 01464469 TI - Design Requirements for Culvert Joints AB -
Traditional methods for the structural design of buried culverts ignore culvert distress emanating from longitudinal, shear, and gasket circumferential stresses at the joint. Typically, it is presumed that alignment and bedding stiffness is uniform in the longitudinal direction of the pipe and the gasket insertion pressures minimal. Accordingly, the structural design of the culvert joint is based on the assumption of in-plane loading of the pipe's cross section, that is, in-plane bending (ovaling, yielding, and cracking) and in-plane thrust (crushing and buckling). Longitudinal bending moments and shear resulting from nonuniform loading and/or variations in the bedding support along the length of the pipe or internal ring tension forces from gaskets are not traditionally considered in the design process. Contrary to traditional design practice, field observations reveal that longitudinal effects may be responsible for a large number of costly culvert failures. One very prevalent failure mode is initiated by longitudinal variations in bedding stiffness resulting in differential settlement of the pipe, which in turn generates longitudinal culvert stresses and relative joint movements. In the recent NCHRP Project 4-24 for HDPE plastic pipe, pipe cracking from the joint integrity of buried drainage pipe was observed to be extremely sensitive to differential settlement. The supposition is that nonuniform bedding stiffness included joint distress, allowing leakage of groundwater and soil into the culvert, thereby losing vast amounts of soil support, and ultimately, collapse of pipe and destruction of pavement. In like fashion, if a joint is cracked, sheared or over-deflected and opened due to circumferential tension forces from a gasket, the resulting leakage has the same effect. Another well-known longitudinal problem occurs whenever culverts (concrete, corrugated metal, or plastic) are joined into manholes or headwalls. Here the discontinuity of soil support to the stiffer manhole/headwall support is even further aggravated by the softer than normal soil support due to deeper excavations and poor compaction in the vicinity of the manhole/headwall. More installations are becoming gasketed in order to prevent infiltration of backfill into the culvert. Insertion force from the compression of a rubber gasket during the connection of two pipe exerts tensile forces on the bell and spigot end of the mating pipe. If the pipe is not structurally adequate to resist these forces, either the bell or spigot will deform, crack, or shear. The consequential opening to the backfill will permit further undermining of the culvert and embankment. Conversely, a reduction of confining stress over time in joints due to the nature of the visco-elastic materials utilized for joints also must be assessed with respect to the type of gasket and pipe employed. It has long been argued that longitudinal distress resulting from less than perfect bedding alignment and stiffness is a problem that should be cured by placing tighter controls on the construction/installation methods. Although it is correct that the engineering community should strive to enforce proper construction procedures, reality and long experience has shown that construction always will be less than perfect. Thus, in order to avoid costly repairs, it is prudent to incorporate in the culvert design process some design requirements to account for longitudinal distress resulting from less than perfect construction practices. The objective of this research is to develop joint design requirements for culvert joints to withstand reasonable variations in bedding stiffness and other nonuniform effects that are anticipated form actual construction and installation practice. All culvert materials are included in this objective, e.g. corrugated metal, reinforced concrete, and plastic pipe. Steps to achieve the objective include: Survey literature and existing culvert installations to quantify all mechanisms and practices that promote longitudinal, joint, and shear distress at culvert joints; establish design criteria for each failure mechanism, pipe type, and associated joint type, including material time effects. These design criteria are to be based, in part, on the development of anticipated loading conditions from research field and laboratory testing; develop a general design model applicable to all pipe types and joints (such as beam segments with specialized joints on yielding foundation). A sensitivity analysis to incorporate variations in material properties, stiffness, rotational movement, and insertion forces will be included as part of this task; incorporate a three-dimensional model as an optional tool in a primary culvert design program such as ANSYS; develop simplified design procedures and evaluation methods, which may be referenced by ASTM or AASHTO specifications. These procedures and methods would define such properties as joint shear strength, pull tests, maximum insertion force, beam strength, and other related items identified under the design criteria development component of this research project. It is urgent and imperative that, as pragmatic engineers, we recognized construction practices or as-built conditions invariably deviate from the ideal design world. For example, variations in bedding stiffness are a fact of life that cannot be swept under the rug with the notion it is a problem for the contractor, not the designer. Culverts will continue to fail until we incorporate concerns at joint into our design specifications.
KW - Bending stress KW - Culvert pipe KW - Culverts KW - Joints (Engineering) KW - Research projects KW - Structural design UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2510 UR - https://trid.trb.org/view/1232699 ER - TY - ABST AN - 01464375 TI - Sustainablility Performance Measures for State Departments of Transportation and Other Transportation Agencies AB - State departments of transportation and other transportation agencies are struggling with how to integrate sustainability into their investment and operating decisions. In part, this is because there are multiple definitions of sustainability, and they are variously applied at different scales and at different points in system planning and programming; project development, design, construction, and maintenance; and operations. Transportation agencies are incorporating the principles of Context Sensitive Solutions and environmental stewardship into their decisionmaking, and sustainability potentially presents at least a variation and at most an entirely new way of evaluating agency performance. Agencies need assistance in developing sustainability goals and objectives and related performance measures. Popular definitions of sustainability consider the environmental, economic, and social implications of a decision and the rate of natural resource consumption relative to resource availability and the needs of future generations. For sustainability to be successfully incorporated into transportation decisionmaking, it is essential that these concepts are adequately understood, quantified and applied. Transportation agencies have strategic goals that cover a broad range of topics, many of which may be consolidated into categories that specifically address the dimensions of sustainability--economic health, social equity, and environmental stewardship. Examples include improved safety, reduced congestion, wetland conservation, enhanced economic opportunity, improved air quality, reliable mobility, system preservation, accelerated project delivery, economic vitality, ecosystem services, neighborhood preservation, and increased value of transportation assets. Climate change constitutes an emergent and critical area where agencies need immediate assistance. To achieve the goals of sustainable transportation, agencies require practical and easy-to-use tools or methods to continuously integrate sustainability into current agency performance measurement programs. Working with performance measures, however, can be a daunting task due to the large number of possible measures, extensive data that might be required, and computational complexity--hence the need for identifying useful and easy-to-use performance measures. The objective of this project is to develop a guide for state departments of transportation (DOTs) and other transportation agencies to use to measure the sustainability of their networks, systems, facilities, projects, and activities, at the appropriate scales, stages (long-range planning, programming, project development, design, construction, maintenance, operations), and time frames. The project will clearly describe the underlying principles of sustainability as they apply to transportation agencies. The guide will (1) support agency decision-making processes at various management levels; (2) enable agencies to develop appropriate sustainability goals, objectives and associated performance measures, and methods for conducting performance measurement and monitoring; and (3) describe computation methods for these measures and possible data sources. KW - Economic factors KW - Ecosystems KW - Highway operations KW - Mobility KW - State departments of transportation KW - Sustainable development KW - Traffic congestion KW - Traffic safety KW - Wetlands UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2500 UR - https://trid.trb.org/view/1232604 ER - TY - ABST AN - 01463887 TI - Research for AASHTO Standing Committee on Highways. Task 273. Update of the AASHTO Policy on Geometric Design of Highways and Streets (Green Book) AB - This project will ensure that consistent and accurate technical information is incorporated throughout the update to the AASHTO Policy on Geometric Design of Highways and Streets and to produce a final draft version of the guide for formal balloting by AASHTO. The revised Green Book has been forwarded to AASHTO to begin the balloting process. KW - AASHTO Green Book KW - American Association of State Highway and Transportation Officials KW - Geometric design KW - Guidelines KW - Highway design KW - Policy KW - Publication revision KW - Technical writing UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2601 UR - https://trid.trb.org/view/1232115 ER - TY - ABST AN - 01462195 TI - Economic and Transportation Factors for Locating Freight Intermodal and Warehouse Distribution Facilities AB -
Public officials at the state and local level are frequently called on to consider the siting of inland ports, freight intermodal terminals, and warehouse distribution centers.   Deciding to pursue these facilities as economic development generators, as a supporting function for current businesses, or in response to outside proposals without fully understanding the transportation, community and economic consequences--both positive and negative--is not an uncommon issue. This has led to public officials expending time and resources on flawed strategies to attract facilities and incorrectly reacting to facility proposals. This can ultimately lead to inefficient transportation systems, negative community perceptions, and failed economic development strategies.   In order for these facilities to be considered viable and positive community assets, public sector decision makers require an understanding of many factors to make sound decisions on whether to purse such facilities, or if they are approached about such facilities, what they need to consider when analyzing their possible locations. The objective of this research is to provide public sector practitioners in both the transportation and economic development fields with an understanding of key transportation and economic-related factors and strategies that must be considered when building intermodal terminals and warehouse distribution facilities.
KW - Economic development KW - Economic impacts KW - Freight transportation KW - Intermodal transportation KW - Physical distribution KW - Research projects KW - Warehouses UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2665 UR - https://trid.trb.org/view/1230416 ER - TY - ABST AN - 01462194 TI - Applying Benefit-Cost Analysis to Freight Project Selection: Lessons from the Corps of Engineers AB - State and local transportation agencies are encouraged to use benefit-cost analysis for project selection, and proposals are occasionally made to require benefit-cost analysis as part of the planning and project development processes for all publicly funded freight projects. Such a requirement already exists for the U.S. Army Corps of Engineers, which must conduct benefit-cost analysis for its civilian navigation and flood control projects. The experience is mixed, with some arguing that benefit-cost analysis has saved the nation from wasteful projects while others argue that benefit-cost analysis has paralyzed decision making, encouraged underinvestment, or put environmental restoration efforts at an inappropriate disadvantage. Congress has recently required that the Corps convene expertise from the National Academies to review its benefit-cost analysis methods. If state departments of transportation and metropolitan planning organizations are to be required or strongly encouraged to apply benefit-cost methods to all freight investments, then the experience of the Corps should be carefully considered so that mistakes are not repeated and successes are built upon. The objective of this research is to summarize past studies and testimonies on the effectiveness of benefit-cost analysis at the Corps of Engineers, supplemented by interviews with past and present Corps officials and stakeholders. KW - Benefit cost analysis KW - Decision making KW - Freight traffic KW - Freight transportation KW - Project management KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2666 UR - https://trid.trb.org/view/1230415 ER - TY - ABST AN - 01462192 TI - Generation and Attraction of Freight by Land Use Characteristics AB - Trip generation and attraction rates by type of land use are a key element of local transportation and land use planning. Most estimates are based on personal travel rather than freight movement, and the freight estimates that are used are typically limited to the number of trucks. The objective of this research is to estimate the amount of freight activity generated or attracted by different types of land use for state and local planning studies. The research would extend truck trip generation estimates and guidebooks developed by the Institute of Transportation Engineers and the Truck Trip Generation Guide in NCHRP Synthesis 20-05/Topic 31-09. NCFRP funding for this project is contingent on the allocation of an equal amount by the National Cooperative Highway Research Program. Total project funding will be $250,000. KW - Freight traffic KW - Freight traffic measurement KW - Freight transportation KW - Guidelines KW - Land use planning KW - Research projects KW - Trip purpose UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2668 UR - https://trid.trb.org/view/1230413 ER - TY - ABST AN - 01462191 TI - Strategies for Measuring the Costs of Freight Transportation AB - Data on the cost of transportation are central to understanding the economic importance of freight system performance, for evaluating the effectiveness of public policies to divert truck traffic to other modes, for understanding the implications of vehicle size and weight limits, for forecasting future freight demand and revenue generation for states and facility operators, and for monitoring the performance of transportation investments, regulations, and policies. Traditional sources of cost data disappeared with deregulation, or have become invalid by post- deregulation pricing practices that are no longer reflected in reporting systems to public agencies. While the Commodity Flow Survey measures the value of commodities being shipped, it cannot measure the cost of moving those commodities. The only public data on freight costs are survey-based national price indices by industry from the Bureau of Labor Statistics. Transportation Statistics beyond ISTEA, a publication by the Bureau of Transportation Statistics, is among the publications that recognize the importance of this data gap and the profound difficulties in filling the gap. The objective of this research is to identify specific types of transportation cost data required by national, state, and local transportation and economic development agencies, assess different strategies for collecting those types of cost data, and propose a strategy for obtaining the needed data. KW - Benefit cost analysis KW - Commodity flow KW - Deregulation KW - Economic development KW - Freight traffic measurement KW - Freight transportation KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2669 UR - https://trid.trb.org/view/1230412 ER - TY - ABST AN - 01461978 TI - Using Naturalistic Data to Evaluate Safety and Operational Characteristcs of Highways - UTC AB - The purpose of this project is to perform a preliminary investigation of the use of naturalistic data in traffic flow and safety modelling/simulation. KW - Naturalistic studies KW - Research projects KW - Traffic data KW - Traffic flow KW - Traffic models KW - Traffic safety KW - Traffic simulation UR - http://www.westerntransportationinstitute.org/research/4w2579.aspx UR - https://trid.trb.org/view/1230198 ER - TY - ABST AN - 01461977 TI - Using Naturalistic Data to Evaluate Safety and Operational Characteristcs of Highways AB - The purpose of this project is to perform a preliminary investigation of the use of naturalistic data in traffic flow and safety modelling/simulation. KW - Naturalistic studies KW - Research projects KW - Traffic data KW - Traffic flow KW - Traffic models KW - Traffic safety KW - Traffic simulation UR - http://www.westerntransportationinstitute.org/research/4W2579.aspx UR - https://trid.trb.org/view/1230197 ER - TY - RPRT AN - 01587161 AU - Pierce, Linda M AU - Uhlmeyer, Jeff S AU - Weston, Jim AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Dowel Bar Retrofit – Do’s and Don’ts PY - 2009/03//Research Report SP - 60p AB - This report documents construction and inspection guidelines for the successful construction of a dowel bar retrofit project. KW - Concrete pavements KW - Construction management KW - Dowel bar retrofit KW - Guidelines KW - Inspection KW - Rehabilitation (Maintenance) UR - http://www.wsdot.wa.gov/research/reports/fullreports/576.2.pdf UR - https://trid.trb.org/view/1391872 ER - TY - RPRT AN - 01582858 AU - Mazzae, Elizabeth N AU - Barickman, Frank AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Direct Rear Visibility of Passenger Cars: Laser-Based Measurement Development and Findings for Late Model Vehicles PY - 2009/03//Final Report SP - 132p AB - In 2007, the National Highway Traffic Safety Administration (NHTSA) initiated an effort to examine the rear visibility characteristics of recent model year vehicles. Vehicle fields of view were measured using a male driver of 50th percentile height and a female driver of 5th percentile height. While data valuable for characterizing vehicle rear visibility were obtained, the areas visible to these individuals may not be representative of all drivers due to physical differences among individuals such as driver height, differences in body movement tendencies, and seating position preferences. Subsequently, NHTSA investigated ways to measure visibility vehicle rear fields of view in a more objective manner using a surrogate, mechanical “driver.” The resulting measurement method used a dynamic laser-based fixture to simulate a 50th percentile male driver’s line of sight. This report describes an objective method for measurement of the area behind a vehicle that is directly visible to a driver. A dynamic laser-based fixture was developed to simulate the line of sight for a 50th percentile height male driver. The areas that would be visible using direct glances (i.e., areas visible using mirrors or rearview video systems were not considered) for a 29.4-inch-tall (i.e., approximately the height of a 1-year-old child) visual target were determined over an area 50 ft wide and 50 ft long centered behind the vehicle. This approach focusing on direct visibility allowed for the most direct assessment of the impact of the vehicle’s exterior structural design on rear visibility. Using the developed method, the rear visibility characteristics of a set of 75 vehicles were measured. Since a vehicle’s structural features, such as pillars, may affect rear visibility, longitudinal rear sight distance was examined along the entire vehicle width. Eight distance values with respect to the vehicle’s rear bumper were measured across the width of the vehicle. The “shortest minimum sight distance” was the longitudinal distance from the bumper, out of the eight values that was closest to the vehicle. The shortest minimum longitudinal rear sight distance for any of the measured vehicles was 0.5 ft for the 2008 Volkswagen New Beetle. The “longest minimum sight distance” was the longitudinal distance from the bumper, out of the eight values that was farthest from the vehicle. The longest minimum longitudinal rear sight distance was less than 50 ft for 32 of 75 vehicles measured; meaning 57 percent of measured vehicles had at least one of the eight longitudinal rear sight distance values listed as 50 ft. Longitudinal rear sight distance values reported do not exceed 50 ft since that was the extent of the longitudinal measurement field behind the vehicle. Average longitudinal rear sight distance, calculated as a mean of the eight individual longitudinal sight distance values, was shortest for passenger cars and longest for vans. Direct-view rear blind zone areas were also assessed. Rear blind zone area values for measured passenger cars were smallest for passenger cars and largest for pickup trucks. Overall average blind zone areas within the 50-foot wide by 50-foot long measurement field for measured passenger cars ranged from 932 to 2010 square ft. KW - Automobiles KW - Blind spots KW - Field of view KW - Lasers KW - Measurement KW - Pickup trucks KW - Vans KW - Vehicle rear end KW - Visibility UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Human Factors/Driver Assistance/811174.pdf UR - https://trid.trb.org/view/1376530 ER - TY - RPRT AN - 01526341 AU - Federal Transit Administration TI - Recommended Best Practices for States Conducting Three-Year Safety Review PY - 2009/03//Revision 1 SP - 54p AB - On April 29, 2005, the Federal Transit Administration (FTA) published its revised 49 CFR Part 659, Rail Fixed Guideway Systems; State Safety Oversight final rule in the Federal Register. The revised rule, which went into effect on May 1, 2006, contains provisions that direct each State Safety Oversight (SSO) agency to conduct an on-site review, at least once every three years, at each rail transit agency (RTA) in its jurisdiction. The purpose of this review is to assess the RTA’s implementation of its System Safety Program Plan (SSPP) and to determine whether it is effective and whether it should be updated. FTA developed this recommended best practice to help SSO agencies perform more thorough reviews of the RTAs in their jurisdictions. This resource provides verification activities to assess the RTA’s effective implementation of each required SSPP element. This document also offers recommendations for making findings and requiring corrective action. KW - Best practices KW - Implementation KW - Rail transit KW - Recommendations KW - State Safety Oversight program KW - System safety KW - U.S. Federal Transit Administration UR - http://www.fta.dot.gov/documents/SSO_Three_Year_Review_RBP_3-26-09-final.pdf UR - https://trid.trb.org/view/1308700 ER - TY - RPRT AN - 01470014 AU - Cross, Stephen A AU - Bhusal, Sushanta AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Longitudinal Joint Density and Permeability in Asphalt Concrete PY - 2009/03//Final Report SP - 54p AB - Low longitudinal joint density has been identified as one of the major issues relating to poor asphalt pavement performance. Low longitudinal joint density can lead to premature raveling of the joint and the lower density results in increased permeability of the pavement. Increased permeability allows water to easily enter the pavement resulting in increased susceptibility to moisture induced damage or stripping. The Oklahoma Department of Transportation (ODOT) does not currently have a test method or specification that addresses the problem of low longitudinal joint density. The objective of this study was to obtain the necessary field and laboratory test data to provide information around which a test method and/or specification for control of longitudinal joint density could be written. Three recently constructed pavements were selected for field testing. One pavement was on a county road and the other two pavements were ODOT construction projects. Two or three locations from each project were sampled and tested for a total of seven test sites. Field testing at each site consisted of measuring in-place permeability, measuring pavement density using an electromagnetic device (OHD L-14 Alternate Method B) and obtaining pavement cores at five locations at each test site. Field permeameters used included an National Center for Asphalt Technology permeameter, a Kentucky air induced permeameter (AIP) and a Romus air permeameter. Laboratory permeability (OHD L-44) was determined on pavement cores. The results from pavement density testing, core density testing, field permeability testing and laboratory permeability testing were analyzed to determine relationships between field permeability, pavement density and laboratory permeability. The suitability of using field permeability at longitudinal joints for control of longitudinal joint density and permeability was evaluated. KW - Asphalt concrete pavements KW - Cores (Specimens) KW - Density KW - Field tests KW - Laboratory tests KW - Longitudinal joints KW - Oklahoma Department of Transportation KW - Permeability KW - Stripping (Pavements) UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0807.pdf UR - https://trid.trb.org/view/1237854 ER - TY - ABST AN - 01462214 TI - Passenger Protection in Rail Transit Vehicles AB - Statistically, light rail systems have higher injury rates on a per passenger-mile basis than heavy rail and commuter rail, because light rail transit systems in most cities operate on city streets with at-grade crossings. Occupants can be injured or killed as a result of two main mechanisms that arise from the sudden acceleration or deceleration of a vehicle, or because of a mechanical damage to the vehicle structure. These can arise from: (1) Primary collision of the vehicle against another vehicle or obstacle, and (2) Secondary impacts between the occupant and the interior of the vehicle at some time following the initiation of the primary collision. This research is expected to identify the injury mechanisms to LRV passengers and to propose future areas of research that will lay the foundations necessary to generate transit rail vehicle interior design guidelines that will enhance the level of safety to passengers during collisions. The objective of this rsearch project is to identify the injury mechanisms to Light Rail Vehicle (LRV) passengers and generate transit rail vehicle interior design guidelines that will enhance the level of safety to passengers during collisions. KW - At grade intersections KW - Crashes KW - Light rail transit KW - Light rail vehicles KW - Passenger miles KW - Passenger safety KW - Railroad crashes KW - Railroad transportation KW - Research projects UR - https://trid.trb.org/view/1230435 ER - TY - RPRT AN - 01384330 AU - Hardy, M AU - Wunderlich, K AU - United States. Federal Highway Administration (FHWA). Office of Operations TI - Traffic analysis tools volume IX: work zone modeling and simulation: a guide for analysts PY - 2009/03 IS - FHWA-HOP-09-001 SP - 134p AB - This document is the second volume in the FHWA Traffic Analysis Toolbox: Work Zone Analysis series. Whereas the first volume provides guidance to decision-makers at agencies and jurisdictions considering the role of analytical tools in work zone planning and management, this volume provides specific guidance to the analyst, researcher, or manager in charge of conducting a specific work zone analysis project or who has been charged with developing an overall work zone modeling program or approach. This volume includes numerous case study examples, discussion and analysis designed to provide the prospective work zone analyst with information pertaining to the selection of a transportation modeling approach (including the identification of opportunities for use, managing technical risk and examples) as well as specific project applications (including constructability, scheduling and transportation management plan design and evaluation). This document serves as Volume IX in the FHWA Traffic Analysis Toolbox. KW - Case studies KW - Case study KW - Construction site KW - Highway traffic control KW - Mathematical models KW - Modelling KW - Risk KW - Risk management KW - Traffic management KW - Usa UR - http://www.ops.fhwa.dot.gov/wz/traffic_analysis/tatv9_wz/tatvol_9.pdf UR - https://trid.trb.org/view/1152095 ER - TY - RPRT AN - 01376077 AU - Belzowski, Bruce M AU - Blower, Daniel AU - Woodrooffe, John AU - Green, Paul E AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Tracking the Use of Onboard Safety Technologies Across the Truck Fleet PY - 2009/03 SP - 57p AB - The University of Michigan Transportation Research Institute (UMTRI) initiated the Onboard Safety Technologies project in 2007, supported by the Federal Motor Carrier Safety Administration (FMCSA), to collect detailed information about the penetration of onboard safety technologies in the trucking fleet and future use of these technologies. This study focused on six technologies: lane departure warning systems (LDWS), electronic stability control (ESC), forward collision warning systems (FCWS), side collision warning systems (SCWS), automatic cruise control (ACC) and vehicle tracking systems (TRACKING). Using a stratified random sample survey of the entire truck fleet, the study provides estimates of current and future usage of each technology. The source for the sample was the 2007 Motor Carrier Management Information System (MCMIS) file. Interviews were also conducted with companies with high penetration of the technologies as well as system suppliers of the technologies, in order to gather more detailed information about usage and future technology direction. The results of the survey show the expected low levels of usage of LDWS, FCWS, and SCWS, slightly higher levels of usage of ESC, and much higher usage of TRACKING. Analysis shows higher usage related to larger company size. Company usage of these technologies is expected to double over the next five years. The main factors noted by participants for using the technologies that vary little among the technologies include: proven safety benefits of the technologies, positive feedback by drivers, driver improvement, improved safety culture, reduced cost of accidents, and insurance benefits. The interviews yielded important views about the cost advantages of usage, the difficulty of justifying the purchase of the technologies, alternatives to safety technologies, and the future of technology integration. KW - Automatic vehicle monitoring KW - Crash avoidance systems KW - Electronic stability control KW - Highway safety KW - Lane departures KW - Onboard warning systems KW - Surveys KW - Tracking systems KW - Trucking safety KW - Vehicle fleets KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/91262/1/102868.pdf UR - https://trid.trb.org/view/1143818 ER - TY - RPRT AN - 01360666 AU - University of Connecticut, Storrs AU - Federal Highway Administration TI - Guidelines for Temporary Traffic Control in Work Zones PY - 2009/03 SP - 56p AB - The primary function of temporary traffic control is to provide for the safe and efficient movement of vehicles, bicyclists, and pedestrians (including persons with disabilities in accordance with the Americans with Disabilities Act) through or around temporary traffic control zones while reasonably protecting workers and equipment. A concurrent objective of the temporary traffic control is the efficient construction and maintenance of the highway. Part 6 of the Manual of Uniform Traffic Control Devices (MUTCD) is the national standard for all traffic control devices used during construction, maintenance, and utility activities plus incident management. This handbook summarizes some guidelines listed in the 2003 MUTCD. It is directed to municipalities, utilities, and contractors providing maintenance or construction on a public roadway. It contains basic principles, a description of the standard traffic control devices used in work areas, guidelines for the application of the devices, and typical application diagrams. Also, information concerning proper flagging is presented. This handbook gives the basic principles and provides examples for the design, application, installation, and maintenance of the various types of traffic control devices used in temporary traffic control or for incident management. This information is intended to provide the principles of proper work zone traffic control, but is not a standard. Part 6 of the MUTCD contains the standards for work zone traffic control. KW - Flaggers KW - Guidelines KW - Manual on Uniform Traffic Control Devices KW - Night visibility KW - Traffic control devices KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.t2center.uconn.edu/pdfs/Work%20Zone%20Safety%20Guidebook_Final.pdf UR - https://trid.trb.org/view/1126663 ER - TY - RPRT AN - 01358537 AU - Tremblay, Jason P AU - Fitch, Jennifer M V AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Evaluation of Ultra Hydrophast with Rhoplex Fastrack HD-21A: Final Report PY - 2009/03//Final Report SP - 20p AB - In an effort to extend the service life of waterborne markings while reducing the overall cost of labor and equipment, the Vermont Agency of Transportation applied an experimental marking material, known as Ultra Hydrophast with Rhoplex Fastrack HD-21A, an acrylic polymer. This substrate is reported to provide multi-year performance by providing a tight, strong anchor to glass beads and road surfaces. In addition to an examination of the binder, Visibeads consisting of glass spheres three to four times larger than conventional beads, were also dropped onto the marking material. During application, an effort was made to assess sustainability as studies have shown a greater likelihood of dislodging due to greater protrusion above the marking binder. Following the placement of the markings, data collection, including retroreflectivity and wear readings, was conducted using uniform methods. All of the white and yellow HD-21A markings were found to be in compliance with ASTM 6359, “Minimum Retroreflectance of Newly Applied Pavement Marking Using Portable Hand-Operated Instruments”. While both the experimental and control traffic marking materials continued to decay as would be expected, the HD-21A markings decayed more readily with considerably lower retroreflectivity readings as compared to the control waterborne. During the spring of 2008, the retroreflectivity readings collected from the HD-21A substrate were half that of the standard marking material. In accordance with a cost analysis, the HD-21A was found to be less cost effective as compared to standard waterborne paint traffic markings. Overall, the application of HD-21A is not recommended as it appears to be far more susceptible to snow plow damage, with both the Visibeads readily sheared off as well as the paint material itself. KW - Acrylic resins KW - Data collection KW - Glass beads KW - Retroreflectivity KW - Road markings KW - Traffic paint KW - Wear UR - https://trid.trb.org/view/1124029 ER - TY - RPRT AN - 01352635 AU - Idriss, Rola AU - Liang, Zhiyong AU - New Mexico State University, Las Cruces AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Monitoring Of An Interstate-25 High Performance Concrete Bridge With An Embedded Optical Fiber Sensor System PY - 2009/03//Final Report SP - 242p AB - The I-25/Dona Ana Interchange in Las Cruces, NM is a simple span, high performance concrete (HPC) prestressed girder bridge. The girders are six prestressed, BT-63 HPC girders with a span length of 112.5 ft (34.2 m). The bridge was monitored from fabrication through service with an embedded optical fiber sensor system. Thirty two Fiber Bragg Grating (FBG) optical fiber deformation sensors were installed in the beams during fabrication. The strands were 6/10 inch ( 1.5 cm ) low relaxation strands and the concrete had a design compressive strength of 8 ksi (55.2 MPa) at release and 9.5 ksi (66.5 MPa) at 28 days. The bridge was monitored for two years, from transfer of the prestressing force through service. Several topics that are studied in this project: prestress losses, camber, shear and moment girder distribution factors, impact factor, insitu material properties and serviceability under traffic loads. The results from sensor measurements were compared to the values predicted by the AASTHO codes and other design codes or empirical equations, to check the accuracy of these codes when applied to HPC girder bridges. The project was funded by the FHWA and New Mexico DOT under the FHWA Innovative Bridge Research and Construction Program. KW - Curvature KW - Deformation KW - Girder bridges KW - High performance concrete KW - Interstate 25 KW - Las Cruces (New Mexico) KW - Monitoring KW - Optical fibers KW - Prestressed concrete bridges KW - Sensors KW - Serviceability UR - http://dot.state.nm.us/content/dam/nmdot/Research/nm05STR03DonaAnABridge2009.pdf UR - https://trid.trb.org/view/1117075 ER - TY - RPRT AN - 01342262 AU - Ramseyer, Chris C AU - Myers, Daniel S AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Creation of an ODOT Specification for Patching or Overlay of Bridge Decks PY - 2009/03//Final Report SP - 200p AB - Bridge deck cracking is a huge problem in the United States, and various agencies have sponsored research endeavoring to determine the underlying problems. A number of causes have been identified, including thermal movement, plastic shrinkage, and early age settlement, as well as a number of other issues. Polymer fibers are a possible solution to many of the causes of bridge deck cracking: they have been shown to help early age properties like shrinkage and movement, and as a bonus, fibers improve post-cracking behavior. More understanding of the benefits and uses of polymer fibers in concrete is needed. This study researched the properties of four polymer fibers; two of the fibers were macrofibers, and two were microfibers. Each fiber was tested at several dosage rates to identify optimum dosage levels. Early age shrinkage, long term shrinkage, compressive strength, and tensile strength were investigated. Macrofibers and microfibers were found to have different impacts on concrete behavior, with different optimal dosage rates. Microfibers greatly dried out the concrete mixture, hindering workability. However, the microfibers substantially reduced plastic shrinkage and improved concrete strength at early age. Macrofibers, while not hindering workability, did not provide benefits as great as the microfibers to the concrete strength. KW - Bridge decks KW - Compressive strength KW - Cracking KW - Fiber reinforced concrete KW - Macrofibers KW - Microfibers KW - Patching KW - Polymer concrete KW - Polymer fibers KW - Repairing KW - Shrinkage KW - Tensile strength UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok08091.pdf UR - http://ntl.bts.gov/lib/42000/42200/42213/fhwa-ok08091.pdf UR - https://trid.trb.org/view/1104049 ER - TY - RPRT AN - 01337298 AU - Khattak, Mohammad Jamal AU - Baladi, Gilbert Y AU - Sun, Xiaoduan AU - University of Louisiana, Lafayette AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of Index Based Pavement Performance Models for Pavement Management System (PMS) of LADOTD PY - 2009/03//Final Report SP - 168p AB - This report focuses on pavement performance and treatment models for Louisiana Department of Transportation and Development (LADOTD) and is in continuation of Louisiana Transportation Research Center (LTRC) Report No. 430 “Development of Uniform Sections for Pavement Inventory.” During the course of the study, a comprehensive evaluation and analysis of the pavement performance prediction and treatment models were conducted using LADOTD pavement distress data and historical information. Statistical analyses were used to generate models for pavement condition prediction and treatment performance evaluation based on the “surface age” or the “age” of pavements. These prediction models were developed for each distress type for four pavement types and four highway system classifications. The developed models provided good predictions and helped determine the remaining service life and pavement network health evaluation. Further research study is required to conduct comprehensive analyses of pavement treatment selection models based on LADOTD distress data and a scheme for the selection of the most cost-effective pavement treatment/preservation action based on the treatment performances and causes of distress. It is believed that findings of this study will enhance LADOTD’s capabilities in predicting pavement performance and monitoring pavement network condition in a most efficient and cost-effective manner. KW - Louisiana KW - Monitoring KW - Pavement conditions KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Service life KW - Surface treatment (Pavements) UR - http://www.ltrc.lsu.edu/pdf/2010/fr_460.pdf UR - http://ntl.bts.gov/lib/37000/37800/37860/fr_460.pdf UR - https://trid.trb.org/view/1097882 ER - TY - RPRT AN - 01226725 AU - MANILA Consulting Group, Incorporated AU - Federal Motor Carrier Safety Administration TI - Focused Report: Implantable Cardioverter Defibrillators (ICDs) and Cardiac Resynchronization Therapy (CRT), Implications for Driving a Commercial Motor Vehicle (CMV). PY - 2009/03 SP - 35p AB - The purpose of this focused report is to address several key questions posed by theFederal Motor Carrier Safety Administration (FMCSA) on the use of dual-functioning implantable cardioverter defibrillators (ICDs) and pacemaker devices. Specifically, this document summarizes: Current indications for the use of ICDs, specifically, dual-functioning ICD-pacemaker devices. National standards and guidelines for the use of these devices, as well as existing recommendations on driving. Medicare coverage policies (i.e., for whom and under what circumstances). FDA-approved devices and current indications. Implications for commercial drivers given current physical requirements defined and codified in regulation Section 391.41 of the Federal Motor Carrier Safety Regulations (FMCSRs). KW - Cardiac disorder KW - Commercial drivers KW - Commercial vehicle operations KW - Drivers KW - Guidelines KW - Health care KW - Medical treatment UR - http://ntl.bts.gov/lib/39000/39400/39415/Library-Focused_report_ICD_03222009_.pdf UR - https://trid.trb.org/view/987538 ER - TY - RPRT AN - 01173824 AU - Harrison, Haskel D AU - Pierce, Julianne AU - University of Memphis AU - Vanderbilt University AU - Research and Innovative Technology Administration TI - Examining Driver Turnover and Retention in the Trucking Industry PY - 2009/03 SP - 88p AB - For at least the past three decades, turnover among truck drivers and the problems associated with low truck driver retention rates have been studied continuously (FMCSA, 2003). The purpose of the current research project was to: (1) review carrier turnover and retention and report the origins and evolution of driver turnover and retention research; (2) evaluate the nature of turnover and retention and define the problem by critically examining published results from evaluations and analyses of the trucking industry and other high turnover industries. Specifically, results were to include those found in academic investigations and policy studies, in publicly available proprietary reports, trade publications and government documents, and in U.S. Department of Transportation, U.S. Department of Labor, and U.S. Census Bureau databases; (3) present alternative strategies that promote truck driver retention in areas identified by the trucking industry and in other high turnover industries; (4) survey trucking industry representatives to explore the nature of and the magnitude of the situation and present how the industry has responded; (5) interpret and organize survey response data to identify current turnover and retention problems, concerns, and solution strategies; (6) examine turnover and retention strategies from other industries and to examine comparable organizational approaches that address common retention issues that may have applications in the motor carrier industry. KW - Motor carriers KW - Personnel retention KW - Truck drivers KW - Trucking KW - Turnover UR - http://www.memphis.edu/ifti/pdfs/cifts_examining_driver_turnover.pdf UR - https://trid.trb.org/view/934340 ER - TY - RPRT AN - 01159413 AU - Eby, David W AU - Molnar, Lisa J AU - Vivoda, Jonathon M AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor AU - Research and Innovative Technology Administration TI - M-CASTL 2009 Synthesis Report: Older Adult Safety and Mobility PY - 2009/03 SP - 49p AB - The purpose of the annual Michigan Center for Advancing Safe Transportation throughout the Lifespan (M-CASTL) synthesis report is to identify short and long-term research needs that support M-CASTL’s theme and reflect the U.S. Department of Transportation’s and other national organizations' transportation research agendas. The intent of the report is to provide a synthesized background to help focus the Center’s research program and to maintain continuity over each year of the grant. The synthesis report also serves as the background for the annual M-CASTL Transportation Research and Education conference. The report reviews the facts that older adults are at higher risk of a fatal crash and tend to suffer many negative consequences when driving privileges are taken away. This report conceptualizes the issues of aging and mobility as having three complementary and interdependent goals: (1) to understand and better manage the effects of medical conditions and medications on skills needed for safe driving; (2) to help those who are able to drive safely continue to do so; and (3) to identify and provide community mobility support to those who are no longer able to drive. This report further reviews background and recent research in several areas related to the three goals: medical conditions; medication; extending safe driving; driver licensing issues; transitioning to non-driving; and alternative transportation options. The research reviewed in this report was gathered from a search of articles published in late 2007 through February, 2009 in several peer-reviewed journals and conference proceedings. This report builds upon two recent reviews of the aging and mobility literature (Eby, Molnar, & St. Louis, 2008; Eby, Molnar, & Kartje, 2009) and serves as a companion to those reports. KW - Aged KW - Aged drivers KW - Aging (Biology) KW - Diseases and medical conditions KW - Driver licensing KW - Driving KW - Driving cessation KW - High risk drivers KW - Medication KW - Mobility KW - Research KW - Research needs KW - Syntheses UR - http://m-castl.org/files/M-CASTL-2009SynthesisReport.pdf UR - https://trid.trb.org/view/919948 ER - TY - RPRT AN - 01158411 AU - Coleman, Sean AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Open-Source as an Alternative to Commercial Software PY - 2009/03//Final Report SP - 138p AB - In recent years, open-source software has demonstrated rapid growth in popularity with the proliferation of alternatives to commercial applications. This study investigates the feasibility of the Arizona Department of Transportation (ADOT) using open-source software by determining overall benefits, candidate applications, and potential cost savings. First, the concept of open-source is introduced through a literature review giving the history and analysis of the hacker culture that lies at its core, as well as noting common misconceptions regarding open-source. Additionally, the economic and intrinsic motivation of open-source developers is investigated, along with key development methodologies such as crowd sourcing and transparent peer review. In order to investigate the current landscapes of open-source and commercial software among state transportation agencies, a survey was conducted of several other departments of transportation. Data from the 26 respondents showed that these agencies favored commercial software during the procurement process, despite the rapid adoption of open-source software in the consumer market. Regarding Microsoft Office 2007 and Windows Vista deployments, the consensus was that upgrading is a possibility, but no specific plans have been made. Based on these findings, OpenOffice.org was identified as a strong open-source candidate application comparable to Microsoft Office. In order to further investigate this claim, a pilot test called the OpenOffice Challenge was developed to compare the usability of OpenOffice.org and Office 2007. Results showed that participants generally see OpenOffice.org as a closer alternative to Office 2003, currently the standard office suite at ADOT, than to Office 2007. This study concludes by analyzing current Microsoft licensing contracts and software cost at the department. A potential cost savings based on reduced licensing costs was found to be $410,000 with the implementation of OpenOffice.org. Additional recommendations are made to the Department regarding open-source procurement and accessibility as a government agency. KW - Applications KW - Arizona Department of Transportation KW - Benefits KW - Cost savings KW - Costs KW - Feasibility analysis KW - Literature reviews KW - Open source software KW - Pilot studies KW - Procurement KW - State departments of transportation KW - Surveys UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ583.pdf UR - https://trid.trb.org/view/919070 ER - TY - RPRT AN - 01155713 AU - McCullouch, Bob G AU - Sinha, Kumares C AU - Anastasopoulos, Panagiotis Ch AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance-Based Contracting for Roadway Maintenance Operations in Indiana PY - 2009/03//Final Report SP - 591p AB - The Indiana Department of Transportation (INDOT) initiated a study to investigate Performance Based Contracting (PBC) of maintenance operations. One of the main impetuses for the study is that INDOT started a ten-year road building program called Major Moves that will add over 1900 lane miles to the current network. With this addition and coupled with a trend of reduction in maintenance personnel, INDOT is planning how maintenance will be performed. One viable option is the use of PBC. This study has evaluated many aspects of PBC and the current INDOT maintenance program. Study specifics included: Investigated foreign agencies' PBC programs; Evaluated cost data; Interviewed and analyzed three state agencies that use PBC - Virginia, Florida, and North Carolina - and studied several other states, including South Carolina, Oklahoma, Massachusetts, and Texas; Evaluated contracting options and the Indiana contracting community; Investigated and defined the activities that are better performed In-House, and those that, potentially, could be privatized; Defined the requirements for creating, contracting, monitoring, and managing a PBC system at INDOT; Developed an understanding and a plan for INDOT maintenance that includes the added capacity from Major Moves over the next 10 years; Analyzed, defined, and described risk factors (e.g. contractor protection from 3rd party lawsuits); Developed guidelines for INDOT that objectively state the facts learned from analyzing PBC; Described maintenance options that could include PBC, expanding subcontracts, and INDOT maintenance forces; Described how other state agencies calculate overhead costs and apply to maintenance costs; and Described Level of Service (LOS) programs developed and used by other state agencies. PBC is being used extensively in some states, while other states have tried and backed away for various reasons which are explained in the report. Due to higher costs experienced with PBC and the fact that long term contracts lock in prices leaving agencies with no flexibility to reduce during economic downturns, the report is not recommending PBC to INDOT. What is recommended is that INDOT should: establish a LOS program; develop and test snow and ice removal subcontracts; and further develop a hybrid maintenance program where private contracts are used to supplement INDOT maintenance force. KW - Cost effectiveness KW - Evaluation and assessment KW - Highway maintenance KW - Indiana KW - Level of service KW - Performance based maintenance contracting KW - Privatization KW - Risk analysis KW - Snow and ice control UR - http://docs.lib.purdue.edu/jtrp/314/ UR - https://trid.trb.org/view/916332 ER - TY - RPRT AN - 01153452 AU - Blower, Daniel AU - Green, Paul E AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Truck Mechanical Condition and Crashes in the Large Truck Crash Causation Study PY - 2009/03 SP - 77p AB - This study examines the relationship of heavy truck mechanical condition and crash risk. The LTCCS presents an opportunity to examine in more detail than previously possible the relationship of vehicle condition to crash risk. The report includes a review of existing literature, a full analysis of the results of the post-crash truck inspections, and a series of logistic regression models to test the association of vehicle condition and crash role. Two specific hypotheses are tested: The first hypothesis is that trucks with defects and out of service conditions are statistically more likely to be in the role of precipitating a crash than trucks with no defects or out of service conditions. The second hypothesis is that defects in specific systems, such as the brake system, are associated with crash roles in which those systems are primary in crash avoidance, and that there is a physical mechanism that links the vehicle defect with the crash role. Post crash inspections showed that the condition of the trucks in the LTCCS is poor. Almost 55 percent of vehicles had one or more mechanical violations. Almost 30 percent had at least one out of service condition. Among mechanical systems, violations in the brake (36 percent of all) and lighting system (19 percent) were the most frequent. A brake out of service (OOS) condition increased the odds of the truck assigned the critical reason (identifying the precipitating vehicle) by 1.8 times. Both hours of service (HOS) violations and log OOS increased by a larger amount—2.0 and 2.2 times respectively. In rear-end and crossing paths crashes, brake violations, especially related to adjustment, increased the odds of the truck being the striking vehicle by 1.8 times. KW - Crash causes KW - Crashworthiness KW - Defects KW - Heavy duty trucks KW - Hours of labor KW - Inspection KW - Large Truck Crash Causation Study KW - Out of service KW - Traffic violations KW - Truck crashes KW - Trucking safety KW - Vehicle fitness UR - http://hdl.handle.net/2027.42/64999 UR - https://trid.trb.org/view/914456 ER - TY - RPRT AN - 01150755 AU - Edrington, Suzie AU - Arndt, Jeffrey C AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Dispatching Demand Response Transit Service: Maximizing Productivity and Service Quality Guidebook PY - 2009/03//Final Report SP - 70p AB - The ability of transit agencies to staff dispatch effectively and use technology to its full advantage is critical in responding proactively as service changes occur and in making sound routing decisions. Sound routing decisions result in improved productivity and cost-effective service delivery. A modest 3% improvement in service productivity would save the average rural demand response transit agency approximately $65,000 annually. This project focused on improving productivity while maintaining service quality. Researchers collected data from 42 demand response rural and small urban transit agencies regarding operations and use of technology. A database of results identified five transit providers that represented a cross-section of agencies and could be used for case studies of dispatch operation. Case studies focused on: 1) dispatcher goals and objectives, 2) dispatch-driver policies and procedures, 3) team responsibilities and expectations, and 4) reports and material collection. This resulting draft guidebook describes the impact of maximizing productivity, development of policies and procedures that affect productivity, service delivery strategies that impact productivity, dispatch performance measurement, an assessment tool for productivity elements of dispatch, and steps to implement a productive dispatch operation. The final guidebook, when available, will be placed on the Texas Transportation Institute (TTI) web site. Staff will request approval to post it on the Texas Department of Transportation’s Regional Service Planning web site as well. Notification of the report will be made through e-mail to the U.S. Department of Transportation public transportation coordinators. KW - Demand responsive transportation KW - Dispatching KW - Productivity KW - Public transit KW - Quality of service KW - Transit operating agencies UR - http://utcm.tamu.edu/publications/final_reports/Edrington_08-24-05.pdf UR - https://trid.trb.org/view/912593 ER - TY - RPRT AN - 01150614 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dynamic Message Sign Message Design and Display Manual Training, One-Day 'Core' Course. Participant Notebook PY - 2009/03 SP - 362p AB - The report consists of a participant notebook from the course, 'Dynamic Message Sign Message Design and Display Manual Training." KW - Audiovisual aids KW - Education and training KW - Manuals KW - Traffic control devices KW - Traffic signs KW - Training programs KW - Variable message signs UR - http://ntl.bts.gov/lib/31000/31300/31307/5-4023-01-P2.pdf UR - https://trid.trb.org/view/912913 ER - TY - RPRT AN - 01150519 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dynamic Message Sign Message Design and Display Manual Training, Two-Day Course. Participant Notebook PY - 2009/03 SP - 111p AB - The report consists of a participant notebook from the course, 'Dynamic Message Sign Message Design and Display Manual Training.' KW - Audiovisual aids KW - Education and training KW - Manuals KW - Traffic control devices KW - Traffic signs KW - Training programs KW - Variable message signs UR - http://ntl.bts.gov/lib/31000/31300/31306/5-4023-01-P1.pdf UR - https://trid.trb.org/view/912914 ER - TY - RPRT AN - 01147311 AU - Blower, Daniel F AU - Matteson, Anne AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of 2007 Minnesota Crash Data Reported to the MCMIS Crash File PY - 2009/03//Special Report SP - 37p AB - This report is part of a series evaluating the data reported to the Motor Carrier Management Information System (MCMIS) Crash File undertaken by the Center for National Truck and Bus Statistics at the University of Michigan Transportation Research Institute. The earlier studies showed that reporting to the MCMIS Crash File was incomplete. This report examines the factors that are associated with reporting rates for the state of Minnesota. MCMIS Crash File records were matched to the Minnesota crash file to determine the nature and extent of underreporting. Overall, it appears that Minnesota is reporting 79.9 percent of crash involvements that should be reported to the MCMIS Crash File. Reportable cases could be identified in the Minnesota data reasonably well using the coded data, with some qualification for the towed/disabled crash severity. Reporting rates were related to crash severity, with fatal or injury/transported involvements most likely to be reported, and tow/disabled crashes less likely. Reporting rates also varied by the type of vehicle, with small buses (8-15 passenger) less likely to be reported than trucks or large buses; by state of registration, with in-state vehicles less likely to be reported than out-of-state; and by the type of investigation agency (state police, county, or city police). Missing data rates are low for most variables reported to the crash file. Some inconsistencies between data reported to the MCMIS file and recorded in the Minnesota data were also noted. KW - Crash reports KW - Crash severity KW - Minnesota KW - Missing data KW - Motor Carrier Management Information System Crash File KW - Motor carriers KW - Reporting levels KW - Underreporting UR - http://hdl.handle.net/2027.42/63453 UR - https://trid.trb.org/view/907527 ER - TY - RPRT AN - 01143782 AU - Okeil, Ayman M AU - Bingol, Yilmaz AU - Ferdous, M Rubiat AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - A Novel Technique For Stiffening Steel Structures PY - 2009/03//Final Report SP - 78p AB - The use of composite materials for strengthening the ailing infrastructure has been steadily gaining acceptance and market share. One can state that this strengthening technique has become main stream in some applications such as in strengthening of concrete structures. The same cannot be said about steel structures since research on composite strengthening is relatively new. Several challenges face strengthening steel structures using composite materials such as the need for high modulus composites to improve the effectiveness of the strengthening system. In this study, the research team explores a new approach for strengthening steel structures by introducing additional stiffness to buckling prone regions in thin-walled steel structures. The proposed technique relies on improving the out-of-plane stiffness of buckling prone members by bonding pultruded fiber reinforced polymers (FRP) sections as opposed to the commonly used strengthening approach that relies on in-plane FRP contribution. This report presents the results from an experimental investigation where axial tension and beam specimens were tested to explore the feasibility of the proposed technique. Based on the results, one can conclude that this strengthening technique has great potential for altering failure modes by delaying the undesirable instability (buckling) failure mode. Preliminary analyses were also conducted and are presented in the report. Recommendations for future research efforts are made to expand the knowledge base about this yet unexplored strengthening technique. KW - Buckling KW - Fiber reinforced plastics KW - Out-of-plane KW - Pultruded composites KW - Steel structures KW - Stiffness KW - Strengthening (Maintenance) UR - http://www.ltrc.lsu.edu/pdf/2009/fr_441.pdf UR - https://trid.trb.org/view/904207 ER - TY - RPRT AN - 01143749 AU - Tayabji, Shiraz AU - Van Dam, Tom AU - Smith, Kurt AU - Fugro Consultants, Incorporated AU - Federal Highway Administration TI - Advanced Concrete Pavement Technology (ACPT) Program: A Status Report on Available Products PY - 2009/03 SP - 48p AB - The Advanced Concrete Pavement Technology (ACPT) Program is an integrated, national effort to improve the long-term performance and cost-effectiveness of the Nation’s concrete highways. Managed by the Federal Highway Administration through partnerships with State highway agencies, industry, and academia, the goals of the ACPT Program are to reduce congestion, improve safety, lower costs, improve performance, and foster innovation. The ACPT Program was developed to identify, refine, and deliver for implementation the available technologies from all sources that can enhance the design, construction, repair, and rehabilitation of the Nation’s concrete highways. This report documents the availability of advanced concrete pavement technology products that show a high potential for improving the performance of concrete pavements through improved design, material selection, construction practices, testing procedures, and repair and rehabilitation techniques. These technologies also include concrete overlays for rehabilitation of existing concrete and asphalt pavements. The ACPT products for technology transfer, as documented in this report, are the result of research and development projects with various sponsors, both domestic and international. KW - Advanced Concrete Pavement Technology Program KW - Concrete KW - Concrete overlays KW - Concrete pavements KW - Construction management KW - Materials selection KW - Pavement design KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Repairing KW - Test procedures UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/if09005/if09005.pdf UR - https://trid.trb.org/view/904104 ER - TY - RPRT AN - 01142392 AU - Kwon, Gunup AU - Engelhardt, Michael D AU - Klingner, Richard E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation Project: Strengthening of a Bridge near Hondo, Texas using Post-Installed Shear Connectors PY - 2009/03//Technical Report SP - 122p AB - This project was an implementation of research conducted under Texas Department of Transportation (TxDOT) Research Project 0-4124 on the use of post-installed shear connectors to develop composite action in existing non-composite steel bridge girder systems. In this implementation study, an existing non-composite bridge in the San Antonio District was retrofitted with three types of post-installed shear connectors to increase the load-carrying capacity of the bridge girders. The bridge is located near the town of Hondo, Texas, and is referred to herein as the Hondo Bridge. A detailed design for strengthening the Hondo Bridge was undertaken in this study. Potential design and construction difficulties were identified and solutions to these difficulties were suggested. The bridge consists of three identical simple spans and each span was retrofitted with a different type of post-installed shear connector. A load rating was conducted for the Hondo Bridge prior to retrofit, showing an HS10.6 inventory level rating and an HS17.6 operating level rating. With the addition of the post-installed shear connectors, the load rating for the bridge increased to HS17.4 inventory level and HS29.1 operating level. Thus, both the inventory level and operating level load ratings increased 65% as a result of the installation of post-installed shear connectors. Field live load tests were conducted to verify the development of composite action in the bridge girders after installation of the post-installed shear connectors. Installation of the shear connectors in the Hondo bridge proved more difficult than anticipated. Construction difficulties and possible solutions are discussed in the report. KW - Bearing capacity KW - Bridge design KW - Composite action KW - Construction management KW - Girders KW - Hondo (Texas) KW - Implementation KW - Load factor KW - Load rating (Bridges) KW - Load tests KW - Retrofitting KW - Shear connectors KW - Strengthening (Maintenance) UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4124_01_1.pdf UR - http://ntl.bts.gov/lib/31000/31200/31210/5_4124_01_1.pdf UR - https://trid.trb.org/view/902776 ER - TY - RPRT AN - 01142219 AU - Federal Railroad Administration TI - Effects of Active Warning Reliability on Motorist Compliance at Highway-Railroad Grade Crossings. Research Results PY - 2009/03 SP - 4p AB - Understanding why motorists do not comply with signals at active grade crossings will aid the Federal Railroad Administration (FRA) to develop safety improvements at highway-rail grade crossings. This research is focused on willful noncompliance when a motorist consciously and deliberately ignores activated warning signals and drives around the lowered gates. Previous research suggests that willful noncompliance is caused by the perception that the warning signal is unreliable. This perception may be the consequence of two different types of failures: a false activation, when a warning signal is activated but no train is at the crossing; or a miss, which is a failure of the warning signal to activate when a train approaches. Two experiments were conducted to examine whether motorists were able to detect changes in warning device reliability, and if so, what was the effect on their subsequent decisions. Signal detection theory was applied to describe the decisions made. KW - Compliance KW - Grade crossing protection systems KW - Highway traffic control KW - Railroad grade crossings KW - Traffic control devices KW - Traffic safety KW - Warning signals UR - http://www.fra.dot.gov/Elib/Document/2008 UR - http://ntl.bts.gov/lib/33000/33700/33706/33706.pdf UR - https://trid.trb.org/view/901828 ER - TY - RPRT AN - 01142090 AU - Troup, K AU - Newton, D AU - Wolfe, M AU - Schaefer, R AU - Science Applications International Corporation AU - Research and Innovative Technology Administration TI - Columbus Electronic Freight Management Evaluation: Achieving Business Benefits with EFM Technologies PY - 2009/03//Evaluation Report SP - 37p AB - Effective innovation in information technology (IT) may be the most important tool for the private and public sectors to respond to international supply chain capacity constraints and congestion. Electronic Freight Management (EFM) technologies are modern tools that, when well‐implemented, offer dramatic improvements in the mix of one‐to‐one, one‐to‐many and many‐to‐many data transfer needs of complex supply chains. They enhance the speed, reliability and accessibility of data transfers and translations. The technologies include one‐time data entry; architectures and tools enabling near‐real‐time dissemination and exchange of data; varying degrees of integration with Enterprise Resource Planning (ERP) and legacy systems; and web‐based services for near‐real‐time access to actionable information. In 2007, as part of its Electronic Freight Management (EFM) program initiative, USDOT conducted an EFM deployment test in Columbus, OH with partners from a Limited Brands air cargo supply chain originating in China; an evaluation was completed and documented. Successful supply chain deployments of EFM technologies are delivering benefits along with more efficiency and better customer service. EFM and related visibility technologies provide lasting benefits. Major users of these technologies report better integration with their partners and greater supply chain visibility. This report presents results from many industry surveys and case studies as documented in the literature. With those as a backdrop, this report summarizes the quantitative and qualitative benefits found during the Columbus EFM (CEFM) test. KW - Electronic freight management KW - Freight transportation KW - Information dissemination KW - Information technology KW - Intelligent transportation systems KW - Logistics KW - Supply chain management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09053/fhwahop09053.pdf UR - http://ntl.bts.gov/lib/31000/31000/31077/14495.htm UR - http://ntl.bts.gov/lib/31000/31000/31077/14495.pdf UR - https://trid.trb.org/view/902411 ER - TY - SER AN - 01142082 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Long, James H AU - Hendrix, Joshua AU - Baratta, Alma AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation/Modification of IDOT Foundation Piling Design and Construction Policy PY - 2009/03 IS - 09-037 SP - 213p AB - The Illinois Department of Transportation (IDOT) estimates pile lengths based on a static analysis method; however, the final length of the pile is determined with a dynamic formula based on the pile driving resistance exhibited in the field. Because different methods are used for estimating and for acceptance, there is usually a lack of agreement between the estimated length and the driven length of pile. The objective of this study is to assess the ability of the methods currently used by IDOT, to assess other methods for estimating pile capacity, to improve the methods if possible, and to determine resistance factors appropriate for the methods. This study reports pile load test data along with pile driving information and subsurface information, and uses this information to investigate and quantify the accuracy and precision with which five different static methods and five different dynamic formulae predict capacity. These static methods are the IDOT Static method, the Kinematic IDOT (K-IDOT) method, the Imperial College Pile (ICP) method, Olson’s method and Driven. The dynamic formulae are the EN-IDOT formula, the FHWA-Gates Formula, the Washington State Department of Transportation (WSDOT) formula, the FHWA-UI formula, and WEAP. Three databases were assembled and used to quantify the ability of these methods to predict capacity. Results suggest that the three dynamic formulae: WS-DOT, the FHWA-Gates, and the UI-Gates provide similar accuracy. However, the WS-DOT formula is simple to implement and predicts capacity most consistently for the databases reviewed in this study. A value of 0.55 is recommended for the resistance factor for redundant piling. KW - Bearing capacity KW - Construction KW - Design KW - Load and resistance factor design KW - Pile driving KW - Pile foundations UR - http://ntl.bts.gov/lib/31000/31000/31025/ICT-09-037.pdf UR - https://trid.trb.org/view/902079 ER - TY - RPRT AN - 01142077 AU - Curtin, Sandra E AU - Jerram, Lisa C AU - Justice, Lauren C AU - Center for Transportation and the Environment AU - Breakthrough Technologies Institute AU - Federal Transit Administration TI - A Report on Hydrogen Bus Demonstrations Worldwide, 2002-2007 PY - 2009/03//Final Report SP - 57p AB - Between 2002 and 2007 more than 20 cities in the United States, Europe, China, Japan and Australia have demonstrated buses powered by fuel cells or hydrogen-fueled internal combustion engines, as well as a variety of fueling and related technologies. The project team used a method of in-depth targeted interviews to gather insight from key participants in these hydrogen bus demonstration projects. The resulting report analyzes lessons learned from the demonstrations, identifies key remaining challenges for introduction of the technology, and suggests potential roles for government in supporting commercialization of fuel cell buses. KW - Buses KW - Fuel cell vehicles KW - Hydrogen fuels KW - Surveys KW - Transit riders UR - http://ntl.bts.gov/lib/30000/30600/30690/Fuel_Cell_Bus_Report_FINAL.pdf UR - https://trid.trb.org/view/902401 ER - TY - SER AN - 01142035 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Medina, Juan C AU - Benekohal, Rahim F AU - Chitturi, Madhav V AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Video Detection Systems, Volume 4 - Effects of Adverse Weather Conditions in the Performance of Video Detection Systems PY - 2009/03 IS - 09-039 SP - 65p AB - The performance of three video detection systems (VDS): Iteris, Autoscope, and Peek, was evaluated using a side-by-side installation at a signalized intersection under various adverse weather conditions including rain and snow in both day and nighttime, and light fog and dense fog in daytime. Four types of detection errors (false, missed, stuck-on, and dropped calls) were quantified at stop bar and advance detection zones, and all errors were visually verified using video images from the intersection. Results indicate that VDS performance was not greatly impacted under daytime light fog or rain conditions without wind, but significant changes were observed under dense fog and snow in daytime, and snow and rain in nighttime. During dense fog conditions Iteris and Autoscope changed their operating mode and placed constant calls due to image contrast loss, with potential for significant effects on traffic operation, while Peek significantly increased its missed calls. Snow in daytime and nighttime greatly increased false calls for the three systems (more than 50% of the VDS calls were false), but it had limited effects on missed, stuck-on, and dropped calls. False calls during rainy conditions without wind also increased, during both daytime (around 10%) and nighttime (between 10% and 50%), mostly due to the reflection of headlights of vehicles in the adjacent lanes. Detailed performance of the three VDS in each of the three stop bars and the three advance zones, as well as potential causes and effects of the most prominent error types are presented. KW - Daylight KW - Fog KW - Intersections KW - Night KW - Performance KW - Rain KW - Snow KW - Video imaging detectors KW - Weather conditions UR - http://ntl.bts.gov/lib/31000/31000/31027/ICT-09-039.pdf UR - https://trid.trb.org/view/902084 ER - TY - RPRT AN - 01140443 AU - Morgan, Curtis A AU - Sperry, Benjamin R AU - Warner, Jeffery E AU - Borowiec, Jeffrey D AU - Higgins, Laura L AU - Protopapas, Annie A AU - Carlson, Todd B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Preliminary Concept for Statewide Intercity Bus and Rail Transit System: Priority Corridor Ranking and Analysis PY - 2009/03//Product SP - 34p AB - This product summarizes the preliminary concept and priority corridors for development of a potential statewide intercity bus and rail network. The concept is based upon the results of Tasks 1 through 5 of Texas Department of Transportation Project 0-5930, “Potential Development of an Intercity Passenger Transit System in Texas.” Rather than focus on any regional commuter or light rail systems within or radiating from individual urban areas, this concept looks at longer intercity corridors to determine where the state of Texas could most appropriately invest its resources to connect different regions of the state to create an interregional, statewide transit system. The underlying analysis is based upon several factors related to: current and future population and demographic projections along 18 intercity corridors in the state; projected future demand based upon forecasts by the Texas State Demographer and other state agencies; and current network capacity and routes for intercity highway, bus, air, and rail travel. This concept plan will be further explored in the remaining months of the project to determine potential costs and benefits of implementing the concept plan or individual components. KW - Bus transportation KW - Demographics KW - Highway capacity KW - Intercity passenger rail KW - Intercity transportation KW - Intercity travel KW - Network capacity KW - Population KW - Railroad capacity KW - Routes and routing KW - Transportation corridors KW - Transportation planning KW - Travel demand UR - http://tti.tamu.edu/documents/0-5930-P1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31123/0-5930-P1.pdf UR - https://trid.trb.org/view/900765 ER - TY - RPRT AN - 01139230 AU - Agent, Kenneth R AU - Pigman, Jerry G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Evaluation of the Work Zone Safety and Mobility Rule PY - 2009/03//Final Report SP - 45p AB - The Work Zone Safety and Mobility Rule (Rule) was published in the Federal Register in September 2004 indicating that all state and local governments receiving Federal-aid funding were required to comply with provisions of the Rule no later than October 2007. Kentucky received an extension to October 2008. The objectives of this study were to review the requirements of the Work Zone Safety and Mobility Rule and provide recommendations for implementation of the Rule to ensure a consistent approach for designing and managing the impacts of work zones. This report documents results from: a) a review of literature and Kentucky’s policy, b) an analysis of work zone crashes in Kentucky, and c) an evaluation of the safety and training aspects of the Rule. The emphasis was on the safety aspect of the Rule. The requirements of this Rule relating to work zone safety were reviewed along with the related procedures adopted by other states. Crash data occurring in work zones in Kentucky for the past several years were summarized. A description of the training developed to meet the requirements of the Rule is described. Recommendations were made to implement the safety aspects of the Kentucky Transportation Cabinet "Policy and Procedures for the Safety and Mobility of Traffic through Work Zones." These include the duties of the District Work Zone Safety Coordinator (DWZSC) and the Statewide Work Zone Review Committee (SWZRC). To assist in the documentation of crashes occurring in a work zone, a form was developed to summarize information from each crash. KW - Kentucky KW - Mobility KW - Traffic crashes KW - Training KW - Work zone safety KW - Work Zone Safety and Mobility Rule UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_10_SPR_361_07_1F.pdf UR - https://trid.trb.org/view/899074 ER - TY - RPRT AN - 01138321 AU - Terrill, E R AU - Centea, M AU - MacIsaac, J D AU - Akron Rubber Development Laboratory, Incorporated AU - National Highway Traffic Safety Administration TI - Oxygen Consumption Rate in New and In-Service BFGoodrich P195/65R15 Tires PY - 2009/03//Final Report SP - 56p AB - This report is the second in a series of scientific reports intended to provide an understanding of the chemical reactions responsible for the degradation of light vehicle tires during on-vehicle service. The report series was used to guide the agency's development of a laboratory-based accelerated service life test for light vehicle tires ('tire aging test'). This particular report examines the changes observed in the fixed oxygen level, elongation-to-break, and inter-belt peel adhesion of the belt-coat compound of an original equipment BFGoodrich tire model after varying lengths of service and accumulated mileages in Phoenix, Arizona. KW - BFGoodrich KW - Chemical reactions KW - Degradation failures KW - Elongation KW - Light vehicles KW - Oxidation KW - Oxygen KW - Service life KW - Tires UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811126.pdf UR - https://trid.trb.org/view/898355 ER - TY - RPRT AN - 01138263 AU - Rinaldi, J AU - Medical College of Wisconsin AU - National Highway Traffic Safety Administration TI - Evaluation of the Ribeye Deflection Measurement System in the 50th Percentile Hybrid III Dummy PY - 2009/03//Final Report SP - 78p AB - This report presents an evaluation of a new deflection measuring system. Briefly, the optically-based RibEye system developed by Robert A. Denton, Inc., for the 50th percentile male Hybrid III dummy is capable of providing deflections at 12 locations within the ribcage. Illumination from each light emitting diode (LED) positioned on the inside rib surface or sternum is captured by two sensors placed on either side of the spine box in the dummy. Deflections can be derived from processed optical signals, gathered along the x and y, i.e., frontal and side (antero-posterior and lateral) directions. Quasi-static and dynamic tests were done during the evaluation process. KW - Deflection tests KW - Dummies KW - Highway safety KW - Human factors engineering KW - Hybrid III dummy KW - Hybrid simulation KW - Light emitting diodes KW - Ribs KW - Sensors KW - Spinal column UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Biomechanics%20&%20Trauma/811102.pdf UR - https://trid.trb.org/view/898307 ER - TY - RPRT AN - 01135617 AU - Copeland, Kyle AU - Sauer, Herbert H AU - Friedberg, Wallace AU - Federal Aviation Administration AU - National Oceanic and Atmospheric Administration AU - Federal Aviation Administration TI - Solar Radiation Alert System (Revised 30 May 2008) PY - 2009/03//Final Report SP - 24p AB - The Solar Radiation Alert (SRA) system continuously evaluates measurements of high-energy protons made by instruments on GOES satellites. If the measurements indicate a substantial elevation of effective dose rates at aircraft flight altitudes, the Civil Aerospace Medical Institute issues an SRA via the National Oceanic and Atmospheric Administration Weather Wire Service. This report describes a revised SRA system. SRA issue-criteria remain the same but significant improvements have been made in the calculations. The solar proton fluence to effective dose conversion coefficients have been recalculated using 2007 recommendations of the International Commission on Radiological Protection and the latest release of the Monte Carlo transport code, MCNPX 2.6.0. The shape of the <10 MeV secondary neutron spectrum is now accounted for down to 100 eV. The flux correction based on spectral index has been revised to smooth the flux spectrum of solar protons. Estimates of the >605 MeV spectral shape have been improved by the addition of correction factors for the differential interpretation of the >700 MeV integral flux channel. Estimates of galactic cosmic radiation background count rates in the GOES data are now median rather than mean values. Estimated solar cosmic radiation dose rates are about 10 times higher than those made using the previous version of the SRA system. KW - Alert systems KW - Geosynchronous operational environmental satellites KW - Radiation doses KW - Solar flare KW - Solar particles KW - Solar radiation KW - Space weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200906.pdf UR - https://trid.trb.org/view/891788 ER - TY - RPRT AN - 01135607 AU - Rogers, Rodney O AU - Boquet, Albert AU - Howell, Cass AU - DeJohn, Charles AU - Embry-Riddle Aeronautical University AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An Experiment to Evaluate Transfer of Low-Cost Simulator-Based Upset-Recovery Training PY - 2009/03//Final Report SP - 18p AB - Many air transport training programs provide simulator-based upset-recovery instruction for company pilots. However, apparently no prior research exists to demonstrate that such training transfers to an airplane in flight. The authors report on two-phase FAA-funded research experiment to evaluate upset-recovery training transfer. In two separate training/testing evolutions involving two different general aviation aircraft, participant pilots were trained using low-cost desktop flight simulation, then subjected to serious in-flight upsets in an aerobatic airplane. Their performance in upset-recovery maneuvering was compared with the performance of control group pilots who received no upset-recovery training. Data collected during both flight testing periods suggest that simulator-based training improves a pilot’s ability to recover an airplane from an upset. However, in the most important measure of upset maneuvering skills—minimizing altitude loss—trained pilots fell well short of the performance routinely achieveable by pilots experienced in all-attitude manuevering. The authors summarize prior related research, describe the experiments, present and analyze data collected during both flight testing periods, and advance recommendations for future upset maneuvering training. Although the authors conducted flight testing in a general aviation airplane, their research has important implications for heavy aircraft upset-recovery trainers. KW - Air pilots KW - Aviation safety KW - Flight simulators KW - Flight training KW - Transferability KW - Upset recovery training UR - http://www.tc.faa.gov/logistics/grants/pdf/2005/05-G-019.pdf UR - https://trid.trb.org/view/891787 ER - TY - RPRT AN - 01135318 AU - Beningo, S AU - Research and Innovative Technology Administration TI - Maritime Vessels Carry More than Half of Growing U.S.-East Africa Trade. Bureau of Transportian Statistics Special Report PY - 2009/03 SP - 5p AB - Trade between the United States and East African countries (defined in this special report as Burundi, Kenya, Rwanda, Tanzania, and Uganda) has grown substantially in recent years, reaching $1.3 billion in value in 2007. Between 1997 and 2007, U.S. exports to East Africa increased at an average annual rate of 9.1 percent per year, while imports grew by 7.7 percent. In 2007, 57 percent of U.S. trade with East Africa took place via seagoing vessel, and 22 percent by air. Trade by air has increased slightly faster than vessel trade, at average annual rates of 9.3 percent and 7.8 percent, respectively. The remaining 21 percent of U.S. trade with East Africa was classified by the U.S. Census Bureau as being transported via other modes. The exports in the other category consisted mostly of U.S. shipments of airplanes to Kenya. These shipments cannot be classified as trade by air because the aircraft itself was the commodity being shipped, as opposed to being the vehicle that transports commodities. KW - Air transportation KW - Commodities KW - Economic development KW - Exports KW - Freight transportation KW - Imports KW - International trade KW - Merchant vessels KW - Mode choice KW - Shipping KW - Transportation KW - Water transportation UR - http://www.bts.gov/publications/bts_special_report/2009_02_13/html/entire.html UR - http://www.bts.gov/publications/bts_special_report/2009_02_13/index.html UR - http://www.bts.gov/publications/bts_special_report/2009_02_13/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35300/35394/Maritime.pdf UR - https://trid.trb.org/view/894271 ER - TY - RPRT AN - 01134908 AU - Federal Aviation Administration TI - Port Columbus International Airport : environmental impact statement PY - 2009/03//Volumes held: Draft(4v), Final(4v),Maps B1 KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/895658 ER - TY - RPRT AN - 01134853 AU - Federal Highway Administration TI - US-212 reconstruction, Rockvale to Laurel, Carbon and Yellowstone counties : environmental impact statement PY - 2009/03//Volumes held: Draft, F KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/895603 ER - TY - RPRT AN - 01134828 AU - Federal Highway Administration TI - Blue Water Bridge Plaza study, St. Clair County : environmental impact statement PY - 2009/03//Volumes held: Draft, Dapp (fol), F KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/895588 ER - TY - RPRT AN - 01133892 AU - Hardy, Matthew AU - Wunderlich, Karl E AU - Noblis AU - Federal Highway Administration TI - Traffic Analysis Toolbox Volume IX: Work Zone Modeling and Simulation—A Guide for Analysts PY - 2009/03 SP - 144p AB - This document is the second volume in the FHWA Traffic Analysis Toolbox: Work Zone Analysis series. Whereas the first volume provides guidance to decision-makers at agencies and jurisdictions considering the role of analytical tools in work zone planning and management, this volume provides specific guidance to the analyst, researcher, or manager in charge of conducting a specific work zone analysis project or who has been charged with developing an overall work zone modeling program or approach. This volume includes numerous case study examples, discussion and analysis designed to provide the prospective work zone analyst with information pertaining to the selection of a transportation modeling approach (including the identification of opportunities for use, managing technical risk and examples) as well as specific project applications (including constructability, scheduling and transportation management plan design and evaluation). This document serves as Volume IX in the FHWA Traffic Analysis Toolbox. KW - Case studies KW - Traffic analysis tools KW - Traffic models KW - Traffic simulation KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/wz/traffic_analysis/tatv9_wz/tatvol_9.pdf UR - https://trid.trb.org/view/894541 ER - TY - RPRT AN - 01132447 AU - Adair, Kim AU - Allen, Todd AU - Paducah Area Transit System AU - Federal Transit Administration TI - Demonstration of Enhanced Human Service Transportation Models: Phase 1 - System Development and Design: The Purchase Area Regional Travel Management Coordination Center (TMCC) PY - 2009/03//Final Report SP - 62p AB - This report provides a comprehensive review of the policy, operational, and technical design and development of the Purchase Area Transportation Management Coordination Center (TMCC) for western Kentucky. The Purchase Area TMCC will facilitate simplified consumer access to transportation and human service information and referral services in the eight county region. This report specifically addresses information documented in the planning and development of the TMCC and in preparation of the Federal Mobility Services for All Americans (MSAA) project deliverables, including the technical Concept of Operations; System Requirements; Review of the region’s ITS Architecture; System Design; and Project Implementation Schedule. KW - Access KW - Concept of operations KW - Human service transportation KW - Information services KW - Kentucky KW - Mobility Services for All Americans Initiative KW - Regional ITS architecture KW - System design KW - System requirements KW - Travel Management Coordination Center UR - http://ntl.bts.gov/lib/30000/30800/30863/Paducah_MSAA_Final_Report_-_Revised_FINAL_03_23_09.pdf UR - https://trid.trb.org/view/892815 ER - TY - RPRT AN - 01132438 AU - Gordon, Robert AU - Braud, Cade AU - Dunn Engineering Associates AU - Kittelson and Associates, Incorporated AU - Federal Highway Administration TI - Traffic Signal Operations and Maintenance Staffing Guidelines PY - 2009/03//Final Report SP - 84p AB - This report provides a guideline to estimate the staffing and resource needs required to effectively operate and maintain traffic signal systems. The results of a survey performed under this project, as well as a review of the literature and other surveys indicated that agencies achieving a high level of signal system performance do so under a wide variety of conditions such as agency size, geography, system complexity and traffic conditions that do not adhere to the typical level of documented resource requirements. Accordingly, a set of performance-based criteria were developed to define requirements. The performance-based criteria are focused on establishing realistic and concise operations objectives and performance measures. KW - Literature reviews KW - Maintenance personnel KW - Operation and maintenance KW - Operations KW - Personnel KW - Personnel performance KW - Staffing levels KW - Surveys KW - Traffic control centers KW - Traffic signal control systems UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09006/fhwahop09006.pdf UR - https://trid.trb.org/view/892198 ER - TY - RPRT AN - 01131581 AU - Psounis, Konstantinos AU - University of Southern California, Los Angeles AU - METRANS Transportation Center AU - University Transportation Centers Program AU - California Department of Transportation TI - Efficient Routing for Safety Applications in Vehicular Networks PY - 2009/03 SP - 42p AB - This report focuses on addressing the problem of achieving effective communication in vehicular ad hoc networks. It proposes a new approach of routing known as "mobility-assisted routing" in which when a node wants to send a message to other modes, it transmits a number of copies of the message to one or more distinct relay nodes, with each relay transmitting the message even further. The proposed method is similar to a flooding-based scheme, but it reduces the overhead of flooding and delivers improved performance. Instead, it distributes only a bounded number of copies to a number of relay-vehicles. Each of these relay-vehicles can then in turn deliver it to the destination or to a new, better relay-vehicle. The report addresses issues such as which vehicles should receive each message, the number of copies used and their manner of distribution, the scalability of the resulting schemes, and the ability of these schemes to take advantage of installing static roadside stations at intersections and at regular distances along highways. KW - Mobile communication systems KW - Routing KW - Traffic safety KW - Vehicle to vehicle communications KW - Vehicular ad hoc networks (Computer networks) UR - http://www.dot.ca.gov/newtech/researchreports/reports/2009/08-12_final_report.pdf UR - https://trid.trb.org/view/889575 ER - TY - RPRT AN - 01131366 AU - Root, Richard E AU - Root Pavement Technology, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Investigation of the Use of Open-Graded Friction Courses in Wisconsin PY - 2009/03//Final Report SP - 30p AB - As Wisconsin is looking at increasing its usage of the perpetual pavement concept, Open Graded Friction Courses (OGFC) may provide another option for use as the renewable surface layer. OGFC has historically not been used in Wisconsin due to concerns about its performance in a climate with a large number of freeze-thaw cycles. Questions also exist about the cost/benefit of these mixtures. The primary objectives of this study were to determine if the OGFC mixture can be successfully and economically used in the Wisconsin climate (Part 1), to recommend application and process procedures, and to develop appropriate mixture design and construction specifications (Part 2). The completion of Part 2 of the project was predicated on the results of Part 1. While the use of OGFC mixtures in warm southern climates has been successful, this pavement has not proven to have the same successes in the northern freeze/thaw environment. None of the states or Canadian provinces with climates that duplicate Wisconsin's use OGFC mixtures. On a routine basis, it is recommended that Wisconsin should not currently build pavements with an OGFC surface with the following two exceptions: First, if the recommended accident study indicates a large number of wet weather accidents on Stone Matrix Asphalt (SMA) pavements without a corresponding number of winter accidents, then an OGFC surface should be considered with the understanding that extra efforts will have to be made to develop deicing and snow removal procedures and to train the local maintenance personnel in these procedures. If the accidents are occurring on a Hot Mix Asphalt (HMA) pavement surface, then a SMA mixture should be used to fix the problems. Second, if in the future OGFC pavements are routinely used by another northern state, and the winter maintenance and performance of the OGFC mixture are successfully dealt with, then Wisconsin should reconsider these recommendations. Part 2 of the research project was not completed because of the questionable benefits of the use of OGFC mixtures in northern climates. Several of the references used in this report present a good summary of the current best practices for the design and use of OGFC mixtures. KW - Freeze thaw durability KW - Friction course KW - Open graded aggregates KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53403/07-01%2520Final%2520Report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/07-01ogfc-f1.pdf UR - https://trid.trb.org/view/891677 ER - TY - RPRT AN - 01131363 AU - Edil, Tuncer B AU - Fratta, Dante AU - Shuettpelz, Craig C AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of Testing Methods to Determine Interaction of Geogrid-Reinforced Granular Material for Mechanistic Pavement Analysis PY - 2009/03//Final Report SP - 241p AB - A new method of examining soil stiffness based on the propagation of elastic waves is proposed and compared to traditional resilient modulus tests. A laboratory testing program is undertaken to study the effect of changing bulk stress, strain level, and void ratio on the velocity of elastic waves. Using a proposed formulation, low-strain (~0.000001 mm/mm) moduli calculated with seismic methods are converted to higher strain (~0.0003 mm/mm) resilient moduli. Results of this study indicate that resilient moduli are approximately 29% that of the seismic moduli based on stress and strain. A simplified seismic testing scheme that can be used on the soil surface was developed and provides an efficient method to compare seismic and resilient moduli. The new proposed methodology allows for the characterization of materials containing large grains (>25 mm) (e.g., breaker run, pit run sand and gravel) that cannot be easily tested with the current resilient modulus methodology. Soil modulus and particle rotation were monitored using micro-electronic-mechanical-systems to determine the aggregate-geogrid interaction in base course materials. Velocity results indicate that the geogrid stiffens soil near the geogrid by a minimum factor of 1.3 (geogrid placed at a depth of 75 mm from the surface) to a maximum of 2.6 (geogrid at 100 mm depth). Rotation tests show a "zone of influence" no more than 50 mm on both sides of the geogrid reinforcement; however, the "zone of influence" depends on the position of the geogrid. Geogrid at 100 mm depth seems to be the most effective. Comparisons made with available field geogrid reinforcement cases support these findings. KW - Base course (Pavements) KW - Elastic waves KW - Geogrids KW - Granular materials KW - Laboratory tests KW - Modulus of resilience KW - Seismic moduli KW - Soil stiffness KW - Test procedures UR - http://minds.wisconsin.edu/bitstream/handle/1793/53925/0092-07-05_final_report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/07-05geogrid-f1.pdf UR - https://trid.trb.org/view/891687 ER - TY - RPRT AN - 01131251 AU - Federal Motor Carrier Safety Administration TI - The Motor Carrier Efficiency Study 2007 Annual Report to Congress PY - 2009/03 SP - 24p AB - Section 5503 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) set aside funding to examine the application of wireless technology to improve the safety and efficiency of trucking operations in the United States. The intent is to enter into a partnership with the motor carrier and wireless technology industries to cooperatively identify and test promising applications and devices in a “real-world” environment, and to promote the adoption and use of successful solutions by a broad array of motor carriers. The specific objectives of the Motor Carrier Efficiency Study (MCES) include the following: 1. Identify inefficiencies in freight transportation. 2. Evaluate safety and productivity improvements made possible through wireless technologies. 3. Demonstrate wireless technologies in field tests. In addition to the objectives above, the scope of the MCES also consists of the following five program elements: 1. Fuel monitoring and operations management systems. 2. Radio frequency identification technology. 3. Electronic manifest systems. 4. Cargo theft prevention and security. 5. Roadside safety inspection systems. The Federal Motor Carrier Safety Administration (FMCSA) was assigned responsibility for administering this program and has completed specific actions pursuant to its provisions. The FMCSA developed and issued a full and open solicitation for contractor teams to conduct Phase I of the program. This phase consists of the completion of activities related to objectives 1 and 2 above, and the recommendation of field tests according to objective 3. KW - Efficiency KW - Freight transportation KW - Motor carriers KW - Productivity KW - Trucking safety KW - Wireless communication systems UR - http://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/MC-Efficiency-2007-Annual-Report-FINAL-March-2009-test.pdf UR - https://trid.trb.org/view/890903 ER - TY - RPRT AN - 01129974 AU - Yu, Lei AU - Qi, Yi AU - Yu, Hongxi AU - Guo, Lei AU - Chen, Xin AU - Texas Southern University, Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Left-Turn Operations Guidelines at Signalized Intersections PY - 2009/03//Technical Report SP - 283p AB - This project developed guidelines for recommending the most appropriate left-turn phasing treatments at signalized intersections. It investigated all aspects of left-turn operations, including the mode of left-turn signal control, the sequence of left-turn phasing, and left-turn signal displays. Both the operational and safety impacts of different types of left-turn signal operations were analyzed. In the operational impact analysis, based on the results of traffic simulation, cross products of left-turn and opposing through volume (CPOV)–based criteria for selecting the left-turn signal mode between the protected-only and protected/permissive left-turn modes were developed. In the safety impact analysis, by analyzing the historical accident data collected from more than 100 intersections, the safety performances of different types of left-turn signal phasing treatments and signal displays were ranked. In addition, this project also evaluated the benefits of regional standardization of left-turn operations. It was found that the mixed application of left-turn signal operations, including signal control modes, phasing sequences, and displays, increases the risk of accidents at intersections. KW - Crash data KW - Exclusive permissive phasing KW - Exclusive phasing KW - Guidelines KW - Highway operations KW - Left turns KW - Signalized intersections KW - Standardization KW - Traffic safety KW - Traffic simulation UR - https://trid.trb.org/view/890550 ER - TY - RPRT AN - 01129905 AU - Hoopengardner, Roger AU - Keever, David AU - Science Applications International Corporation AU - Federal Transit Administration TI - FTA Low-Speed Urban Maglev Research Program – Lessons Learned PY - 2009/03//Final Report SP - 55p AB - In 1999, the Federal Transit Administration initiated the Low-Speed Urban Magnetic Levitation (UML) Program to develop magnetic levitation technology that offers a cost effective, reliable, and environmentally sound transit option for urban mass transportation in the United States. Maglev is an innovative approach for transportation in which trains are supported by magnetic forces without any wheels contacting the rail surfaces. Maglev promises several attractive benefits including the ability to operate in challenging terrain with steep grades, tight turns, all weather operation, low maintenance, rapid acceleration, quiet operation, and superior ride quality, among others. This UML program is nearing completion and government program executives and managers desire a program review with an emphasis on lessons learned. The lessons learned in this report have been captured through a multi-faceted assessment of general project impressions, project execution, project conclusions and deliverables, project team performance, stakeholder participation, risk management, and project communications. The assessments are drawn from project documentation, discussions with the performing teams, and direct experience with the five UML projects. KW - Evaluation and assessment KW - Lessons learned KW - Magnetic levitation KW - Magnetic levitation vehicles KW - Program review KW - Research KW - Technological innovations KW - Urban areas UR - http://www.fta.dot.gov/documents/FTA_LowSpeedMaglev_LessonsLearned.pdf UR - http://ntl.bts.gov/lib/30000/30800/30802/fta_dc_267260.pdf UR - https://trid.trb.org/view/890144 ER - TY - RPRT AN - 01129902 AU - Bullough, John D AU - Zhang, Xin AU - Skinner, Nicholas P AU - Rea, Mark S AU - Rensselaer Polytechnic Institute AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Design and Evaluation of Effective Crosswalk Illumination PY - 2009/03//Final Report SP - 60p AB - Pedestrian-related crashes are a common cause of roadway fatalities, and reduced visibility at night is a probable contributor to pedestrian injuries and death. The purpose of the present study was to systematically evaluate different approaches to lighting at pedestrian crosswalks to improve pedestrian visibility and detection. The project team conducted a series of photometrically accurate lighting simulations in order to assess the visual conditions resulting from different lighting configurations, and assessed the economics (initial cost, and electricity and maintenance costs) of each system evaluated. Finally, the most promising lighting configuration was field tested during a one-night demonstration at an intersection in New Jersey. The results of visual performance and economic evaluations converged in that they suggested that a bollard-based fluorescent lighting system mounted at the ends of a crosswalk and oriented to provide vertical illumination on pedestrians in the crosswalk could be a feasible approach with reduced costs to improving pedestrian visibility. The results of the field demonstration also confirmed that the bollard-based solution was practical. Improvements of the approach such as use of louvers for glare control and coordinating light output level with the timing of pedestrian signals to provide an alerting signal are also provided. KW - Crosswalks KW - Economic analysis KW - Field tests KW - Glare KW - Louvers KW - Night visibility KW - Simulation KW - Street lighting KW - Vertical illuminance UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-003.pdf UR - https://trid.trb.org/view/890121 ER - TY - RPRT AN - 01129900 AU - Hedden, Christopher G AU - Kopp, J Christopher AU - Cambridge Systematics, Incorporated AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Transit Signal Priority; Systems Application and Technology Investigation PY - 2009/03//Final Report SP - 61p AB - This report describes the process and results of research to develop an evaluation process that will assist New Jersey Transit in quickly determining which intersections are good candidates for Transit Signal Priority (TSP). This evaluation process is applicable for passive and active TSP and could be applied to a variety of roadways, including urban arterials, state routes and county roads. KW - Bus priority KW - Design KW - Evaluation and assessment KW - New Jersey Transit KW - Systems analysis KW - Technology KW - Traffic signal preemption UR - https://trid.trb.org/view/890120 ER - TY - RPRT AN - 01129627 AU - Ciarallo, Frank W AU - Brown, Nicholas AU - Niranjan, Suman AU - Wright State University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Enhancement of Winter Maintenance Material Ordering and Inventory PY - 2009/03//Final Report SP - 123p AB - Expenditures for winter maintenance materials total nearly $20 million annually. During an average winter ODOT uses approximately 666,000 tons of rock salt and has the capacity to store roughly 617,000 tons of material at various locations. Each year, each county in Ohio establishes a contract through ODOT with a salt vendor before the winter season and that vendor supplies all garages in the county for the entire season. In order to develop a systematic salt inventory management strategy that achieves the statewide goals for safety, this project developed ordering guidelines for each county that specifies when to order and how much to order based on an (R, S)-inventory guideline. These guidelines take into account the history of usage and deliveries in a county, as well as the monthly variation in usage. The inventory guidelines developed for the different areas of Ohio are based on a weather regression model for the major cities/counties in the state relating usage to weather. The guidelines were tested and refined using a computer simulation methodology. The resulting guidelines are compared to the current ODOT guidelines for inventory, as well as compared to the county storage capacities to develop recommendations. The project also developed design concepts for inventory monitoring to support effective ordering. KW - Deicing chemicals KW - Guidelines KW - Inventory KW - Materials KW - Ordering KW - Winter maintenance UR - ftp://ftp.mdt.mt.gov/research/LIBRARY/FHWA-OH-2009-1.PDF UR - http://worldcat.org/arcviewer/7/OHI/2013/12/09/H1386620130598/viewer/file1.pdf UR - http://ntl.bts.gov/lib/55000/55800/55848/FHWA-OH-2009-1.PDF UR - http://ntl.bts.gov/lib/55000/55800/55849/FHWA-OH-2009-1_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/889774 ER - TY - RPRT AN - 01129621 AU - Zwahlen, Helmut T AU - Oner, Erdinc AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Phase II – Improved Work Zone Design Guidelines and Enhanced Model of Traffic Delays in Work Zones. Part I: Development of Digital Computer Simulation Model, Part II: Baseline Free-Flow Measurements for Diversion Analysis after Construction Part, III: Development of Design Guidelines for Entrance (including Ramp Metering) and Exit Ramps PY - 2009/03//Final Report SP - 201p AB - This project contains three major parts. In the first part a digital computer simulation model was developed with the aim to model the traffic through a freeway work zone situation. The model was based on the Arena simulation software and used cumulative interarrival times as the input. Its aim was to determine the traffic volumes through the work zone and the queue lengths in advance of lane restrictions. The program was designed to handle up to 15 miles in length, up to six lanes, and up to 20 entrance and exit ramps. The developed program has not been validated due to the lack of reliable field data and the program appears to produce unreasonably short queue lengths and low exit ramp traffic counts compared to the input traffic data for cases where the exit ramps are spaced closely together. In the second part a diversion analysis was performed to determine the effects of closed ramps. The work zone sites were assigned by Ohio Department of Transportation and the diversion effects for these situations were in one case very minimal and in the other case as expected (traffic shifted to the next open exit ramp). In the third part guidelines for ramp management and ramp metering were established on a 24/7 basis giving special considerations to freeway mainline throughput and local traffic access to freeway. KW - Design KW - Ramp metering KW - Simulation KW - Traffic delays KW - Traffic diversion KW - Traffic flow KW - Traffic volume KW - Vehicle interarrival time KW - Work zone traffic control KW - Work zones UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2009/Traffic/134270-FR.pdf UR - https://trid.trb.org/view/889783 ER - TY - RPRT AN - 01129618 AU - Elahinia, Mohammad AU - University of Toledo AU - Department of Transportation TI - Reducing Noise and Vibration of Hydraulic Hybrid and Plug-In Hybrid Electric Vehicles (Phase I) PY - 2009/03//Phase I Final Report SP - 14p AB - The University of Toledo University Transportation Center (UT-UTC) has identified hybrid vehicles as one of the three areas of the research. The activities proposed in this research proposal are directed towards the noise, vibration, and harshness (NVH) solutions for hybrid vehicles. The soaring fuel prices require imperious steps in developing alternate propulsion technologies. The design and development of hybrid vehicles is a critical issue for an economy dependent on an efficient, fast, and secure transportation system. To date, better fuel economy has been mainly achieved by combining two propulsion sources (hybridization) and/or by developing better managing algorithms for the internal combustion engines. Examples for the hybridization are the plug-in hybrid electric and the hydraulic-hybrid vehicles. An example of managing internal combustion engines is the cylinder on demand as a solution that Honda has recently introduced. One common problem with these solutions is excessive noise and vibration that is caused by switching between the propulsion sources and propulsion modes. To mitigate this problem there is a need to develop vibration isolation devices that can provide isolation over a wide range of frequencies. This proposal seeks to study the NVH problem of the hybrid vehicles and to introduce isolation mounts to overcome these issues. Hydraulic and elastomeric mounts are generally used to dynamically isolating engines and power trains form the chassis, while statically holding these elements together. Hydraulic mounts overcome some of the drawback of the elastomeric mounts. The stiffness and damping of the hydraulic mounts vary with frequency and amplitude of vibration. It is possible to design a hydraulic mount that has a significantly larger static stiffness, compared to an elastomeric mount, and has a much smaller dynamic stiffness at a specific frequency. To achieve low vibration transmissibility, the mount can be tuned to the primary frequency of the vibration source. On the other hand, to isolate the high frequency vibration of the engine the mount should have low stiffness and low damping, which is not possible to achieve. This project proposes to develop a semi-active mount, which will be realized by improving the existing hydraulic mounts through adding a magnetorheological (MR) fluid element. In response to magnetic fields, MR fluids change their viscosity, which can be harnessed in a variable stiffness and damping mount. The resulting mount will provide shock and vibration isolation over a wide range of frequencies. This extended isolation frequency range will be achieved through the variable dynamic stiffness of the MR portion of the mount. This solution will make it possible to improve the noise and vibration characteristic of hybrid vehicles with alternative propulsion systems. KW - Electric vehicles KW - Engine mounts KW - Hybrid vehicles KW - Hydraulics KW - Noise control KW - Vibration control KW - Vibration isolation UR - http://www.utoledo.edu/research/ututc/docs/UTUTC-AE-1_Phase_I_Final_Repor.pdf UR - http://www.utoledo.edu/research/ututc/researchprojects/UTUTC-AE-1.html UR - https://trid.trb.org/view/889671 ER - TY - RPRT AN - 01129297 AU - Cain, Alasdair AU - Flynn, Jennifer AU - McCourt, Mark AU - Reyes, Taylor AU - National Bus Rapid Transit Institute AU - Redhill Group, Incorporated AU - Federal Transit Administration TI - Quantifying the Importance of Image and Perception to Bus Rapid Transit PY - 2009/03 SP - 103p AB - This study was designed to quantify the importance of image and perception to Bus Rapid Transit (BRT), by identifying the different underlying tangible and intangible factors that drive any perceived differences between BRT and other forms of rapid transit. “Tangible” service attributes refer to those that are functional and objectively quantifiable, whereas attributes that are abstract, subjective, and more difficult to measure and quantify are termed “intangible.” Los Angeles was chosen as the study location because it features a wide range of rapid transit modes, including “BRT-Lite” (Metro Rapid), “Full-Service” BRT (Metro Orange Line), Light Rail Transit (Gold Line and Blue Line) and Heavy Rail Transit (Red Line). A series of focus groups was conducted in late 2007, followed in 2008 with an attitudinal survey of 2,400 transit users and non-users in the Los Angeles area. Survey data analysis showed that statistically significant differences existed in the overall ratings achieved by the alternative transit modes, which were separated into four different tiers (ordered in terms of lowest to highest overall rating): Tier 1: Local bus service; Tier 2: Metro Rapid and Blue Line LRT; Tier 3: Orange Line and the Gold Line; Tier 4: Red Line HRT. These overall ratings were compared against the level of investment associated with each mode, defined in terms of capital cost per mile. Given that the investment level associated with the Metro Rapid is much closer to that of the local bus than to any of the other modes, it was concluded that the Metro Rapid performs remarkably well in terms of overall rating achieved per dollar of investment, and therefore represents a very cost effective form of BRT. The Orange Line BRT also performed well in terms of overall rating achieved per dollar of investment, though not to the dramatic level associated with the Metro Rapid. It was found that intangible service attributes have a significant influence on modal perceptions - the Gold Line LRT and Orange Line BRT both achieved higher overall ratings than the Blue Line LRT due to higher ratings on key intangible attributes like safety while riding, safety while at the station, and other riders that use the service. It was hypothesized that these differences in intangible attribute ratings were related to the issue of urban context, and it appears that the urban area through which a rapid transit service runs has a larger impact on overall perceptions than whether it is based on bus or rail technology. Overall, these findings showed that BRT (even in its lower investment forms) can compete with rail-based transit (at least in the perception of the general public) in return for lower capital cost investments. The question of whether these perceptions translate into similar levels of ridership attraction is a topic for further research. KW - Attitudes KW - Bus rapid transit KW - Focus groups KW - Los Angeles (California) KW - Market research KW - Public image KW - Surveys KW - Transit riders KW - Traveler perception UR - http://www.nbrti.org/docs/pdf/NBRTI%20-%20BRT%20Image%20Study%20-%20March%202009_Final%20Draft.pdf UR - https://trid.trb.org/view/889573 ER - TY - RPRT AN - 01128978 AU - Brown, Janice W AU - Pieplow, Robert AU - Driskell, Roger L AU - Gaj, Stephen J AU - Garvin, Michael J AU - Holbombe, Dusty L AU - Saunders, Michael T AU - Seiders, J Jeffrey AU - Smith, Arthur L AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Public-Private Partnerships for Highway Infrastructure: Capitalizing on International Experience PY - 2009/03 SP - 92p AB - Public-private partnership (PPP) programs for highway infrastructure are not widely used in the United States. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study to collect information about PPP programs for highway infrastructure in Australia, Portugal, Spain, and the United Kingdom, where PPP experience is more extensive. The scan team learned that PPPs are an effective strategy for delivering highway projects, and they are service arrangements as much as financial ones. The team observed that potential PPP projects must be analyzed and structured thoughtfully to preserve public interests and that managing the partnership over the life of the contract is critical to providing the services expected. Team recommendations for U.S. implementation include convening workshops, developing training guidelines, establishing an expert task group, developing a research strategy, and publishing principles and guideline documents on PPP topics. KW - Australia KW - Contract administration KW - Highway projects KW - Portugal KW - Procurement KW - Public private partnerships KW - Road construction KW - Spain KW - Study tours KW - United Kingdom UR - http://international.fhwa.dot.gov/pubs/pl09010/pl09010.pdf UR - https://trid.trb.org/view/889292 ER - TY - SER AN - 01128969 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Thompson, Marshall R AU - Garcia, Luis AU - Carpenter, Samuel H AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Cold In-place Recycling and Full-depth Recycling with Asphalt Products (CIR&FDRwAP) PY - 2009/03//Final Report IS - 09-036 SP - 56p AB - In the 60’s, 70’s, and 80’s, many Illinois local road agencies successfully used “conventional” asphalt emulsions for In-Place Recycling to produce Emulsion-Aggregate-Mixtures (EAMs). In more recent years, these emulsions have not been widely used for Cold-In-Place Recycling construction. A major constraint to the continued utilization of EAMs was the long “drying time” (loss of moisture following mixing and prior to compaction) associated with the process. The use of “foamed-asphalt” and improved emulsion compositions (called “engineered emulsions”) has alleviated (some suggest eliminated) some of the concerns that have limited the use of emulsions for Cold-In-Place Recycling. The project objective is to evaluate and contribute to the facilitation and implementation of currently available CIR&FDRwAP (Cold In-Place Recycling and Full-Depth Recycling with Asphalt Products) technology. An “information/data” survey was conducted, ten selected CIR&FDRwAP projects were documented and evaluated, mixture properties (modulus, strength, fatigue) were established, thickness design options were evaluated, mixture design approaches were evaluated, and construction aspects considered. The mixture design procedures currently used by SemMaterials for Engineered Emulsions and the Wirtgen procedure (or procedures similar to the Wirtgen procedure) for foamed asphalt mixtures are recommended for interim use. Typical successfully used specifications for Full-Depth Recycling and Cold-in-Place-Recycling are presented. It is recommended that a “Working Group” be established to refine/further adapt the mixture design procedures and construction specifications for Illinois Local Roads and Streets utilization. Project information/findings/results support the recommendation that the CIR&FDRwAP process be considered a “standard procedure.” It currently is incorporated into a project as an “experimental feature.” KW - Asphalt emulsions KW - Cold in-place recycling KW - Foamed asphalt KW - Full-depth reclamation KW - Mix design KW - Specifications UR - http://ntl.bts.gov/lib/31000/31000/31024/ICT-09-036.pdf UR - https://trid.trb.org/view/889149 ER - TY - RPRT AN - 01128964 AU - Ping, W Virgil AU - Xiao, Yuan AU - FAMU-FSU College of Engineering AU - Florida Department of Transportation AU - Federal Highway Administration TI - Effects of Aggregate Gradation, Aggregate Type, and SBS Polymer-Modified Binder on Florida HMAC Fracture Energy Properties PY - 2009/03//Final Report SP - 149p AB - The primary objective of this research study was to evaluate the fracture mechanics properties of hot mix asphalt (HMA) concrete for Superpave mixtures. An experimental program was performed on asphalt mixtures with various types of materials. The laboratory testing program was developed by applying the viscoelastic fracture mechanics-based framework that appeared to be capable of describing the whole mechanical properties of HMA according to past research studies at the University of Florida. The goals for these experiments are to evaluate the effect of aggregate type, the effect of coarse aggregate gradation adjustment to control mix designs, and the effect of SBS polymer on fracture mechanics properties of HMA mixtures. Two standard coarse mixes were selected as control levels for fracture mechanics tests: one granite mixture and one limestone mixture. Each control mix design was modified to two different gradation levels with the control asphalt binder (PG 67-22) and three SBS polymer content levels (3.0%, 4.5%, and 6.0%) with the original aggregate gradation. Evaluation of the test results indicated the increase of nominal maximum aggregate amount by 5% to 15% to the standard coarse mix designs had negligible effect on HMA fracture mechanics properties. The SBS polymer-modified asphalt binder improved the fracture mechanics behavior of asphalt mixtures comprehensively. The limestone materials seemed to hold advantages over the granite materials in improving the performance of thermal cracking at low service temperatures and the rutting resistance at high service temperatures. KW - Aggregate gradation KW - Aggregates KW - Cracking KW - Fracture energy KW - Fracture mechanics KW - Granite KW - Hot mix asphalt KW - Laboratory tests KW - Limestone aggregates KW - Nominal maximum aggregate size KW - Polymer asphalt KW - Rutting KW - Styrene butadiene styrene KW - Superpave KW - Temperature UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD543_20_rpt.pdf UR - https://trid.trb.org/view/889112 ER - TY - SER AN - 01128961 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Andrawes, Bassem AU - Shin, Moochul AU - Pozolo, Andrew AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Transfer and Development Length of Prestressing Tendons in Full-Scale AASHTO Prestressed Concrete Girders using Self-Consolidating Concrete PY - 2009/03//Research Report IS - 09-038 SP - 64p AB - Self-consolidating concrete (SCC) is a highly workable concrete that flows through densely reinforced or complex structural elements under its own weight. The benefits of using SCC include: a) Reducing labor costs by eliminating the need for mechanical vibration, b) Improving constructability, c) Providing a virtually flawless finish, d) Providing uniform and homogenous concrete, and e) Easily filling a complex shape formwork. Even though SCC is comparable to conventional concrete in terms of strength, the comparability of its bond to steel is less well-defined. This disparity of knowledge becomes more critical when using SCC in prestressed members due to the impact that bond strength has on the transfer and development lengths of prestressing tendons. The increasing interest among Illinois precasters in using SCC in bridge girders has motivated the Illinois Department of Transportation (IDOT) and the Illinois Center for Transportation (ICT) to sponsor this synthesis study, which reviews and combines information from literature discussing the impact of using SCC on the transfer and development lengths of prestressing tendons in AASHTO bridge girders. The primary objectives of this study include: (1) Utilizing the results of previous research to evaluate the effect of using SCC on the transfer and development lengths of prestressing tendons and evaluate how SCC compares with conventional concrete, (2) Investigating the feasibility of using SCC in AASHTO bridge girders without the need for changing current design provisions recommended by the ACI and AASHTO, and (3) Providing IDOT with recommendations regarding the application of SCC in prestressed bridge girders. KW - Bond strength (Materials) KW - Development length KW - Girders KW - Literature reviews KW - Prestressed concrete KW - Prestressing KW - Self compacting concrete KW - Tendons (Materials) KW - Transfer length UR - http://ntl.bts.gov/lib/31000/31000/31026/ICT-09-038.pdf UR - https://trid.trb.org/view/889147 ER - TY - RPRT AN - 01128402 AU - Nichols, James L AU - Tison, Julie AU - Solomon, Mark G AU - Ledingham, Katherine A AU - Preusser, David F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of a Rural Demonstration Program to Increase Seat Belt Use in the Great Lakes Region PY - 2009/03//Final Report SP - 132p AB - Six States in the Great Lakes Region (Region 5) participated in a Rural Demonstration Program to increase seat belt use in rural areas and among high-risk occupants, such as young males and occupants of pickup trucks. These efforts, which included enforcement and publicity, preceded statewide "Click It or Ticket" mobilizations in 2005 and 2006. Results from telephone surveys showed large and significant increases in awareness of program efforts, including special enforcement. These results also suggested that the 2006 program had higher baseline rates of awareness and slightly less change associated with it than the 2005 effort. Observational surveys of seat belt usage found similar results, with a median 6.5-point rural increase in 2005 and a median 3.8-point rural increase in 2006. Statewide, there was a median 4.7-point increase in 2005 and a 4.1-point increase in 2006. Over the two-year program, there was a median 9.2-point increase in rural areas and a median 6.5-point increase statewide. In addition to significant overall increases in all States, there were significant increases among key high-risk groups, including males, younger people, and occupants of pickup trucks. Two-year increases among these groups averaged 11 to 12 percentage points. Trends in seat belt use, both observed and among crash victims, showed continued increases during the period of the RDP/CIOT mobilizations, a time during which there was very little progress nationwide. KW - Demonstration projects KW - Great Lakes Region KW - Publicity KW - Rural areas KW - Seat belt use KW - Seat belts KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811084.pdf UR - https://trid.trb.org/view/888996 ER - TY - RPRT AN - 01128396 AU - Caldwell-Aden, Laura AU - Kaczowka, Michael AU - Balis, Nathaniel AU - 1 Source Consulting/Maryn Consulting AU - National Highway Traffic Safety Administration TI - Preventing First-Time DWI Offenses: First-Time DWI Offenders in California, New York, and Florida: An Analysis of Past Criminality and Associated Criminal Justice Interventions PY - 2009/03 SP - 140p AB - Research suggests that there are far more people driving impaired than arrested each year. Additional data supports that a person arrested for the first time for driving under the influence (DUI) or driving while impaired (DWI) may have driven many times impaired before getting caught. This report details a study that determined if there were common prior offenses among first-time DWI offenders, and identified strategies that are used to address the identified offenses to determine if there are potential opportunities to expand those efforts to prevent impaired driving. Utilizing State-level criminal history data, statistical analyses reveal that between one-quarter to almost one-half of first-time DWI offenders in California, Florida, and New York were arrested for criminal or traffic offenses, prior to their arrest for DWI. Among those with prior arrest records, assault (including domestic assault), drug, theft, and traffic were the most frequently identified offenses. Criminal justice programs and strategies implemented by pretrial services agencies, the courts, and corrections agencies, as well as motor vehicle agency programming, were identified as potential areas in which to focus DWI prevention efforts among assault, drug, theft, and traffic offenders. Strategies that have proven effective in preventing DWI offenses that may be incorporated into existing criminal justice strategies include intensive community supervision, alcohol ignition interlock installation, substance abuse treatment, and DWI prevention education. KW - Alcohol ignition interlock devices KW - Alcohol intervention KW - California KW - Criminal histories KW - Criminal justice KW - Drug treatment programs KW - Drunk driving KW - Education KW - First time offenders KW - Florida KW - New York (State) KW - Prevention KW - Strategic planning KW - Supervision UR - http://www.nhtsa.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811074.pdf UR - https://trid.trb.org/view/888973 ER - TY - RPRT AN - 01128394 AU - Bonneson, James A AU - Sunkari, Srinivasa R AU - Pratt, Michael Paul AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Signal Operations Handbook PY - 2009/03//Product SP - 162p AB - The Texas Department of Transportation (TxDOT) operates thousands of traffic signals along state highways in the state of Texas, both in rural areas and small cities. The timing and maintenance of these signals are the responsibility of the TxDOT districts in which they are located. As a result, each district has an interest in traffic signal timing design, detection design, and traffic signal maintenance. The local operation and maintenance of traffic signals has served the state well over the years. However, the same local control of signal operation and maintenance has resulted in differences in practice across the state. As traffic on Texas highways increases, these differences may lead to operational inconsistencies and sub-optimal performance, which can increase delays and fuel consumption. This handbook provides guidelines for timing traffic control signals at intersections that operate in isolation or as part of a coordinated signal system. The guidelines are intended to describe best practices, as identified through interviews with TxDOT engineers and technicians, and to identify conditions where alternative practices are equally workable. The handbook is intended to make resource investment in signal timing maintenance cost-effective and signal operation more consistent on an area-wide basis. It is likely to be most useful to engineers that desire quick-response methods for maintaining or improving the operation of existing signalized intersections. KW - Best practices KW - Cost effectiveness KW - Guidelines KW - Handbooks KW - Isolated intersections KW - Maintenance KW - Texas KW - Traffic signal control systems KW - Traffic signal timing UR - http://tti.tamu.edu/documents/0-5629-P1.pdf UR - https://trid.trb.org/view/888986 ER - TY - RPRT AN - 01128380 AU - Schmitt, Robert L AU - Bahia, Hussain U AU - Johnson, Carl AU - Hanz, Andrew AU - University of Wisconsin, Platteville AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of Recommendations for Compaction Temperatures in the Field to Achieve Density and Limit As-Built Permeability of HMA in Wisconsin PY - 2009/03//Final Report SP - 146p AB - The objectives of this study were to (1) evaluate the effect of compaction effort and temperature on densification of hot mix asphalt (HMA) in the field and in the lab, (2) quantify the effects of Warm Mix additives on the compaction, and (3) create a dataset capable of determining the effect of as-built density and permeability on asphalt pavement performance. Field testing and loose-mix sampling occurred on 30 unique layers of HMA during the 2007 paving season, and a single Warm Mix project during the 2008 paving season. Loose-mix samples from the construction projects were compacted in the Superpave Gyratory compactor at two pressure settings, 300 kPa and 600 kPa; and at three temperatures of 248, 194, and 140 deg F. Factors affecting field density gain in rank order were mat temperature, number of roller passes, roller type, vibratory setting, and PG binder grade. Density of 92% Gmm can be achieved, however at lower temperatures, more roller passes are necessary. A 300 kPa pressure yields a density (@Ndes) about 1.8% less than 600 kPa at 248 deg F. The density was reduced by about 0.4% when compacting at 194 deg F, and 2.4% at 140 deg F. Aggregate source and fine aggregate angularity had a marginal effect on compactive effort. A moderate correlation was found between lab temperature and field temperature to achieve a mutual density. Higher Ndes mix will require more field passes. A lab and field evaluation of single Warm Mix Asphalt (WMA) E-1 mixture determined that the average final density for WMA and traditional HMA were nearly identical. For a similar number of roller passes, 30% RAP content averaged 2.6% greater density values than 40% RAP content. The results of the laboratory evaluation demonstrate that the use of the WMA additive allowed for an increased amount of RAP in the mix without a significant detriment to mixture workability as shown using the CDI. Both the HMA and WMA 30% mixes approached the Superpave criteria of 4% air voids at Ndes over all compaction temperatures; the air void levels in the WMA 40% were considerably lower than the 4% target. A single database was created to model pavement performance and establish specific density and permeability criteria. A stand-alone spreadsheet file is included with this report to be used in performance modeling after several years from the 2007 construction season. KW - Air voids KW - Compaction KW - Densification KW - Field density KW - Field tests KW - Gyratory compaction KW - Hot mix asphalt KW - Laboratory tests KW - Permeability KW - Pressure KW - Recommendations KW - Roller passes KW - Temperature KW - Warm mix paving mixtures UR - http://minds.wisconsin.edu/bitstream/handle/1793/53405/07-17%2520Final%2520Report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/07-17lowercompactiontemps-f.pdf UR - https://trid.trb.org/view/888877 ER - TY - RPRT AN - 01128373 AU - Blomberg, Richard D AU - Thomas, F Dennis AU - Cleven, Arlene M AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Innovative Seat Belt Demonstration Programs in Kentucky, Mississippi, North Dakota, and Wyoming PY - 2009/03//Final Report SP - 68p AB - This report summarizes the activities and results of State-level demonstration projects supported by cooperative agreements from the National Highway Traffic Safety Administration (NHTSA). The demonstration projects were intended to increase seat belt use statewide in low belt use States through innovative approaches. The States covered by this report are Kentucky, Mississippi, North Dakota, and Wyoming. Their efforts and outcomes were compiled to provide lessons learned. The States took different approaches, and two of the States transitioned from secondary to primary seat belt laws during the term of the demonstration project. The programs used a range of evaluation approaches including direct observations, telephone and driver licensing office surveys, focus groups, and analysis of secondary source data such as citations and warnings. All four States achieved significant statewide increases in belt use above baseline belt use rates. Kentucky passed a primary belt law during this period, and implemented a 6-month period where only warnings could be issued. In Kentucky, the courtesy warning period combined with highly visible enforcement and sustained media messaging enhanced the effectiveness of the passage of the primary law. Seat belt use increased from 67% under secondary enforcement to 76% as a primary law State. Mississippi also became a primary law State during this time. Mississippi's program focused on counties with the lowest seat belt use and achieved mixed results. Seat belt use increased from 35% to 46% in Leflore County and decreased from 69% to 65% in Lee County. Belt use among non-Whites increased 12 percentage points, rising from 44% to 56%. Seat belt use in counties targeted by North Dakota's program increased from 66% to 80% and from 58% to 71% in comparison counties. Overall, North Dakota's seat belt use increased from 76% in 2005 to 82% in 2007. In Wyoming, the seat belt use in targeted counties increased from 55% to 70%. Pickups recorded a higher increase in usage than passenger vehicles and SUVs (16.5, 11.9 and 14.6 percentage points, respectively). The multiple successes in these States support the conclusion that the demonstration projects in secondary law and low belt use States are productive and support NHTSA's occupant protection goals. KW - Demonstration projects KW - Kentucky KW - Lessons learned KW - Mississippi KW - North Dakota KW - Primary seat belt laws KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - Wyoming UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811080.pdf UR - https://trid.trb.org/view/888858 ER - TY - RPRT AN - 01127428 AU - Romanoschi, Stefan A AU - Dumitru, Cristian AU - Lewis, Paul A AU - Hossain, Mustaque AU - Kansas State University, Manhattan AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Accelerated Testing for Studying Pavement Design and Performance (FY 2004): Thin Bonded Rigid Overlay on PCCP and HMA (CISL Experiment No. 13) PY - 2009/03//Final Report SP - 132p AB - The thirteenth full-scale Accelerated Pavement Test (APT) experiment at the Civil Infrastructure Laboratory (CISL) of Kansas State University aimed to determine the response and the failure mode of thin concrete overlays. Four pavement structures were built and tested in this experiment: two Thin Concrete Overlay (TCO) pavements, with 4-in. and 6-in. thick overlays constructed on a 5-in. thick portland cement concrete pavement (PCCP) and two Thin Whitetopping (TWT) pavements, with 4-in. and 6-in. thick PCC overlays constructed on a 5-in. hot mix asphalt layer. The pavements were instrumented to measure the strains at selected locations in each PCC overlay. Each of the four pavements was loaded with approximately two million passes of the CISL APT machine, under indoor ambient temperature condition. No moisture was added to the pavements. Response measurements and performance evaluations were performed at about every 100,000 passes. The TCO overlays failed due to the loss of support underneath the concrete slab which caused transverse cracks to develop in both 4-in. and 6-in. PCC overlays. No loss of bond between the PCC overlay and the supporting slab was observed. The 4-in. TWT exhibited a transverse crack at the middle of the slab, while the 6-in. TWT exhibited no cracks at the end of testing. The theoretical strains in the concrete overlays at the locations where instrumentation was installed were computed with the ANSYS Finite Element Method (FEM) software. It was found that the magnitude and shape of computed strains matched well with those of the strains measured before any APT loads were applied. It was, therefore, concluded that the three-dimensional finite element model built and the assumption made (linear elastic materials, fully bonded overlays) can accurately estimate the response of TWT and TCO pavements under wheel loading. In addition, the FEM can be used to estimate the evolution of lineal extent of the loss of support under the joints by comparing the measured strains with the corresponding computed strains. KW - Accelerated loading facilities KW - Accelerated tests KW - ANSYS (Computer program) KW - Asphalt pavements KW - Concrete overlays KW - Concrete pavements KW - Finite element method KW - Load tests KW - Pavement design KW - Pavement performance KW - Strain (Mechanics) KW - Transverse cracking KW - Whitetopping UR - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003785321 UR - https://trid.trb.org/view/887910 ER - TY - RPRT AN - 01127420 AU - Gisi, Andrew J AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Special Experimental Project (SEP-14) Alternate Surfacing Bidding PY - 2009/03//Initial Report SP - 36p AB - This report contains a discussion of the alternate bidding process used on a highway project in Kansas. It discusses the background, bidding process, evaluation of the bids, and conclusions drawn from the experience. It also includes a customer survey and analysis of the bids submitted by contractors. The analysis of the bids received and the estimates made by Kansas Department of Transportation (KDOT) show little difference in price, had KDOT selected the pavement type rather than let it as an alternate. The alternate bid process resulted in the agency receiving the least cost project. However, the objective of selecting surface type for the mainline pavement was not realized. The analysis also shows that had KDOT let the major work items such as surfacing, grading, and bridges, separately it may have realized additional savings. However, KDOT may have faced some challenges administering a project with multiple contractors. KW - Alternate bid process KW - Competitive bidding KW - Contracting KW - Kansas KW - Kansas Department of Transportation KW - State highway projects UR - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003785317 UR - https://trid.trb.org/view/887912 ER - TY - RPRT AN - 01127416 AU - Benz, Robert Joseph AU - Pike, Adam M AU - Kuchangi, Shamanth P AU - Brackett, Quinn AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Serviceable Pavement Marking Retroreflectivity Levels: Technical Report PY - 2009/03//Technical Report SP - 150p AB - This research addressed an array of issues related to measuring pavement markings retroreflectivity, factors related to pavement marking performance, subjective evaluation process, best practices for using mobile retroreflectometers, sampling pavement markings, and best practices for a Pavement Marking Management system. Tests conducted to assess subjective evaluation showed inconsistency in subjective retroreflectivity evaluation when compared between different evaluations, marking color, and retroreflectivity levels. Sensitivity testing on several factors that could potentially affect mobile retroreflectometer readings showed that distance from which the measurements are taken and position across the measurement window seemed to have the most significant impact on the mobile retroreflectivity measurements. The evaluation factors of data acquisition, vehicle speed, and small changes in measurement geometry made no practical difference to the measurement. However, constant speed provided best results. Based on the sensitivity testing this report enlists some best practices for mobile retroreflectometer measurements. A methodology for combining mobile retroreflectivity data with pavement information and plotting a map, color coded based on pavement marking retroreflectivity level using a geographic information system (GIS), is demonstrated in this project. This report also provides discussion on other best practices for sampling and a Pavement Marking Management system. KW - Best practices KW - Geographic information systems KW - Management systems KW - Measurement KW - Mobile retroreflectometers KW - Retroreflectivity KW - Road markings UR - https://trid.trb.org/view/887941 ER - TY - RPRT AN - 01127414 AU - Allen, Kirk AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - An In-Service Analysis of Maintenance and Repair Expenses for the Anti-Lock Brake System and Underride Guard for Tractors and Trailers PY - 2009/03//NHTSA Technical Report SP - 80p AB - Federal Motor Vehicle Safety Standards (FMVSS) Nos. 121 and 105 mandate antilock braking systems (ABS) on all air-braked vehicles and hydraulic-braked trucks and buses with a gross vehicle weight rating (GVWR) of 10,000 pounds or greater. The primary purpose of this report is to analyze the maintenance and repair expenses to the ABS systems of tractors and trailers. A contractor assembled a database with a census of repair receipts from 13 trucking fleets during the period of about 2000 to 2003, with over 4,000 vehicles total. The findings were as follows: (1) The average ABS expenses per month of operation were $0.85 for tractors and $0.25 for trailers (in 2007 dollars), for vehicles classified built after the effective date for ABS implementation. (2) Across a vehicle lifetime, the net present value of the maintenance and repair expenses is estimated to range from $56 to $102 for tractors and from $16 to $30 for trailers. These values are relatively small compared to the cost of equipping new vehicles with ABS systems, estimated as $639 for tractors and $513 for trailers in an earlier NHTSA report. (3) The presence of the ABS system does not appear to increase overall maintenance expenses to the brake system. Older vehicles, manufactured before the effective date for ABS implementation, had higher brake expenses, both per month of service and as a percentage of total maintenance expenses during the survey. (4) The average maintenance and repair expenses to the underride guards, mandated on trailers with a GVWR of 10,000 pounds or greater by FMVSS Nos. 223 and 224, were $0.16 per month of service, representing a net present value of $15 over the vehicle’s lifetime. KW - Antilock brake systems KW - Costs KW - Federal Motor Vehicle Safety Standards KW - Maintenance KW - Net present value KW - Repairing KW - Trailers KW - Truck tractors KW - Trucks KW - Underride guards UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2009/811109.pdf UR - https://trid.trb.org/view/887955 ER - TY - RPRT AN - 01127176 AU - Zegeer, Charles V AU - Sandt, Laura S AU - Scully, Margaret AU - Ronkin, Michael AU - Cynecki, Mike AU - Lagerwey, Peter AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration AU - National Highway Traffic Safety Administration AU - BMI-SG TI - How to Develop a Pedestrian Safety Action Plan (Revised) PY - 2009/03//Revised Edition SP - 196p AB - The purpose of this guide is to present an overview and framework for state and local agencies to develop and implement a Pedestrian Safety Action Plan tailored to their specific problems and needs. A Pedestrian Safety Action Plan is a plan developed by community stakeholders that is intended to improve pedestrian safety in the community. An objective of the guide is to help state and local officials know where to begin to address pedestrian safety issues. It is also intended to assist agencies in further enhancing their existing pedestrian safety programs and activities, including identifying safety problems and selecting optimal solutions. This guide is primarily a reference for improving pedestrian safety through street redesign and the use of engineering countermeasures as well as other safety-related treatments and programs that involve the whole community. This guide can be used by engineers, planners, traffic safety and enforcement professionals, public health and injury prevention professionals, and decision-makers who have the responsibility of improving pedestrian safety at the state or local level. The guide contains the following chapters: (1) Planning and Designing for Pedestrian Safety--The Big Picture; (2) Involving Stakeholders; (3) Collecting Data to Identify Pedestrian Safety Problems; (4) Analyzing Information and Prioritizing Concerns; (5) Selecting Safety Solutions; (6) Providing Funding; and (7) Creating the Pedestrian Safety Action Plan. Chapter 7 provides the framework that state and local agencies can use to develop a customized Pedestrian Safety Action Plan. The concepts, principles, and information contained in this guide are based on national guidelines. Pedestrian plans and design guidelines from local and state transportation agencies throughout the U.S. are referenced throughout this guide. KW - Communities KW - Countermeasures KW - Data collection KW - Financing KW - Guidelines KW - Local government KW - Pedestrian safety KW - Pedestrian Safety Action Plan KW - Problem identification KW - Safety programs KW - Stakeholders KW - State departments of transportation KW - Street design UR - http://safety.fhwa.dot.gov/ped_bike/ped_focus/docs/fhwasa0512.pdf UR - https://trid.trb.org/view/887835 ER - TY - RPRT AN - 01127174 AU - Chandler, Kevin L AU - Sutherland, Pamela AU - Eldredge, Donald AU - Battelle AU - Federal Transit Administration TI - Sensitive Security Information (SSI): Designation, Markings, and Control: Resource Document for Transit Agencies PY - 2009/03 SP - 31p AB - This document includes resource information for identification and handling of information pertaining to transit systems and transit operations whose dissemination should be controlled and protected for security reasons through the use of designating this information as Sensitive Security Information (SSI). The Federal Transit Administration (FTA) has based the guidance in this document on the regulations in 49 Code of Federal Regulations (CFR) Parts 15 and 1520. Its purpose is to help transit agencies prevent the unauthorized disclosure or dissemination of SSI while preserving the public’s “right to know” about transit systems and operations. KW - Guidelines KW - Information dissemination KW - Information management KW - Security KW - Sensitive security information KW - Transit operating agencies KW - United States Code. Title 49. Part 15 KW - United States Code. Title 49. Part 1520 UR - http://www.fta.dot.gov/documents/Final_FTA_SSI_%28072009%29_revised.pdf UR - https://trid.trb.org/view/887844 ER - TY - RPRT AN - 01127133 AU - Federal Transit Administration TI - Recommended Best Practices for States Conducting Three-Year Safety Reviews PY - 2009/03//Revision 1 SP - 54p AB - On April 29, 2005, the Federal Transit Administration (FTA) published its revised 49 CFR Part 659, Rail Fixed Guideway Systems; State Safety Oversight final rule in the Federal Register. The revised rule, which went into effect on May 1, 2006, contains provisions that direct each State Safety Oversight (SSO) agency to conduct an on-site review, at least once every three (3) years, at each rail transit agency (RTA) in its jurisdiction. The purpose of this review is to assess the RTA’s implementation of its System Safety Program Plan (SSPP) and to determine whether it is effective and whether it should be updated. FTA developed this recommended best practice to help SSO agencies perform more thorough reviews of the RTAs in their jurisdictions. This resource provides verification activities to assess the RTA’s effective implementation of each required SSPP element. This document also offers recommendations for making findings and requiring corrective action. In using this document, SSO agencies select the activities that will be most beneficial to effective implementation of their programs, and are encouraged to look beyond the typical document review and interview formats that have historically been employed to conduct Three-Year Safety Reviews. FTA believes that through the verification activities and processes provided in this document, SSO agencies can greatly strengthen the effectiveness of their oversight programs. This document also serves to demonstrate FTA’s ongoing commitment to providing SSO agencies and RTAs with the technical assistance and resources required to fully implement and administer effective SSO programs and the requirements of Part 659. KW - Best practices KW - Guideways KW - Oversight KW - Rail transit KW - Safety KW - Safety oversight systems KW - States KW - System safety KW - Transit operating agencies KW - Transit safety KW - U.S. Federal Transit Administration KW - United States Code. Title 49. Part 659 UR - http://transit-safety.volpe.dot.gov/publications/safety/Best_Practices_Three_Year_Reviews/pdf/SSO%20Three%20Year%20Review%20RBP%203-26-09-final.pdf UR - https://trid.trb.org/view/887787 ER - TY - RPRT AN - 01127123 AU - Ullman, Gerald L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - DMS Message Design Workshops PY - 2009/03//Technical Report SP - 14p AB - This report summarizes the training conducted statewide regarding the design and display of messages on dynamic message signs. The training is based on the "Dynamic Message Sign Message Design and Display Manual" (0-4023-P3). Researchers developed a series of PowerPoint® slides, an instructor guide, and a participant notebook. Workshops were held in Austin (twice), Fort Worth, Odessa, Houston, Corpus Christi, Tyler, and El Paso. All total, 90 participants attended the workshop. KW - Design KW - Variable message signs KW - Workshops UR - http://tti.tamu.edu/documents/5-4023-01-1.pdf UR - https://trid.trb.org/view/887774 ER - TY - RPRT AN - 01127121 AU - Richardson, David N AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Quick Test for Concrete Durability Factor Estimation PY - 2009/03//Final Report SP - 127p AB - The Missouri Department of Transportation (MoDOT) is considering the use of the AASHTO T 161 Durability Factor (DF) as an end-result performance specification criterion for evaluation of paving concrete. However, the test method duration can exceed 75 days before results are known. MoDOT contracted with the Missouri University of Science and Technology (Missouri S&T) to develop a method of approximation of DF based primarily on aggregate testing that would be of a shorter duration. Nineteen different ledge samples representing 18 ledges, 10 geologic formations (nine limestone and one dolomite) were sampled by MoDOT and delivered to Missouri S&T. The ledge samples represented DFs of 28 to 95 and nominal maximum aggregate sizes of ⅜ to 1 in. The aggregates were subjected to twelve different test methods. This information, coupled with MoDOT historical gradation, specific gravity, absorption, and deleterious materials data, formed the basis of the test study dataset. Multiple linear regression was used to produce seven models of varying accuracy and complexity for DF prediction. Historical T 161 DF data for the same aggregate materials (different samples) was used as the dependent variable. Model R2 values ranged from 0.804 to 0.974. Thus, seven options were open to MoDOT for consideration. As an alternate to the regression models, a threshold-limits method was presented. KW - Aggregate tests KW - Concrete KW - Concrete tests KW - Dolomite KW - Durability KW - Durability tests KW - Limestone aggregates KW - Mathematical prediction KW - Multiple regression analysis UR - http://utc.mst.edu/documents/R219_CR.pdf UR - https://trid.trb.org/view/887771 ER - TY - RPRT AN - 01127115 AU - Garber, Nicholas J AU - Buchanan, Chase R AU - Kweon, Young-Jun AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Crash Causal Factors and Countermeasures for High-Risk Locations on Multilane Primary Highways in Virginia PY - 2009/03//Final Report SP - 62p AB - In 2004, a total of 95,020 vehicle crashes occurred on highways under the jurisdiction of the Virginia Department of Transportation (VDOT). Of these, 39,847 crashes occurred on primary highways, and 345 of these were fatal crashes. VDOT’s traffic engineers continue to place increasing emphasis on identifying causal factors for crashes to enhance the selection of appropriate and effective countermeasures. The purpose of this study was to identify causal factors and appropriate countermeasures for crashes occurring at high-risk locations on multilane primary highways from 2001 through 2006. These high-risk locations were identified by Fontaine and Reed (2006) in a VDOT safety corridor study. A total of 365 sites, 1 to 2 mi in length, were used in the study. The statewide sites were located on rural and urban highways with divided, undivided, and traversable medians, with about 40 sites per VDOT district. Crash data were extracted from police crash reports, and geometric data were collected through site visits. Operational data were collected using VDOT’s resources. The analysis involved more than 34,000 crashes and was conducted using fault tree analysis and generalized linear modeling. The fault tree analysis was used to determine the critical fault path based on the probability of an event occurring. Individual fault trees were constructed for each collision type and for each highway classification. The generalized linear models were developed for different highway classifications: urban divided, urban undivided, urban traversable (central lanes that can be used for left turns in both directions), and rural divided highways. Models were developed for rear-end crashes and total crashes, and separate models were developed for injury crashes, property damage only (PDO) crashes, and injury + PDO crashes. Appropriate potential countermeasures were then identified based on the significant causal factors identified in the models. The results indicated that rear-end crashes were the predominant type of crash, representing 56% of all PDO crashes on urban divided highways and 37% of all PDO crashes on rural divided highways. Implementing the recommended countermeasures for total, rear-end, and angle crashes for different assumed levels of rehabilitation is expected to result in a crash reduction of up to about 40% depending on the site and level of rehabilitation undertaken. A benefit/cost analysis showed that the benefit/cost ratios were higher than 1 for all levels of countermeasure implementation. KW - Benefit cost analysis KW - Countermeasures KW - Crash causes KW - Fatalities KW - Fault tree analysis KW - High risk locations KW - Injuries KW - Mathematical models KW - Multilane highways KW - Property damage KW - Rear end crashes KW - Rural highways KW - Traffic crashes KW - Urban highways KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r15.pdf UR - https://trid.trb.org/view/887793 ER - TY - RPRT AN - 01127017 AU - Crouch, Carolyn AU - Crouch, Donald AU - Maclin, Richard AU - Polumetla, Aditya AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Automatic Detection of RWIS Sensor Malfunctions (Phase II) PY - 2009/03//Final Report SP - 43p AB - The overall goal of this project (Phases I & II) was to develop computerized procedures that detect Road Weather Information System (RWIS) sensor malfunctions. In the first phase of the research the authors applied three classification algorithms and six regression algorithms to data generated by RWIS sensors in order to predict malfunctions. In this phase they investigated the use of Hidden Markov models as predictors of sensor values. The Hidden Markov model (HMM) is a technique used to model a sequence of temporal events. For example, suppose you have the sequence of values produced by a given sensor over a fixed time period. An HMM can be used to produce this sequence and then to determine the probability of occurrence of another sequence of values, such as that produced by the given sensor for a subsequent time period. If the actual values produced by the sensor deviate from the predicted sequence then a malfunction may have occurred. This report provides an overview of the Hidden Markov model and three algorithms, namely, the Forward-Backward algorithms, the Baum-Welch algorithm, and the Viterbi algorithm, that were used in the development of Hidden Markov models to predict sensor values. The authors performed a series of experiments to evaluate the use of HMMs as predictors of temperature and precipitation sensor values. KW - Algorithms KW - Computer models KW - Hidden Markov models KW - Mechanical failure KW - Road weather information systems KW - Sensors UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1106 UR - https://trid.trb.org/view/887728 ER - TY - RPRT AN - 01127009 AU - Crouch, Carolyn AU - Crouch, Donald AU - Maclin, Richard AU - Polumetla, Aditya AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Automatic Detection of RWIS Sensor Malfunctions (Phase I) PY - 2009/03//Final Report SP - 53p AB - The overall goal of this project was to develop computerized procedures that detect Road Weather Information System (RWIS) sensor malfunctions. In this phase of the research the authors applied two classes of machine learning techniques to data generated by RWIS sensors in order to predict sensor malfunctions and thereby improve accuracy in forecasting temperature, precipitation, and other weather-related data. They built models using machine learning methods that employ data from nearby sensors in order to predict likely values of those sensors that are being monitored. A sensor that deviates noticeably from values inferred from nearby sensors indicates that the sensor has begun to fail. They used both classification and regression algorithms in Phase I. In particular, they used three classification algorithms (namely, J48 decision trees, naïve Bayes, and Bayesian networks) and six regression algorithms (that is, linear regression, least median squares, M5P, multilayer perceptron, radial basis function network, and the conjunctive rule algorithm). They performed a series of experiments to determine which of these models can be used to detect malfunctions in RWIS sensors. They compared the values predicted by the various machine learning methods to the actual values observed at an RWIS sensor to detect sensor malfunctions. This report provides an overview of the nine models used and a classification of the applicability of each model to the detection of RWIS sensor malfunctions. KW - Algorithms KW - Computer models KW - Machine learning KW - Mechanical failure KW - Road weather information systems KW - Sensors UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1104 UR - https://trid.trb.org/view/887725 ER - TY - RPRT AN - 01126906 AU - Menta, V K AU - Missouri University of Science and Technology, Rolla AU - Research and Innovative Technology Administration TI - Development and Characterization of Multifunctional Composites PY - 2009/03//Final Report SP - 6p AB - This project is aimed at graduate research training of students interested in pursuing careers in transportation areas. Financial support will be provided to recruit eight new graduate students interested in pursuing their doctoral degrees in transportation research a year. These students can pursue their doctoral studies in any department at Missouri S&T. In departments where a master's degree is the highest degree awarded, students pursuing their master's degree with thesis option will be considered. Areas as in the goals, interests and objectives of State Departments of Transportation and Missouri Department of Transportation in particular will be considered for support in this project. KW - Composite materials KW - Development KW - Graduate students KW - Missouri KW - Recruiting KW - State departments of transportation KW - Transportation KW - Transportation careers UR - https://trid.trb.org/view/887684 ER - TY - RPRT AN - 01126561 AU - Huijser, Marcel P AU - Holland, Tiffany D AU - Kociolek, Angela V AU - Barkdoll, Aaron M AU - Schwalm, Jessica D AU - Western Transportation Institute AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Animal-Vehicle Crash Mitigation Using Advanced Technology. Phase II: System Effectiveness and System Acceptance PY - 2009/03//Phase II Final Report SP - 162p AB - This project was initiated in the fall of 1999. The results through the fall of 2005 (Phase I) have been documented in detail in an earlier report. The Phase I accomplishments included the following: identification of existing animal detection system technologies and their vendors; selection of two of these systems for field tests; deployment of the two selected systems (one in Yellowstone National Park in Montana, and one in Pennsylvania); documentation of the experiences with system installation; testing of the reliability of the systems; and formulating advice for the future development and application, including cost-benefit analyses. One of the two experimental animal detection systems (Montana site) proved to be able to detect elk (Cervus elaphus) reliably. However, as a result of steep slopes and curves, the system had blind spots where large animals were able to approach the road undetected. Therefore the warning signs could not be attached, and the effectiveness of the system in reducing vehicle speed and in reducing the number of collisions with large wild animals could not be evaluated. In Phase II of the project, subject of the current report, system modifications reduced the blind spots so that the warning signs could be attached. Speed measurements showed that passenger cars, pick-ups, vans, and trucks with two units or more all had lower vehicle speed with the warning signs activated compared to warning signs off. The number of collisions with large wild animals was 58-67% lower than expected, but because of the variability in the number of collisions and only one year of post installation collision data, the researchers could not test whether this reduction was significant. The opinions on and experiences of drivers with the system were documented in interviews. A majority would have liked to see the US Highway 191 system stay in place (59%), and thought animal detection systems were a good idea, in general (71%). In accordance with an agreement with Yellowstone National Park, the system was removed in fall 2008, due to high maintenance, lack of spare parts and concerns about landscape aesthetics. Finally, this report includes a recommended step plan for agencies considering the installation of an animal detection system alongside a road and recommendations for future research and monitoring of the reliability and effectiveness of animal detection systems. KW - Acceptance KW - Animal detection systems KW - Animal vehicle collisions KW - Detectors KW - Dynamic warning signs KW - Elk KW - Montana KW - Reliability KW - Speed measurement KW - Speed reduction KW - Ungulates KW - Warning systems KW - Wildlife KW - Yellowstone National Park UR - https://ntl.bts.gov/lib/31000/31600/31698/Animal-Vehicle_Crash_Mitigation_Phase_2.pdf UR - https://trid.trb.org/view/887659 ER - TY - RPRT AN - 01126519 AU - Higgins, Christopher AU - Nguyen, Quang D AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Digital Image Rectification Tool for Metrification of Gusset Plate Connections in Steel Truss Bridges PY - 2009/03//Final Report SP - 78p AB - A method was developed to obtain dimensional data from photographs for analyzing steel truss gusset plate connections. The method relies on a software application to correct photographic distortion and to scale the photographs for analysis. The approach enables rapid and accurate collection of dimensional measurements compared to traditional methods. Users can quickly create AutoCAD drawings by collecting dimensional information about the gusset plates from the photographs. The rectified photographs provide a record of field conditions that can be compared with subsequent field inspection results to help identify and quantify long term changes in visual characteristics. The implementation procedure is straightforward and does not require specialized knowledge of photogrammetry. It can be practically employed under field conditions using current technology and personnel, and it reduces the likelihood of data entry errors. Dimensional measurements from the method provide results that are as good conventional field measurements and are within tolerances that most engineers would find reasonable for gusset plate connection capacity evaluations. KW - Digital images KW - Gusset plates KW - Inspection KW - Measurement KW - Photographs KW - Rectification KW - Size KW - Structural connection KW - Truss bridges UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Gusset_Plate.pdf UR - https://trid.trb.org/view/887609 ER - TY - RPRT AN - 01126518 AU - Dailey, Daniel J AU - University of Washington, Seattle AU - Research and Innovative Technology Administration TI - Simulation and Experimental Study of 802.11 based Networking for Vehicular Management and Safety PY - 2009/03//Final Research Report SP - 36p AB - This work focuses on the use of wireless networking techniques for their potential impact in providing information for traffic management, control and public safety goals. The premise of this work is based on the reasonable expectation that vehicles in the near future will be equipped with integrated wireless communication and positioning capabilities, enabling vehicle-to-vehicle (v2v) and vehicle-to-roadside (v2r) communications based on the emerging IEEE 802.11a/RA standard. This project focused on the experimental aspect of short range communication between a moving vehicle and a stationary receiver. The accumulated measurements of signal to noise ratio fit a single line of site model rather well with the implication that the communications channel will function best as the distance between the radios is reduced. However, measurements of both bandwidth and packet loss suggest that when the vehicle passes nearby the stationary receiver at approximately the planned speeds (10 or 20 MPH) that the communication channel throughput is reduced. The present hypothesis for the cause is that the Doppler effect reduces the channel throughput. It is recommended that a representation of the vector velocity as a function of time be compared to the throughput measurements to confirm this hypothesis. Further, this observation of a deviation from a distance based channel model is important in future modeling for inter-vehicle communication as most present models used to combine traffic motion and network throughput do not account for this dominant effect. KW - Dedicated short range communications KW - Doppler effect KW - Highway traffic control KW - Signal to noise ratio KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Wireless communication systems UR - http://ntl.bts.gov/lib/31000/31700/31735/TNW2009-03_Dailey_Networking_61-5921.pdf UR - https://trid.trb.org/view/887616 ER - TY - RPRT AN - 01126516 AU - Lovejoy, Steven C AU - Oregon Department of Transportation AU - Oregon Department of Transportation AU - Federal Highway Administration TI - A Fitness-for-Purpose Evaluation of Fracture Critical Electro-Slag Welds PY - 2009/03//Final Report SP - 461p AB - A fitness-for-purpose evaluation was performed on the electro-slag flange welds of the West Fremont bridge approach superstructures, which cross the Willamette River in Portland, Oregon, per the request of the Federal Highway Administration. This evaluation required gathering knowledge of the material properties, fabrication defects and service loads pertaining to the weldments in question. The serviceability of the weldments was assessed based on the fatigue and fracture performance. It was concluded that the welds have sufficient toughness and fatigue resistance to remain in service with no retrofitting. KW - Bridge superstructures KW - Electroslag welding KW - Fatigue (Mechanics) KW - Flanges KW - Fracture properties KW - Inspection KW - Portland (Oregon) KW - Serviceability KW - Weldments KW - Willamette River UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Electro_Slag_Welds.pdf UR - https://trid.trb.org/view/887613 ER - TY - RPRT AN - 01126515 AU - Saka, Anthony A AU - Chowdhury, Mashrur A AU - Jeihani, Mansoureh AU - Wang, Kuang-Ching AU - Morgan State University AU - National Transportation Center AU - Research and Innovative Technology Administration TI - Development of a Prototype Vehicle-Infrastructure Integration System for Real-Time Traffic Management and Control PY - 2009/03//Final Report SP - 52p AB - While the vehicle-infrastructure integration (VII) concept has been in existence for a decade, its operational model and implementation strategy remain unclear. What is clear is that the VII if designed to meet its full expectations, must be able to support such applications as incident management, congestion mitigation, air pollution management, driving assistance, and disaster evacuation. However, fully realizing this vision involves meeting challenges beyond just establishing communication links among VII components. New operational algorithms and higher-layer network protocols must be developed in view of the heterogeneous devices, contexts, and wireless technologies that are involved, and the specific missions that must be achieved. Given the expected large scale of the VII system and ever increasing metropolitan areas, the traditional centralized operational concepts have become too costly to implement, maintain, and protect from threats. This research will develop a prototype hierarchical VII system with distributed decision making and reliable distributed networking that adequately accommodates future sophisticated VII applications. KW - Air quality management KW - Distributed control KW - Driver support systems KW - Evacuation KW - Highway traffic control KW - Incident management KW - Prototypes KW - Real time information KW - Traffic mitigation KW - Vehicle infrastructure integration KW - Wireless communication systems UR - http://ntl.bts.gov/lib/31000/31600/31639/FINAL_VII_Report-3-09_H.pdf UR - https://trid.trb.org/view/887634 ER - TY - RPRT AN - 01126514 AU - Quiroga, Cesar AU - Li, Yingfeng AU - Kraus, Edgar AU - Le, Jerry AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Utility Installation Review System – Implementation Report PY - 2009/03//Technical Report SP - 84p AB - Each year, the Texas Department of Transportation (TxDOT) issues thousands of approvals that enable new utility installations to occupy the state right of way (ROW). The current utility installation review process relies on the physical delivery of an application package to a TxDOT district office that includes a notice of proposed installation and supporting documentation depicting the location and characteristics of the proposed installation. The review process typically includes several offices at the district and, as needed, communication exchanges with installation owner applicants for additional clarifications and/or documentation. In its current structure, the utility installation review process is paper and labor intensive. It is also not appropriate for supporting the long-term goal of helping to maintain a reliable inventory of utility installations on the state ROW. This report describes the development and implementation of a web-based system that automates the submission, review, approval, construction, and archival of utility installation requests at TxDOT. The system, called the Utility Installation Review (UIR) system, enables users to submit and process installation requests online, including supporting documentation such as design and construction drawings. The system also includes an online geographic information system (GIS)-based interface that enables users to locate and query proposed installation requests using an interactive map. The system includes tabular and GIS-based reporting options. This report also summarizes the results of an extensive testing phase at four TxDOT districts: San Antonio, Pharr, Bryan, and Fort Worth, which included the participation of a large number of utility companies and operators. KW - Application software KW - Geographic information systems KW - Installation KW - Internet KW - Inventory KW - Permits KW - Public utilities KW - Right of way (Land) KW - Texas Department of Transportation KW - Web-based systems UR - http://tti.tamu.edu/documents/5-2110-03-2.pdf UR - https://trid.trb.org/view/887618 ER - TY - RPRT AN - 01126484 AU - Mistretta, Mark AU - Goodwill, Jay A AU - Gregg, Rob AU - DeAnnuntis, Chirstopher AU - National Center for Transit Research AU - Department of Transportation AU - Florida Department of Transportation TI - Best Practices in Transit Service Planning PY - 2009/03//Final Report SP - 118p AB - The provision of cost efficient and effective bus transit service is the basic premise upon which transit service is developed and the goal that all public transportation agencies strive to achieve. To attain this goal, public transit agencies must design their services around clear and defined principles, as well as a process to monitor the results achieved and to respond accordingly. This requires service design standards, an effective performance measurement system, and a systematic and continuous service evaluation methodology. This research identifies existing best practices in transit service planning and develops a generic model approach that could be adapted and used by public transit agencies for fixed route bus transit service planning, specifically to include Service Design Standards, Service Performance Measurements, and a standard Service Evaluation Methodology. This research effort provides a summary of best practices and provides a “template” process tool that can be adapted and customized for use by all sizes public of transit agencies. KW - Bus transit KW - Design standards KW - Evaluation KW - Fixed routes KW - Performance measurement KW - Public transit KW - Transportation planning UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BD549_38_rpt.pdf UR - http://www.nctr.usf.edu/pdf/77720.pdf UR - https://trid.trb.org/view/887444 ER - TY - RPRT AN - 01126253 AU - Washer, Glenn A AU - Rosenblad, Brent AU - Morris, Scott E AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Remote Health Monitoring for Asset Management PY - 2009/03//Final Report SP - 56p AB - This project investigated the development of an instrumented pile that could provide real-time data on bridge scour, allowing for the remote monitoring of bridge conditions by key managers and engineers. The developed technology has the potential to identify hazardous conditions at a bridge site, such that managers and owners can be notified automatically and appropriate actions can be undertaken. The instrumented pile monitors the temperature along the length of a pile embedded in the soil in a river bed. Monitoring the temperature profile along the length of the pile shows the thermal variations that exist in the water and in the soil, as a means of estimating where the soil / water interface exists. If a scour hole develops in the area of the pile, the depth of the soil / water interface is consequently changed, and this change is detected by thermal variations detected along the length of the pile. This technology provides a practical means of managing a bridge asset by reporting on potentially dangerous scour conditions such that mitigation strategies can be employed. This report documents the development of an innovative sensor array technology and initial field implementation. KW - Asset management KW - Bridge substructures KW - Bridges KW - Field tests KW - Missouri KW - Monitoring KW - Piles (Supports) KW - Real time information KW - Remote sensing KW - Scour KW - Technological innovations KW - Temperature KW - Temperature sensors UR - http://library.modot.mo.gov/RDT/reports/ri07002/or09019.pdf UR - http://ntl.bts.gov/lib/30000/30600/30662/or09019.pdf UR - https://trid.trb.org/view/887561 ER - TY - RPRT AN - 01125362 AU - Saint Lawrence Seaway Development Corporation AU - St. Lawrence Seaway Management Corporation AU - Transport Canada Marine Safety AU - United States Coast Guard TI - 2008 Summary of Great Lakes Seaway Ballast Water Working Group PY - 2009/03 SP - 14p AB - Today, ballast water management requirements in the Great Lakes and the St. Lawrence Seaway System are among the most stringent in the world. Mandatory ballast water regulations that include saltwater flushing, detailed documentation requirements, increased inspections, and civil penalties provide a comprehensive regulatory enforcement regime to protect the Great Lakes Seaway System. In 2008, there was marked improvement over the prior year’s inspection program statistics in a number of areas, including ship compliance rates. In 2008, 99% of ships bound for the Great Lakes Seaway received a ballast tank exam. A total of 6704 ballast tanks, onboard 364 different ships, were sampled and had a 98.6% compliance rate. Ships that failed to properly manage their ballast tanks were required to either retain the ballast water and residuals on board, treat the ballast water in an environmentally sound and approved manner, or return to sea to conduct a ballast water exchange. In addition, 100% of ballast water reporting forms were screened to assess ballast water history, compliance, voyage information and proposed discharge location. The Great Lakes Seaway Ballast Water Working Group (BWWG) anticipates continued high ship compliance rates for the 2009 navigation season. KW - Ballast (Ships) KW - Ballast tanks KW - Compliance KW - Great Lakes KW - Inspection KW - Saint Lawrence Seaway KW - Ships UR - https://trid.trb.org/view/885702 ER - TY - RPRT AN - 01124746 AU - Kruse, Carl James AU - Morgan, Curtis A AU - Hutson, Nathan M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Potential Policies and Incentives to Encourage Movement of Containerized Freight on Texas Inland Waterways PY - 2009/03//Technical Report SP - 158p AB - This report is designed to answer three basic questions: (1) Why is the Texas Department of Transportation (TxDOT) interested in moving more cargo by water? (2) What are the potential benefits of moving more cargo by water? and (3) What specific steps can TxDOT or the State of Texas take to encourage more waterborne freight movements? In this report, the authors: describe the need for increased utilization of marine freight options, look at the challenges involved, and describe the potential benefits of increasing the utilization of marine freight options. The authors provide a summary of relevant programs in Europe and the activities of other gulf states. They analyze the capacity and efficiency of the Gulf Intracoastal Waterway, as this waterway will most likely be the conduit for increased coastwise shipments. They then provide several examples of activities taken by Texas ports to encourage more domestic waterborne freight shipments, along with several examples of recent start-up services. The report recommends several steps TxDOT could pursue in the short term to encourage more waterborne shipments along the coast. Finally, the report includes a chapter of Frequently Asked Questions regarding “Short Sea Shipping” or “Marine Highways” for readers who do not regularly deal with marine transportation issues. Several appendices provide detailed background material on federal issues, legislation, the Energy Independence and Security Act of 2007, and the role of waterborne freight in Texas. KW - Benefits KW - Coastwise shipping KW - Containerization KW - Europe KW - Freight transportation KW - Gulf Intracoastal Waterway KW - Gulf States KW - Incentives KW - Inland waterways KW - Policy KW - Ports KW - Short sea shipping KW - Texas KW - Water transportation KW - Waterborne commerce UR - http://tti.tamu.edu/documents/0-5937-1.pdf UR - https://trid.trb.org/view/886040 ER - TY - RPRT AN - 01124744 AU - Sebesta, Stephen AU - Liu, Wenting AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementing GPS into Pave-IR PY - 2009/03//Technical Report SP - 16p AB - To further enhance the capabilities of the Pave-IR thermal segregation detection system developed at the Texas Transportation Institute, researchers incorporated global positioning system (GPS) data collection into the thermal profiles. This GPS capability enhances operation by allowing easier identification of the limits of the thermal profile and by more easily and precisely identifying the location of anomalous temperatures for long-term monitoring. Three existing Pave-IR test systems were retrofitted to include GPS capability. KW - Data collection KW - Global Positioning System KW - Hot mix asphalt KW - Infrared imagery KW - Pave-IR KW - Pavers KW - Quality control KW - Retrofitting KW - Segregation (Aggregates) KW - Thermal imagery UR - http://tti.tamu.edu/documents/5-4577-03-1.pdf UR - https://trid.trb.org/view/886037 ER - TY - RPRT AN - 01124740 AU - Garcia, Mei AU - Ding, Liang AU - Obeng-Boampong, Kwaku AU - Henk, Russell H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Frontage Road Yield Treatment Analysis Tool (FRYTAT) Database Software PY - 2009/03//Technical Report SP - 34p AB - The Texas Department of Transportation (TxDOT) sponsored Project 0-4986, “An Assessment of Frontage Road Yield Treatments,” to assess the effectiveness of a wide variety of frontage road–exit ramp and frontage road–U-turn yield treatments that exist in Texas. Toward this goal, simulation modeling procedures compensated for the impracticability of the data collection effort that would be required to compile every possible combination of volume, geometry, and yield treatment types. Researchers ran several thousand simulations and generated significant numbers of measures of performance and comparative analysis. Researchers, in consultation with TxDOT, sought to develop a database software tool to incorporate all the results obtained from the initial research. This will provide TxDOT staff with a more useful tool in determining appropriate yield treatments at exit ramp/U-turn and frontage road merge areas. This report summarizes the work completed during the extension year, which resulted in the development of the Frontage Road Yield Treatment Analysis Tool (FRYTAT). The report briefly summarizes the interaction and coordination between the TxDOT panel and the Texas Transportation Institute research team, describes the development of the main framework of the tool, and illustrates the final product, FRYTAT. KW - Frontage roads KW - Off ramps KW - Simulation KW - Software KW - Texas KW - U turns KW - Yield treatments UR - http://tti.tamu.edu/documents/0-4986-2.pdf UR - https://trid.trb.org/view/886038 ER - TY - RPRT AN - 01124558 AU - Curtin, Sandra E AU - Jerram, Lisa Callaghan AU - Justice, Lauren C AU - Center for Transportation and the Environment AU - Breakthrough Technologies Institute AU - Federal Transit Administration TI - A Report on Worldwide Hydrogen Bus Demonstrations, 2002-2007 PY - 2009/03//Final Report SP - 57p AB - Between 2002 and 2007 more than 20 cities in the United States, Europe, China, Japan and Australia have demonstrated buses powered by fuel cells or hydrogen-fueled internal combustion engines, as well as a variety of fueling and related technologies. The project team used a method of in-depth targeted interviews to gather insight from key participants in these hydrogen bus demonstration projects. The resulting report analyzes lessons learned from the demonstrations, identifies key remaining challenges for introduction of the technology, and suggests potential roles for government in supporting commercialization of fuel cell buses. KW - Australia KW - China KW - Commercialization KW - Demonstration projects KW - Europe KW - Fuel cells KW - Government funding KW - Hydrogen fuels KW - Interviewing KW - Japan KW - Lessons learned KW - Surveys KW - Technological innovations KW - Transit buses KW - United States UR - http://www.fta.dot.gov/documents/ReportOnWorldwideHydrogenBusDemonstrations_2002to2007.pdf UR - http://ntl.bts.gov/lib/30000/30600/30690/Fuel_Cell_Bus_Report_FINAL.pdf UR - https://trid.trb.org/view/885822 ER - TY - RPRT AN - 01124203 AU - Maier, David AU - Tufte, Kristin A AU - Fernandez-Moctezuma, Rafael J AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Improving Travel Information Products via Robust Estimation Techniques PY - 2009/03//Final Report SP - 50p AB - Traffic-monitoring systems, such as those using loop detectors, are prone to coverage gaps, arising from sensor noise, processing errors and transmission problems. Such gaps adversely affect the accuracy of Advanced Traveler Information Systems. This project explores models based on historical data that can provide estimates to fill such gaps. The authors build on an initial study by Mr. Rafael J. Fernandez-Moctezuma, using both a linear model and an artificial neural network (ANN) trained on historical data to estimate values for reporting gaps. These initial models were 80% and 89% accurate, respectively, in estimating the correct speed range, and misclassifications were always between adjacent speed ranges (in particular, the free-flow range and congested range were never confused). Going forward, the authors investigate other non-linear models, such as Gaussian Mixtures, that provide further statistical metrics, in contrast to the uninterpreted weights of ANNs. This work exploits the Portland Transportation Archive Listing (PORTAL) at the Intelligent Transportation Systems Laboratory at Portland State University (PSU). Dr. Tufte helps supervise development of PORTAL, and Mr. Fernandez used PORTAL data in his study. PORTAL holds more than two years of Portland-area freeway-loop-detector data at both detailed and aggregated levels, and is an ideal resource for the proposed work. Initially the authors will be building and testing estimators in off-line mode. They will select a highway segment (comprising multiple detector stations) that is representative in terms of pattern of outages. They will build models for this segment, then examine their performance on estimates for synthetic gaps (so they can compare estimates to reported values). Later, using live loop-detector data (which PORTAL supports), they will work towards on-line estimation over the local freeway network, which requires computing estimates in a timely manner. Their end target is improvements in end-user travel information products, such as the Portland-Metro Speed Map on the Oregon Department of Transportation's (ODOT's) Trip Check. The authors' main evaluation metric will be the trade-off curve between accuracy of prediction and percentage of gaps that can be filled. KW - Advanced traveler information systems KW - Data gaps KW - Data management KW - Estimating KW - Loop detectors KW - Metrics (Quantitative assessment) KW - Missing data KW - Neural networks KW - Portland (Oregon) KW - Portland Oregon Regional Transportation Archive Listings (PORTAL) KW - Traffic data KW - Travel data UR - http://otrec.us/main/document.php?doc_id=979 UR - http://otrec.us/project/64 UR - https://trid.trb.org/view/885576 ER - TY - RPRT AN - 01123448 AU - Hanna, Refaat AU - Hershman, Lawrence AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Evaluation of Thoracic Injuries Among Older Motor Vehicle Occupants PY - 2009/03//Technical Report SP - 39p AB - According to the National Center for Health Statistics, the total resident population of the United States increased from 151 million in 1950 to 296 million in 2005, representing an average annual growth rate of 1.2%. As the population ages, there is a growing need for vehicle safety to suit older occupants. This study examines the relationship between age and the incidence of thoracic injuries in different motor vehicle crashes. The National Automotive Sampling System/Crashworthiness Data System (NASS-CDS) for the years 1998 to 2007 was used to measure the relationship between occupant’s age and the incidence of thoracic injuries. NASS-CDS only includes crashes involving at least one passenger vehicle towed due to damage. The age group 75 and older (75+) had a higher percentage of Abbreviated Injury Scale (AIS) moderate or more severe (2+) thoracic injuries when driving or riding in any passenger vehicle type compared to three other age groups in a tow-away crash. Age groups 25 to 44, 45 to 64 and 65 to 74 had a lower percent of thoracic injuries when driving or riding in utility vehicles, pickup trucks, and vans, referred to collectively as LTVs, compared to passenger cars. However, age group 75+ had a higher percentage of thoracic injuries when driving or riding in LTVs compared to cars. Data analysis showed that seat belt use has a positive impact in reducing the incidence of a moderate or more severe thoracic injury among all age groups in towaway crashes. However, even when controlling for restraint use, the incidence of thoracic injuries among the four age groups shows a steady increase for both belted and unbelted occupants as age increases. The analysis results by occupants’ seating position showed that people 75+ had a higher incidence of AIS 2+ thoracic injuries than other age groups in the same seating position. Furthermore, people 75 and older had an exceptionally higher incidence of AIS 2+ thoracic injuries when riding in the rear seats at an estimate of 18.7% compared to drivers and front-seat passengers of the same age group. Data analysis of the incidence of AIS 2+ thoracic injuries by vehicle model year showed that young and middle-age groups had lower incidence of thoracic injuries when driving or riding in vehicles of model year 1996 or later compared to model years before 1996. However, for occupants 75+ the incidence of thoracic injuries was slightly higher in vehicle model years 1996 and later. The incidence of thoracic injury remains in a steady increasing pattern in relation to occupants’ age in both single- and two-vehicle crashes. Both age groups 65 to 74 and 75+ had higher bony structures injuries as indicated by an estimate of 79% and 23% of the occupants sustaining rib cage and sternal fractures. Lung contusions and lacerations were sustained by an estimated 20% of occupants 75+. The steering wheel was the most common source of injury among young and middle-age group occupants, while seat belt was reported as the source of thoracic injuries among occupants 75+. KW - Aged KW - Aged drivers KW - Crash injuries KW - Crashes KW - Crashworthiness Data System KW - Fractures (Anatomy) KW - Injury severity KW - Lungs KW - Model year (Motor vehicles) KW - National Automotive Sampling System KW - Ribs KW - Seat belt use KW - Seat belts KW - Seating position KW - Sternal fractures KW - Thorax KW - Vehicle classification KW - Vehicle safety UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2009/811101.pdf UR - https://trid.trb.org/view/884792 ER - TY - ABST AN - 01464490 TI - Guidelines on the Use of Auxiliary Through Lanes at Signalized Intersections AB - Auxiliary through lanes beyond signalized intersections are recognized as an approach to increase the intersection capacity through their efficient utilization. The benefits from the use of auxiliary through lanes at signalized intersections can be realized in the presence of equally distributed traffic over the lanes prior to the intersection. Utilization of auxiliary through lanes beyond a signalized intersection has been seen throughout the United States. Prior studies suggest that the length of the auxiliary lane beyond the intersection is a significant factor affecting the upstream lane usage, therefore, the intersection capacity. However, the conditions for their effective use and their impact on safety, operation, and the environment have yet to be documented. Thus, research is needed to provide technical assessment of their use, document their impact on safety and operations, and develop guidelines including design criteria and placement. This study will assist traffic engineers in adopting criteria for the effective and safe use of intersection auxiliary through lanes. TRIS and RIP literature searches yielded few documents. Another literature search found that non-uniform formulas in practices have been used in determining the length of auxiliary through lanes downstream of an intersection. 12 * Green interval time in seconds (Public Roads Vol. 34, Nos. 9 and 10, August 1967 and October 1967, FHWA) and 10 * Minimum green time G in seconds (Roadway Design Manual, Section 6, New Jersey Department of Transportation) are examples. The objectives of the research are the following: (a) provide a comprehensive literature and state-of-practice review on intersection auxiliary through lanes, (b) assess the operational effectiveness and impact on safety and capacity, and (c) develop guidelines for their use.

KW - Arterial highways KW - Auxiliary lanes KW - Evaluation and assessment KW - Highway capacity KW - Research projects KW - Signalized intersections KW - Through lanes UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2492 UR - https://trid.trb.org/view/1232720 ER - TY - ABST AN - 01464377 TI - Research for AASHTO Standing Committee on Highways. Task 263. Update of the AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities AB - The 1st Edition of the AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities (AASHTO Pedestrian Guide) was published in 2004 and reflects the state of the practice in 2001 - 2002 when it was written. Being the first edition, this guide may need some content changes or additions that were discovered once practitioners began using the guide. In addition, there has been newer research in many areas affecting the planning, design, and operation of pedestrian facilities. The objective of this study is to develop an outline of the scope and content of the next edition of the AASHTO Pedestrian Guide.
KW - Guidelines KW - Pedestrian areas KW - Pedestrian malls KW - Planning and design KW - State of the practice KW - Walkways UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2476 UR - https://trid.trb.org/view/1232607 ER - TY - ABST AN - 01462117 TI - Channelized Right-Turn Lanes at Signalized Intersections: Traffic Control Empirical Investigation - UTC AB - The ultimate objective of this research is to have a better understanding of the effectiveness of various traffic control devices that are used to regulate access at channelized right turn lanes. Towards this end, this research aims at screening the state of the art and the current practice regarding any guidance on the use of channelized lanes for right turns and the selection of appropriate traffic control for access regulation. KW - Best practices KW - Channelized intersections KW - Research projects KW - Right turn lanes KW - Signalized intersections KW - State of the art KW - Traffic control devices UR - http://www.westerntransportationinstitute.org/research/4w2500.aspx UR - https://trid.trb.org/view/1230338 ER - TY - ABST AN - 01464378 TI - Transportation Systems Operations and Management Guide AB - In their 2005 Strategic Plan, the American Association of State Highway and Transportation Officials (AASHTO) set the following objectives (among others): (1) Develop customer-driven delivery models in the areas of system operation and management; (2) Establish transportation as a vital element of national security; (3) Increase mobility by encouraging multimodal and intermodal solutions, policies, and technologies; (4) Establish safety as a national priority; and (5) Develop centers of excellence in safety, operations, finance, and freight. Integral to all of these objectives is the need for transportation agencies to proactively manage and operate the transportation system in order to achieve a wide range of system goals. These goals go beyond congestion relief to encompass safety, freight movement, transportation security, and reliability of system performance. System management and operations is vital to sustaining the value to the public of investments in the transportation system and meeting public expectations. The AASHTO Publication "The 21st Century Operations-Oriented State DOT" presents a vision of how state department of transportation (DOTs) can address transportation system management and operations and the characteristics of a comprehensive program for managing and operating the system. The major barriers to achieving this vision are institutional and there are additional barriers external to the DOT. Research is needed to help a state DOT determine how proactively they should manage and operate the multimodal transportation system, often in collaboration with other agencies, and then chart a course to deal with the constraints they face. Such research would also help them continuously improve their core business practice of transportation system management and operations as customer expectations and new capabilities evolve. The objective of this research is to create a strategic guide to developing, evolving, and sustaining transportation system management and operations as a core business practice of state DOTs. This core business practice should be enabled by institutional mechanisms such as organizational structure, resource and workforce management, change management, and system performance monitoring. The guide should be suitable for publication by AASHTO. KW - Highway operations KW - Mobility KW - Multimodal transportation KW - Strategic planning KW - Sustainable development KW - Traffic safety KW - Transportation planning KW - Transportation system management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2488 UR - https://trid.trb.org/view/1232608 ER - TY - ABST AN - 01464273 TI - Accelerating the Rate of Innovation Among State DOTs AB - Continuing innovation in the practices of U.S. transportation agencies has brought substantial benefits to the nation. Examples of beneficial innovation range from new materials used in pavements and structures, to new ways of collecting and analyzing information about transportation system users and the environment in which the system operates, to new ways of funding the investments needed to improve public safety and efficiency of travel. Beneficial innovation occurs in any field when new ideas are disseminated and widely adopted by practitioners. Experience in many fields illustrates that expanding the extent of information exchange among practitioners and increasing the rate of the exchange facilitate innovation. A variety of means have been used to identify quickly new ideas that may usefully be applied in many contexts and to make those ideas available to the people and institutions that can use them. Direct personal contact among professionals in a field, for example, is perhaps the oldest of these means and widely agreed to be particularly valuable. NCHRP Projects 20-36 Highway Research and Technology--International Information Sharing and 20-68A U. S. Domestic Scan Program are two currently active examples of efforts by the American Association of State Highway and Transportation Officials (AASHTO), the Federal Highway Administration (FHWA), The Transportation Research Board (TRB), and others to facilitate technology transfer and innovation through personal contact. A "scan" approach typically entails field visits to observe promising new practices, identify pertinent development and application issues, and assess appropriate technology transfer opportunities and methods. The scan visit focuses on face-to-face discussion of current experience, providing opportunities for a uniquely rich exchange of information that is difficult or impossible to replicate through written materials, telephone conversations, and e-mail correspondence. While scan visits are a productive means for spreading information and innovation, the primary exchange occurs with the people who make the visit. The NCHRP's scan projects include efforts to encourage scan-team members to expand the circle of information exchange through preparation and dissemination of a report of each scan, publications in trade and professional journals, conferences, and peer-to-peer forums, but the effectiveness is these efforts inevitably is limited. The NCHRP and others continue to seek both ways to enhance the effectiveness of scans and alternatives to scans as a very effective means for accelerating innovation among transportation agencies. The objectives of this project will be to explore (1) new ways (for example, emailed publications; webinar, blog, wiki, syndication, or other web-based instruments; sponsored innovation gatekeepers) to more productively disseminate scan results (e.g., webinars) and (2) alternatives to travel-based scans. Individual research and development activities will be undertaken as sub-projects. In addition, activities associated with specific scan topics may be designed to advance the objectives of this project. KW - Information management KW - Information technology KW - State departments of transportation KW - Technological innovations KW - Technology transfer UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2657 UR - https://trid.trb.org/view/1232502 ER - TY - ABST AN - 01462203 TI - Resources and Procedures for Developing Local and Specific Freight Corridors Commodity Flow Databases AB - Commodity flow data are used to understand which industries in a state or region generate the most demand on the system; they provide a key link between economic trade relationships in a state or region and freight demand; they are also used in modal diversion studies; and are a key input to multimodal trade corridor studies and air quality assessments. State Departments of Transportation (DOTs) and Metropolitan Planning Organizations (MPOs) need a variety of tools, but a number of useful commodity flow databases at the national level are of limited use at the state or regional level because they lack the appropriate level of geographical detail for flow origins and destinations. The objective of this research is to provide state DOTs and MPOs with guidance for compiling commodity flow data sets appropriate for sub-national analysis. This will include techniques for disaggregating national data sets; procedures and methodologies for conducting local commodity flow surveys; a compendium of commonly available public and private data sources for use in constructing sub-national commodity flow data sets; and procedures for compiling local, state, or regional commodity flow databases from these various resources. KW - Commodity flow KW - Databases KW - Freight traffic KW - Metropolitan planning organizations KW - Multimodal transportation KW - Origin and destination KW - Research projects KW - Transportation corridors UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2663 UR - https://trid.trb.org/view/1230424 ER - TY - ABST AN - 01462202 TI - Legal Considerations for Accessing Private Freight Data for Transportation Planning AB - Most data on freight transportation originates with private companies. Many factors are operating to increase the priority on planning and public investment for freight transportation: globalization of the economy; congestion at border crossings, terminals, and line haul links; health effects of emissions from diesel vehicles; and concerns about global warming and energy resources. Private data sources can be important resources for transportation planning and policy making, but the challenge is to find ways to make selected private data available to meet the specific needs of planners. While some agencies have had important successes securing and using private transportation data, the barriers remain significant, and the structures of data sharing agreements are not widely known. The objective of this research is to study the legal issues and establish general approaches and protocols for agreements between private entities and public agencies to enable access to essential private data for appropriate public transportation planning purposes. KW - Air quality management KW - Data sharing KW - Freight traffic KW - Freight transportation KW - Global warming KW - Globalization KW - Legal factors KW - Policy making KW - Private transportation KW - Research projects KW - Traffic congestion KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2664 UR - https://trid.trb.org/view/1230423 ER - TY - ABST AN - 01461764 TI - Best Practices in Transportation Planning AB - The purpose of this project is to examine the way in which states and Metropolitan Planning Organizations (MPOs) have responded to SAFETEA-LU requirements and to identify best practices in transportation planning, specifically in the areas of performance measures, environmental mitigation, long range transportation planning and fiscal constraint in long range transportation planning. This information can be used to assist transportation officials across the nation in improving their transportation planning processes and outcomes. The performance measures task can also help the Federal Highway Administration (FHWA) to propose new approaches to planning requirements to be included in the new transportation authorization legislation and to improve ongoing oversight and technical assistance processes. his work builds on previous work the Volpe National Transportation Systems Center (Volpe Center) has been conducting for FHWA under the Transportation Planning Capacity Building (TPCB) Program. One of the key objectives of TPCB are to gather and disseminate examples of effective transportation planning practices. The work also builds on support the Volpe Center has been providing to FHWA and the Federal Transit Administration (FTA) on oversight and certification and on the experience and expertise of the Volpe Center staff in the areas of environmental streamlining, stewardship and performance measurement. KW - Best practices KW - Environmental mitigation KW - Fiscal policy KW - Long range planning KW - Metropolitan planning organizations KW - Performance measurement KW - Research projects KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Transportation planning UR - https://trid.trb.org/view/1229984 ER - TY - RPRT AN - 01457038 AU - Horowitz, Alan J AU - University of Wisconsin, Milwaukee AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Research and Innovative Technology Administration TI - Origin Destination Disaggregation Using Fratar Biproportional Least Squares Estimation for Truck Forecasting PY - 2009/02/13 SP - 22p AB - This working paper describes a group of techniques for disaggregating origin-destination tables for truck forecasting that makes explicit use of observed traffic on a network. Six models within the group are presented, each of which uses nonlinear least-squares estimation to obtain row and column factors for splitting trip totals from and to larger geographical areas into smaller ones. The techniques are philosophically similar to Fratar factoring, although the solution method is quite different. The techniques are tested on a full-sized network for Northfield, MN and are found to work effectively. KW - Estimating KW - Forecasting KW - Fratar method KW - Least squares method KW - Northfield (Minnesota) KW - Origin and destination KW - Trucks UR - http://www.wistrans.org/cfire/documents/ODTableDisaggregationProblem.pdf UR - https://trid.trb.org/view/1224416 ER - TY - RPRT AN - 01131243 AU - Ivan, John N AU - Sadek, Adel W AU - Zhou, Hongmei AU - Ranade, Surang AU - University of Connecticut, Storrs AU - New England Transportation Consortium AU - Federal Highway Administration TI - Warrants for Exclusive Left Turn Lanes at Unsignalized Intersections and Driveways PY - 2009/02/12/Final Report SP - 133p AB - Accommodating left turns at unsignalized intersections is one of the most challenging problems in traffic engineering. Over the last forty years, a small number of studies developed guidelines for traffic engineers to help in deciding when a left turn lane is warranted for a given situation. Building on these previous attempts, this report describes the development of a refined decision support system (DSS) for assessing the likely benefits of left-turn lane installations as an aid to deciding whether a left-turn lane is warranted. The developed DSS is designed to predict these likely benefits based on several measures including delay savings, reductions in percent stops, increases in fuel efficiency, and reductions in emissions. The first step in developing the DSS was to use microscopic simulation to model several real-world unsignalized intersections with different geometric configurations and located in different area types. After carefully calibrating these models, several scenarios covering a wide range of operational conditions were simulated. The output from these simulation runs was then used to train a set of Multi-layer Perceptron Neural Networks (NNs), and to generalize the results from the models’ runs. The NNs were then incorporated into a DSS that can help an analyst quantify the impacts of a proposed new development as well as estimate the benefits of left-turn lane installations. The report also presents an investigation of the safety effects of exclusive left turn lane installation at unsignalized intersections. Crash prediction models were estimated using crash and volume data from intersections without left turn lanes by intersection category and crash category. Intersections throughout Connecticut were selected, representing six different types of intersections based on rural versus urban location, number of approach legs and number of through lanes on the main road. Negative binomial modeling was used with generalized estimation equations to account for the correlation among the crash counts for an intersection through the years. The expected number of crashes was predicted using the prediction models for intersections with left turn lanes assuming no left turn lanes were present. If the observed crash counts were significantly lower than the predicted, then there was evidence that the left turn lane created a safer condition. The results of comparing the observed and predicted crashes showed that the intersections were safer for same direction crashes when left turn lanes were installed, except for those on urban two lane roads, at which no safety effect is discernible. KW - Connecticut KW - Crash data KW - Crash risk forecasting KW - Decision support systems KW - Highway safety KW - Left turn lanes KW - Traffic safety KW - Traffic volume KW - Unsignalized intersections KW - Warrants (Traffic control devices) UR - http://www.uvm.edu/~transctr/pdf/netc/netcr72_05-7.pdf UR - https://trid.trb.org/view/890792 ER - TY - ABST AN - 01462433 TI - Fuel Purchasing Strategies for Public Transit Agencies AB - Transit agencies in America have experienced an increase in fuel prices of approximately 166% over the past four years. This continued trend is limiting their ability to provide the essential services that are required to serve passengers. Therefore, it is extremely important to develop purchasing strategies that will permit the agencies to deal effectively with the changes in the fuel market. The increase in fuel prices has affected the way that transit agencies conduct business. This increase has negatively impacted their budget and limited their resources for expansion. Consequently this has delayed their ability to perform service improvements, and capital improvements. The increase in fuel prices has a direct impact on their fuel budget as well as an indirect impact on the purchase of all petroleum- based products. Additionally, it increases the cost of all purchases that have transportation components associated with them. As a result of the increase in fuel, residents across America are depending more on public transportation. This dependency increases the demand for service which creates an increasing need for transit service expansion. As these demands increase, the cost of transportation increases, and the cost of maintaining an infrastructure increases simultaneously. The ability for a transit agency to increase revenues is limited. A main revenue source is fares, and without the ability of expanding services or frequency due to budget constraints, this source is restricted. Other options are to increase fares and reduce service. This is not a positive solution for a market that is demanding an increase of service. Another concern from rising gasoline prices is that there has been a decline by the general population in driving, and thus a decline in fuel purchasing and sales taxes revenues that are per-gallon based and that are dedicated to transit. The end result is that there will be less revenue for the transit property, further straining the limited revenues to meet the rise in passenger volume and expectations. Therefore, it is critical for transit agencies to implement different strategies such as using future contracts, derivates, swap strategies, spot market, joint purchasing, etc.). Strategies should take into account the size of the agencies and which strategies work best for agencies of different sizes, with different funding sources, and have limitations imposed by federal, state and local governments. The objective of this research is to develop and evaluate different fuel purchasing strategies that will benefit public transportation agencies as fuel prices continue to increase, hindering their ability to perform their basic function of transporting passengers and inhibiting their ability to expand service in a market that is expanding. 
 
KW - Fuel consumption KW - Fuel storage KW - Fuels KW - Operating revenues KW - Public transit KW - Purchasing KW - Research projects KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2615 UR - https://trid.trb.org/view/1230654 ER - TY - RPRT AN - 01159891 AU - Mortensen, Steve AU - Research and Innovative Technology Administration TI - USDOT Integrated Corridor Management (ICM) Initiative Transit Data Gap Action Plan Workshop Notes PY - 2009/02/10 SP - 11p AB - This document contains the notes from a workshop that gathered feedback about the Integrated Corridor Management (ICM) transit data gap action plan. This document also describes different methods for counting passengers that the participants in the workshop thought would be feasible. In addition to feasibility, potential manufacturers, and barriers to real-time data collection of passenger numbers were also discussed. The need for a dedicated communications infrastructure for transit communications was also posited by the attendees at the workshop. KW - Bus transit KW - Integrated corridor management KW - Passenger counting KW - Public transit KW - Transportation planning UR - http://ntl.bts.gov/lib/32000/32200/32293/14490.htm UR - http://ntl.bts.gov/lib/32000/32200/32293/14490_files/14490.pdf UR - https://trid.trb.org/view/920312 ER - TY - RPRT AN - 01127603 AU - Monaco, Kristen AU - Ritter, Kimberly AU - METRANS Transportation Center AU - California State University, Long Beach AU - California Department of Transportation AU - University Transportation Centers Program TI - Employment and Earnings in Southern California Trade-Dependent Industries PY - 2009/02/09/Final Report SP - 45p AB - In this report, the authors examine the earnings and employment in manufacturing, retail trade, transportation, and wholesale trade in Southern California. Data sources included the decennial Census and the American Community Survey. The authors determine that the labor markets show evidence of limited job ladders without significant education investment. They also find that clear patterns emerge in the types of jobs held by residents of communities where new logistics facilities are being built. Findings indicate that low skill/low pay jobs are typically held by individuals living and working in the Inland Empire, while high skill/high pay jobs are typically held by workers who live in Los Angeles and Orange Counties. KW - Earnings KW - Employment KW - Inland Empire (California) KW - Job opportunities KW - Logistics KW - Los Angeles County (California) KW - Occupations KW - Orange County (California) KW - Southern California KW - Trade KW - Travel time KW - Wages UR - http://www.metrans.org/sites/default/files/research-project/08-17%20Labor%20Markets%20-final%20report-020909.pdf UR - https://trid.trb.org/view/886708 ER - TY - RPRT AN - 01493381 AU - Schmidt, Jennifer D AU - Sicking, Dean L AU - Faller, Ronald K AU - Lechtenberg, Karla A AU - Holloway, James C AU - University of Nebraska, Lincoln AU - Mid-America Transportation Center AU - Iowa State University, Ames AU - Federal Highway Administration TI - Analysis of Existing Work-Zone Devices with MASH Safety Performance Criteria PY - 2009/02/04/Final Report SP - 391p AB - Crashworthy, work-zone, portable sign support systems accepted under National Cooperative Highway Research Program (NCHRP) Report No. 350 were analyzed to predict their safety performance according to the Test Level 3 (TL-3) Manual for Assessing Safety Hardware (MASH) evaluation criteria. An analysis was conducted to determine which hardware parameters of sign support systems would likely contribute to the safety performance with MASH. The accuracy of the method was evaluated through full-scale crash testing. Four full-scale crash tests were conducted with a pickup truck. Two tall-mounted, sign support systems with aluminum sign panels failed the MASH criteria due to windshield penetration. One low-mounted system with a vinyl, roll-up sign panel failed the MASH criteria due to windshield and floorboard penetration. Another low-mounted system with an aluminum sign panel successfully met the MASH criteria. Four full-scale crash tests were conducted with a small passenger car. The low-mounted tripod system with an aluminum sign panel failed the MASH criteria due to windshield penetration. One low-mounted system with aluminum sign panel failed the MASH criteria due to excessive windshield deformation, and another similar system passed the MASH criteria. The low-mounted system with a vinyl, roll-up sign panel successfully met the MASH criteria. Hardware parameters of work-zone sign support systems that were determined to be important for failure with MASH include sign panel material, the height to the top of the mast, the presence of flags, sign-locking mechanism, base layout and system orientation. Flowcharts were provided to assist manufacturers when designing new sign support systems. KW - AASHTO Manual for Assessing Safety Hardware KW - Crashworthiness KW - Highway safety KW - Impact tests KW - Materials KW - Passenger cars KW - Pickup trucks KW - Sign supports KW - Work zone traffic control KW - Work zones UR - http://publications.iowa.gov/14961/1/IA_DOT_SWZDI_TPF5-081_Schmidt_Mash_report_red.pdf UR - https://trid.trb.org/view/1262148 ER - TY - ABST AN - 01464466 TI - Next Generation Transportation Pooled Fund (TPF) Website AB - The existing transportation pooled fund (TPF) website was developed several years ago. Based on discussions with various levels of government and in cooperation with AASHTO's Research Advisory Committee (RAC) it is felt that an upgrade to the TPF website is necessary. The upgrade should enhance capabilities, expand the usage and functionality of the existing TPF website, and include the development of new templates and tools. A business model approach should be used when upgrading the website to assure the core capabilities of the entire research website are examined. Prior to actually funding an upgrade to the TPF website, an analysis of the website's current and future business processes and procedures should be reviewed at a strategic level. Looking at existing processes and systems from a strategic level will help identify gaps and opportunities and provide a strategic formation of the new website without overlooking the smallest detail. The development of TPF website business model would provide long-lasting value for the website customers. The business model and requirements that support the new and existing mission critical functions of the TPF website then can be incorporated into the design and deployment of a new TPF website. The implementation of the new FHWA SP&R Financial Accounting Procedures has increased the urgency of a new and improved TPF website. The need for additional information on the financial status and progress being made on SP&R pooled fund research projects via the TPF webite is essential. KW - Information technology KW - Next generation design KW - Pooled funds KW - Research KW - Strategic planning KW - Transportation planning KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2515 UR - https://trid.trb.org/view/1232696 ER - TY - ABST AN - 01464483 TI - Road Pricing, Public Perceptions and Program Development AB - The current system of funding our roads and highways does not provide sufficient capacity or quality of service for all who want to use them, and traffic congestion has grown to such an extent that building new roads by itself will not solve the problem. Direct charging for road use in major metropolitan areas (where prices vary by level of demand) has been proven to enable traffic flows at posted speed limits and could maintain transportation funding at current levels. Recent research has shown that the public and key transportation stakeholders do not have a sense of the comparative costs and benefits of various solutions to traffic congestion, particularly road pricing. Recent research into public opinion of tolling and road pricing indicates that supportive attitudes increase when more information is made available. To affect stakeholders' and the public's attitudes and behavior regarding road pricing, a commitment would have to be made to implement a long-term national public education initiative. This research effort would build upon past research to provide the underpinnings for such an initiative. Public officials, technical experts, and advocates on either side of the tolling and road pricing issue would use the information gleaned from this research to develop improved messages and techniques for communicating about road pricing with their constituents. KW - Benefit cost analysis KW - Quality of service KW - Road pricing KW - Speed limits KW - Stakeholders KW - Traffic congestion UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2499 UR - https://trid.trb.org/view/1232713 ER - TY - RPRT AN - 01330462 AU - Department of Transportation TI - Next Generation 9-1-1 (NG9‑1‑1) System Initiative: Transition Plan PY - 2009/02/02/Version 1.0 SP - 126p AB - The Next Generation 9-1-1 Initiative (NG9-1-1) is a U.S. Department of Transportation (USDOT) research and development project to help define the system architecture and develop a transition plan that considers responsibilities, costs, schedule, and benefits for deploying Internet Protocol (IP)-based emergency technologies within the 9-1-1 network across the Nation. As detailed in the USDOT NG9-1-1 System Initiative: Concept of Operations (CONOPS), USDOT understands that access to emergency services provided by public safety answering points (PSAP) in today’s world of evolving technology will ultimately occur within a broader array of interconnected networks comprehensively supporting emergency services—creating a seamless communications network from public access to those services, to the facilitation of those services, to the delivery of the emergency information to dispatchers and first responders. The USDOT’s NG9-1-1 Initiative has two main areas of focus: Technical/Engineering and Institutional/ Transitional. The technical aspect of the NG9-1-1 Initiative mainly centers on documenting NG9-1-1 system requirements, developing a system architecture, and demonstrating a proof-of-concept system. The institutional aspect primarily focuses on developing an assessment of cost, value, and risk of the NG9-1-1 system and developing a transition plan to evaluate all non-technical factors (e.g., cost, stakeholders, impacts, benefits) that will affect the successful transition to NG9-1-1. To facilitate the migration to the NG9-1-1 system, it is critical to understand and assess transition issues and identify potential options to resolve or address these issues. Without a clear understanding of the potential challenges and options to overcome the obstacles, the deployment of NG9-1-1 may extend over an inordinate length of time. This NG9-1-1 Transition Plan summarizes key funding, standards and technology, operations, governance and policy, and education and awareness issues identified in the NG9-1-1 Transition Issues Report, that will affect the transition from today’s 9-1-1 to a nationwide NG9-1-1 system. The Plan identifies potential, high-level strategic options for a variety of stakeholders. The NG9-1-1 Transition Plan also informs public policy officials about considerations for leadership, legislative, or regulatory activities essential to successful transition to NG9-1-1. KW - 911 Emergency Telephone System KW - Deployment KW - Emergency communication systems KW - Financing KW - Governance KW - Hazards and emergency operations KW - Interconnectedness KW - Next generation design KW - Operations KW - Planning KW - Policy KW - Public Safety Answering Points KW - Standards KW - Technology KW - Transitions UR - http://ntl.bts.gov/lib/35000/35600/35654/NG911_Transition_PlanFinal.pdf UR - https://trid.trb.org/view/1093612 ER - TY - RPRT AN - 01128368 AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Evaluation of the Focused Approach to Pedestrian Safety Program PY - 2009/02/02 SP - 51p AB - This report summarizes the results of an evaluation of the Federal Highway Administration (FHWA) Focused Approach to Pedestrian Safety Program. The study was done by the Volpe National Transportation Systems Center at the request of the FHWA Office of Safety (HSA). Five of the 19 “focus” locations were chosen for this evaluation based on geographic diversity, number and types of Program activities, and the availability of data about Program implementation. The study consisted of semistructured telephone interviews with 29 pedestrian safety stakeholders (mostly from government agencies) across the five locations. KW - Evaluation and assessment KW - Focused Approach to Pedestrian Safety Program (Federal Highway Administration) KW - Interviewing KW - Pedestrian safety KW - Safety programs KW - Stakeholders UR - http://ntl.bts.gov/lib/35000/35300/35359/efapsp020509.pdf UR - https://trid.trb.org/view/888838 ER - TY - ABST AN - 01464252 TI - Quick Response for Special Needs. Task 12. Ramp Incident Data from Selected Large and Medium Hub Airports AB -

This task intends to survey a statistically meaningful volume of large and medium hub airports to collect data on ramp incidents from both the airport and airlines. This effort is intended to result in a database (Access or Excel) that will be made available to the airport industry. No separate report on the data will be developed.

 

KW - Airport operations KW - Airport ramp accidents KW - Airport ramp operations KW - Airport terminals KW - Airports KW - Databases KW - Hubs KW - Incident detection KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2691 UR - https://trid.trb.org/view/1232481 ER - TY - ABST AN - 01461938 TI - Structural Testing of Field-Cast UHPC Connections between Precast Bridge Deck Level Elements AB - UHPC is being considered for use in bridge decks as a cast-in-place joint fill material between precast concrete elements. As part of the Federal Highway Administration's (FHWA&rsquo;s) ongoing UHPC research effort and in support of a UHPC deployment effort by the New York State Department of Transportation (NYSDOT), FHWA has initiating a testing program focused on the behavior of field cast UHPC connections between precast bridge deck elements. The six slab specimens are designed to model two different situations wherein UHPC might be used as a joint fill or closure pour material. Four of the slabs are designed to mimic the types of connections that might occur between precast bridge deck elements with the joint being perpendicular to the length of the bridge. The remaining two slabs are designed to mimic the type of connection that might occur between the flanges of a pair of deck-bulb-Tee prestressed girders with the joint being parallel to the length of the bridge. Each of these slabs will be tested for two different behaviors; namely performance under cyclic service level loads and performance under monotonic ultimate loads. Loads will be applied vertically along the midline of the span through a 10 inch by 20 inch load patch which simulates a truck wheel load. After the conclusion of the cyclic testing, the slabs will be loaded monotonically to failure. Assessments of specimen cracking and joint performance will be completed throughout the testing. KW - Bridge decks KW - Cast in place concrete KW - Cracking KW - Joint fillers KW - Performance evaluations KW - Research projects KW - Slabs UR - https://trid.trb.org/view/1230158 ER - TY - RPRT AN - 01548631 AU - Kwon, Taek AU - Weidemann, Ryan AU - University of Minnesota, Duluth AU - Minnesota Department of Transportation AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Solar/Wind Hybrid Renewable Power Generator for a Dynamic Message Sign PY - 2009/02//Final Report SP - 103p AB - This report describes the development and field test results of a solar/wind Hybrid Renewable Power Generator (HRPG) that powers a typical highway Dynamic Message Sign (DMS). This report is composed as follows: Chapter 2 describes a step-by-step design procedure of the HRPG implemented. Since solar radiation and winds are highly dependent upon the location and season, a careful analysis must be performed based on the statistics of weather data. The details on how to estimate the power generation using the available solar/wind maps are shown. The estimate of wind and solar resources and the power requirement of the DMS are then used for designing the solar/wind HRPG and computing the battery bank requirement. In the design procedure, part selection is important and the details are provided. Chapter 3 describes how the HRPG was installed. This includes installation of the pole, mounting the solar panels and wind turbine, battery and controller cabinet installation, controller setups, and the total cost of the HRPG. Data was collected from the HRPG via the data logging system. A total of 509 days worth of data was collected. Chapter 4 analyzes this data and also summarizes the testing of the DMS. Chapter 5 describes a generalized design procedure that needs to be considered when designing a HRPG for an application. Finally, Chapter 6 describes conclusions of this project. KW - Costs KW - Data analysis KW - Data collection KW - Design KW - Electric batteries KW - Electric generators KW - Installation KW - Solar power generation KW - Variable message signs KW - Weather KW - Wind power generation UR - http://enterprise.prog.org/Projects/2002_2009/finalreports/D3-DMS-SolarWind-FinalReport-V9.pdf UR - https://trid.trb.org/view/1333234 ER - TY - RPRT AN - 01537420 AU - Pickerill, Heath AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Research and Innovative Technology Administration TI - Missouri Local Technical Assistance Program at Missouri University of Science and Technology (formerly University of Missouri – Rolla): Annual Progress Report, January – December 2007 PY - 2009/02//Final Report SP - 15p AB - This annual report is a summary of the activities during 2007 for the Missouri Local Technical Assistance Program (Missouri LTAP), which is located at Missouri University of Science and Technology. The report highlights Missouri LTAP’s performance and activities over the past year. KW - Annual reports KW - Highway departments KW - Local Technical Assistance Program KW - Missouri KW - Technical assistance KW - Training UR - http://transportation.mst.edu/media/research/transportation/documents/ETT199_CR.pdf UR - https://trid.trb.org/view/1322367 ER - TY - RPRT AN - 01537419 AU - Pickerill, Heath AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Research and Innovative Technology Administration TI - Missouri Local Technical Assistance Program at Missouri University of Science and Technology: Annual Progress Report, January – December 2008 PY - 2009/02//Final Report SP - 25p AB - This annual report is a summary of the activities during 2008 for the Missouri Local Technical Assistance Program (Missouri LTAP), which is located at Missouri University of Science and Technology. The report highlights Missouri LTAP’s performance and activities over the past year. KW - Annual reports KW - Highway departments KW - Local Technical Assistance Program KW - Missouri KW - Technical assistance KW - Training UR - http://transportation.mst.edu/media/research/transportation/documents/ETT220_CR.pdf UR - https://trid.trb.org/view/1322359 ER - TY - RPRT AN - 01473282 AU - Hashemi, Hossein AU - METRANS Transportation Center AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Low-Cost Object Detection RF CMOS Sensor Development for Active Safety Systems PY - 2009/02 SP - 38p AB - A CMOS radar chip is designed with a newly proposed multi-beam spatio-temporal RAKE transceiver architecture that attempts to harness multi-path reflections to gather more information about the environment around the vehicle. The principle of operation and simulated and measured results from a 4-channel 24-26GHz 90nm CMOS prototype are presented. Correlated signals are converted to digital data streams using off-chip analog-to-digital converters for further processing (object recognition, scene reconstruction, etc.) in a digital signal processor that also is responsible for code generation and timing circuitry. This CMOS radar chip can be integrated in a low-cost vehicular sensor for applications including short-range object detection for blind-spot detection, side and rear impact sensing, parking assistance and pedestrian detection. KW - CMOS devices KW - Computer architecture KW - Cost effectiveness KW - Design KW - Imaging systems KW - Radar vehicle detectors KW - Transceivers UR - http://www.metrans.org/research/08-02-low-cost-object-detection-rf-cmos-sensor-development-active-safety UR - https://trid.trb.org/view/1218683 ER - TY - RPRT AN - 01473090 AU - Anderson, Douglas I AU - Fazio, Michael AU - Leonard, Blaine AU - Wakil, Abdul AU - Berg, Kenneth AU - Sharp, Richard AU - Anderson Transportation Consulting AU - Utah Department of Transportation AU - Federal Highway Administration TI - Research Division Manual of Instruction PY - 2009/02//Final Report SP - 130p AB - This manual documents the Research and Development Program at the Utah Department of Transportation (UDOT). It describes the policies and procedures driving the program, the division’s organization and staffing, how the customers and stakeholders are supported, and how the program interfaces with the strategic goals of the Department. The manual describes the processes used to select and conduct research projects, how the Annual Work Program is prepared, and discusses the major funding sources supporting the program. It outlines the Development Program including the Technology Transfer, Experimental Features, New Products Evaluation, Implementation, and Library Sciences initiatives. KW - Financing KW - Manuals KW - Organization KW - Policy KW - Research projects KW - Strategic planning KW - Technology transfer KW - Utah Department of Transportation UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=24009 UR - https://trid.trb.org/view/1243727 ER - TY - RPRT AN - 01472468 AU - Garvey, Philip M AU - Pietrucha, Martin T AU - Damin, Steve AU - Deptuch, Damian AU - Mid-Atlantic Universities Transportation Center AU - United States Sign Council AU - Research and Innovative Technology Administration TI - Internal vs. External On-Premise Sign Lighting: Visibility and Safety in the Real World PY - 2009/02//Final Report SP - 19p AB - Poorly visible on-premise commercial signs have been associated with reduced safety, as drivers trying to locate and make sense of these signs may drive slower than the rest of traffic and perform erratic, last-second maneuvers. One of the main reasons for reduced sign visibility is poor sign lighting. In addressing this issue, past research sponsored by the United States Sign Council Foundation demonstrated that internally illuminated on-premise signs have 40 to 60 percent greater visibility than externally illuminated signs in a controlled test track environment. Even so, an ever-increasing number of jurisdictions are implementing sign ordinances that prohibit the use of internally illuminated on-premise signs, mainly for aesthetic reasons. The objective of this research was to expand on the earlier test track research by evaluating the relative visibility of internally and externally illuminated signs on open roads in the real world. The results of this research clearly demonstrate the superiority of internally illuminated signs across a wide variety of driving conditions, sign offsets, sign sizes, shapes, colors, external lighting designs and quality levels. KW - Highway safety KW - Illuminated commercial signs KW - Lighting KW - Signs KW - Visibility UR - http://www.mautc.psu.edu/docs/PSU-2008-02.pdf UR - https://trid.trb.org/view/1243638 ER - TY - RPRT AN - 01470882 AU - Adduci, Bob AU - Mottley, Frederick AU - Haines, Marsha AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - ROW Fatality and Trespass Reduction Workshop 2008 – Summary of Results PY - 2009/02//Final Report SP - 138p AB - This report documents the activities and results of the first Right-of-Way (ROW) Fatality and Trespass Prevention Workshop which was held April 1 & 2, 2008 at the Caltrain headquarters in San Carlos, California. The workshop was sponsored by the Federal Railroad Administration (FRA) Office of Safety and the Federal Transit Administration (FTA); hosted by Caltrain; and organized by the U.S. Department of Transportation (DOT)’s Volpe National Transportation Systems Center. This event took an in-depth look at the issues surrounding one of the biggest risk areas facing the rail community - trespassing and fatalities on the right-of-way. This workshop was the first to bring together multiple rail constituents including transit, freight and commuter rail to focus on common problems and solutions surrounding ROW fatality and trespass prevention. The goal of the workshop was to identify and share existing industry leading practices and explore new strategies that the rail industry could pursue to reduce the number of right-ofway and trespasser incidents and fatalities. The two day workshop included 23 presentations from multiple organizations on ROW Fatality/Trespass issues covering the following six topic areas: Community Outreach; Police/Enforcement; Hazard Management; Technology; Infrastructure I; and Infrastructure II - Engineering. KW - Engineering KW - Fatalities KW - Hazard mitigation KW - Law enforcement KW - Outreach KW - Railroad safety KW - Right of way (Land) KW - Strategic planning KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/2806 UR - https://trid.trb.org/view/1238923 ER - TY - ABST AN - 01461974 TI - Florid'a Center for Intermodal Transportation Safety & Security AB - This project supports the continuing efforts of the State University System of Florida in the establishment of the Center for Intermodal Transportation Safety & Security. The Center is designed to address the potential threats of terrorism affecting the safety and general economic welfare of Florida's population and its transportation-based infrastructure. A real-time simulation system will be established for creating computer-based digital visualizations of transit systems, railroads, seaports, and airports for the purpose of planning, engineering, management and security activities, using 3-D and 4-D modeling and simulation. The Center's primary mission is to support initiatives by the state to protect and encourage the economic vitality of Florida by preventing both terrorism and transportation gridlock. KW - Air transportation KW - Florida KW - Intermodal transportation KW - Public transit KW - Railroad transportation KW - Real time information KW - Research projects KW - Safety and security KW - Simulation KW - Transportation safety KW - Water transportation UR - https://trid.trb.org/view/1230194 ER - TY - RPRT AN - 01457030 AU - Vonderohe, Alan P AU - University of Wisconsin, Madison AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Implementation of GPS Controlled Highway Construction Equipment- Phase III PY - 2009/02//Final Report SP - 124p AB - Beginning in 2006, the Wisconsin Department of Transportation (WisDOT) and the Construction Material and Support Center (CMSC) at the University of Wisconsin-Madison (UW-Madison) worked together to develop the specifications and the quality assurance/quality control (QA/QC) procedures for global positioning system (GPS) machine guidance on highway grading projects. These specifications and procedures were the basis for the 2007 Pilot Program using GPS machine control grading on two projects. A phase II contract with CMSC was developed to monitor and analyze the 2007 pilot projects. The end result of this contract was the refinement of the specifications and procedures to be used in the 2008 pilot program. Currently there are five (5) grading contracts that were selected by the regions as good candidates for GPS machine guidance and will be let with specifications that will permit the use of GPS machine guidance in lieu of setting blue tops. In addition, there is one (1) more project that is in the process of doing a no cost contract change order to use GPS machine guidance and will be part of the 2008 pilot program. Because five (5) of these projects will permit and not require the use of GPS machine guidance, we are uncertain at this time of the exact number for our 2008 pilot program. Two to four projects are anticipated in the 2008 pilot program. KW - Construction equipment KW - Global Positioning System KW - Grading (Earthwork) KW - Implementation KW - Paving KW - Quality assurance KW - Quality control KW - Specifications UR - http://www.wistrans.org/cfire/documents/02-13_CFIRE_FR.pdf UR - https://trid.trb.org/view/1224412 ER - TY - RPRT AN - 01456909 AU - Tadros, Maher K AU - Morcous, George AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Mid-America Transportation Center AU - Federal Highway Administration AU - Federal Transit Administration AU - Research and Innovative Technology Administration TI - Application of Ultra-High Performance Concrete to Bridge Girders PY - 2009/02//Final Report SP - 86p AB - Ultra-High Performance Concrete (UHPC) is a new class of concrete that has superior performance characteristics compared to conventional concrete. The enhanced strength and durability properties of UHPC are mainly due to optimized particle gradation that produces a very tightly packed mix, extremely low water to powder ratio, and use of steel fibers. The unique strength and durability properties of UHPC make it an attractive material for precast prestressed bridge girder construction. However, commercial UHPC mixes currently available in the U.S. market cost about 10 times the cost of conventional concrete mixes, in addition to the need for special mixing and curing procedures that are not convenient to most precasters. The general objective of this project is to promote the use of UHPC in bridge construction. The specific objectives include: 1) review the various UHPC mixes developed in North America, Europe, and Japan and compare them in terms of economics and performance characteristics; 2) develop non-proprietary UHPC mix that are optimized in terms of the total cost of production while providing a final compressive strength of at least 18 ksi; 3) evaluate the mechanical properties of the developed mixes; and 4) investigate the application of the developed mixes to standard precast prestressed concrete bridge I-girders. The developed mixes consist of type III cement, fine sand, class C fly ash, silica fume, high range water reducer, and water. Steel fibers are eliminated due to their high cost and Grade 80 ksi welded wire reinforcement (WWR) is used instead to substitute for the loss in the tensile/shear capacity. The results of the laboratory tests and the full-scale girder tests indicated that the developed mixes are attainable using practical and affordable mixing and curing procedures and their mechanical properties are superior to those of the mixes currently used in Nebraska. KW - Bridge construction KW - Concrete bridges KW - Costs KW - Girders KW - Laboratory tests KW - Mechanical loads KW - Nebraska KW - Precast concrete KW - Prefabricated bridges KW - Ultra high performance concrete UR - https://trid.trb.org/view/1224014 ER - TY - RPRT AN - 01448594 AU - Ayres Associates, Incorporated AU - Federal Highway Administration AU - National Highway Institute TI - Stream Instability, Bridge Scour, and Countermeasures: A Field Guide for Bridge Inspectors PY - 2009/02 SP - 49p AB - The bridge inspector must understand the behavior of rivers in order to recognize changing conditions associated with unstable streams or scour at bridge foundations that may threaten the stability of the bridge. This field guide contains information on the following: stream instability; scour at bridges; National Bridge Inventory (NBI), coding, and plans of action; countermeasures; and flood watch and bridge closure. KW - Bridge closure KW - Bridges KW - Countermeasures KW - Floods KW - Guidelines KW - Inspection KW - National Bridge Inventory KW - Scour KW - Streams UR - https://trid.trb.org/view/1215851 ER - TY - RPRT AN - 01447142 AU - Hedlund, J AU - Cassanove, T AU - Chaudhary, N AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Public Awareness Survey Recommendations of the NHTSA-GHSA Working Group PY - 2009/02//Final Report SP - 92p AB - The Governors Highway Safety Association (GHSA) and the National Highway Traffic Safety Administration (NHTSA) developed a basic set of survey questions including information on seat belt use, impaired driving, and speeding. These core questions can be used in regular telephone or similar surveys to track driver attitudes and awareness of highway safety enforcement and communication activities and self-reported driving behavior. This working paper summarizes the results. KW - Attitudes KW - Behavior KW - Impaired drivers KW - Recommendations KW - Seat belt usage KW - Speeding KW - Surveys KW - Traffic safety UR - http://www.ghsa.org/html/resources/files/pdf/planning/survey_recs.pdf UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811511.pdf UR - http://ntl.bts.gov/lib/45000/45700/45722/811511.pdf UR - https://trid.trb.org/view/1214530 ER - TY - RPRT AN - 01383127 AU - Federal Highway Administration TI - RSA toolkit PY - 2009/02//v1.0 SP - 1 CD ROM AB - This CD-ROM houses all of the assorted materials created under the Road Safety Audit (RSA) Program. The toolkit includes the following sections: 1. RSA videos; 2. guidelines; 3. case studies; 4. program contacts; 5. sample reports; 6. program web links; 7. RSA training information; 8. RSA peer-to-peer program information. KW - Case studies KW - Case study KW - Education KW - Education KW - Highway safety KW - Road safety KW - Safety audit KW - Usa UR - https://trid.trb.org/view/1151069 ER - TY - RPRT AN - 01330473 AU - Department of Transportation TI - Next Generation 9-1-1 (NG9‑1‑1) System Initiative: Final System Design Document PY - 2009/02//Version 2.0 SP - 90p AB - The Next Generation 9-1-1 (NG9-1-1) Initiative is a research and development project funded by the US Department of Transportation (USDOT) to define the framework and plan to deploy Internet Protocol (IP)-based emergency communications across the nation. The project has helped to define the concept of operations, functional requirements, and system architecture, and to develop a transition plan that considers implementation costs, values, and risks. This final system design document is the culmination of the technical work of the NG9-1-1 Initiative. This document describes the system design for the Next Generation 9-1-1 (NG9-1-1) Proof-of-Concept (POC) demonstration task. KW - 911 Emergency Telephone System KW - Access KW - Emergency communication systems KW - Emergency response time KW - Information technology KW - Next generation design KW - System design KW - Wireless communication systems UR - http://ntl.bts.gov/lib/35000/35600/35652/USDOT_NG911_FINAL_System_Design.pdf UR - https://trid.trb.org/view/1093607 ER - TY - RPRT AN - 01160549 AU - Ibrahim, Firas I Sheikh AU - Federal Highway Administration TI - Load Rating Guidance and Examples for Bolted and Riveted Gusset Plates in Truss Bridges PY - 2009/02 SP - 50p AB - The Federal Highway Administration (FHWA) Gusset Plate Evaluation Guidance – Part A and Part B with Illustrated Examples has been published to provide guidelines to bridge owners in meeting the requirements of the FHWA Technical Advisory T 5140.29 Load-carrying Capacity Considerations of Gusset Plates in Non-load-path Redundant Steel Truss Bridges, dated January 15, 2008. The FHWA Guidance is based on the latest edition of the AASHTO LRFD, LRFR and LFR, and comments from many bridge professionals. It represents minimum requirements. This guidance will be updated as new information becomes available from the FHWA-AASHTO joint study on the Load and Resistance Factor Design and Rating of Riveted, Bolted, and Welded Gusset-Plate Connections for Steel Bridges. KW - AASHTO LRFD Bridge Design Specifications KW - Bearing capacity KW - Guidelines KW - Gusset plates KW - Load and resistance factor design KW - Load factor KW - Steel bridges KW - Structural connection KW - Truss bridges UR - http://bridges.transportation.org/Documents/FHWA-IF-09-014LoadRatingGuidanceandExamplesforGussetsFebruary2009rev3.pdf UR - https://trid.trb.org/view/921262 ER - TY - RPRT AN - 01158862 AU - San Jose State University AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - A Town Hall Meeting on Our Bicycle Safety Crisis PY - 2009/02 SP - 70p AB - “A Town Hall Meeting on Our Bicycle Safety Crisis,” sponsored by the Mineta Transportation Institute and other organizations, was held on June 28, 2008, in San José, California. Speakers from the California Department of Transportation, transportation and planning authorities, bicycle advocacy groups and other interest groups addressed the dangers and special considerations involved in cycling through urban traffic. Cycling injuries and fatalities have been increasing in California and throughout the United States. Speakers shared information about proposals for regional and statewide bicycle improvements and policy changes that would favor and encourage bicycling as an alternative to automobiles. Questions from the audience allowed policymakers to better understand what the biking public desires for increasing safety and usability between transportation modes. Part of the meeting was broadcast as part of the Commonwealth Club of California's regular series. KW - Bicycle crashes KW - Bicycle facilities KW - Bicycle travel KW - Cyclists KW - Policy KW - Public participation KW - Safety UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/BikeSafetyForum.pdf UR - https://trid.trb.org/view/918706 ER - TY - RPRT AN - 01158464 AU - Tonon, Fulvio AU - Youn, Heejung AU - Raibagkar, Anay P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Effect of Verification Cores on Tip Capacity of Drilled Shafts PY - 2009/02//Technical Report SP - 397p AB - This research addressed two key issues: (1) Will verification core holes fill during concrete backfilling? If so, what are the mechanical properties of the filling material? In dry conditions, verification core holes always completely fill with concrete whose compressive strength is of equal strength to the concrete in the drilled shaft column. In wet conditions, the bottom half of the verification core hole fills with non-cemented gravel-sand mixture (φ = 52°), while the upper half of the verification core hole fills with weakly cemented material (Vp = 2000 fps). (2) When drilling in materials, such as shales, susceptible to degradation: does this degradation specifically around shaft verification core holes affect point bearing capacity? The shear strength of Del Rio Clay and Eagle Ford Shale is not affected by drying-duration, but is related to water content; the shear strength of Taylor Marl and Navarro Shale decreases considerably as drying-duration increases. The elastic modulus of all four clay shales drops significantly when clay shales are dried and then wetted. When shales are first dried and then rewetted and concrete is poured in the wet, the verification core hole reduces tip capacity by a maximum of 10% (14% for Taylor Marl). In all other cases, the verification core does not decrease the tip capacity. KW - Bearing capacity KW - Clay KW - Cores (Specimens) KW - Drilled shafts KW - Marl KW - Shale UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5825_1.pdf UR - https://trid.trb.org/view/919256 ER - TY - RPRT AN - 01155878 AU - Irwin, Lynne H AU - Orr, David P AU - Atkins, Daniel AU - Cornell University AU - Federal Highway Administration TI - FWD Calibration Center and Operational Improvements: Redevelopment of the Calibration Protocol and Equipment PY - 2009/02//Final Report SP - 261p AB - The objective of this study is to upgrade the existing falling weight deflectometer (FWD) calibration system to make calibration sustainable for the next decade without a loss of quality while ensuring any new procedures are compatible with all brands of FWDs sold in the United States. This involves upgrading the hardware and software used in calibration to take advantage of improvements in technology. The primary result of the FWD calibration procedure is to obtain “gain factors” used to correct FWD load cell and deflection sensor data to agree with the calibration instrumentation. Changes incorporated in the new FWD calibration procedure include: replacing the reference Linear Variable Differential Transducer (LVDT) with an accelerometer for deflection sensor calibration, development of a multiple sensor stand to allow calibration of all deflection sensors simultaneously, updating the calibration software to a modern programming language with the ability to read native data formats from each brand of FWD, and the use of modern data acquisition techniques to eliminate sensitivity problems from the older SHRP FWD calibration protocol. The time to complete an FWD calibration was greatly reduced. This report outlines the updated procedures and provides details about the equipment and methods needed to perform the updated protocol. KW - Accelerometers KW - Calibration KW - Data collection KW - Deflection KW - Falling weight deflectometers KW - Linear variable differential transducers KW - Pavements UR - http://www.pooledfund.org/documents/TPF-5_039/FWD_Cal_Report_2009_Mar_8.pdf UR - https://trid.trb.org/view/916535 ER - TY - RPRT AN - 01150527 AU - HDR-HLB Decision Economics AU - Department of Transportation TI - Assessing the Full Costs of Congestion on Surface Transportation Systems and Reducing them through Pricing PY - 2009/02 SP - 98p AB - The nations transportation network is an essential component of economic growth and prosperity. In particular, roads and highways represent a vital element for automobile and freight truck transportation. Consequently, keeping traffic moving as efficiently as possible is an important contributor to the health of the economy. However, with demand for the existing surface transportation infrastructure exceeding capacity, delays in travel time is only one of the many symptoms of congestion. The effects of congestion are widespread and in addition to delays in travel time, stop-and-go traffic results in increased fuel consumption and to lost productivity and efficiency. It is therefore important to understand the magnitude of the congestion problem and its implications on the national economy as a first step toward identifying possible remedies. In order to allocate the limited roadway capacity among users, congestion pricing is frequently considered an efficient management technique, whereby roadway users are forced to choose between their need to travel and their willingness to pay to travel on certain portions of the road or at certain, high-demand times. While a number of studies have investigated the costs associated with road congestion, most have focused on two main issues, namely increased travel time and added fuel costs. While these two direct costs are understandably significant components, congestion generates a host of other costs that add to the extent of problem. Potential costs of congestion that have received much less attention are those related to increased unreliability, emissions and environmental damage, excess vehicle operating costs, loss of productivity, increased inventory costs as well as higher frequency of cargo delays. KW - Congestion pricing KW - Freight traffic KW - Freight transportation KW - Ground transportation KW - Operating costs KW - Pollutants KW - Traffic congestion KW - Trucks UR - http://www.dot.gov/sites/dot.gov/files/docs/Costs%20of%20Surface%20Transportation%20Congestion.pdf UR - https://trid.trb.org/view/913006 ER - TY - RPRT AN - 01150334 AU - Mahapatra, R N AU - Bhojwani, P AU - Lee, J H AU - Kim, Y AU - Texas A&M University, College Station AU - Federal Aviation Administration TI - Microprocessor Evaluations for Safety-Critical, Real-Time Applications: Authority for Expenditure No. 43 Phase 3 Report PY - 2009/02//Final Report SP - 43p AB - This report discusses the findings concerning safety issues in using todays commercial off-the-shelf (COTS) microprocessors on aircraft. The report addresses the applicability of RTCA/DO-254 to microprocessors, documents potential safety concerns when using modern COTS microprocessors on aircraft, and proposes potential approaches for addressing these safety concerns. The research was performed in multiple phases with participation from avionic system developers (BAE Systems, The Boeing Company, Lockheed Martin, and Smiths Aerospace) and Federal Aviation Administration organizations responsible for aircraft safety research and development. Phase 1 established the project scope and identified the research parameters, as well as reviewed the available literature and surveyed microprocessor users to identify the issues and potential solutions associated with the use of COTS microprocessors in regulated, safety-critical applications. Phase 2 developed the project objectives and found an approach to work toward the solution of these issues and the achievement of these objectives. Phase 3, documented in this report, evaluated the proposed approach and continued the development of processes, services, and prototype tool development. Phase 4, depending heavily on industry experience, will attempt to determine if new approaches can be developed to ensure system safety and provide more effective methods to accumulate safety evidence for certification while reducing the time and cost to develop and certify complex systems. These results will be documented in a Microprocessor Selection and Evaluation Handbook to facilitate application to real-time, safety-critical applications. KW - Aircraft operations KW - Aviation safety KW - Avionics KW - Certification KW - Critical systems KW - Microprocessors KW - Real time information UR - http://www.faa.gov/aircraft/air_cert/design_approvals/air_software/media/AR-08-55.pdf UR - https://trid.trb.org/view/913019 ER - TY - RPRT AN - 01142623 AU - Long, James H AU - Hendrix, Joshua AU - Jaromin, David AU - University of Illinois, Urbana-Champaign AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Comparison of Five Different Methods for Determining Pile Bearing Capacities PY - 2009/02//Final Report SP - 176p AB - The purpose of this study is to assess the accuracy and precision with which five methods can predict axial pile capacity. The methods are the Engineering News formula currently used by Wisconsin Department of Transportation (WisDOT), the FHWA-Gates formula, the Pile Driving Analyzer, the method developed by the Washington State DOT (WSDOT), and further analysis conducted on the FHWA-Gates method to improve its ability to predict axial capacity. Improvements were made by restricting the application of the formula to piles with axial capacity less than 750 kips, and by applying adjustment factors based on the pile being driven, the hammer being used, and the soil into which the pile is being driven. Two databases of pile driving information and static or dynamic load tests were used to evaluate these methods. Analysis is conducted to compare the impact of changing to a more accurate predictive method, and incorporating load and resistance factor design (LRFD). The results of this study indicate that a “corrected” FHWA-Gates and the WSDOT formulas provide the greatest precision. Using either of these two methods and changing to LRFD should increase the need for foundation (geotechnical) capacity by less than 10 percent. KW - Accuracy KW - Bearing capacity KW - Formulas KW - Load and resistance factor design KW - Load tests KW - Mathematical prediction KW - Pile driving KW - Piles (Supports) KW - Precision UR - http://wisdotresearch.wi.gov/wp-content/uploads/07-04pilebearingcapacities-f1.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/07-04pilebearingcapacities-f1.pdf UR - https://trid.trb.org/view/902909 ER - TY - RPRT AN - 01142395 AU - Jayawickrama, Priyantha Warnasuriya AU - Merrick, Michael E AU - Senadheera, Sanjaya P AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Develop a New Testing and Evaluation Protocol to Assess Flexbase Performance Using Strength of Soil Binder PY - 2009/02//Technical Report SP - 125p AB - This research involved a detailed laboratory study of a new test method for evaluating road base materials based on the strength of the soil binder. In this test method, small test specimens (5 in. length and 0.75 in. square cross section) of binder material are load tested to obtain a flexural strength value. The laboratory study conducted in this research included material collected from 19 different sources. The results from the study demonstrated that good correlation can be established between the binder strength and 0-psi Texas Triaxial strength for certain types of base materials such as crushed limestone and materials treated with cement or flyash. However, the test method could not be used to measure the flexural strengths of many sand and gravel materials because these materials did not produce consistent data. The data obtained from repeatability analyses provided an average Coefficient of Variation (COV) of 12.6% for the base binder flexometer test and a COV of 23.2% for the 0-psi Texas Triaxial Test. The research effort also included the design and fabrication of a low cost, easy-to-operate prototype test device for the measurement of binder flexural strength. The reliability of the test equipment was verified by running parallel tests using another commercially available loading device. KW - Base course (Pavements) KW - Binders KW - Cement treated soils KW - Coefficient of variation KW - Crushed limestone KW - Flexural strength KW - Fly ash KW - Laboratory tests KW - Load tests KW - Test procedures KW - Triaxial shear tests UR - http://library.ctr.utexas.edu/pdf02/5873-1.pdf UR - https://trid.trb.org/view/902763 ER - TY - RPRT AN - 01142070 AU - Kandarpa, Ram AU - Chenzaie, Mujib AU - Dorfman, Matthew AU - Anderson, Justin AU - Marousek, Jim AU - Schworer, Ian AU - Beal, Joe AU - Anderson, Chris AU - Weil, Tim AU - Perry, Frank AU - Booz Allen Hamilton AU - Research and Innovative Technology Administration TI - Vehicle Infrastructure Integration Proof-of-Concept Executive Summary — Infrastructure PY - 2009/02//Final Report SP - 24p AB - In 2005, the US Department of Transportation (DOT) initiated a program to develop and test a 5.9GHz‐based Vehicle Infrastructure Integration (VII) proof of concept (POC). The POC was implemented in the northwest suburbs of Detroit, Michigan. This report describes the overall approach undertaken to prove the VII concept through a structured testing program and describes the overall experimental design utilized in proving the VII concept, by providing an overview of the system architecture and the design of systems, subsystems, and components, as well as the public sector applications developed to prove some of the system concepts. It outlines the purpose and procedures for various tests, identifies the test articles, and documents the results of that testing. It also discusses the implications of those test results relative to the overall viability of the VII concept and identifies recommendations for future work, including if and how designs and standards may need to be modified. KW - Dedicated short range communications KW - Detroit (Michigan) KW - Experimental design KW - Infrastructure KW - Proof of concept KW - System architecture KW - System design KW - Testing KW - Vehicle infrastructure integration UR - http://ntl.bts.gov/lib/31000/31000/31078/14481.pdf UR - https://trid.trb.org/view/902408 ER - TY - SER AN - 01142066 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Carpenter, Samuel AU - Leng, Zhen AU - Ozer, Hasan AU - Trepanier, James S AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Tack Coat Optimization for HMA Overlays: Accelerated Pavement Test Report PY - 2009/02//Final Report IS - 09-035 SP - 56p AB - Interface bonding between hot-mix asphalt (HMA) overlays and Portland cement concrete (PCC) pavements is one of the most significant factors affecting overlay service life. This study was performed to quantify the effects of HMA type, tack coat type, tack coat application rate, and PCC surface texture on the interface bonding and overlay performance through laboratory testing, accelerated pavement testing (APT), and numerical modeling. This report presents the outcomes of the APT, as well as the numerical modeling of pavement interfaces. The results of the laboratory testing are covered in a companion report. The APT built on and validated previously completed laboratory tests where an HMA overlay was placed on top of an existing PCC pavement having various surface textures including smooth, transverse tined, longitudinal tined, and milled. In addition, zebra sections were included to evaluate the effect of non-uniform tack coat application. Asphalt emulsion SS-1hP and cutback asphalt RC-70 were applied at three residual application rates, 0.02, 0.04, and 0.09 gal/yd2 (0.09, 0.18, and 0.41 L/m2); asphalt binder PG64-22 was applied at 0.04 gal/yd2 (0.41 L/m2). Two HMA designs, standard binder mix and moisture sensitive binder mix, were used along with the three tack coats. Twenty-five pavement test sections were constructed and loaded with the Accelerated Transportation Loading ASsembly (ATLAS) at the centerline. The tensile strains at the bottom of HMA, to quantify potential interface slippage, were measured for selective sections, and primary HMA rutting was analyzed for all sections. The APT results validated laboratory determined optimum tack coat application rate, which provided the lowest interface strain and surface rutting in the field. Both PG64-22 and SS-1hP showed better rutting resistance than RC-70. Milled PCC surface provided lower rutting than transverse-tined and smooth surfaces. The field testing also showed that PCC cleaning methods play an important role in the HMA-PCC bonding. Higher rutting depth was measured in sections with uneven tack coat distribution compared to that with uniform tack coat distribution. Field testing results don’t show enough evidence to prove that using a moisture-sensitive mix will result in higher HMA surface rutting. KW - Accelerated pavement tests KW - Bituminous overlays KW - Bonding KW - Hot mix asphalt KW - Optimization KW - Portland cement concrete KW - Tack coats UR - http://ntl.bts.gov/lib/31000/31000/31023/ICT-09-035.pdf UR - https://trid.trb.org/view/902076 ER - TY - RPRT AN - 01140583 AU - Murrugarra, Ruth AU - Renna, Nicholas AU - Wallace, William A AU - Wojtowicz, Jeffrey M AU - Rensselaer Polytechnic Institute AU - New York State Department of Transportation AU - Federal Highway Administration TI - Post New York State Fair Performance Assessment PY - 2009/02//Final Task Report SP - 137p AB - The New York State (NYS) Fair project was a $200,000 effort sponsored by the Federal Highway Administration and the New York State Department of Transportation. The project began in July 2007 and completed in February 2009; this included the times the 2007 and 2009 NYS Fair was in operation. The goal of the project was to assess the traffic conditions at and in close proximity to the NYS Fairgrounds located in Syracuse, NY. The reason this was important was due to a major interstate bridge replacement project that was located nearby the fairgrounds and that was planned to disrupt traffic for two years. In order to accomplish the goals, six wireless solar powered RFID tag readers (E-ZPass) were deployed to collect and display vehicle travel times in real-time as well as collect other sources of data such as traffic counts on the surrounding road network. In addition to the data collection efforts a traffic microsimulation model was built to mimic the conditions around the NYS Fair. This model served as a tool for assessing possible improvements in the traffic flow from both an efficiency and safety point of view. KW - Data collection KW - E-ZPass KW - Highway operations KW - Highway traffic control KW - Microsimulation KW - New York State Fair KW - Real time information KW - Special events KW - Syracuse (New York) KW - Traffic analysis tools KW - Traffic counts KW - Traffic flow KW - Traffic models KW - Traffic safety KW - Travel time UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/Z-01-02(4)_Combined.pdf UR - https://trid.trb.org/view/900967 ER - TY - RPRT AN - 01140444 AU - Kandarpa, Ram AU - Chenzaie, Mujib AU - Anderson, Justin AU - Marousek, Jim AU - Weil, Tim AU - Perry, Frank AU - Schworer, Ian AU - Beal, Joe AU - Anderson, Chris AU - Booz Allen Hamilton, Incorporated AU - Research and Innovative Technology Administration TI - Vehicle Infrastructure Integration Proof‐of‐Concept Technical Description – Infrastructure PY - 2009/02//Final Report SP - 91p AB - In 2005, the U.S. Department of Transportation (DOT) initiated a program to develop and test a 5.9GHz‐based Vehicle Infrastructure Integration (VII) proof of concept (POC). The POC was implemented in the northwest suburbs of Detroit, Michigan. This report describes the overall approach undertaken to prove the VII concept through a structured testing program and describes the overall experimental design utilized in proving the VII concept, by providing an overview of the system architecture and the design of systems, subsystems, and components, as well as the public sector applications developed to prove some of the system concepts. It outlines the purpose and procedures for various tests, identifies the test articles, and documents the results of that testing. It also discusses the implications of those test results relative to the overall viability of the VII concept and identifies recommendations for future work, including if and how designs and standards may need to be modified. KW - Dedicated short range communications KW - Detroit (Michigan) KW - Experimental design KW - On board equipment KW - Proof of concept KW - System architecture KW - System design KW - Testing KW - Vehicle infrastructure integration UR - http://ntl.bts.gov/lib/30000/30900/30967/VII_POC_Technical_Description___Infrastructure_-_ITS_Report.pdf UR - https://trid.trb.org/view/900773 ER - TY - RPRT AN - 01139985 AU - Flanigan, Erin AU - Howard, Mark AU - Volz, Matt AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Rural Interstate Corridor Communications Study Report to States PY - 2009/02//Final Report SP - 140p AB - Section 5507 of the Safe, Accountable, Flexible, Efficient Transportation Act: A Legacy for Users (SAFETEA-LU) directed the Secretary of Transportation, in cooperation with the Secretary of Commerce, State departments of transportation, and other appropriate State, regional, and local officials, to assess the feasibility of installing fiber optic cabling and wireless communication infrastructure along multistate Interstate System route corridors for improved communications services to rural communities along such corridors. This document is the second of two reports that explore the potential for the use of rural Interstate Highway corridor rights-of-way for the deployment of fiber optic cable and/or wireless communication infrastructure, across multiple States linked by the Interstate Highway system. The first document, the Rural Interstate Corridor Communications Study: Report to Congress, was submitted to Congress on August 18, 2008. This document, the Report to States, provides a summary of study resources available to the Corridor States to begin the process for possible deployment of high-speed telecommunications (HST) in the corridors in question. As part of the task to develop the Report to States, a preliminary backbone alignment plan for telecommunications has been developed. The report, a White Paper on the Preliminary Backbone Alignment, is included as an appendix to this Report to States. This preliminary backbone alignment report presents information related to the development of preliminary telecommunication infrastructure, alignments, and other supporting material developed by the study team to be utilized by the corridor States in the future. It addresses issues of constructability, scheduling and maintenance, environmental considerations, and utility accommodation policies. KW - Broadband KW - Fiber optics KW - High speed telecommunications KW - Highway corridors KW - Right of way (Land) KW - Rural highways KW - Wireless communication systems UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09021/fhwahop09021.pdf UR - https://trid.trb.org/view/899354 ER - TY - RPRT AN - 01139273 AU - Younce, Rick AU - Hopwood, Theodore AU - Palle, Sudhir AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Experimental Painting of the I-64 Riverside Parkway in Louisville, KY PY - 2009/02//Final Report SP - 42p AB - The Kentucky Transportation Cabinet conducted a large-scale zone maintenance painting operation on 13 elevated steel bridges along the I-64 Riverside Parkway in Louisville, KY in 2007. That work included abrasive blast-cleaning and painting of steel underlying open deck joints on 3.2 miles of steel structures. The painting was performed by spray application of one coat of a calcium sulfonate alkyd coating. The painting covered an area of 237,060 ft2 of steel cleaned and painted at a unit cost of $15.82/ft2. The project incorporated a high level of containment as the existing coating possessed lead-based paints and the project was located in a densely populated area. The project was successfully completed in 4 months. Follow-on inspections conducted at 2 and 14 months respectively indicated that almost all of the zone painting was in good condition and performing satisfactorily. KW - Alkyd resins KW - Blast cleaning KW - Highway bridges KW - Joints (Engineering) KW - Louisville (Kentucky) KW - Maintenance KW - Painting KW - Steel structures UR - http://www.ktc.uky.edu/files/2014/09/KTC_09_02-KH59_07_1F-FINAL.pdf UR - https://trid.trb.org/view/899066 ER - TY - RPRT AN - 01139239 AU - Belella, Paul AU - Maggiore, Michelle AU - Rychlik, Nathan AU - Beshers, Eric AU - Manzo, Tracy AU - Keppler, Stephen AU - Fayez, Sam AU - Ang-Olson, Jeff AU - Delcan Corporation AU - Federal Motor Carrier Safety Administration TI - Motor Carrier Efficiency Study Phase I PY - 2009/02//Final Report SP - 175p AB - The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU, Public Law 109-59), Section 5503, set aside funding to examine the application of wireless technology to improve the safety and efficiency of trucking operations in the United States. The intent of this Section is to enable the U.S. Department of Transportation to partner with the motor carrier and wireless technology industries to cooperatively identify and test promising applications and devices in a real-world environment and to promote the adoption and use of successful solutions by an array of motor carriers. The specific objectives of the program are to: Identify inefficiencies in freight transportation; evaluate safety and productivity improvements made possible through wireless technologies; and demonstrate wireless technologies in field tests. The Federal Motor Carrier Safety Administration (FMCSA) was assigned responsibility for administering this program via the Motor Carrier Efficiency Study (MCES). The program will be completed in two Phases. Phase I consists of the completion of activities pursuant to the objectives stated above. The actual field tests will be conducted under Phase II of the program. KW - Efficiency KW - Freight transportation KW - Motor carriers KW - Productivity KW - Trucking safety KW - Wireless communication systems UR - http://ntl.bts.gov/lib/51000/51300/51345/RRT_09_015_MCES.pdf UR - https://trid.trb.org/view/898319 ER - TY - RPRT AN - 01138762 AU - Harrison, Robert AU - Hutson, Nathan M AU - Prozzi, Jolanda P AU - Gonzalez, Juan J AU - McCray, John P AU - West, Jason R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Impacts of Port, Rail, and Border Drayage Activity in Texas PY - 2009/02//Technical Report SP - 137p AB - This report examines Texas dray operations of interest to Texas Department of Transportation (TxDOT) planners. Chapter 1 provides background to the study and summarizes an earlier study report. Chapter 2 reports on a large drayage driver survey conducted at the Union Pacific Englewood intermodal terminal in Houston. Chapter 3 moves the study to the southern border and estimates annual dray vehicle miles of travel (VMT) for those dray vehicles that crossed the border in a northbound direction at the McAllen/Pharr, Laredo, and El Paso gateways in 2007. Chapter 4 stays in Laredo but moves to the Union Pacific intermodal terminal where a driver survey was conducted on August 11 and 12, 2008, to gain insight into the origins and destinations of containers coming into and out of the terminal. Chapter 5 measures dray impacts created by the movement of containers from Port of Houston Authority (POHA) terminals on the Houston highway network. The level of service (LOS) on the network serving the port is determined, using different volumes of dray vehicles. It also reports output from the EPA DrayFLEET emissions and activity model developed by the Tioga Group. Chapter 6 identifies potential strategies to mitigate adverse impacts associated with dray operations. The strategies cover terminal operations, dray fleet technologies, reducing interactions with other highway users, and identifying opportunities to divert dray traffic to other modes. Finally, Chapter 7 presents the conclusions and recommendations of the study. KW - Container traffic KW - Drayage KW - Intermodal terminals KW - Level of service KW - Origin and destination KW - Port of Houston KW - Ports of entry KW - Strategic planning KW - Terminal operations KW - Texas KW - Texas-Mexico Border region KW - Transborder traffic KW - Vehicle miles of travel UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5684_1.pdf UR - https://trid.trb.org/view/899000 ER - TY - RPRT AN - 01135422 AU - University of Michigan Transportation Research Institute AU - Volvo Car Corporation AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program - Annual Report of the Volvo-Ford-UMTRI Project PY - 2009/02 SP - 30p AB - The Advanced Crash Avoidance Technologies program is a two-year cooperative research program in which Volvo Cars and its partners are one of four industry-led teams working on developing methodologies for estimating the effectiveness of advanced safety technologies intended to assist drivers in avoiding crashes. The program began in January 2007 and will continue through 2008. The aim of this Volvo-led project within the context of the ACAT program, is to develop the general principles of a safety impact methodology (SIM) tool that can be used for driving scenario-based benefit calculations over different phases of a lane departure crash sequence, and to evaluate the potential impact that emerging technologies may have on lane departures crash sequence by a single vehicle. Three new safety technologies from Volvo Cars designed to address lane departure crash sequences are considered for purposes of developing the SIM tool. This report describes the accomplishments and progress made during the first year of the project (January-December 2007). Activities in the first year focused on the development of the SIM tool, assessments of the safety areas and specifications for the candidate technologies, and definition of tests that would give the needed information about these technologies. KW - Crash avoidance KW - Emergency road service KW - Highway safety KW - Impact studies KW - Motor vehicle operations KW - Research and development KW - Safety engineering KW - Traffic crashes KW - Vehicle design KW - Volvo automobile UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811088.pdf UR - https://trid.trb.org/view/894383 ER - TY - RPRT AN - 01135379 AU - Federal Railroad Administration TI - Enhancing the Federal Railroad Administration's Oversight of Track Safety Inspections PY - 2009/02 SP - 16p AB - The report presents the results of the author's audit of the Federal Railroad Administrations (FRA) oversight of track-related safety issues. The objective of this audit was to evaluate FRAs oversight of track safety on the Nations freight rail lines. From 1998 through 2007, track defects were the second leading cause of train accidents, comprising 32 percent of the train accidents reported to FRA by the railroads. KW - Defects KW - Inspection KW - Railroad crashes KW - Railroad safety KW - Railroad tracks KW - Railroad transportation KW - Rolling contact KW - Safety audits KW - Track performance UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Signed_Final_Track_Safety_Report_02-24-09.pdf UR - https://trid.trb.org/view/894499 ER - TY - RPRT AN - 01135308 AU - Shi, X AU - Fay, Laura AU - Gallaway, Chase AU - Volkening, Kevin AU - Peterson, Marijean M AU - Western Transportation Institute AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of Alternative Anti-Icing and Deicing Compounds Using Sodium Chloride and Magnesium Chloride as Baseline Deicers - Phase I PY - 2009/02 SP - 294p AB - This project aims to evaluate potassium acetate, sodium acetate/formate-blend deicers, and potassium formate as alternative anti-icing and deicing compounds relative to sodium chloride (NaCl), salt-sand mixtures, and magnesium chloride (MgCl2) currently used by CDOT. Based on the literature review, deicers may pose detrimental effects to portland cement concrete infrastructure and asphalt pavement, cause corrosion damage to the transportation infrastructure, or have significant impacts on the environment. We conducted laboratory tests to evaluate the performance of several alternative deicers compared with traditional chloride-based deicers, including: SHRP ice melting, penetration and undercutting tests, differential scanning calorimetry tesst, and tribometer tests. The negative effects of deicers on metals and concrete were investigated both in the laboratory and in the field. It was estimated that even for highquality concrete, the implications of chloride-based deicers on the service life of steel-reinforced concrete might be significant. At the three field locations, water samples were collected periodically and the data showed no immediate impact from chloride-based deicers following application adjacent to waterways. We described a deicer composite index that would allow winter maintenance managers to numerically evaluate deicers based on their agency priorities or local needs and constraints. KW - Acetates KW - Anti-icing KW - Chemical properties KW - Colorado KW - Deicing chemicals KW - Ice prevention KW - Laboratory tests KW - Pavement maintenance KW - Performance evaluations KW - Winter maintenance UR - http://www.coloradodot.info/programs/research/pdfs/2009/antiicing.pdf/at_download/file UR - http://www.dot.state.co.us/Publications/PDFFiles/antiicing.pdf UR - https://trid.trb.org/view/894394 ER - TY - RPRT AN - 01135297 AU - STEPHENS, D R AU - ROSE, S E AU - Flamberg, S A AU - Ricci, S M AU - GEORGE, P E AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration TI - Failure Modes and Effects Analysis for Hydrogen Fuel Cell Vehicles - Subtask 1 PY - 2009/02 SP - 170p AB - Hydrogen fuel cell vehicles (HFCVs) offer the promise of significantly reducing the amount of pollutants expelled into the environment. However, the technology that is needed to store the hydrogen fuel onboard and deliver it to the propulsion system is different from what consumers and even engineers currently know and understand. As an early step in identifying critical safety requirements for these vehicles and, if needed, developing appropriate Federal Motor Vehicle Safety Standards, the National Highway Traffic Safety Administration requested that Battelle undertake a high-level failure modes and effects analysis to characterize potential hazards from compressed-hydrogen fuel cell vehicles and identify potential safety issues. The objective of this effort is to review and assesses safety issues for hydrogen vehicles and to identify areas that NHTSA may consider addressing in the FMVSS. KW - Air pollution KW - Air quality management KW - Alternate fuels KW - Failure modes KW - Fuel cell vehicles KW - Hazards KW - Hydrogen fuels KW - Propulsion KW - Safety KW - Vehicle design UR - https://trid.trb.org/view/894396 ER - TY - RPRT AN - 01135295 AU - Scovel, Calvin L AU - Research and Innovative Technology Administration TI - Key Issues for Reauthorizing the Federal Aviation Administration PY - 2009/02 SP - 39p AB - As with most major industries, U.S. civil aviation is facing uncertainty amidst the current economic crisis. The National Airspace System is an integral part of the Nation's economy and handles almost 50,000 flights per day and more than 700 million passengers annually. Aviation contributed over $1.2 trillion to the Nation's economy in 2006. As the Subcommittee is aware, the Federal Aviation Administration (FAA) does not have a long-term authorization or funding mechanism in place and has been operating on a short-term extension since September. The current extension expires in March 2009. However, the aviation environment has changed significantly since Congress last debated proposals for reauthorizing and financing FAA. KW - Civil aviation KW - Crisis management KW - Economic analysis KW - Economic forecasting KW - Economic policy KW - Financial analysis KW - Reauthorization KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/WEB_FILE_OIG_Statement_on_FAA_Reauthorization_for_2-11-09.pdf UR - https://trid.trb.org/view/892808 ER - TY - RPRT AN - 01135280 AU - National Highway Traffic Safety Administration TI - Relative Collision Insurance Cost Information Booklet (2009): Comparison of Differences in Insurance Costs For Passenger Cars, Station Wagons/Passenger Vans, Pickups, and Sport Utility Vehicles on the Basis of Damage Susceptibility PY - 2009/02 SP - 18p AB - The National Highway Traffic Safety Administration has provided the information in this booklet in compliance with Federal law as an aid to consumers considering the purchase of new vehicles. The booklet compares differences in insurance costs for different makes and models of passenger cars, utility vehicles, light trucks, and vans on the basis of damage susceptibility for the vehicle. However, it does not indicate a vehicle's relative safety for occupants. KW - Automobile insurance KW - Crash avoidance systems KW - Crashes KW - Data collection KW - Insurance rates KW - Passenger vehicles KW - Sport utility vehicles KW - Station wagons KW - Tables (Data) KW - Vans UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Vehicle%20Safety/Articles/Associated%20Files/2009_Insurance_Costs_Comparison.pdf UR - https://trid.trb.org/view/894404 ER - TY - RPRT AN - 01135245 AU - Silvani, S AU - Skorupski, D AU - Stinebiser, R AU - Nicosia, B AU - Van Order, D AU - Booz-Allen and Hamilton, Incorporated AU - National Highway Traffic Safety Administration TI - Independent Evaluation of Electronically Controlled Braking Systems PY - 2009/02 SP - 256p AB - Under the Intelligent Vehicle Initiative (IVI), this study was funded to increase the understanding of the performance benefits of leading-edge foundation brake technologies and advanced brake control systems for tractor-trailers. It has been documented in previous U.S. Department of Transportation studies that brake failures are the leading cause of failed roadside inspections. For a variety of reasons, brake systems in the North American commercial truck market have not adopted new technology as rapidly as the European market. The reliability, durability, and maintenance impacts of the new brake technologies have not been clearly documented. This study analyzes the impacts of brake technologies, as well as presents other technology that is enabled though the introduction of this new technology. North American commercial trucks rely predominantly on pneumatically controlled drum brakes. This study establishes four configurations to test the available brake technologies. The templates are anti-lock braking system (ABS) tractors with pneumatic drum brakes, ABS tractors with pneumatic disc brakes, advanced ABS tractors with pneumatic disc brakes, and electronically controlled brake system tractors with disc brakes. Three tractor configurations employed some form of stability control. In addition, tractors were equipped with adaptive cruise control (ACC). The study focuses on documenting the operating characteristics over a period of one year. The study profiles brake technologies and gathers performance measures. The study also analyzes driver behavioral changes. Maintenance data for all brake technologies was gathered over a period of 16 months. The study discusses cost, reliability, and durability of each system, as well as compatibility of each technology with each other. In addition, driver and mechanic responses to survey questions are shown. ACC and stability control, both of which are enabled through the use of advanced control technologies, are evaluated. Driver reaction as well as safety benefits of ACC are also calculated. This study will be helpful to fleet owners considering adoption of advanced brake technologies and interested in learning the possible cost, safety, maintenance, and training implications. KW - Automatic braking KW - Braking performance KW - Electronic control KW - Heavy vehicles KW - Intelligent Vehicle Initiative KW - Labor costs KW - Performance evaluations KW - Tractor trailer combinations KW - Vehicle design KW - Vehicle maintenance UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811078.pdf UR - https://trid.trb.org/view/894400 ER - TY - RPRT AN - 01135213 AU - Middleton, D AU - Park, Eun Sug AU - Longmire, Ryan AU - Charara, Hassan A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improvements to Video Imaging Detection for Dilemma Zone Protection PY - 2009/02 SP - 146p AB - The use of video imaging vehicle detection systems (VIVDS) at signalized intersections in Texas has increased significantly due primarily to safety issues and costs. Installing non-intrusive detectors at intersections is almost always safer than installing inductive loops due to greater separation between passing motorists and field crews installing the detectors. Other factors that have contributed to the increased usage of VIVDS include the flexibility offered in terms of adjusting detection zones (e.g., with lane reassignments), the ability to send an image of the traffic stream to a traffic operations center, and no damage to the pavement structure as with inductive loops. Despite these advantages, there are situations where VIVDS need further research to ensure safe operations. The objective of this research is to determine how well the current video imaging systems deployed by the Texas Department of Transportation (TxDOT) provide dilemma zone protection at high-speed signalized intersections. Findings of this research indicate that VIVDS is better suited for stop line detection than dilemma zone detection. It will usually require two cameras and dedicated upstream poles to ensure adequate performance at speeds of 50 mph or higher. VIVDS has some inherent weaknesses that increase the number of max-outs and minor street delays compared to point detectors. KW - Image processing KW - Loop detectors KW - Signalized intersections KW - Texas KW - Traffic control devices KW - Traffic safety KW - Traffic surveillance KW - Vehicle detectors KW - Video cameras KW - Video imaging detectors UR - http://tti.tamu.edu/documents/0-5774-1.pdf UR - https://trid.trb.org/view/894432 ER - TY - RPRT AN - 01135194 AU - Klauer, Sheila G AU - Dingus, Thomas A AU - Neale, Vicki L AU - Sudweeks, Jeremy D AU - Ramsey, David J AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Comparing Real-World Behaviors of Drivers with High Versus Low Rates of Crashes and Near Crashes PY - 2009/02//Final Report SP - 204p AB - In-depth analyses were conducted examining both quantitative and qualitative differences between drivers who were involved in a high number of crashes and near-crashes (mean of 1,438.1 per MVMT) versus drivers who were involved in far fewer crashes and near-crashes (mean of 195.4 per MVMT). These two groups of drivers were labeled as safe and unsafe, respectively. Primary findings indicated that unsafe drivers exhibited more hard deceleration, acceleration, and swerve maneuvers during baseline driving than did the safe drivers. Results also indicated that risky driving behaviors such as traveling at inappropriate speeds and improper braking may increase drivers relative crash risk above that of normal driving. Exploratory analyses were also conducted to assess engagement in risky driving behavior during a variety of environmental and roadway conditions. The results from this analysis indicated that all drivers were willing to engage in risky behaviors during moderately high traffic densities when their speed was impeded than during very low traffic densities when speed selection was not impeded. KW - Crash analysis KW - Crash rates KW - Crash risk forecasting KW - Drivers KW - Human factors in crashes KW - Intelligent Vehicle Initiative KW - Risk assessment KW - Traffic crashes KW - Traffic safety KW - Travel behavior UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811091.pdf UR - https://trid.trb.org/view/894387 ER - TY - RPRT AN - 01135185 AU - Freedman, Mark AU - Lerner, Neil AU - Zador, Paul AU - Singer, Jeremiah AU - Levi, Sharon AU - Westat AU - National Highway Traffic Safety Administration TI - Effectiveness and Acceptance of Enhanced Seat Belt Reminder Systems: Characteristics of Optimal Reminder Systems PY - 2009/02//Final Report SP - 98p AB - This report summarizes and synthesizes the findings of two complementary studies conducted to investigate factors related to enhanced seat belt reminder (ESBR) effectiveness and acceptance. It also provides recommendations for ESBR design and suggests a conceptual rating system for ESBRs. A field observational study found that belt use rates of drivers in vehicles with most types of ESBR systems was about 3 to 4 percentage points higher than drivers in vehicles without ESBRs, whose observed belt use rate was 85 percent. The most significant increases in belt use were found among occupant groups with the lowest belt use propensities. A separate system feature study experimentally compared alternative seat belt reminder systems and displays to determine which systems and components drivers find to be most effective, attention-getting, annoying, and desirable. Systems with more aggressive reminder displays and more frequent repetition patterns were perceived to be the most effective, and sounds were perceived to be more effective than visual displays. Perceived effectiveness and annoyance of individual displays were strongly correlated. There is good agreement between the two studies on the association of a greater likelihood of seat belt use with ESBR systems in general and the importance of including an auditory component to the system. Belt use rates based on averaging estimates for age/gender groups were strongly correlated according to system features. Based on the findings of these two studies, together with other literature, a set of recommendations for effective ESBR design are provided. Based on these criteria, a conceptual rating scheme was developed to provide a numeric figure-of-merit for ESBR systems. The rating scheme is preliminary and will require validation before use. u0911 KW - Highway safety KW - Occupant protection KW - Restraint systems KW - Seat belt reminder systems KW - Seat belt usage KW - Seat belts KW - Vehicle design KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Human%20Factors/Reducing%20Unsafe%20behaviors/811097.pdf UR - https://trid.trb.org/view/894391 ER - TY - SER AN - 01132427 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Mohammadian, Kouros AU - Takuriah, Piushimita AU - Rashidi, Taha H AU - University of Illinois, Chicago AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Transit Strategies Targeting Elderly People: Survey Results and Preliminary Data Analysis PY - 2009/02//Final Report IS - 09-033 SP - 57p AB - The U.S. Department of Health and Human Services has shown that America’s senior population has been growing and will almost double by 2030. This trend continues to challenge researchers who are looking to increase seniors’ awareness or favorable views toward public transportation and researchers who are developing innovative public transportation alternatives for seniors. These alternatives will try to wean seniors from their reliance on cars, while not compromising other transit riders’ safety and comfort. The research team at the University of Illinois at Chicago undertook this study as a first step toward meeting this challenge. To collect information on seniors’ travel attributes and their opinions about Northeastern Illinois’ public transportation system and potential service alternatives, the research team developed a comprehensive survey, covering four common trip purposes (doctor visits, shopping trips, social or recreational travel, and work trips) and various travel modes. These modes included combinations of nonmotorized travel, auto use, and three commonly used public transportation modes (Metra, Pace, and the Chicago Transit Authority). The research team tested this survey on a small sample of respondents; modified it to maximize the number of accurate, unbiased responses; and sent it to 2,000 seniors who have resided in one of metropolitan Chicago’s six counties. Two hundred eighty seniors sent back complete and useful surveys that provided data for this study. Most of these seniors were unfamiliar with Northeastern Illinois’ public transportation system and did not view it as a driving alternative, partly because they view it as more hazardous than driving their own cars and less convenient than getting a ride from friends or family members. To help change these perceptions, the research team suggests that Northeastern Illinois’ public transit operators provide printed timetables and maps on their trains, buses, or stations; increase vehicle frequencies; provide real-time arrival information at stations and on cell phones; order more low floor and kneeling buses, clean their stations and vehicles better, and provide shuttle services specifically designed for seniors. KW - Aged KW - Awareness KW - Chicago Metropolitan Area KW - Convenience KW - Public transit KW - Safety KW - Strategic planning KW - Surveys KW - Transportation modes KW - Trip purpose UR - http://ntl.bts.gov/lib/31000/31000/31021/ICT-09-033.pdf UR - https://trid.trb.org/view/892207 ER - TY - RPRT AN - 01131282 AU - Stone, John R AU - Mei, Bing AU - Demers, Alixandra AU - Paladugu, Bharath AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - NC Truck Network Model Development Research PY - 2009/02//Final Report SP - 102p AB - This research develops a validated prototype truck traffic network model for North Carolina. The model includes all counties and metropolitan areas of North Carolina and major economic areas throughout the U.S. Geographic boundaries. Population and employment define the study areas. The network is based on the National Highway Planning Network and it includes Interstates, US Highways, and secondary roads. The North Carolina network attributes include highway type, speed, and terrain. The base year long haul truck data are based on Federal Highway Administration (FHWA) Freight Analysis Forecasting (FAF) origin-destination data for North Carolina including origins and destinations outside North Carolina. Short haul traffic and back haul truck traffic are generated using simplified trip generations rates and adjustments to the FAF data. Base year 2006 truck traffic estimates for North Carolina are validated by over 450 truck traffic counts throughout the state. Only ADTT (average daily truck traffic) is estimated by the network model, not total vehicle traffic including automobiles. Since the model does not include automobile trips and truck-only traffic is usually far below roadway capacity, the current network model is not built with a capacity-constrained traffic assignment feature. The network is sensitive to input speed but not to traffic volumes on the highway. Consequently any network changes for scenario testing have to be expressed in terms of speed changes to the network links affected. KW - Back haul KW - Long haul KW - Mathematical models KW - National Highway Planning Network KW - North Carolina KW - Origin and destination KW - Short haul KW - Traffic forecasting KW - Truck traffic UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-09FinalReport.pdf UR - https://trid.trb.org/view/891104 ER - TY - RPRT AN - 01130737 AU - LaVassar, Colin J AU - Mahoney, Joe P. AU - Willoughby, Kim A AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Statistical Assessment of Quality Assurance-Quality Control Data for Hot Mix Asphalt PY - 2009/02//Final Research Report SP - 138p AB - Recent trends in the paving industry have resulted in increased contractor involvement in the design, acceptance, and performance of hot mix asphalt (HMA) pavements. As a result, questions have arisen about whether contractor process control tests, alternatively known as quality control (QC), should be incorporated into the acceptance and pay factor processes that state highway agencies currently use. To examine this issue, various statistical tests were used including F and t-tests to compare QC data to agency-obtained quality assurance (QA) results. The percentage of projects that exhibited statistically significant differences in mean values and variances was calculated and assessed. For projects that had statistically similar QC and QA results, the average difference between the two testing programs was calculated. The results of the statistical analysis were analyzed from both a statistical and engineering perspective. This report contains data from four state DOTs—California, Minnesota, Texas, and Washington. These states also provided the funding for the study. KW - California KW - F test KW - Hot mix asphalt KW - Minnesota KW - Quality assurance KW - Quality control KW - State departments of transportation KW - Statistical analysis KW - T test KW - Texas KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/686.1.pdf UR - https://trid.trb.org/view/891062 ER - TY - RPRT AN - 01129979 AU - Quiroga, Cesar AU - Kraus, Edgar AU - Koncz, Nicholas AU - Lyle, Stacey AU - Li, Yingfeng AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Right of Way Real Property Asset Management – Prototype Data Architecture PY - 2009/02//Technical Report SP - 162p AB - The Texas Department of Transportation (TxDOT) is responsible for managing 1.1 million acres of land that provide right of way for approximately 80,000 centerline miles of state-maintained roads. Management of the huge right of way asset involves considerable resources and the integration of numerous business processes. There is an urgent need to develop a right of way asset data architecture to facilitate the inventory and management of TxDOT right of way assets. This architecture would facilitate the identification of current right of way boundaries, tracking of right of way boundary changes, automatic mapping of right of way surveying data to other layers of information such as control section job and route number locations, and complete attribution of right of way assets. It would also simplify the production of reports, including those needed to address financial reporting requirements. As part of the research, the researchers evaluated current right of way data practices at TxDOT and other agencies, and developed and tested a prototype geographic information system (GIS)-based right of way asset data model. The data model included a logical model, a physical model, and data dictionary, following current TxDOT data architecture standards and findings from recent research and implementation projects. KW - Asset management KW - Boundaries (Geography) KW - Data architecture KW - Data models KW - Financial reporting KW - Geographic information systems KW - Inventory KW - Mapping KW - Prototypes KW - Right of way (Land) UR - http://tti.tamu.edu/documents/0-5788-1.pdf UR - https://trid.trb.org/view/890633 ER - TY - RPRT AN - 01129958 AU - Guo, Jessica Y AU - Wittwer, Ernie AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Best Practices in Freight Planning PY - 2009/02//Final Report SP - 46p AB - Freight planning is now a required part of transportation planning. State departments of transportation and metropolitan planning organizations (MPOs) are all struggling with how to include meaningful freight information in their transportation plans. In many cases, their efforts are frustrated by the lack of critical information on freight movements, the lack of control over major freight modes, or the lack of a model for how good freight planning should be done. This effort, which was sponsored by the Center for Freight and Infrastructure Research and Education (CFIRE) and the Mississippi Valley Freight Coalition (MVFC), is an attempt to provide some framework and ideas on how to begin freight planning. This guide was prepared after reviewing many state and MPO plans and after talking with many people who were involved in those plans. The ideas contained within are largely those of planners who have had some success in doing freight work. In some cases they draw on other research efforts. In still others, they are the product of the researchersʼ efforts to synthesize from a range of experiences. KW - Best practices KW - Freight transportation KW - Metropolitan planning organizations KW - State departments of transportation KW - Transportation planning UR - http://www.wistrans.org/cfire/documents/MVFC03_FR.pdf UR - https://trid.trb.org/view/890427 ER - TY - RPRT AN - 01129896 AU - Szary, Patrick J AU - Maher, Ali AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Implementation of Weigh-in-Motion (WIM) Systems PY - 2009/02//Final Report SP - 125p AB - This research finished the development and implementation of a novel and durable, higher voltage, and lower temperature dependant weigh-in-motion (WIM) sensor that was begun under an earlier research project. These better sensors will require fewer lane closings and replacements than the existing sensors. They will also aid the departments of transportation to better identify those vehicles which use the nation's major highways and do not comply with the current weight restrictions that are placed on larger vehicles. The primary focus of the research was to create a full-scale WIM sensor that is less temperature dependent and more durable than traditional WIM sensors. Traditionally, the data collected from the sensor may be utilized in two ways. The first is by using static vehicle effects on the sensor, which corresponds to the weight of the vehicle; these data can be used for enforcement of the vehicle legal weight limits. The second is by using the dynamic loading of the sensor, which relates to the actual loading that the roadway is experiencing; these data will be useful to engineers who must design the roadway as well as plan for repair schedules. However, there is a growing trend to broaden the use of WIM data and use the data to the fullest extent. Instead of just using WIM data to screen commercial vehicles or for pavement design, there is a new recognition that good data can be useful for bridge structural analysis, safety analysis, traffic control and operations, freight management and operations, facility planning and programming, and standards and policy enforcement as per the recent report “Effective Use of Weigh-in-Motion Data, the Netherlands Case Study” (FHWA October 2007). In lieu of this development, the need for better sensors to provide good data is more important today than ever before. KW - Design KW - Durability KW - Sensors KW - Weigh in motion UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-001.pdf UR - https://trid.trb.org/view/890119 ER - TY - RPRT AN - 01129882 AU - Martin, Peter T AU - Chaudhuri, Piyali AU - Stevanovic, Aleksandar AU - University of Utah, Salt Lake City AU - Utah Department of Transportation AU - Department of Transportation TI - Evaluation of Optimal Traffic Monitoring Station Spacing on Freeways PY - 2009/02//Final Report SP - 111p AB - Results showed that the Utah Department of Transportation can reduce the number of loop detectors currently maintained by Traffic Management Centers and can deploy far fewer than the ½ mile spacing guidelines. This should result in significant cost savings in capital, operations, and maintenance costs. Further, this report proposes the potential future work that can be done to enhance the robustness of the methodology in evaluating the optimal spacing of the traffic monitoring stations on I-15. KW - Cost effectiveness KW - Freeway management systems KW - Loop detectors KW - Optimization KW - Spacing KW - Utah UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=18920 UR - https://trid.trb.org/view/890067 ER - TY - RPRT AN - 01129628 AU - Hinebaugh, Dennis AU - National Bus Rapid Transit Institute AU - Federal Transit Administration TI - Characteristics of Bus Rapid Transit For Decision-Making PY - 2009/02 SP - 412p AB - The Characteristics of Bus Rapid Transit for Decision-Making (CBRT) report was prepared to provide transportation planners and decision makers with basic information and data to support the development and evaluation of bus rapid transit concepts as one of many options during alternatives analyses and subsequent project planning. This report provides information on BRT systems in a single, easy to use reference tool for transportation planners in selecting from the large array of BRT elements and integrating them into comprehensive systems. The CBRT report explores BRT through a progression of three different perspectives. First, seven major elements of BRT are presented along with their respective features and attributes. Second, the BRT elements are related to attributes of system performance. Finally, the benefits of BRT systems are discussed. This order of the discussion suggests the relationship between BRT elements, system performance and system benefits. BRT systems are constructed by choosing and integrating among BRT elements. The integration of elements improves system performance and improves the experience for customers. Improvements to system performance (in combination with features of BRT elements) generate benefits to transit agencies and communities. KW - Alternatives analysis KW - Bus rapid transit KW - Decision making KW - Transportation planning UR - http://www.fta.dot.gov/documents/CBRT_2009_Update.pdf UR - https://trid.trb.org/view/889597 ER - TY - RPRT AN - 01129622 AU - Lindquist, Peter S AU - University of Toledo AU - Department of Transportation TI - Regional Freight Information Resources for Market Opportunities in the Great Lakes Maritime Transportation System - Phase I Report PY - 2009/02//Phase I Report SP - 15p AB - The Great Lakes Maritime Research Information Clearinghouse (GLMRIC) is a web-based system devoted to the acquisition, storage, management, analysis and exchange of data between analysts, decision makers, and related stakeholders in the Great Lakes Region . The system, still under development, is envisioned to serve as a resource for market research, public policy decision analysis, and economic development. It is designed to serve as a resource for drawing the link between maritime freight movements, economic viability, and environmental quality throughout the Great Lakes and St. Lawrence Seaway. This project is one component of a wider long-term effort to develop and manage this comprehensive data repository and information clearinghouse for intermodal transportation throughout the Great Lakes Region. The objective of this particular project concentrates on the acquisition of data and the development of analytical tools to assist users in defining market opportunities for shippers and carriers. These data are delivered on the project web page and in Midwest FreightView, a distributed GIS data delivery system accessed through the project web page and managed by the project team. This report documents this project in terms of goals and objectives for the data repository, development of market research tools, and the delivery of information on the project web site. KW - Data collection KW - Development KW - Freight transportation KW - Geographic information systems KW - Great Lakes KW - Information systems KW - Market research KW - Marketing KW - Strategic planning KW - Water transportation KW - Web-based systems UR - http://www.utoledo.edu/research/ututc/researchprojects/UTUTC-IU-1.html UR - https://www.utoledo.edu/research/ututc/docs/Lindquist_UTC_Phase_I_FinalReport.pdf UR - https://trid.trb.org/view/889670 ER - TY - RPRT AN - 01129609 AU - Toth, Charles AU - Grejner-Brzezinska, Dorota A AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Airborne LiDAR Reflective Linear Feature Extraction for Strip Adjustment and Horizontal Accuracy Determination PY - 2009/02 SP - 122p AB - Ohio Department of Transportation's (ODOT's) Office of Aerial Engineering (OAE) has been using an Opetch 30/70 ALTM airborne Light Detection and Ranging (LiDAR) system for about four years. The introduction of LiDAR technology was a major development towards improving the mapping operations. The overall experiences are excellent as evidenced by numerous projects where highly accurate surface data were produced in an unprecedentedly short time. As is typically with new technology, OAE has identified areas for improvements in terms of achieving better accuracy and increasing data processing efficiency. In particular, the horizontal accuracy of the LiDAR product required further attention. The objectives of this research were to (1) introduce ground control to LiDAR by using road pavement makings that can be precisely surveyed by ODOT's system; (2) preform a strip adjustment for seamless integration of strips into the final product; (3) improve the horizontal accuracy in order to better characterize the final product; and (4) improve accuracy (both horizontal and vertical) to use ground control that is less labor-intense, requires no or limited surveying and imposes less restrictions in normal field operations. The ultimate objective of this research project was to advance the earlier developed LiDAR-specific ground control-based LiDAR data accuracy improvement technique by including existing natural and man-made objects as targets, in particular using pavement markings, and extending the methodology for handling both types of targets in a highly automated way. Obviously, the total elimination of the deployable targets was the desirable long-term research objective. KW - Data accuracy KW - Feature extraction KW - Laser radar KW - Linear features KW - Mapping KW - Reflectivity KW - Road markings UR - http://worldcat.org/oclc/318903743/viewonline UR - http://ntl.bts.gov/lib/35000/35500/35502/134316-FR.pdf UR - https://trid.trb.org/view/889731 ER - TY - SER AN - 01128993 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Chapman, Patrick AU - Wiczkowski, Piotr AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Wind-Powered Electrical Systems - Highway Rest Areas, Weigh Stations, and Team Section Buildings PY - 2009/02//Final Report IS - 09-034 SP - 26p AB - This project considered the use of wind for providing electrical power at Illinois Department of Transportation (IDOT) highway rest areas, weigh stations, and team section buildings. The goal of the project was to determine the extent to which wind power could offset electricity costs, provide a reasonable return on investment, offset energy use, and provide educational opportunities. The project gathered and analyzed the natural wind resources available at (or near) these facilities. These data were then used in conjunction with various wind turbines that are currently commercially available. The result of this analysis is an approximation to the wind-based electrical energy potential of a given wind turbine at a given site. Thereafter, the monetary value of this electrical energy was computed and put in context of the cost of the wind turbine and associated overhead. In order to assess economic feasibility, the levelized cost of energy was then compared to current electricity rates for Illinois. This analysis showed that indeed there are some combinations of location and wind turbines that may produce electricity at a competitive rate. One of the most important factors in this analysis is the cost of wind turbines, which is generally unknown (but can be approximated) and depends on many factors. To account for this variability, the authors of this report have provided a spreadsheet containing all the data necessary to rapidly calculate the levelized cost of energy. The user of the spreadsheet need only enter some simple information, such as cost of the turbine and interest rates. The spreadsheet should enable procurement agents to rigorously compare the prices and returns for given locations and turbine manufacturers. KW - Cost estimating KW - Economic analysis KW - Electric power generation KW - Illinois Department of Transportation KW - Roadside rest areas KW - Spreadsheets KW - Weigh stations KW - Wind power generation KW - Wind turbines UR - http://ntl.bts.gov/lib/31000/31000/31022/ICT-09-034.pdf UR - https://trid.trb.org/view/889138 ER - TY - RPRT AN - 01128404 AU - Kraus, Edgar AU - Dawood, Hussam AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Utility Accommodation and Conflict Tracker (UACT) User Manual PY - 2009/02//Technical Report SP - 114p AB - Project 0-5475 performed a comprehensive analysis of utility conflict data/information flows between utility accommodation stakeholders in the Texas Department of Transportation project development process, developed data models to accommodate work and data flows between such stakeholders, developed a prototype system for the management of utility conflict data, and developed a tool for the visualization and analysis of utility conflicts within the prototype. This report provides a guideline for users of the prototype system called Utility Accommodation and Conflict Tracker (UACT). The report details how users can access UACT, how UACT displays information, and how users can navigate the interface. The report further provides an overview of UACT’s business areas and the actions that are available to users in those business areas. Specifically, the report provides detailed guidance on how to import project data, import utility facility data, add stakeholders to projects, manage UACT users and permissions, upload and convert documents to PDF, create utility conflicts, create a utility agreement assembly, and create reports based on UACT data. KW - Computer program documentation KW - Conflict management KW - Construction projects KW - Data flow KW - Data management systems KW - Data models KW - Data needs KW - Project development process KW - Prototypes KW - Public utilities KW - Relocation (Facilities) KW - Road construction KW - Stakeholders KW - Underground utility lines KW - Utility conflicts KW - Visualization UR - http://tti.tamu.edu/documents/0-5475-3.pdf UR - https://trid.trb.org/view/888957 ER - TY - RPRT AN - 01128403 AU - Locander, Robert AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Analysis of Using Reclaimed Ashpalt Pavement (RAP) as a Base Course Material PY - 2009/02//Final Report SP - 68p AB - The Colorado Department of Transportation (CDOT) has used Reclaimed Asphalt Pavement (RAP) as a base on many projects as a reconstruction strategy. CDOT’s specifications allow RAP to be substituted for unbound aggregate base course (ABC). The laboratory tested properties of reclaimed asphalt pavement are similar to CDOT’s aggregate base course specifications. Conclusions are: RAP has pavement design properties similar to aggregate base course; a suggested gradation specification band is presented for RAP; RAP requirements for plasticity index (PI) and liquid limit (LL) may be the same as ABC Class 6, PI not to exceed six and LL not greater than 30; the stiffness strength properties obtained from laboratory testing shows that RAP has stiffness strength above an unbound ABC Class 6; and the permeability of RAP showed a slight increase over an unbound ABC Class 6. The analysis was performed on limited data. It is recommended to do additional RAP testing for R-value and correlate with CDOT standard correlation equations. Cold milling projects would create material stockpiles of 100% RAP. Gradations, densities, and R-value testing could be sampled and tested from this material. Long-term performance has not been addressed. A recommendation is to obtain performance data at five and ten years. This should be compared to an unbound aggregate base material. The comparison is to see if any distresses prematurely appear, if the stiffness strength changes negatively, or if permanent deformations occur. KW - Base course (Pavements) KW - Laboratory tests KW - Liquid limits KW - Pavement design KW - Permeability KW - Plasticity index KW - Recycled asphalt pavements KW - Specifications KW - Stiffness UR - http://www.dot.state.co.us/Publications/PDFFiles/rapbase.pdf UR - https://trid.trb.org/view/888988 ER - TY - RPRT AN - 01128400 AU - Kraus, Edgar AU - Le, Jerry AU - Dawood, Hussam AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Utility Accommodation and Conflict Tracker (UACT) Installation and Configuration Manual PY - 2009/02//Technical Report SP - 128p AB - Project 0-5475 performed a comprehensive analysis of utility conflict data/information flows between utility accommodation stakeholders in the Texas Department of Transportation project development process, developed data models to accommodate work and data flows between such stakeholders, developed a prototype system for the management of utility conflict data, and developed a tool for the visualization and analysis of utility conflicts within the prototype. This report provides a description of the required steps to install and configure the prototype system for the management of utility conflict data called Utility Accommodation and Conflict Tracker, or UACT. The report details the application’s architecture and system requirements, and provides guidance for the installation and configuration of all software components, including the Geographic Information System (GIS) mapping component and Oracle database. The report also details the activities required to populate the Oracle tablespaces after configuration is complete. KW - Configuration management KW - Conflict management KW - Construction projects KW - Data flow KW - Data management systems KW - Data models KW - Data needs KW - Project development process KW - Prototypes KW - Public utilities KW - Relocation (Facilities) KW - Road construction KW - Stakeholders KW - Underground utility lines KW - Utility conflicts KW - Visualization UR - http://tti.tamu.edu/documents/0-5475-2.pdf UR - http://ntl.bts.gov/lib/31000/31100/31139/0-5475-3.pdf UR - http://ntl.bts.gov/lib/31000/31100/31141/0-5475-2.pdf UR - https://trid.trb.org/view/888956 ER - TY - RPRT AN - 01128392 AU - Williams, R Christopher AU - Iowa State University, Ames AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Early Permeability Test for Asphalt Acceptance PY - 2009/02//Final Report SP - 124p AB - One of the primary assumptions in structural pavement design for conventional pavements is that a flexible (hot mix asphalt) pavement be impermeable. The basis for this design approach is to minimize moisture infiltration and thus maintain adequate support from the underlying unbound materials. In recent years, with the implementation of the Superpave mix design system, hot mix asphalt (HMA) pavements have been produced with coarser gradations than previously with the Marshall mix design method. A non-destructive method, such as permeability testing, also has the potential to partially characterize the HMA quality more timely than destructive methods, and not leave imperfections in a newly constructed pavement. This study identified the nominal maximum aggregate size, the theoretical maximum specific gravity of the mixture (Gmm), and thickness of the pavement or core as statistically important factors influencing permeability and air voids. Three methods of permeability testing were identified as viable: the Kentucky Air Permeameter, the Karol-Warner Permeameter, and the NCAT Permeameter. This report recommends utilizing an NCAT Permeameter for field testing as part of the quality assurance/quality control process. KW - Aggregate gradation KW - Air voids KW - Field tests KW - Flexible pavements KW - Hot mix asphalt KW - Nominal maximum aggregate size KW - Nondestructive tests KW - Pavement design KW - Permeability KW - Permeameters KW - Quality assurance KW - Quality control KW - Specific gravity KW - Superpave KW - Thickness UR - http://library.modot.mo.gov/RDT/reports/Ri07053/or09017.pdf UR - https://trid.trb.org/view/888985 ER - TY - RPRT AN - 01128374 AU - Kraus, Edgar AU - Quiroga, Cesar AU - Koncz, Nicholas AU - Dawood, Hussam AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Utility Conflict Management System PY - 2009/02//Technical Report SP - 248p AB - A critical process for the timely development and delivery of highway construction projects is the early identification and depiction of utility interests that may interfere with proposed highway facilities. The effective management of such utility interests or conflicts involves utility relocation (or design changes), inspection, and documentation. The large number of stakeholders and the magnitude of the process results in an enormous amount of data. Despite substantial data exchange between stakeholders, there are currently no standards for the exchange of utility data/information in the project development process. The research will address this issue by analyzing specific information flows and data needs to determine data models and by developing a prototype utility conflict data management system. More specifically, the research will perform a comprehensive analysis of utility conflict data/information flows between utility accommodation stakeholders in the Texas Department of Transportation project development process, develop data models to accommodate work and data flows between such stakeholders, develop a prototype system for the management of utility conflict data, and develop a tool for the visualization and analysis of utility conflicts within the prototype. This report includes a review of utility relocation and coordination practices, describes the development of data models, and illustrates the development of the prototype conflict management system. KW - Conflict management KW - Construction projects KW - Data flow KW - Data management systems KW - Data models KW - Data needs KW - Project development process KW - Prototypes KW - Public utilities KW - Relocation (Facilities) KW - Road construction KW - Stakeholders KW - Underground utility lines KW - Utility conflicts KW - Visualization UR - http://tti.tamu.edu/documents/0-5475-4.pdf UR - http://ntl.bts.gov/lib/31000/31100/31137/0-5475-4.pdf UR - https://trid.trb.org/view/888856 ER - TY - RPRT AN - 01127513 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System, General Estimates System, 2007 Data Summary PY - 2009/02 SP - 36p AB - This pocket-size booklet contains selected data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the year 2007. The 2007 FARS data file used for the statistics in this report was created in June 2008. The updated final counts for 2006 are reflected in this report. The updated final counts for 2007 will be reflected in the 2008 report. The 2007 GES file used for the statistics in this report was completed in June 2008. KW - Crash data KW - Crash injuries KW - Data files KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/887977 ER - TY - RPRT AN - 01127424 AU - Kwon, Taek Mu AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Transportation Data Research Laboratory: Data Acquisition and Archiving of Large Scaled Transportation Data, Analysis Tool Developments, and On-Line Data Support PY - 2009/02//Final Report SP - 96p AB - This report contains a collection of reports for projects completed in FY 2004 and 2005 at the Transportation Data Research Laboratory (TDRL). First, an archiving technique referred to as the Unified Transportation Sensor Data Format (UTSDF), which allows simple management of large scaled Intelligent Transportation Systems (ITS) sensor generated data, is described. UTSDF was used for the development of a Data Center (DC) at TDRL. Next, data imputation algorithms to estimate missing data are presented. These algorithms were developed during the process of developing an automated on-line Automatic Traffic Recorder (ATR) and short count data system for the Office of Traffic Data & Analysis (TDA) at the Minnesota Department of Transportation (Mn/DOT). Utilizing the archived loop data, TDRL also developed a detector fault identification algorithm and software. This algorithm and test results are reported. Another project report involves cross-utilization of Road Weather Information System (RWIS) and traffic data. Several analysis approaches were developed to analyze the actual data. The analysis approaches used and findings are reported. Another project report involves development of a Weigh-in-Motion (WIM) Probe. This tool was developed as a diagnostic tool for the Mn/DOT's current WIM systems, and is based on a Mn/DOT problem statement. It is used for identification of signal anomalies and data verification. The details of this project are reported. KW - Algorithms KW - Automatic traffic recorders KW - Data analysis KW - Data banks KW - Data collection KW - Data format KW - Data imputation KW - Data management KW - Data verification KW - Intelligent transportation systems KW - Loop detectors KW - Missing data KW - Road weather information systems KW - Sensors KW - Traffic data KW - Transportation data KW - Weigh in motion UR - http://www.d.umn.edu/natsrl/documents/kwonTDRL.pdf UR - https://trid.trb.org/view/887926 ER - TY - RPRT AN - 01127423 AU - Federal Highway Administration TI - Evaluation of Sign and Marking Alternatives for Displaced Left-Turn Lane Intersections PY - 2009/02//Summary Report SP - 16p AB - This document describes research conducted by the Federal Highway Administration (FHWA) to support guidance on the signing and marking of displaced left-turn lane intersections (DLT)--also known as continuous flow intersections (CFI). The DLT is an at-grade intersection that is intended to support high-traffic flow where there is a large volume of left turns and heavy through volumes. Its design permits the use of two- or three-phase traffic signals at the junction of two roads, while still providing at-grade protected left-turn movements. KW - Continuous flow intersections KW - Displaced left turn intersections KW - Left turns KW - Road markings KW - Throughput (Traffic) KW - Traffic flow KW - Traffic signs KW - Traffic volume UR - http://www.fhwa.dot.gov/publications/research/safety/08071/index.cfm UR - http://ntl.bts.gov/lib/30000/30700/30768/08071.pdf UR - https://trid.trb.org/view/887920 ER - TY - RPRT AN - 01127421 AU - Middleton, Dan AU - Charara, Hassan A AU - Longmire, Ryan AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Alternative Vehicle Detection Technologies for Traffic Signal Systems: Technical Report PY - 2009/02//Technical Report SP - 108p AB - Due to the well-documented problems associated with inductive loops, most jurisdictions have replaced many intersection loops with video image vehicle detection systems (VIVDS). While VIVDS have overcome some of the problems with loops such as traffic disruption and pavement degradation, they have not been as accurate as originally anticipated. The objective of this project is to conduct evaluations of alternative detector technologies for application into the state’s traffic signal systems. The research will include investigating the available detectors that could replace loops or VIVDS through a literature search and agency contacts, followed by field and/or laboratory investigations of promising technologies. Deliverables will include a research report, a project summary report, and a detector selection guide. Findings indicate that three detectors should be considered as alternatives to VIVDS for signalized intersections – one is a radar detector and the other two are magnetic detectors. The radar detector is only for dilemma zone detection and does not cover the stop line area. The other two are point detectors, so their basic function would be for loop replacements. One is an intrusive detector, requiring a short lane closure for installation and replacement. Field testing of performance for all three detectors indicated they are worth considering as inductive loop or VIVDS replacements. KW - Alternatives analysis KW - Dilemma zone KW - Field tests KW - Loop detectors KW - Magnetic detectors KW - Radar vehicle detectors KW - Traffic signal control systems KW - Video imaging detectors UR - https://trid.trb.org/view/887939 ER - TY - RPRT AN - 01127415 AU - Lindeke, Richard R AU - Katmale, Hilal AU - Verma, Ravi AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Impending Box Impact Warning System for Prevention of Snowplow-Bridge Impacts: A Final Report of Investigations PY - 2009/02//Final Report SP - 121p AB - Each year, three or four Minnesota Department of Transportation (Mn/DOT) snowplows suffer bridge/box collisions while plowing. These collisions can shear off the box and cause frame damage to the truck. The box then falls onto the road surface where it becomes an immediate life-threatening hazard to traffic. In some cases, the integrity of the bridge may also be compromised. A typical collision of this type requires expenditures of $30,000 to $40,000 and results in potentially dangerous delays in achieving clean pavement status along the affected snowplowing route. The feasibility of linking on-board Global Positioning System (GPS) technology for Automatic Vehicle Location with the current bridge information database at Mn/DOT, "BrInfo," was investigated, on a plow-route by route basis, to create collision maps. Collision avoidance then used some primitive form of map matching. In addition, a prototype warning system that serves as a bridge proximity sensor was developed to alert the snowplow driver that he/she is approaching a bridge with the box at a dangerous height. This warning system was integrated in an on-board box position sensor so that the driver could be alerted that the box must immediately be lowered. While realizing that additional means for box height control may complicate snowplow maintenance, any system that relieves the driver of cognitive overload, to reduce driver stress and fatigue during snowplow operation, when running extended rural plow routes, needs to be implemented. KW - Automatic vehicle location KW - Bridges KW - Crash avoidance systems KW - Crashes KW - Global Positioning System KW - Minnesota KW - Onboard warning systems KW - Snowplows UR - http://ntl.bts.gov/lib/55000/55700/55751/CTS09-08.PDF UR - https://trid.trb.org/view/887938 ER - TY - RPRT AN - 01127314 AU - Apostolides, Anthony D AU - Research and Innovative Technology Administration TI - Estimation and Analysis of Multifactor Productivity in Truck Transportation: 1987-2003 PY - 2009/02 SP - 48p AB - In this study, there is an estimation of multifactor productivity and an assessment of changes in multifactor productivity (MFP) in the U.S. truck transportation sub-sector during the 1987-2003 period. The analysis is composed of four sections besides the Introduction (Section I). Section II contains a description of the structure and evolution of the trucking industry, in the U.S., over the period of analysis. In Section III, there is estimation of multifactor productivity in truck transportation during 1987-2003. This estimation is carried out by two approaches: the basic growth-accounting method and the Tornqvist index. In Section IV, there is a comparison of MFP in trucking with MFP in other transportation subsectors and the U.S. business sector. Section V presents an analysis of the factors that affected changes of MFP in truck transportation over the period of analysis. Finally, the Conclusions (Section VI) present the salient points of the estimation and analysis of MFP in truck transportation. KW - Economic analysis KW - Multifactor productivity KW - Productivity KW - Trucking KW - United States UR - http://www.bts.gov/programs/bts_working_papers/2009/paper_01/pdf/entire.pdf UR - https://trid.trb.org/view/887842 ER - TY - RPRT AN - 01127114 AU - Vyas, Maria AU - Fehr & Peers AU - Utah Department of Transportation AU - Federal Highway Administration TI - Infrasound Avalanche Monitoring System Research Evaluation PY - 2009/02 SP - 62p AB - Little Cottonwood Canyon Road (SR-210) has one of the highest risks for avalanche activity for almost any road in North America. Until recently, Utah Department of Transportation (UDOT) staff members have generally relied on visual cues to know whether avalanche control operations have successfully triggered slides (the same holds true for naturally occurring slides). However, in poor lighting or blizzard/whiteout conditions, staff cannot visually monitor whether control operations were successful, or if there is still a risk of avalanche. In 2006, UDOT installed an Infrasonic Avalanche Detection system to monitor three locations in Little Cottonwood Canyon. The Infrasonic provides remote sensing of avalanche activity, so that in poor visibility conditions UDOT staff members are aware of whether an avalanche risk remains or not. The purpose of this research is to evaluate the performance and value of the Infrasonic and determine whether it increases the reliability of avalanche control operations, thereby enhancing public safety. KW - Avalanches KW - Detection and identification systems KW - Infrasound KW - Little Cottonwood Canyon (Utah) KW - Monitoring KW - Remote sensing UR - http://tris.trb.org/common/TRIS%20Suite/includes/getfile.aspx?subdir=docs&nodl=1&f=Infrasound%20research%20evaluation%20final%20022409.pdf UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=18921 UR - https://trid.trb.org/view/887773 ER - TY - RPRT AN - 01127016 AU - Zhang, Yunlong AU - Tong, Jiaxin AU - Carlson, Paul J AU - Hawkins, H Gene AU - Keating, Peter B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Measures to Improve Field Performance of Retroreflective Raised Pavement Markers PY - 2009/02//Technical Report SP - 204p AB - Retroreflective raised pavement markers (RRPMs) are routinely used in Texas to supplement highway pavement markings. In recent years, problems of marker failure such as poor retention on pavements, physical damage, and loss of retroreflectivity are common. All marker models used in Texas meet the requirements set by American Society of Testing and Materials (ASTM) specifications. However, their performance varies significantly. The results from existing testing methods also do not correlate with field performance. It is therefore critical to identify or develop new lab testing methods that can accurately predict marker performance in the field. This report presents the research conducted over the three-year period to develop new lab tests that can predict marker field performance. Four field test decks were installed and monitored. Retroreflectivity and physical condition data were collected on six selected RRPM models at four deck locations that were selected based on traffic condition, pavement surface type, geographic and other environmental factors. Currently recommended ASTM tests, modified ASTM tests, and other new lab tests were conducted. Finite element modeling (FEM) of RRPMs under tire-marker impact and lab setting testing was also conducted. The marker performances from the test decks, under lab tests, and in simulation are compared. Based on the results of comparisons, a new lab test that best correlates with the field performance of the RRPMs is recommended. KW - American Society for Testing and Materials KW - Durability KW - Field performance KW - Finite element method KW - Laboratory tests KW - Performance measurement KW - Raised retroreflective road markers KW - Raised road markings KW - Retroreflectivity KW - Simulation UR - http://tti.tamu.edu/documents/0-5089-1.pdf UR - https://trid.trb.org/view/887716 ER - TY - RPRT AN - 01127005 AU - Quadrifoglio, Luca AU - Chandra, Shailesh AU - Shen, Chung-Wei AU - Texas Transportation Institute AU - Southwest Region University Transportation Center AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Transit Services for Sprawling Areas with Relatively Low Demand Density: A Pilot Study in the Texas Border’s Colonias PY - 2009/02//Research Report; Final Report SP - 86p AB - The colonias along the Texas-Mexico border are one of the most rapidly growing areas in Texas. Because of the relatively low-income of the residents and an inadequate availability of transportation services, the need for basic social activities for the colonias cannot be properly met. The objectives of this study are to have a better comprehension of the status quo of these communities, to examine the potential demand for an improved transportation service, and to evaluate the capacity and optimum service time interval of a new demand responsive transit “feeder” service within one representative colonia, El Cenizo. The authors present a comprehensive analysis of the results of a survey conducted through a questionnaire to evaluate the existing travel patterns and the potential demand for a feeder service. The results from the subsequent simulation analysis showed that a single shuttle would be able to comfortably serve 150 passengers/day and that the optimal headway between consecutive departures from the terminal should be between 11-13 minutes for best service quality. This exploratory study should serve as a first step towards improving transportation services within these growing underprivileged communities, especially for those with demographics and geometry similar to the target area of El Cenizo. KW - Colonias KW - Demand responsive transportation KW - El Cenizo (Texas) KW - Feeder services KW - Low income groups KW - Public transit KW - Quality of service KW - Questionnaires KW - Shuttle service KW - Simulation KW - Small towns KW - Social impacts KW - Surveys KW - Texas-Mexico Border region KW - Travel demand KW - Travel patterns UR - http://swutc.tamu.edu/publications/technicalreports/167177-1.pdf UR - http://utcm.tamu.edu/publications/final_reports/Quadrifoglio_07-02.pdf UR - https://trid.trb.org/view/887748 ER - TY - RPRT AN - 01126879 AU - Liu, Juanyu AU - Mukhopadhyay, Anal Kanti AU - Celaya, Manuel AU - Nazarian, Soheil AU - Zollinger, Dan G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Best Practices for the Use of Siliceous River Gravel in Concrete Paving PY - 2009/02//Technical Report SP - 298p AB - Fracture toughness (K sub IC) value at early ages of concrete was used to represent the interfacial bond between aggregate and mortar of a variety of coarse aggregates types and concrete mixtures. A fractional factorial design based on Taguchi’s orthogonal array using four factors (i.e., aggregate type, w/cm, replacement of ultra-fine fly ash, and curing method) was selected to conduct the detailed laboratory study. The statistical analysis indicated the following decreasing rank order with respect to the relative importance of each factor to K sub IC: aggregate type, curing method, w/cm, and ultra-fine fly ash content. A comprehensive investigation of aggregate properties relative to physical, geometric, and chemical characteristics was conducted. The research findings indicated that the aggregate-mortar interfacial bond for a given cement paste was found not to be a simple function of any one of the aggregate properties, but a function of all three properties aggregated together. The application of utility theory to the evaluation of overall contribution of aggregate properties to the bonding performance of concrete, and feasibility of design combinations enables agencies to select the best aggregate type, modify aggregates by blending different aggregates, and optimize the design combinations for concrete paving construction, to relieve delamination and further spalling distresses. The interfacial fracture energy can be predicted once a design combination is known based on the linear relation with both concrete and mortar fracture energy. A fracture mechanics based approach was proposed with the facilitation of numerical analysis to predict the occurrence of delamination. The criterion for predicting early age delamination occurrence is that delamination occurs when the stress intensity factor (K sub I) > K sub IC. Through examples of practical design and construction methods, this approach is able to assess the probability of delamination occurrence, which will facilitate selection and evaluation of the effectiveness of pavement design methods to prevent delamination and spalling problems in concrete paving. Test sections of both winter and summer were established based on the research finding from laboratory investigations, theoretical modeling, and numerical analysis. Future performance of these sections will determine if the measures taken to arrest delamination were successful or not. KW - Aggregates KW - Best practices KW - Bond strength (Materials) KW - Concrete KW - Concrete curing KW - Delamination KW - Fly ash KW - Fracture mechanics KW - Fracture properties KW - Laboratory tests KW - Properties of materials KW - Siliceous river gravel KW - Spalling KW - Stress intensity factor KW - Utility theory KW - Water cement ratio UR - http://tti.tamu.edu/documents/0-4826-1.pdf UR - https://trid.trb.org/view/887694 ER - TY - RPRT AN - 01126500 AU - Pfleiderer, E M AU - Scroggins, C L AU - Manning, C A AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Logistic Regression Analysis of Operational Errors and Routine Operations Using Sector Characteristics PY - 2009/02//Final Report SP - 21p AB - Two separate logistic regression analyses were conducted for low- and high-altitude sectors to determine whether a set of dynamic sector characteristics variables could reliably discriminate between operational error (OE) and routine operation (RO) traffic samples. OE data were derived from SATORI re-creations of OEs occurring at the Indianapolis Air Route Traffic Control Center between 9/17/2001 and 12/10/2003. RO data were extracted from System Analysis Recordings (SARs) taped between 5/8/2003 and 5/10/2003. Dynamic sector characteristics submitted as potential predictors were: Average Control Duration, Number of Handoffs, Number of Heading Changes, Number of Intersecting Flight Paths, Number of Point Outs, and Number of Transitioning Aircraft. In the low-altitude sector model, backward stepwise elimination reduced the variables to the Number of Intersecting Flight Paths, the Number of Point Outs, and the Number of Handoffs with 75% overall classification accuracy. In the high-altitude sector model, backward stepwise elimination reduced the variables to the Number of Intersecting Flight Paths, the Number of Heading Changes, the Number of Transitioning Aircraft, and Average Control Duration with 79% overall classification accuracy. Classification rates achieved through the use of the selected sector characteristics support the assumption that elements of the sector environment contribute to the occurrence of OEs. Continued investigations along these lines may highlight complexity factors that should be addressed to ensure that separation is maintained. KW - Air traffic control KW - Complexity KW - Error analysis KW - Logistic regression analysis KW - Operational errors KW - Sector characteristics UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200904.pdf UR - https://trid.trb.org/view/887585 ER - TY - RPRT AN - 01126495 AU - Johnson, R D AU - Lewis, R J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Determination of Etomidate in Human Postmortem Fluids and Tissues PY - 2009/02//Final Report SP - 11p AB - Following an aviation accident, biological specimens from the operator of the aircraft are submitted to the Federal Aviation Administration’s Civil Aerospace Medical Institute for toxicological analysis. During the course of medical treatment following an aviation accident, pilots who later died as a result of their injuries may have been administered etomidate as an intravenous anesthetic. The authors' laboratory has developed a sensitive method for the identification and quantitation of etomidate in the biological specimens received from these pilots. Furthermore, the authors have evaluated the distribution of this compound in various postmortem tissues and fluids from 3 fatal aviation accident cases. When available, 10 specimen types were analyzed for each case, including blood, urine, vitreous humor, liver, kidney, skeletal muscle, lung, spleen, heart muscle, and brain. Specimens were extracted using solid-phase base extraction and analyzed by GC/MS. Deuterated etomidate was not available as an internal standard, so to eliminate any possible matrix effects during extraction all quantitative values in specimens other than blood were determined through standard addition. Blood etomidate concentrations in these three cases ranged from 12 to 41 ng/mL. Distribution coefficients for etomidate were determined for each of the specimen types analyzed. These coefficients are expressed relative to the blood concentration in that case. To the authors' knowledge, this is the first report presenting the distribution of etomidate in humans at therapeutic concentrations. KW - Air transportation crashes KW - Crash investigation KW - Forensic medicine KW - Postmortem KW - Toxicology UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA494608&Location=U2&doc=GetTRDoc.pdf UR - https://trid.trb.org/view/887584 ER - TY - RPRT AN - 01126417 AU - Maritime Administration TI - U.S. Public Port Development Expenditure Report (FYs 2006 & 2007-2011) PY - 2009/02 SP - 26p AB - This report is the result of a cooperative effort between the Maritime Administration and the American Association of Port Authorities (AAPA). It is the only report of its kind in the port industry that covers capital expenditures at U.S. ports. This report includes fiscal year (FY) 2006 and projected five-year 2007-2011 expenditure data, along with the funding sources used to finance those expenditures. It aggregates data by geographical region, type of facility, on- and off-terminal infrastructure, dredging, security, and by new construction and modernization/rehabilitation. KW - Capital expenditures KW - Development KW - Financing KW - Ports KW - United States UR - http://www.marad.dot.gov/documents/2006_port_expenditure_rpt_--_final.pdf UR - http://ntl.bts.gov/lib/33000/33200/33251/2006_port_expenditure_rpt_--_final.pdf UR - https://trid.trb.org/view/886689 ER - TY - RPRT AN - 01124973 AU - Kuhn, Beverly T AU - Goodin, Ginger D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Managed Lanes Handbook Training: Year 2 Report of Activities PY - 2009/02//Technical Report SP - 20p AB - This report summarizes the Year 2 activities under Implementation Project 5-4160-01, Managed Lanes Handbook Training. The overall objective of the project is to develop a 12-hour workshop covering "The Managed Lanes Handbook," and teach the materials at seven locations across the state, including two pilot workshops. "The Managed Lanes Handbook" was developed for the Texas Department of Transportation (TxDOT) to help the staff make informed planning, design, and operational decisions when considering managed lanes facilities for its jurisdiction. The handbook presents the critical research results obtained over the five years of the related research project, presented in a usable format, providing a clear, concise, and step-wise approach to planning, designing, operating, and enforcing a managed lanes facility. It also refers the user to other pertinent documents that provide additional detailed information on various aspects of managed lanes. The workshop is designed to facilitate statewide use of the handbook with TxDOT and partnering agency staff involved in managed lanes project development and design. Year 2 activities included teaching the workshops, updating of workshop material as appropriate, and preparing the final deliverables for TxDOT. KW - Curricula KW - Handbooks KW - Managed lanes KW - Training KW - Workshops UR - http://tti.tamu.edu/documents/5-4160-01-2.pdf UR - https://trid.trb.org/view/886172 ER - TY - RPRT AN - 01124968 AU - Fernando, Emmanuel G AU - Middleton, Dan AU - Carlson, Todd B AU - Longmire, Ryan AU - Sepulveda, Edward D AU - Ruback, Leonard G AU - Freeman, Thomas John AU - Oh, Jeongho AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Deploying Weigh-in-Motion Installations on Asphalt Concrete Pavements PY - 2009/02//Technical Report SP - 300p AB - The strategic plan for establishing a vehicle weight monitoring net across Texas calls for deploying two technology types – piezoelectric and bending plate systems, and seeks to install weigh-in-motion (WIM) systems in roadways that are under new construction or re-construction. Because the goal is to provide accurate truck weight data for pavement design, the strategic plan prefers deploying WIM installations on 500-ft continuously reinforced concrete pavements. While these pavements have, from experience, provided suitable stable foundations for WIM sensors, building a continuously reinforced concrete pavement is expensive. This project aimed to find less costly but equally viable alternatives for deploying WIM installations by developing guidelines for finding sections within existing asphalt concrete pavements that provide the level of smoothness, pavement support, and projected service life deemed suitable for weigh-in-motion sites, particularly for installations that use piezoelectric technology. Additionally, the project sought to evaluate the use of solar cells to power WIM systems, and wireless alternatives for data communication. These alternatives become particularly relevant in areas where bringing electrical and telephone wires to the site would add significantly to the cost of the WIM installation. KW - Asphalt concrete pavements KW - Piezoelectric transducers KW - Service life KW - Smoothness KW - Solar cells KW - Texas KW - Weigh in motion KW - Wireless communication systems UR - http://tti.tamu.edu/documents/0-5551-1.pdf UR - https://trid.trb.org/view/886132 ER - TY - RPRT AN - 01124847 AU - Sprinkel, Michael M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Condition of Concrete Overlays on Route 60 Over Lynnhaven Inlet After 10 Years PY - 2009/02//Final Report SP - 26p AB - In 1996, 16 high performance concrete overlays were placed on two 28-span bridges on Route 60 over the Lynnhaven Inlet in Virginia Beach, Virginia. Thirteen concrete mixtures included a variety of combinations of silica fume (SF), fly ash, slag, latex, corrosion-inhibiting admixtures, a shrinkage-reducing admixture, and fibers; one overlay was constructed with a thickness of only 0.75 in. (19 mm), and spans were overlaid with and without topical treatments of two corrosion inhibitors. With the exception of one of the overlay systems, the overlays were required to have a minimum thickness of 1.25 in. (32 mm). Another overlay system had a variable thickness ranging from 1.25 to 0.75 in. (32 to 19 mm) to provide good ride quality. The demonstration was designed to show that many different combinations of materials can be used for overlays. The overlays were last evaluated in the fall of 1999 after 3 years in service. The objective of this research was to determine the condition of the overlays at 10 years of age. The results indicated that all overlays have performed well with the exception of most of the areas adjacent to joints. Many of these areas were replaced by the original contractor and replaced again by the City of Virginia Beach. The overlays were ranked with respect to permeability, chloride content, and cost. The 7% SF overlay on the eastbound lane had the lowest permeability, and the 7% SF overlay on the westbound lane had the highest permeability. The overall best performing overlay was the latex-modified concrete (LMC) overlay, which had the second lowest permeability and chloride diffusion constant and the lowest chloride ion content. Overlays containing fibers and the LMC overlay were estimated to have the highest cost, and the 40% slag overlay was estimated to have the lowest cost. Although the overlays performed differently with respect to permeability to chloride ion and chloride intrusion, all of the overlays can provide good skid resistance and protection against intrusion by chloride ions and can be an economical technique for extending the life of hydraulic cement concrete decks. The Virginia Department of Transportation should continue to extend the life of bridge decks using LMC and should consider using overlays containing combinations of SF, fly ash, and slag as evaluated in this study when justified based on the cost-benefit analysis for a project. KW - Admixtures KW - Benefit cost analysis KW - Bridge decks KW - Chloride content KW - Concrete overlays KW - Condition surveys KW - Corrosion resistant materials KW - Costs KW - Fiber reinforced concrete KW - Fly ash KW - High performance concrete KW - Latex modified concrete KW - Permeability KW - Shrinkage reducing admixtures KW - Silica fume KW - Skid resistance KW - Slag KW - Thickness KW - Virginia Beach (Virginia) UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r13.pdf UR - https://trid.trb.org/view/886074 ER - TY - RPRT AN - 01124743 AU - Venglar, Steven P AU - Porter, Richard J AU - Obeng-Boampong, Kwaku O AU - Kuchangi, Shamanth P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Establishing Advisory Speeds on Non Direct-Connect Ramps: Technical Report PY - 2009/02//Technical Report SP - 92p AB - Current procedures for setting ramp advisory speeds in the state of Texas are outlined in the Texas Department of Transportation’s official procedures for establishing speed zones. For ramps, these procedures suggest using exit speed or ramp speed signing where an engineering investigation shows the necessity of advising drivers of the maximum recommended speed on a ramp. Research conducted under this investigation involved speed studies of ramps with a broad range of horizontal and vertical curvatures, frontage road to freeway speed differentials and distances between the ramp and the downstream cross street in order to create a predictive model of ramp speed. Utilizing the degree of curvature (if any) found along the ramp and the distance along the ramp from the freeway exit ramp gore to the downstream intersection along the ramp or frontage road, analysts use the predictive model to identify the expected mean truck speed along the ramp. Based on the difference in speed between the freeway and the mean truck speed expected along the ramp, a ramp advisory speed signing scheme is recommended. KW - Advisory speeds KW - Frontage roads KW - Horizontal curvature KW - Intersections KW - Off ramps KW - On ramps KW - Speed control KW - Texas KW - Vertical curvature UR - http://tti.tamu.edu/documents/0-6035-1.pdf UR - https://trid.trb.org/view/886036 ER - TY - RPRT AN - 01124739 AU - Fitzpatrick, Kay AU - Brewer, Marcus A AU - Obeng-Boampong, Kwaku AU - Park, Eun Sug AU - Trout, Nada D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Speeds in School Zones PY - 2009/02//Technical Report SP - 196p AB - School speed zones are frequently requested traffic controls for school areas, based on the common belief that if the transportation agency would only install a reduced speed limit, then drivers would no longer speed through the area. This research project was tasked with reviewing existing practices and developing guidelines regarding the establishment of school zones. Researchers documented existing knowledge on traffic control devices in school zones using a review of previous research that examined effectiveness of devices, a survey of practitioners on signing and marking, a review of state and city school zone guidelines and warrants, and a telephone survey of law enforcement officers. Researchers also collected field data at 24 school zones across Texas and analyzed the data for findings on speed-distance relationships, speed-time relationships, influences of various site characteristics on speeds, and special characteristics of school zones with buffer zones. The findings from these analyses were used in developing suggested guidelines for traffic control devices, including school speed zones, near schools in Texas. The Guidelines are designed to serve as a supplement to the Texas Manual on Uniform Traffic Control Devices and the manual on Procedures for Establishing Speed Zones. They are included in this report as Appendix A. Major topics in the Guidelines include: definitions, school location, school speed zone characteristics, pavement markings, crosswalks, school entrances, and conditions for removing a school speed zone. KW - Crosswalks KW - Data collection KW - Field data KW - Guidelines KW - Literature reviews KW - Road markings KW - School zones KW - Schools KW - Speed zones KW - Texas KW - Traffic control devices UR - http://tti.tamu.edu/documents/0-5470-1.pdf UR - https://trid.trb.org/view/886039 ER - TY - RPRT AN - 01124565 AU - Hawkins, H Gene AU - Pike, Adam M AU - Azimi, Mehdi AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Traffic Control Devices: Fifth-Year Activities PY - 2009/02//Technical Report SP - 59p AB - This project was established to provide a means of conducting limited scope evaluations of numerous traffic control device issues. During the fifth, and final, year of the project, researchers conducted four activities: improving the interface for the automated process for identifying the start and end of no-passing zones developed during the fourth year, continuing the evaluation of the performance of lead-free yellow thermoplastic pavement markings started at the end of the fourth year, continuing development of the "Work Zone Implementation Handbook," and creating an updated edition of the "Sign Crew Field Book." The last two of these activities produced stand-alone documents for Texas Department of Transportation (TxDOT) use. The evaluation of lead-free thermoplastic found that the material performs well in most, but not all, areas. The improved interface for the automated no-passing zone was tested in the field at two sites, and the results indicate that the results are consistent with existing no-passing zone markings when considered for vertical alignment only. KW - Handbooks KW - No passing zones KW - Road markings KW - Sign Crew Field Book KW - Thermoplastic materials KW - Traffic control devices KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-4701-5.pdf UR - https://trid.trb.org/view/885839 ER - TY - RPRT AN - 01124564 AU - Burns, Stanley G AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - In-Situ Vehicle Classification Using an ILD and a Magnetoresistive Sensor Array PY - 2009/02//Final Report SP - 82p AB - In-situ vehicle occupancy, vehicle type classification, and speed are important measurements needed in traffic management. This report provides a summary of results from a multi-year study that includes both the use of inductive loop detectors (ILDs) and magnetoresistive sensors for in-situ vehicle classification. There were strengths and weaknesses noted in both type of sensor systems. Although the magnetoresistive array provides the best vehicle profile resolution, the standard inductive loop detector provides a significant cost, hardware and software complexity, and reliability advantage. The ILD installed base far exceeds the number of magnetoresistive sensors. Several electrical and computer engineering students participated in the study and their contributions are included in the individual chapter headings. Under the author's direction, these students also presented project work and Research Day conferences at Minnesota Department of Transportation District 1 Headquarters. KW - Automatic vehicle classification KW - Highway traffic control KW - Loop detectors KW - Magnetoresistance KW - Speed KW - Vehicle occupancy UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1090 UR - https://trid.trb.org/view/885826 ER - TY - RPRT AN - 01124561 AU - Earsom, Stephen AU - Poe, Carson D AU - Federal Highway Administration AU - Volpe National Transportation Systems Center TI - Carbon Sequestration Pilot Program: Implementation and Next Steps PY - 2009/02//Progress Report SP - 21p AB - This report documents the elements likely required to implement a carbon sequestration process tailored to state Departments of Transportation (DOTs). Findings are based on the challenges, key lessons, and preliminary results from New Mexico DOT’s initial five months of implementing the Federal Highway Administration’s (FHWA's) Carbon Sequestration Pilot Program (CSPP). Although communication of the progress and outcomes should continue through the life-cycle of the pilot program, it is expected that the body of knowledge formed from NMDOT’s early experience can help other state DOTs evaluate the viability of carbon sequestration practices in lands they control. The CSPP is also considered a demonstration project. As such, this report offers preliminary recommendations and considerations that can assist FHWA and other federal agencies in making well-informed decisions related to carbon sequestration in the highway right of way during discussions surrounding the reauthorization of the nation’s next transportation bill. Since the NMDOT effort is ground-breaking nationally, and perhaps globally, it is expected that NMDOT’s experience can provide insights useful in determining whether efforts to accomplish a similar program at a broader scale are practical. KW - Air quality management KW - Biological control KW - Carbon dioxide KW - Carbon sequestration KW - Carbon Sequestration Pilot Program KW - Decision making KW - Demonstration projects KW - Exhaust gases KW - Implementation KW - New Mexico Department of Transportation KW - Right of way (Land) UR - http://climate.dot.gov/documents/FINAL_C-Seq_Report_021109.pdf UR - http://ntl.bts.gov/lib/33000/33500/33592/FINAL_C-Seq_Report_021109.pdf UR - https://trid.trb.org/view/885823 ER - TY - RPRT AN - 01124560 AU - Papagiannakis, A Thomas AU - Gharaibeh, Nasir G AU - Weissmann, Jose AU - Wimsatt, Andrew J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pavement Scores Synthesis PY - 2009/02//Technical Report SP - 152p AB - The purpose of this synthesis was to summarize the use of pavement scores by the states, including the rating methods used, the score scales, and descriptions; if the scores are used for recommending pavement maintenance and rehabilitation actions; how the scores are computed; the distresses that are used for generating the scores; the sampling method; the survey frequency; and each state agency’s legislative or internal goal. The distresses considered and the way they are summarized into indices varies between states. Typically, the extent and severity is used for computing scores. In rating distresses, some agencies use the most dominant distress present, while others use all the distresses present. For each distress type/severity level, criteria are established in terms of the distress index that indicates the need for rehabilitation. In addition, how the data analysis results are used varies from state to state. According to the information collected for this synthesis, only three states indicated that they have goals set by, or reported to, their respective legislatures. Internal agency goals vary from state to state as well. Since the scores are computed differently for each state, and since the sampling methods vary from state to state, the definition of good or better varies significantly between each state; therefore, direct comparisons between scores or percent lane miles in good or better condition between states are not valid. KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Ratings KW - Sampling strategies KW - Scores UR - http://tti.tamu.edu/documents/0-6386-1.pdf UR - https://trid.trb.org/view/885843 ER - TY - RPRT AN - 01124559 AU - Tang, Hua AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Development of a New Tracking System Based on CMOS Vision Processor Hardware: Phase I PY - 2009/02//Final Report SP - 59p AB - It is well known that vehicle tracking processes are very computationally intensive. Traditionally, vehicle tracking algorithms have been implemented using software approaches. The software approaches have a large computational delay, which causes low frame rate vehicle tracking. However, real-time vehicle tracking is highly desirable to improve not only tracking accuracy but also response time, in some ITS (Intelligent Transportation System) applications such as security monitoring and hazard warning. For this purpose, this project proposes a hardware based vehicle tracking system for real-time high frame rate tracking. The proposed tracking algorithm is based on motion estimation by full-search block matching algorithm. Motion estimation is implemented in a hardware processor, which could significantly reduce the computational delay compared to traditional software approaches. In this project, the hardware processor is first designed and verified using Cadence software in CMOS (Complementary Metal Oxide Semiconductor) IBM 0.13μm technology, and then mapped to the Xilinx Spartan-3A DSP Development Board for quick implementation. Test results have shown the hardware processor functions correctly with sequences of traffic images. Also, the algorithms are designed to post-process the motion vectors output from the hardware processor to complete the overall vehicle tracking process. KW - Algorithms KW - CMOS devices KW - Data processing equipment KW - Intelligent transportation systems KW - Real time data processing KW - Vehicle tracking UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1088 UR - https://trid.trb.org/view/885825 ER - TY - RPRT AN - 01124489 AU - Murray, Dan AU - Shackelford, Sandra AU - Houser, Amy AU - American Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Analysis of Benefits and Costs of Roll Stability Control Systems for the Trucking Industry PY - 2009/02//Final Report SP - 69p AB - The Federal Motor Carrier Safety Administration’s (FMCSA) safety goal is to reduce the number and severity of commercial motor vehicle fatalities and crashes. During the last several years, FMCSA has collaborated with the trucking industry to test, evaluate, and facilitate the deployment of several onboard safety systems for commercial motor vehicles to increase the safety of all roadway users. The purpose of this report is to evaluate costs and benefits for industry associated with Roll Stability Control (RSC) systems that can reduce large-truck rollovers. The analysis described herein indicates that RSC systems on combination vehicles will help to prevent rollovers caused by excessive speed in a curve. Motor carriers purchasing this technology will likely see net positive returns on investments within a 5-year product lifecycle for the crash types and operating scenarios described in this report. KW - Benefit cost analysis KW - Commercial vehicles KW - Countermeasures KW - Electronic stability control KW - Roll stability KW - Rollover crashes KW - Stability (Mechanics) KW - Tractor trailer combinations KW - Trucking safety UR - http://ntl.bts.gov/lib/51000/51200/51248/09-020-RP-Roll-Stability.pdf UR - https://trid.trb.org/view/884825 ER - TY - SER AN - 01124488 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Motor Carrier Safety Administration TI - Benefit-Cost Analyses of Onboard Safety Systems PY - 2009/02 SP - 4p AB - The primary safety goal of the Federal Motor Carrier Safety Administration (FMCSA) is to reduce the number and severity of large truck crashes. Over the last several years, FMCSA has collaborated with the trucking industry to test, evaluate, and encourage the deployment of several promising onboard safety systems for commercial motor vehicles (CMV) in an effort to enhance the safety of all roadway users. As part of an ongoing FMCSA effort to accelerate voluntary adoption of onboard safety systems, this document summarizes the findings in three reports that analyzed the economic costs and benefits for three commercial motor vehicle onboard safety systems: (1) Forward Collision Warning Systems (FCWS), (2) Lane Departure Warning Systems (LDWS), (3) Roll Stability Control Systems (RSC). To be widely deployed, these systems must be beneficial, cost-effective investments that meet user needs. The purpose of the benefit-cost analysis (BCA) reports was to provide return on investment information for the motor carrier industry in support of future purchasing decisions of the onboard safety system. Using efficacy rates of 21 percent and 44 percent, it was estimated that between 8,597 and 18,013 rear-end crashes could be prevented through use of FCWS. When the anticipated present value costs and benefits of the FCWS were compared, the benefits of using the system over a period of five years outweighed the costs associated with purchasing the systems at each efficacy rate and for each VMT category. Using low and high estimates of efficacy rates ranging from 23 percent to 53 percent, it was estimated that LDWS has the potential to reduce approximately 1,069–2,463 Single-vehicle roadway departures (SVRD) collisions, 627–1,307 SVRD rollovers, 1,111–2,223 Same-direction lane departures (SDLD) sideswipes, 997–1,992 Opposite-direction lane departures (ODLD) sideswipes, and 59–118 ODLD head-ons. When the anticipated present value costs and benefits of the LDWS were compared, the benefits of using the system over a period of five years outweighed the costs associated with purchasing the systems at each efficacy rate and for each VMT category. Using efficacy rates of 37 percent and 53 percent, it was estimated that between 1,422 and 2,037 combination vehicle rollover crashes in curves could be prevented through use of the RSC. When the anticipated present value costs and benefits of the RSC systems were compared, the benefits of using the system over a period of five years outweighed the costs associated with purchasing the systems at each efficacy rate and for each VMT category. KW - Benefit cost analysis KW - Commercial vehicles KW - Countermeasures KW - Crash avoidance systems KW - Driver information systems KW - Lane departures KW - Return on investment KW - Roll stability KW - Rollover crashes KW - Trucking safety KW - Warning systems UR - http://ntl.bts.gov/lib/51000/51200/51251/09-023-TB-Onboard-Safety-Systems-508.pdf UR - https://trid.trb.org/view/885642 ER - TY - RPRT AN - 01124484 AU - Houser, Amy AU - Murray, Dan AU - Shackelford, Sandra AU - Kreeb, Robert AU - Dunn, Travis AU - American Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Analysis of Benefits and Costs of Lane Departure Warning Systems for the Trucking Industry PY - 2009/02//Final Report SP - 75p AB - The Federal Motor Carrier Safety Administration’s (FMCSA’s) safety goal is to reduce the number and severity of commercial motor vehicle fatalities and crashes. During the last several years, FMCSA has collaborated with the trucking industry to test, evaluate, and facilitate the deployment of several onboard safety systems for commercial motor vehicles to increase the safety of all roadway users. The purpose of this report is to evaluate costs and benefits for industry associated with lane departure warning systems that can reduce large-truck lane departure crashes. The analysis described herein indicates that combination and single-unit vehicles with lane departure warning systems will help to prevent lane-departure crashes. Motor carriers purchasing this technology will likely see net positive returns on investments within a five-year product lifecycle for the crash types and operating scenarios described in this report. KW - Benefit cost analysis KW - Commercial vehicles KW - Countermeasures KW - Lane departures KW - Motor carriers KW - Return on investment KW - Traffic safety KW - Truck crashes KW - Trucking safety UR - http://ntl.bts.gov/lib/51000/51200/51250/09-022-RP-Lane-Departure.pdf UR - https://trid.trb.org/view/885644 ER - TY - RPRT AN - 01124483 AU - Murray, Dan AU - Shackelford, Sandra AU - Houser, Amy AU - American Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Analysis of Benefits and Costs of Forward Collision Warning Systems for the Trucking Industry PY - 2009/02//Final Report SP - 67p AB - The Federal Motor Carrier Safety Administration’s (FMCSA) safety goal is to reduce the number and severity of commercial motor vehicle fatalities and crashes. During the last several years, FMCSA has collaborated with the trucking industry to test, evaluate, and facilitate the deployment of several onboard safety systems for commercial motor vehicles to increase the safety of all roadway users. The purpose of this report is to evaluate costs and benefits for industry associated with Forward Collision Warning Systems that can reduce large truck rear-end crashes. The analysis described herein indicates that Forward Collision Warning Systems on combination and single-unit vehicles will help to prevent rear-end crashes. Motor carriers purchasing this technology will likely see net positive returns on investments within a five-year product lifecycle for the crash types and operating scenarios described in this report. KW - Benefit cost analysis KW - Commercial vehicles KW - Countermeasures KW - Crash avoidance systems KW - Motor carriers KW - Rear end crashes KW - Return on investment KW - Traffic safety KW - Trucking safety KW - Warning systems UR - http://ntl.bts.gov/lib/51000/51200/51249/09-021-RP-Forward-Collision.pdf UR - https://trid.trb.org/view/885643 ER - TY - RPRT AN - 01124332 AU - Glover, Charles J AU - Martin, Amy Epps AU - Chowdhury, Arif AU - Han, Rongbin AU - Prapaitrakul, Nikornpon AU - Jin, Xin AU - Lawrence, James AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Binder Aging and Its Influence in Aging of Hot Mix Asphalt Concrete: Literature Review and Experimental Design PY - 2009/02//Technical Report SP - 68p AB - Binder oxidation in pavements and its impact on pavement performance has been addressed by numerous laboratory studies of binder oxidation chemistry, reaction kinetics, and hardening and its impact on mixture fatigue. Studies also have included some work on binder oxidation and hardening in pavements and the effectiveness of maintenance treatments. Yet more such studies are needed to better understand the fundamentals of pavement performance as a function of climate and pavement parameters. Based on these reports in the literature, an experimental design has been developed to meet three objectives and to provide four products. The objectives are: 1) to develop and calibrate a laboratory test to assess binder aging during the production process and during the field service of the pavement; 2) to incorporate aging for use in a HMA mix design system to produce mixtures that provide adequate resistance to fatigue cracking, including guidelines to optimize resistance of HMA to aging; and 3) to evaluate the use of maintenance treatments to reduce the aging of asphalt pavements starting at early ages. The products: 1) a new test procedure to characterize binder aging, and predict service life for different applications; 2) an HMA mix design component that incorporates aging and its effect on resistance to fatigue cracking; 3) guidelines for optimizing HMA mixture resistance to aging; and 4) guidelines for the best maintenance treatments to reduce the aging of binders. The experimental design includes measurements of binder oxidation and hardening at various stages of binder service, fundamental studies of binder oxidation and hardening kinetics, developing a transport model of binder oxidation in pavements, measurements of field oxidation and hardening rates, measurements of mixture fatigue decline as a function of binder oxidative hardening in both the field and laboratory, and measurements of maintenance treatment effectiveness at retarding binder oxidative hardening. KW - Aging (Materials) KW - Asphalt concrete KW - Asphalt hardening KW - Asphalt pavements KW - Binders KW - Hot mix asphalt KW - Laboratory tests KW - Literature reviews KW - Mix design KW - Oxidation KW - Pavement maintenance UR - http://tti.tamu.edu/documents/0-6009-1.pdf UR - https://trid.trb.org/view/885778 ER - TY - RPRT AN - 01124325 AU - Potts, Ingrid B AU - Hutton, Jessica M AU - Harwood, Douglas W AU - Midwest Research Institute AU - Federal Highway Administration TI - Strategic Intersection Safety Program Guide PY - 2009/02 SP - 44p AB - The Strategic Intersection Safety Program Guide is a tool to assist agencies at the State and local levels in developing strategic, systematic approaches for planning, developing, implementing, and maintaining an intersection safety program. It provides insights for how a strategic process for improving intersection safety can influence the selection of future projects that have measurable safety outcomes, such as reduction of specific crash types that help achieve strategic goals. This guide provides a step by step process for a strategic intersection safety program, including steps for the development of specific intersection safety action plans. It can assist in the development of the intersection-related portions of a State Strategic Highway Safety Plan (SHSP) and assist local agencies in aligning their intersection safety programs with the SHSP intersection safety goals. A summary is included of the intersection-related goals and improvement strategies incorporated by States in their current SHSPs as a resource for local agencies creating their own intersection safety program and for State agencies updating their SHSPs or developing an intersection safety program. KW - Guidelines KW - Highway safety KW - Intersections KW - Local government agencies KW - Safety programs KW - State government agencies KW - Strategic Highway Safety Plan KW - Strategic planning UR - http://www.worldcat.org/title/strategic-intersection-safety-program-guide/oclc/319891901 UR - https://trid.trb.org/view/885698 ER - TY - RPRT AN - 01124310 AU - Shi, Xianming AU - Fay, Laura AU - Gallaway, Chase AU - Volkening, Kevin AU - Peterson, Marijean M AU - Pan, Tongyan AU - Creighton, Andrew AU - Lawlor, Collins AU - Mumma, Stephanie AU - Liu, Yajun AU - Nguyen, Tuan Anh AU - Western Transportation Institute AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of Alternate Anti-Icing and Deicing Compounds Using Sodium Chloride and Magnesium Chloride as Baseline Deicers – Phase I PY - 2009/02//Final Report SP - 294p AB - This project aimed to evaluate potassium acetate, sodium acetate/formate-blend deicers, and potassium formate as alternative anti-icing and deicing compounds relative to sodium chloride (NaCl), salt-sand mixtures, and magnesium chloride (MgCl2) currently used by the Colorao Department of Transportation (CDOT). Based on the literature review, deicers may pose detrimental effects to portland cement concrete infrastructure and asphalt pavement, cause corrosion damage to the transportation infrastructure, or have significant impacts on the environment. The authors conducted laboratory tests to evaluate the performance of several alternative deicers compared with traditional chloride-based deicers, including: SHRP ice melting, penetration and undercutting tests, differential scanning calorimetry tests, and tribometer tests. The negative effects of deicers on metals and concrete were investigated both in the laboratory and in the field. It was estimated that even for high-quality concrete, the implications of chloride-based deicers on the service life of steel-reinforced concrete might be significant. At the three field locations, water samples were collected periodically and the data showed no immediate impact from chloride-based deicers following application adjacent to waterways. The authors described a deicer composite index that would allow winter maintenance managers to numerically evaluate deicers based on their agency priorities or local needs and constraints. KW - Anti-icing KW - Deicing chemicals KW - Field tests KW - Laboratory tests KW - Literature reviews KW - Magnesium chloride KW - Potassium acetate KW - Potassium formate KW - Reinforced concrete KW - Service life KW - Sodium acetate KW - Sodium chloride KW - Sodium formate KW - Water quality KW - Waterways KW - Winter maintenance UR - http://www.coloradodot.info/programs/research/pdfs/2009/antiicing.pdf UR - https://trid.trb.org/view/885627 ER - TY - RPRT AN - 01124301 AU - Alavi, Sirous AU - Tavares, Michael P AU - Sierra Transportation Engineers, Incorporated AU - Montana Department of Transportation AU - Federal Highway Administration TI - Highway Project Cost Estimating and Management PY - 2009/02//Final Report SP - 162p AB - This report provides detailed information about the project objectives, deliverables, and findings. The project team thoroughly reviewed the Montana Department of Transportation (MDT) structure, operations, and current procedures as related to MDT highway projects cost estimation practices. This was achieved through a series of visits and a comprehensive set of interviews of MDT staff involved with highway project cost estimation. A literature review of the state-of-practice cost estimating procedures was also conducted and compared with MDT practices. This report contains the project team recommendations along with a series of strategic procedures to implement those recommendations. The report also provides a timeframe for the implementation of recommendations and strategic procedures. KW - Cost estimating KW - Highway projects KW - Implementation KW - Interviewing KW - Literature reviews KW - Montana KW - Montana Department of Transportation KW - Project management KW - Recommendations KW - State of the practice UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/project_cost/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/const/project_cost.shtml UR - https://trid.trb.org/view/885624 ER - TY - RPRT AN - 01124299 AU - Johnson, Brad AU - Beardsley, Mark AU - Doran, Jessica AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Functional Assessment of Colorado Wetlands (FACWet) Method – User Manual Version 1.0 PY - 2009/02//Final Report SP - 94p AB - The Functional Assessment of Colorado Wetlands (FACWet) Method is a stressor-based, rapid assessment method developed to address key aspects of the Colorado Department of Transportation's (CDOT’s) Clean Water Act permitting needs. FACWet is a collaborative effort involving the Colorado Department of Transportation, Colorado State University, EcoMetrics, LLC, the U.S. Army Corps of Engineers, and the U.S. Environmental Protection Agency. This new mode of wetland assessment is designed to address the regulatory community’s need for functional assessment in administration of the Clean Water Act in Colorado, including pre-project assessment, mitigation planning, and post-project evaluation This document includes the user guide and data sheets for Version 1.0 of the FACWet. This is the current working version of the methodology, but FACWet development is ongoing and the method will be iteratively updated and revised. Updates will be posted on the FACWet website: http://rydberg.biology.colostate.edu/FACWet/. FACWet should be used during the planning stage of projects that may impact wetlands or riparian habitats. Application of the FACWet Method may be required by federal regulatory agencies as part of the Clean Water Act permitting process. It is recommended that staff involved in environmental permitting attend a training course. KW - Clean Water Act KW - Colorado KW - Environmental permits KW - Evaluation and assessment KW - Habitat (Ecology) KW - Manuals KW - Methodology KW - Wetlands UR - http://www.dot.state.co.us/Publications/PDFFiles/facwet.pdf UR - https://trid.trb.org/view/885634 ER - TY - RPRT AN - 01124298 AU - Goswami, Arkopal K AU - Miller, John S AU - Hoel, Lester A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Airport Offsite Passenger Service Facilities: An Option for Improving Landside Access: Volume II: Access Characteristics and Travel Demand PY - 2009/02//Final Report SP - 62p AB - Offsite airport facilities provide ground transportation, baggage and passenger check in, and other transportation services to departing air passengers from a remote location. The purpose of this study was to develop models to determine the airports that might be candidates for such a facility and estimate the percentage of travelers that would choose to use one to access the airport. Offsite airport facility operations were examined in New York, Los Angeles, Zurich, London, and Hong Kong, and passenger data were obtained from surveys distributed at six U.S. airports. A total of 1,700 air-traveler questionnaires were completed at four airports without offsite facilities, i.e., Baltimore/Washington International Thurgood Marshall Airport (BWI), Charlottesville-Albemarle Airport (CHO), Norfolk International Airport (ORF), and Richmond International Airport (RIC), and at two airports with offsite facilities that provide ground transportation only, i.e., Boston Logan International Airport (BOS) and San Francisco International Airport (SFO). The survey results show that 68% of passengers who traveled directly to the airport terminal would consider using an offsite airport facility if available. Of the passengers who currently use an offsite airport facility that provides only ground transportation, almost 70% indicated that their access would be improved by expanded services including baggage and passenger check in. The two main reasons cited for using the offsite airport facilities surveyed in this study were reduced travel time variability (43%) and lower cost (39%). With the data collected at the six airports, two models were developed sequentially to determine the demand for offsite facilities. The airport access quality model was used to establish initial demand by assuming that the likelihood of a viable offsite facility is directly proportional to the difficulty, or resistance, encountered during the current access trip to the airport. This model yielded expected results when tested with a former offsite airport facility. The offsite facility usage model was used to determine the probability of passengers using an offsite facility while accessing an airport and accurately estimated 58% of the test set responses. The airport access quality model develops a value for total resistance and ranks the airports according to the current difficulty encountered by passengers during their access trip to the airport. When applied to three Virginia airports, passengers accessing RIC had the largest total resistance. Accordingly, RIC is considered to have the highest potential demand for an offsite facility. The offsite airport facility usage model was based on flight departure time and variability in ground travel time as predictors of the final demand. For example, the model estimated an offsite airport facility demand of 74% for passengers departing between 8 and 10:30 A.M. when ground travel times vary by 45 min (rounded to the nearest 15-min interval). For passengers departing before 8:00 A.M. and with a ground travel time that varies by no more than 5 min, the models estimated demand at only 26%. The offsite airport facility usage model was also used to identify the zones (defined by zip codes) where potential use of offsite terminals is substantial. KW - Airport access KW - Airport operations KW - Baggage handling KW - Costs KW - Demand KW - Landside operations (Airports) KW - Passenger service KW - Questionnaires KW - Satellite terminals (Airports) KW - Surveys KW - Travel time UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r6.pdf UR - http://ntl.bts.gov/lib/37000/37700/37729/09-r6.pdf UR - https://trid.trb.org/view/885609 ER - TY - RPRT AN - 01124211 AU - Strathman, James G AU - Bronfman, Lois Martin AU - Dong, Hongwei AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration AU - Oregon Transportation Research and Education Consortium TI - Evaluation of the Oregon DMV Medically At-Risk Driver Program PY - 2009/02//Final Report SP - 136p AB - Oregon is one of six states with requirements for mandatory reporting of drivers with medical impairments. In 2003, the state’s mandatory reporting program, administered by the Oregon Driver and Motor Vehicle (DMV) Services, was revised to cover an extensive range of cognitive and functional impairments. This report examines the safety risk of persons treated in Oregon’s revised Medically At-Risk Driver program. The incidence of crashes and traffic offense convictions before and after license suspension is documented and compared to crash and conviction incidence of persons treated in the DMV’s voluntary medical reporting program. Comparisons are also made to a representative sample of the state’s driver population. Structured interviews of program stakeholders were also undertaken to identify issues related to the program’s performance. The safety analysis and interview findings provided a basis for recommendations made in the report. KW - Crashes KW - Diseases and medical conditions KW - Driver licenses KW - Drivers KW - Impaired drivers KW - Oregon KW - Reporting medical impairment KW - Reporting requirements KW - Traffic conviction UR - http://www.otrec.us/project/80 UR - https://trid.trb.org/view/885569 ER - TY - RPRT AN - 01124210 AU - Rufolo, Anthony M AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Factors Affecting Behavioral Changes in Response to Road Fees: Some Analyses of the Effect of Transit Access and Fuel Efficiency on Changes in Miles Driven PY - 2009/02//Final Report SP - 49p AB - The Oregon Department of Transportation tested a system to collect a vehicle-based mileage fee as a replacement for the Oregon gas tax. This project reports on additional analysis of the data from that experiment. Subjects include analysis of the consistency of attitudes as expressed in participant surveys at the beginning, midpoint, and end of the experiment; differences in changes in rush hour mileage by day and by a.m. versus p.m. rush hours; analysis of whether the shift from a fuel tax to a mileage charge caused notable differences in response based on the fuel efficiency of the vehicle; analysis of the effect of level of transit service and distance to transit access on the responses to mileage pricing; and more refined analysis of the effect of household income on the response to pricing. KW - Attitudes KW - Congestion pricing KW - Fuel consumption KW - Fuel taxes KW - Income KW - Mileage-based user fees KW - Oregon KW - Surveys KW - Transit access KW - Travel behavior KW - Vehicle miles of travel UR - http://otrec.us/main/document.php?doc_id=977 UR - http://otrec.us/project/116 UR - https://trid.trb.org/view/885575 ER - TY - RPRT AN - 01124208 AU - Koylu, Umit O AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Development of Teaching Material to Integrate GT-POWER into Combustion Courses for IC Engine Simulations PY - 2009/02//Final Report SP - 8p AB - The main objective of this project was to develop instructional engineering projects that utilize the newly-offered PACE software GT-POWER for engine simulations in combustion-related courses at the Missouri University of Science and Technology. Students teamed up to perform modeling of engine performance and emission characteristics so that they could learn state-of-the-art engine technology and explore innovative design procedures routinely employed by the leading automotive companies. This helped to bridge the gap between the theoretical and simple concepts learned by students in the classroom and the practical and advanced skills desired by industry. The project allowed various tools for studying engine combustion fueled by alternative fuels such as hydrogen. KW - Alternate fuels KW - Automotive engineering KW - Combustion KW - Design KW - Education and training KW - Engine performance KW - Exhaust gases KW - Hydrogen fuels KW - Instructional materials KW - Internal combustion engines KW - Simulation KW - Software KW - State of the art KW - Technological innovations UR - http://utc.mst.edu/documents/R200_CR.pdf UR - https://trid.trb.org/view/885565 ER - TY - RPRT AN - 01124206 AU - Anderson, Neil L AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Preparing for a Significant Central U.S. Earthquake: Science Needs of the Emergency Response Community PY - 2009/02//Final Report SP - 9p AB - The New Madrid and Wabash Valley seismic zones are capable of producing large magnitude earthquakes that could cause significant damage and interrupt the east to west flow of transportation, communication, electricity, natural gas and oil across the central United States. A large magnitude quake also could disrupt the movement of coal, fertilizer, or agricultural products to and from ports along the middle Mississippi and lower Ohio Rivers as well as disrupt the lives of countless residents of the Central U.S. The U.S. Geological Survey (USGS) and the Center for Earthquake Research and Information of the University of Memphis estimate that for a 50-year period, the probability of a repeat of the 1811-1812 earthquake (magnitude 7.5-8.0) is 7-10 percent, and the probability of a magnitude 6.0 or larger is 25-40 percent. Unlike earthquakes that occur in southern California, the causes and effects of earthquakes in the central and eastern United States are just beginning to be understood. In addition, earthquakes in the central and eastern United States tend to affect a much larger area. Consequently, regional collaborations between Federal, State, local and academic partners is essential to coordinate planning and responses. To facilitate relevant science in preparation for a significant Central U.S. earthquake similar to the events of 1811-12, the USGS, Mid-Continent Geographic Science Center, the Missouri University of Science and Technology, and the Geology and Land Survey Division of the Missouri Department of Natural Resources hosted a three-day conference to bring together academia, government, non-government agencies and the private sectors to address the current and forecasted needs of the response and recovery community. This report contains links to the powerpoint presentations that were given at the New Madrid Seismic Zone Conference, August 12-14, Rolla, Missouri. KW - Central United States KW - Conferences KW - Disaster preparedness KW - Disruptions KW - Earthquakes KW - Emergency management KW - Infrastructure KW - New Madrid Seismic Zone KW - Strategic planning KW - Transportation infrastructure UR - http://utc.mst.edu/documents/ETT205_CR.pdf UR - https://trid.trb.org/view/885563 ER - TY - RPRT AN - 01124205 AU - Belarbi, Abdeldjelil AU - Bae, Sang-Wook AU - You, Younmin AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - A Laboratory Investigation on Three-Sided Structures PY - 2009/02//Final Report SP - 67p AB - The Egyptian Concrete Company has recently developed a three-sided structure that adopts the advantages of both flat-top and arch-top three-sided culverts. These advantages are (1) more convenient and lower cost of manufacturing flat-top culverts and (2) capability of the relatively long spans of arch-top culverts. The legs and top slab of the three-sided structures have been designed to resist the bending moments and shear forces developed by the following loads: (1) dead load of soil top cover, (2) self-weight, (3) lateral earth pressures and (4) traffic live loads. However, the structural performance of the three-sided structures developed by the Egyptian Concrete Company needs to be evaluated through experimental and analytical investigations before they will be placed into service. Thus, a full-scale three-sided structure was constructed and tested to failure in the High-Bay Structural Laboratory at the Missouri University of Science and Technology. Finite element model (FEM) analysis using a commercial non-linear finite element program was also conducted to supplement the experimental work. The results are presented in this report, which includes cracking patterns, deflections, cracking load, ultimate load and reaction forces. KW - Bending moments KW - Breaking loads KW - Cracking KW - Culverts KW - Deflection KW - Design KW - Finite element method KW - Laboratory tests KW - Lateral earth pressures KW - Live loads KW - Prototype tests KW - Shear strength KW - Static loads UR - http://utc.mst.edu/documents/R227_CR.pdf UR - https://trid.trb.org/view/885564 ER - TY - RPRT AN - 01123452 AU - Liu, Cejun AU - Chen, Chou-Lin AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - An Analysis of Speeding-Related Crashes: Definitions and the Effects of Road Environments PY - 2009/02//NHTSA Technical Report SP - 26p AB - Speeding is reported in the Fatality Analysis Reporting System (FARS) as a driver-level attribute that combines “driving too fast for conditions" or "in excess of posted speed limit.” There is a growing need to parse out these two factors, especially for those designing countermeasures. The report, using data from the State Data System quantifies the extent of these two aspects related to speeding using data from six States whose police accident reports actually parse these out. The result of this analysis shows that this really depends on the severity of the crash. In fatal crashes, about 55% of all speeding-related crashes were due to “exceeding posted speed limits” as compared to the 45% that were due to “driving too fast for conditions.” The comparable percentages for speeding-related injury crashes were 26% versus 74% and those for PDO (property-damage-only) crashes were 18% versus 82%. The second aspect examined in this study is how these crashes, which related to the factors “driving too fast for conditions” or “exceeding posted speed limit,” were affected by roadway environments. It shows that the speeding-related crashes that were due to “driving too fast for conditions” were more likely to have occurred on roads with higher speed limits (50+ mph) as compared to other crashes. Roadway environments analyzed also include: roadway surface conditions, roadway alignment, and intersection/intersection-related roadway segment. KW - Alignment KW - Crash injuries KW - Crash severity KW - Fatalities KW - Intersections KW - Property damage KW - Road conditions KW - Speed limits KW - Speeding KW - Surface condition UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2009/811090.pdf UR - https://trid.trb.org/view/884796 ER - TY - RPRT AN - 01123426 AU - Newstrom, Bryan AU - Olson, Curtis AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Multiuse, High Accuracy, High Density Geospatial Database PY - 2009/02//Final Report SP - 34p AB - High accuracy (2-8 cm) DGPS and high accuracy (5-20 cm) geospatial databases (or to use the term loosely, “enhanced digital maps”) are the primary components of the IV Lab driver assistive systems. In addition to vehicle-based systems, the IV Lab geospatial database has found utility in other applications. For instance, the database has recently been used for a new Intersection Decision Support (IDS) project, where radar sensors are used to determine the state of an intersection as a first step in warning drivers when it is unsafe to enter an intersection. The geospatial database is used in this application to improve the ability of the radar system to determine whether a target represents a legitimate threat at the intersection. The IV Lab geospatial database was designed and optimized for vehicle applications, and provides real time access to extremely accurate, dense geospatial data. Because of this optimization, its functionality in other applications is somewhat limited. As new applications arise (i.e., the need to integrate high accuracy geospatial data into a driving simulator, the desire by DOTs to more accurately represent roads, rights of way, etc.), a more “global” approach to the design of the existing geospatial database is required. Described herein is a redesign of the geospatial database and database manager and the development of a new “front end” to serve a wide application base. KW - Databases KW - Decision support systems KW - Geographic information systems KW - Intersections UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1082 UR - https://trid.trb.org/view/884398 ER - TY - RPRT AN - 01123423 AU - National Surface Transportation Infrastructure Financing Commission TI - Paying Our Way: A New Framework for Transportation Finance PY - 2009/02 SP - 250p AB - This report notes that transportation investments are way behind in this country and the surface transportation system suffers as a result. It presents a framework for financing surface transportation and thus bringing necessary improvements to the nation's highways and public transit systems. Major chapter headings include the following: 1. Setting Course: Commission’s Charge and Guiding Principles; 2. The Route We Are On: The Widening Investment Gap; 3. Transportation Funding at a Crossroads: Existing Sources and New Revenue Options; 4. Paying by the Gallon: Motor Fuel Taxes; 5. Paying for the Ton: Freight-Related Charges; 6. Paying by the Mile: Tolling and Mileage-Based User Fees; 7. Accelerating the Trip: Financing Programs and Policies; 8. The Path Forward: Policy Recommendations. KW - Financing KW - Fuel taxes KW - Ground transportation KW - Highways KW - Investments KW - Mileage-based user fees KW - Policy KW - Public transit KW - Revenues KW - Tariffs KW - Tolls KW - Vehicle miles of travel UR - http://financecommission.dot.gov/Documents/NSTIF_Commission_Final_Report_Advance%20Copy_Feb09.pdf UR - https://trid.trb.org/view/884404 ER - TY - RPRT AN - 01123009 AU - Molino, John A AU - Wachtel, Jerry AU - Farbry, John E AU - Hermosillo, Megan B AU - Granda, Thomas M AU - Federal Highway Administration AU - Federal Highway Administration TI - The Effects of Commercial Electronic Variable Message Signs (CEVMS) on Driver Attention and Distraction: An Update PY - 2009/02//Final Report, Phase I SP - 96p AB - The present report reviews research concerning the possible effects of Commercial Electronic Variable Message Signs (CEVMS) used for outdoor advertising on driver safety. Such CEVMS displays are alternatively known as Electronic Billboards (EBB) and Digital Billboards (DBB). The report consists of an update of earlier published work, a review of applicable research methods and techniques, recommendations for future research, and an extensive bibliography. The literature review update covers recent post-hoc crash studies, field investigations, laboratory investigations, previous literature reviews, and reviews of practice. The present report also examines the key factors or independent variables that might affect a driver’s response to CEVMS, as well as the key measures or dependent variables which may serve as indicators of driver safety, especially those that might reflect attention or distraction. These key factors and measures were selected, combined, and integrated into a set of alternative research strategies. Based on these strategies, as well as on the review of the literature, a proposed three stage program of research has been developed to address the problem. The present report also addresses CEVMS programmatic and research study approaches. In terms of an initial research study, three candidate methodologies are discussed and compared. These are: (1) an on-road instrumented vehicle study, (2) a naturalistic driving study, and (3) an unobtrusive observation study. An analysis of the relative advantages and disadvantages of each study approach indicated that the on-road instrumented vehicle approach was the best choice for answering the research question at the first stage. KW - Attention KW - Distraction KW - Future research KW - Highway safety KW - Instrumented vehicles KW - Literature reviews KW - Methodology KW - Research KW - Roadside advertising KW - Variable message signs UR - http://www.fhwa.dot.gov/realestate/cevms.htm UR - http://www.fhwa.dot.gov/realestate/cevms.pdf UR - https://trid.trb.org/view/884747 ER - TY - RPRT AN - 01122587 AU - Goldberg, Bruce AU - Research and Innovative Technology Administration TI - Making Connections: Intermodal Links Between Scheduled Passenger Ferries and Other Public Transportation Modes PY - 2009/02//Special Report SP - 6p AB - Just over 40 percent of U.S. passenger ferry terminals offer connections to other scheduled public transportation modes. That makes ferries less connected than intercity rail, where 53 percent of stations have links with other modes, but more connected than airports where only 24 percent are served by another mode. Scheduled passenger ferry terminal data are the most recent to be added to the Intermodal Passenger Connectivity Database (IPCD) being developed by the Bureau of Transportation Statistics (BTS). The database now includes connection information for 1,494 intercity rail stations, airports, and ferry terminals. The ferry terminal inventory added to the IPCD is derived from data collected as part of the National Census of Ferry Operators, conducted by BTS in 2006. KW - Connectivity KW - Ferry service KW - Intermodal Passenger Connectivity Database KW - Intermodal transportation KW - Links (Networks) KW - Passenger transportation KW - Public transit UR - http://www.bts.gov/publications/bts_special_report/2009_02_12/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35300/35395/Connections.pdf UR - https://trid.trb.org/view/884152 ER - TY - RPRT AN - 01122581 AU - Beningo, Steven AU - Mohamed, Fahim AU - Research and Innovative Technology Administration TI - North American Trade Growth Continued in 2007 PY - 2009/02//Special Report SP - 11p AB - Trade between the United States and its North American Free Trade Agreement (NAFTA) partners—Canada and Mexico—has more than doubled in dollar value since the inception of NAFTA in 1994. In 2007, U.S. trade with Canada and Mexico reached $909 billion—a 5 percent increase over the prior year’s total trade value. Since 2001, U.S.-NAFTA trade has grown by an average annual rate of 7 percent. This report examines the rapid growth rates, modal distribution, top gateways, and major commodities of U.S.-NAFTA trade and looks at U.S.-NAFTA trade volume by state. KW - Canada KW - Commodities KW - Gateways KW - International trade KW - Mexico KW - North American Free Trade Agreement KW - Transportation modes KW - United States UR - http://www.bts.gov/publications/bts_special_report/2009_02_11/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35300/35396/North_American.pdf UR - https://trid.trb.org/view/884150 ER - TY - RPRT AN - 01159849 AU - Hairr, Mark E AU - Bailey, J Ronald AU - University of Tennessee, Chattanooga AU - Federal Transit Administration TI - Advanced Technologies for Transportation Research Program at the University of Tennessee at Chattanooga PY - 2009/01/30/Final Report SP - 106p AB - This report documents the results of the research program completed by the Advanced Technologies for Transportation Research Program (ATTRP) at the University of Tennessee at Chattanooga (UTC) under Federal Transit Administration Cooperative Agreement TN-26-7031-01. Research activities included providing technical assistance to a wide range of organizations; preparation of technical reports on advanced transit vehicle technologies and energy storage systems for three agencies; participation in leadership roles in the industry through service on the FTA Electric Drive Strategic Plan Steering Committee and acting as Editor-in-Chief for the World Electric Vehicle Journal Volume 2; support of the industry through the dissemination of research results at conferences, seminars and symposia; recommissioning and upgrading a unique and valuable resource in the Advanced Vehicle Test Facility (AVTF) located in Chattanooga, Tennessee; completion of a comprehensive campus transit plan for UTC; deployment of a Dynamic Message Sign (DMS) system in conjunction with the Chattanooga Area Regional Transportation Authority (CARTA); preparation of a DMS Dual Power Engineering Analysis; and development, testing and demonstration of a Data Acquisition System (DAS) for electric and hybrid-electric buses. KW - Advanced Vehicle Test Facility (Chattanooga, Tennessee) KW - Campus transportation KW - Data collection KW - Diesel electric buses KW - Electric buses KW - Electric vehicles KW - Energy storage systems KW - Information dissemination KW - Research KW - Technological innovations KW - Transit vehicles KW - University of Tennessee KW - Variable message signs UR - http://www.fta.dot.gov/documents/ATTRP_TN-26-7031-01_Final_Report_1-30-09_REV.pdf UR - https://trid.trb.org/view/920343 ER - TY - ABST AN - 01461763 TI - Support to the Nonmotorized Pilot Program AB - This Interagency Agreement (IAA) allows the Volpe Center to continue related support begun under Project Plan Agreement HW3C last amended on July 27, 2007. HW3C initiated Volpe support to the Nonmotorized Transportation Pilot Program (NTPP), including for program management and technical support to FHWA, funded directly by FHWA and for support to the pilot communities for project level evaluation. There are four communities (Columbia, Missouri; Sheboygan County, Wisconsin; Marin County, California and Minneapolis, Minnesota) that are authorized $100 million by the NTPP to construct transportation infrastructure facilities, including sidewalks, bicycle lanes and trails that connect to transit stations, schools, residences, businesses, recreation areas and other activity centers. Under this IAA, the Volpe Center will continue working with the FHWA and the pilot communities to develop and implement a comprehensive technical approach to evaluate the results of investments made in the pilot communities and the overall results of the program as required to meet the Congressional reporting requirements. Although the Volpe Center will be responsible for specific technical tasks and deliverables, it will also provide flexible support to assist the FHWA in administering the program and to work collaboratively with the communities to develop and implement an evaluation process for this new and high profile national program. The Volpe Center will serve as a technical advisor to and member of the working group composed of staff leads from the four communities, the FHWA, the Rails to Trails Conservancy, the U.S. Centers for Disease Control and other organizations involved with the program. KW - Bicycle lanes KW - Bicycling KW - Bikeways KW - Nonmotorized transportation KW - Pedestrian areas KW - Pedestrians KW - Pilot programs KW - Project management KW - Research projects KW - Technical assistance KW - Walkways UR - https://trid.trb.org/view/1229983 ER - TY - ABST AN - 01464464 TI - Roadside Safety Analysis Program (RSAP) Update AB - Roadside Safety Analysis Program (RSAP) was developed under NCHRP Project 22-9, "Improved Methods for the Cost-Effectiveness Evaluation of Roadside Safety Feature," to update and enhance the cost-effectiveness analysis algorithms and procedures of the ROADSIDE software included in the Roadside Design Guide (RDG). Subsequently, under NCHRP Project 22-9(2), RSAP was revised and Appendix A was included in the 2002 edition of the AASHTO Roadside Design Guide. Since the release of RSAP, users have identified some bugs and problems with the program in field applications. Efforts to fix these program bugs and problems resulted in numerous revisions and "patches" to the program over the years. In addition, a number of needed enhancements have been identified that would improve the operation and functionality of the program under current PC operating systems. Another area of concern is the appropriateness and consistency of the default relationships and data tables embedded in the program. Recent research has improved insights on the relationships about the probability of roadside encroachments, the severity of crashes, and nature of roadside features. The NCHRP projects that led to the development of RSAP did not have the resources to update the relationships and data, so the best available were used. For example, the severity indices tables are believed to need a critical review and updating based upon the results of thousands of RSAP runs made under NCHRP Project 22-12(2), which is aiming to provide guidelines for cost-effective deployment of barriers. Other, more mundane default items, such as costs and lists of basic user-selectable elements in the program, may also warrant updating. This effort is expected to make appropriate updates to the RSAP documentation to allow an updated version to be included in the next version of the Roadside Design Guide. The objectives of this project are to rewrite the software and update the embedded default data tables (e.g., severity indices) of the RSAP. To accomplish the project objective the following tasks are recommended: (1) conduct a literature review for updating the algorithms, procedures and built-in data of the RSAP program, including the severity indices; (2) rewrite the software; (3) update the severity indices; (4) conduct beta testing of the program and make revisions; and (5) submit the final report and software. KW - Algorithms KW - Cost effectiveness KW - Guidelines KW - Highway design KW - Roadside KW - Roadside Safety Analysis Program KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2517 UR - https://trid.trb.org/view/1232694 ER - TY - RPRT AN - 01131252 AU - Fisher, Donald L AU - Knodler, Michael AU - Muttart, Jeffrey W AU - University of Massachusetts, Amherst AU - New England Transportation Consortium AU - Federal Highway Administration TI - Driver-Eye-Movement-Based Investigation for Improving Work-Zone Safety PY - 2009/01/28/Final Report SP - 61p AB - Crashes continue to be a problem in work zones. Analyses have indicated that rear-end and sideswipe crashes are the most frequent. Investigators have hypothesized that distractions are often the cause of both types of crashes. These distractions will only increase as more and more drivers attend to other tasks, such as cell phone conversations. Three experiments were run to determine whether cell phone use in work zones increased drivers’ inattention to the forward roadway. In Experiment 1, drivers were asked to navigate a virtual roadway on a driving simulator which contained a number of work zones. In Experiment 2, drivers were asked to navigate a test track in a real car which contained an actual work zone. And in Experiment 3, drivers were again asked to navigate a virtual roadway with signs warning drivers not to use their cell phones in the work zone. In all experiments, the drivers were asked to engage in a mock cell phone conversation for some portion of the trials. And in all experiments, the drivers’ eyes were tracked. Cell phones clearly decreased drivers’ ability to respond to events around them as determined both by vehicle and eye behavior. And warning signs were effective at increasing drivers’ attention to the roadway. KW - Attention KW - Cellular telephones KW - Countermeasures KW - Distraction KW - Drivers KW - Eye movements KW - Utilization KW - Warning signs KW - Work zone safety UR - http://www.uvm.edu/~transctr/pdf/netc/netcr71_04-2.pdf UR - https://trid.trb.org/view/890791 ER - TY - ABST AN - 01464290 TI - AASHTO Workshop to Develop Integrated Policy Approaches to Slow VMT Growth and to Increase Transportation System Efficiency AB -
This project will be executed via Project 8-36, Task 94.
KW - Integrated systems KW - Policy making KW - Transportation efficiency KW - Transportation system management KW - Vehicle miles of travel UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2620 UR - https://trid.trb.org/view/1232519 ER - TY - ABST AN - 01462236 TI - Evaluation of Low-Cost Safety Improvements Pooled Fund Study, Phase IV AB - The objectives of this research project are to develop and conduct driving simulations to evaluate safety strategies for: 1) enhanced shoulder or in-lane delineation and marking for sharp curves; 2) enhanced delineation along the curve; 3) advanced warning of unexpected changes in horizontal alignment; 4) dynamic curve warning system; and 5) traffic calming at small-town intersections. KW - Driving simulators KW - Highway curves KW - Intersections KW - Low cost KW - Research projects KW - Safety improvement KW - Safety improvement projects KW - Small towns KW - Traffic calming KW - Traffic safety KW - Warning devices UR - https://trid.trb.org/view/1230457 ER - TY - ABST AN - 01462235 TI - Evaluation of the Safety Edge Pooled Fund Study AB - Evaluate the effectiveness of using the Safety Edge (a filleted rather than vertical edge of pavement) to help prevent and reduce the severity of pavement edge drop-off related crashes. KW - Edge detection KW - Ran off road crashes KW - Research projects KW - Roadway edge KW - Safety edge (Pavement safety feature) KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/1230456 ER - TY - ABST AN - 01462231 TI - DYNASMART-P: Improve Interfaces with Planning Models AB - The purpose of this project is to improve the input and output interfaces in DYNASMART-P so that DYNASMART-P can easily interface with general demand models used in the planning process. KW - DYNASMART-P (Computer program) KW - Research projects KW - Traffic control devices KW - Traffic simulation KW - Transportation planning UR - https://trid.trb.org/view/1230452 ER - TY - ABST AN - 01462226 TI - Adaptive Control System (ACS) Lite--Phase II AB - This project will develop enhancements to the Graphical User Interface (GUI) and improve the adaptive control logic. KW - Adaptive control KW - Autonomous intelligent cruise control KW - Graphical user interfaces KW - Highway operations KW - Research projects KW - Traffic control devices UR - https://trid.trb.org/view/1230447 ER - TY - ABST AN - 01462225 TI - Clear Roads Pooled Fund Study AB - This research project will rigorously test winter maintenance materials, equipment, and methods for use by highway maintenance crews. Current projects underway include: National Winter Safety Campaign.Computer based training modules for the Anti-Icing/RWIS CBT package.Development of Standardized Test Procedures for Carbide and Deicing Chemicals. National Winter Maintenance Peer Exchange. KW - Deicing KW - Deicing chemicals KW - Research projects KW - Road weather information systems KW - Snow and ice control KW - Winter maintenance UR - https://trid.trb.org/view/1230446 ER - TY - ABST AN - 01462224 TI - High Plains ITS Coalition AB - The purpose of the coalition is to gather and share information that will help agency personnel in each state make operational decisions-based conditions and actions taking place in the surrounding state. Under this project, a Web-based system will be built that disseminates information about those conditions and actions on the highway system. KW - Coalitions KW - Highway operations KW - Information dissemination KW - Information technology KW - Intelligent transportation systems KW - Research projects UR - https://trid.trb.org/view/1230445 ER - TY - ABST AN - 01462222 TI - Report to Congress on Pavement Marking Demonstration Project--Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users Section 1907 AB - This research project will evaluate the durability and cost effectiveness of alternative pavement marking materials, the impact of wider edge lines on driver performance/safety, and the environmental impact of alternative pavement marking materials. Submit the report to the U.S. Congress by June 2009; and conduct additional field data collection and analysis through 2010. KW - Cost effectiveness KW - Data collection KW - Driver performance KW - Durability KW - Highway safety KW - Research projects KW - Road markings UR - https://trid.trb.org/view/1230443 ER - TY - ABST AN - 01462257 TI - Asphalt Mixtures with Improved Oxidative Aging Resistance AB - The objective of this research project is to develop methods for tracking the oxidation of asphalt binders by measuring changes in aromaticity, elemental composition, and carbonyl content and link these changes to physical changes in the mix. Data will be used to develop methods for retarding the oxidation process. KW - Aging (Materials) KW - Asphalt mixtures KW - Binders KW - Mix design KW - Oxidation KW - Pavement performance KW - Research projects KW - Resistance (Mechanics) KW - Retarders (Chemistry) UR - https://trid.trb.org/view/1230478 ER - TY - ABST AN - 01462256 TI - Procedure for Identifying Aggregate/Concrete Mix Potential to Form Alkali-Silica Reaction Gels AB - The objective of this research project is to develop accurate, rapid tests using spectroscopic techniques to identify aggregate components responsible for inducing alkali-silica reaction formation. KW - Admixtures KW - Aggregates KW - Alkali aggregate reactions KW - Alkali silica reactions KW - Concrete KW - Mix design KW - Research projects KW - Spectroscopic analysis UR - https://trid.trb.org/view/1230477 ER - TY - ABST AN - 01462255 TI - Increased Use of Fly Ash in Concrete Pavements AB - The objective of this research project is to develop new classification for fly ash for use in concrete pavements. Develop techniques to use more fly ash as a replacement for cement in concrete pavements. KW - Cement KW - Concrete pavements KW - Fly ash KW - Pavement performance KW - Replacement KW - Research projects UR - https://trid.trb.org/view/1230476 ER - TY - ABST AN - 01462254 TI - Concrete Pavement Road Map: Mix Design Research Track AB - This research project will take a leadership role in working with the States and industry to accomplish the objectives defined for concrete mix design in the Concrete Pavement Road Map. This will include further evaluation, development, and integration of existing software and guidelines concerning mixture component compatibility, along with the development of improved test methods and guidance. KW - Admixtures KW - Concrete pavements KW - Guidelines KW - Mix design KW - Pavement design KW - Research projects KW - Software KW - Test procedures UR - https://trid.trb.org/view/1230475 ER - TY - ABST AN - 01462253 TI - Moisture Damage AB - The objective of this research project is to determine the affinity of asphalts and modified asphalts to aggregates through evaluation of mechanical and thermodynamic tests. Develop test methods to determine the rates of diffusion of moisture through asphalt binders, mastics, and mixtures. Characterize the mineralogical and chemical properties of the materials. KW - Aggregates KW - Asphalt mixtures KW - Binders KW - Chemical properties KW - Moisture content KW - Moisture damage KW - Research projects KW - Test procedures KW - Thermodynamics UR - https://trid.trb.org/view/1230474 ER - TY - ABST AN - 01462252 TI - Fatigue Damage AB - The objective of this research project is to develop a fundamental understanding of the material properties and mechanics associated with fatigue through a systematic process of test method development, modeling, and field validation. KW - Fatigue (Mechanics) KW - Field tests KW - Mechanical properties KW - Moisture damage KW - Research projects KW - Validation UR - https://trid.trb.org/view/1230473 ER - TY - ABST AN - 01462251 TI - Engineered Materials AB - This research project will address increasing functional demand on pavements and decreasing sources of funding and virgin materials through engineering. Create pavements designed for specific conditions while optimizing the use of recycled/reused materials and additives. KW - Additives KW - Engineered materials KW - Pavement design KW - Pavement performance KW - Recycled materials KW - Research projects UR - https://trid.trb.org/view/1230472 ER - TY - ABST AN - 01462250 TI - Vehicle-Pavement Interaction AB - This research project will examine the interaction between the rubber and the road, especially as it relates to special design considerations for geometry, safety, and noise. This includes evaluating pavement textures, developing lab test protocols, parametric studies, and building a vehicle dynamics and interface stress distribution database. KW - Pavement design KW - Research projects KW - Rolling contact KW - Rubber KW - Texture KW - Tire/pavement noise KW - Vehicle dynamics UR - https://trid.trb.org/view/1230471 ER - TY - ABST AN - 01462249 TI - Validation Sites AB - Test methods and models developed in the consortium research areas will be validated with real materials and pavement test sections. This area involves identifying materials and test sections with known performance suitable for validation. It also involves construction of new test sections to validate new materials. KW - Pavement design KW - Pavement performance KW - Pavement test sections KW - Paving KW - Research projects KW - Test procedures KW - Test sections KW - Validation UR - https://trid.trb.org/view/1230470 ER - TY - ABST AN - 01462248 TI - Measures of Pedestrian Exposure to Risk AB - This research project will develop and test a methodology to quantify pedestrian exposure to risk by identifying previous pedestrian exposure metrics, developing a new metric that addresses limitations of previous metrics, and testing and refining the new metric in the field. KW - Crash risk forecasting KW - Metrics (Quantitative assessment) KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Research projects KW - Risk assessment KW - Testing UR - https://trid.trb.org/view/1230469 ER - TY - ABST AN - 01462247 TI - Real-Time Pedestrian Detection System AB - The objective of this research project is to develop a real-time vision system that detects moving or stationary pedestrians on sidewalks and along roadways and would be able to warn drivers of pending crashes. This project is part of the FHWA Exploratory Advanced Research (EAR) Program. KW - Driver information systems KW - Pedestrian detectors KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Real time information KW - Research projects KW - Warning systems UR - https://trid.trb.org/view/1230468 ER - TY - ABST AN - 01462246 TI - Evaluation of Pedestrian/Bicycle Safety Measures AB - This research project will study the effectiveness of new and innovative countermeasures in reducing pedestrian fatalities, injuries, conflicts, and other surrogate measures. KW - Bicycle crashes KW - Bicycle travel KW - Crash injuries KW - Fatalities KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Research projects KW - Traffic conflicts UR - https://trid.trb.org/view/1230467 ER - TY - ABST AN - 01462245 TI - Effects of Terrain on Vehicle Trajectories AB - This research project will study vehicle dynamics and crash simulations to determine the need for revisions to the criteria for slope traversability in the Roadside Design Guide and highway design manuals. The analysis will consider a range of vehicles, various speeds and angles of departure, different side and back slope conditions, and road types. KW - Highway design KW - Ran off road crashes KW - Research projects KW - Slopes KW - Terrain KW - Vehicle dynamics KW - Vehicle trajectories UR - https://trid.trb.org/view/1230466 ER - TY - ABST AN - 01462244 TI - Cable Median Barrier Design & Placement Analysis AB - Analyze the effects of barrier placement, number of cables, post spacing, presence of curbs, and other features on safety performance to improve guidelines for the design and placement of cable median barriers. Utilize Finite Element Analysis models of cable barrier systems and vehicle dynamics models to consider both low- and high-tension cable systems for an array of vehicle types, varying median configurations, and impact conditions. KW - Cable barriers KW - Curbs KW - Finite element method KW - Highway safety KW - Median barriers KW - Posts KW - Ran off road crashes KW - Research projects KW - Spacing KW - Vehicle dynamics UR - https://trid.trb.org/view/1230465 ER - TY - ABST AN - 01462243 TI - Analysis of the Impacts on Existing Roadside Hardware of Updated Crashworthiness Criteria AB - The objective of this research project is to determine through crash simulations whether commonly deployed roadside safety hardware will meet the updated safety performance criteria. Update or create new vehicle hardware models to determine if there are practical options to upgrade existing hardware to meet the new criteria. KW - Crashworthiness KW - Hardware KW - Highway safety KW - Ran off road crashes KW - Research projects KW - Roadside KW - Roadside safety hardware KW - Roadside structures UR - https://trid.trb.org/view/1230464 ER - TY - ABST AN - 01462242 TI - Future ITS Development AB - This project will determine how advanced crosscutting technologies in the ITS area, such as real-time measurements from multiple sensors and the next generation of telecommunication systems, can contribute to transportation systems that are safer and more efficient. KW - Intelligent transportation systems KW - Next generation design KW - Real time control KW - Real time information KW - Research projects KW - Sensors KW - Technological innovations KW - Telecommunications UR - https://trid.trb.org/view/1230463 ER - TY - ABST AN - 01462268 TI - Intelligent Construction System (ICS) Computer-Based Field Curing Tool for Concrete Pavement AB - Perform ruggedness tests on the several methods for determining the CTE of concrete cores or molded cylinders and report recommendations to the American Association of State Highway and Transportation Officials Subcommittee on Materials. Continue gathering data on the coefficient of thermal expansion and coarse aggregate type identification for cores taken from portland cement concrete pavements in the long-term pavement performance, with data provided for addition to the Long-Term Pavement Performance database. KW - Construction KW - Curing agents KW - Guidelines KW - High performance materials KW - HIPERPAVE (Computer software) KW - Pavement design KW - Pavement performance KW - Paving KW - Real time information KW - Research projects UR - https://trid.trb.org/view/1230489 ER - TY - ABST AN - 01462267 TI - Coefficient of Thermal Expansion (CTE) Research and Test Development AB - This research project will perform ruggedness tests on the several methods for determining the coefficient of thermal expansion (CTE) of concrete cores or molded cylinders and report recommendations to the American Association of State Highway and Transportation Officials Subcommittee on Materials. Continue gathering data on the coefficient of thermal expansion and coarse aggregate type identification for cores taken from portland cement concrete pavements in the long-term pavement performance, with data provided for addition to the Long-Term Pavement Performance database. KW - Coarse aggregates KW - Coefficient of thermal expansion KW - Concrete KW - Concrete pavements KW - Cores (Specimens) KW - Data collection KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Portland cement concrete KW - Research projects KW - Thermal expansion UR - https://trid.trb.org/view/1230488 ER - TY - ABST AN - 01462266 TI - Geotextile Separation Layer for Aggregate Base Courses AB - This research project will provide a clear quantification of the long-term benefits a pavement structure can receive focusing specifically on the base and subgrade separation capability of geotextiles. KW - Aggregate gradation KW - Base course (Pavements) KW - Benefits KW - Geotextiles KW - Pavement performance KW - Research projects KW - Subgrade (Pavements) UR - https://trid.trb.org/view/1230487 ER - TY - ABST AN - 01462265 TI - Concrete Extrusion Workability AB - The objective of this research project is to evaluate or develop devices that can be used to determine the workability of paving concrete mixtures. Relate paste and mortar rheology with concrete workability. The project will work with National Institute of Standards and Technology, Virtual Cement and Concrete Testing Laboratory. KW - Admixtures KW - Concrete tests KW - Mortar KW - Pastes KW - Research projects KW - Rheology KW - Workability UR - https://trid.trb.org/view/1230486 ER - TY - ABST AN - 01462264 TI - Aggregate Research Investigation AB - This research project will perform an investigation of properties related to aggregate shape, angularity, and texture; the aggregate interfacial zone and bond in concrete and asphalt mixtures; and ways of quickly identifying deleterious aggregate materials or constituents, including fine aggregate blending and grading in concrete and research on the effect of aggregate interface properties in hot-mix asphalt and warm-mix asphalt. KW - Aggregates KW - Angularity KW - Asphalt mixtures KW - Blending KW - Fine aggregates KW - Hot mix asphalt KW - Research projects UR - https://trid.trb.org/view/1230485 ER - TY - ABST AN - 01462263 TI - New Methods to Identify Oxidized Layers/Durability AB - This research project will establish a framework with pavement management systems in mind for rapid field and laboratory tests which can capture relationship between asphalt pavement oxidation and embrittlement and the subsequent loss in pavement durability. KW - Asphalt pavements KW - Durability tests KW - Field tests KW - Laboratory tests KW - Oxidation KW - Pavement layers KW - Pavement management systems KW - Research projects UR - https://trid.trb.org/view/1230484 ER - TY - ABST AN - 01462262 TI - Computer Aided Mix Design: Asphalt Pavements AB - The objective of this research project is the development of computer aided mix design tools to provide increased aggregate sensitivity of the Superpave Mix Design to reduce the risk of low durability asphalt mixtures. KW - Asphalt mixtures KW - Asphalt pavements KW - Computer aided design KW - Durability KW - Mix design KW - Research projects KW - Sensitivity analysis KW - Superpave UR - https://trid.trb.org/view/1230483 ER - TY - ABST AN - 01462261 TI - Alkali-Silica Reactivity (ASR) Research to Classify Aggregates and Provide ASR Mitigation in Concrete AB - The objective of this projects is to assess the potential of innovative quick chemical tests of aggregates and participate with alkali-silica reactivity (ASR) tests of blends and mixtures in mortar and concrete. KW - Admixtures KW - Aggregates KW - Alkali silica reactions KW - Blends KW - Chemical analysis KW - Concrete KW - Mix design KW - Mortar KW - Research projects UR - https://trid.trb.org/view/1230482 ER - TY - ABST AN - 01462260 TI - Understanding Moisture Damage in Asphalt Pavements-Phase I AB - The objective of this research project is to establish and conduct fundamental research on moisture damage in asphalt pavements. KW - Asphalt pavements KW - Moisture content KW - Moisture damage KW - Pavement distress KW - Pavement performance KW - Research projects UR - https://trid.trb.org/view/1230481 ER - TY - ABST AN - 01462259 TI - Procedure for Identifying Deleterious Materials in Hot-mix asphalt AB - The objective of this research projects is to develop methods to identify and quantify surface-active clays and other contaminants, which contribute to moisture damage of hot-mix asphalt. KW - Clay KW - Contaminants KW - Hot mix asphalt KW - Moisture content KW - Moisture damage KW - Pavement distress KW - Research projects UR - https://trid.trb.org/view/1230480 ER - TY - ABST AN - 01462258 TI - Full-Scale Aggregate Base Design and Construction AB - This research project will provide a best practice manual to advance the state-of-the-practice for base course construction based on innovative pavement design and materials characterization, test section construction and instrumentation, and development of relevant pavement models to support pavement design methodology. KW - Aggregates KW - Base course (Pavements) KW - Best practices KW - Construction KW - Pavement design KW - Pavement test sections KW - Paving KW - Research projects KW - State of the practice UR - https://trid.trb.org/view/1230479 ER - TY - ABST AN - 01462282 TI - Long-Term Pavement Performance 20-Year Report AB - This report will document the research and analytical activities undertaken by FHWA in the conduct of the Long-Term Pavement Performance program. This document will provide an overview of the 20-year Long-Term Pavement Performance Program. KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Research projects KW - Service life UR - https://trid.trb.org/view/1230503 ER - TY - ABST AN - 01462281 TI - Measuring the Effectiveness of State Construction Quality Assurance Programs AB - This research project will develop a procedure for measuring the effectiveness of State construction quality assurance programs and provide guidelines for use of the procedure. KW - Construction KW - Construction management KW - Guidelines KW - Pavement performance KW - Paving KW - Quality assurance KW - Quality control KW - Research projects UR - https://trid.trb.org/view/1230502 ER - TY - ABST AN - 01462280 TI - Fiber-Reinforced Polymer (FRP) in Concrete Pavement AB - This research project will develop guidelines for the design and use of second-generation fiber-reinforced polymer (FRP) dowels in jointed pavements and FRP reinforcement in continuously reinforced concrete pavements. KW - Concrete pavements KW - Dowels (Fasteners) KW - Fiber reinforced polymers KW - Pavement design KW - Reinforced concrete KW - Reinforced concrete pavements KW - Research projects UR - https://trid.trb.org/view/1230501 ER - TY - ABST AN - 01462279 TI - Concrete Mix Optimization Software AB - This research project will develop computer-based guidelines for job-specific optimization of paving concrete to help materials engineers and suppliers make day-to-day decisions about how to best proportion a mix to meet their desired criteria. KW - Admixtures KW - Guidelines KW - Materials KW - Mix design KW - Optimization KW - Research projects KW - Software UR - https://trid.trb.org/view/1230500 ER - TY - ABST AN - 01462278 TI - Percent Within Limits Risk Analysis Software AB - This research project will develop computer program capable of analyzing the risks associated with multi-characteristic acceptance systems and pay schedules based on the percent within limits quality measure. KW - Acceptance tests KW - Computer programs KW - Pay schedules KW - Quality control KW - Research projects KW - Risk analysis KW - Software UR - https://trid.trb.org/view/1230499 ER - TY - ABST AN - 01462277 TI - Alternatives to the Use of Contractor Test Results AB - The objective of this research project is to develop guidance for highway agencies that are short-staffed and want to make better use of their inspection and testing personnel. KW - Acceptance tests KW - Contractors KW - Guidelines KW - Inspection KW - Research projects KW - Test sections KW - Testing UR - https://trid.trb.org/view/1230498 ER - TY - ABST AN - 01462276 TI - Geosynthetics in Pavements AB - The objective of this project is to provide a comprehensive reference to the pavement design engineer by presenting state-of-the-art methods and practice on the use of geosynthetics in design and construction of permanent (paved) roadways. A roadmap will be developed to identify additional work needed in terms of testing, modeling and specifications to improve the application of geosynthetic materials to pavement design and construction. KW - Best practices KW - Geosynthetics KW - Pavement design KW - Paving KW - Research projects KW - Specifications KW - State of the art UR - https://trid.trb.org/view/1230497 ER - TY - ABST AN - 01462275 TI - Synthesis on Current State of the Practice in Composite Pavements AB - This study, part of a larger pooled fund study being led by Minnesota Department of Transportation, will develop a synthesis document on the state of the practice and knowledge on the design, construction, and performance of composite pavements. The assessment will include both national and international projects and practices. KW - Best practices KW - Composite pavements KW - Pavement design KW - Pavement performance KW - Paving KW - Research projects KW - State of the practice UR - https://trid.trb.org/view/1230496 ER - TY - ABST AN - 01462293 TI - Speed, Signature, Acceleration and Jerk - Loop Sensor AB - This project utilizes provides one of the sensor tools needed to provide information to the signal transition logic on the actual composition of the traffic flow approaching an intersection, ramp, traffic circle, arterial section, or freeway section. KW - Acceleration KW - Arterial highways KW - Freeway operations KW - Ramps (Interchanges) KW - Research projects KW - Roundabouts KW - Sensors KW - Traffic circles KW - Traffic flow KW - Traffic speed UR - https://trid.trb.org/view/1230514 ER - TY - ABST AN - 01462292 TI - Nondestructive Evaluation of Loop Sensor Installation AB - This project utilizes Ground Penetration Radar (GPR) to analyze the loop wire and sealant around inductive loop installations. It measures the locations and sizes of cracks, the sealant, the loop wire, and the pavement. This should allow determination of whether the loop was installed correctly in accord with specifications and whether it needs maintenance. KW - Crack sealants KW - Fracture mechanics KW - Ground penetrating radar KW - Loop detectors KW - Pavement maintenance KW - Research projects KW - Sensors UR - https://trid.trb.org/view/1230513 ER - TY - ABST AN - 01462291 TI - Cooperative Intersection Collision Avoidance Systems (CICAS) Supported by the Infrastructure Consortium (IC) AB - Partnering with automobile manufacturers, the Infrastructure Consortium (IC) will design, develop, and test prototype a Cooperative Intersection Collision Avoidance System (CICAS) technologies in support of the U.S. Department of Transportation's CICAS Initiative. Following testing of prototype systems, the IC will support field operational testing of the CICAS technologies. KW - Automobile manufacturers KW - Crash avoidance systems KW - Field tests KW - Prototypes KW - Research projects KW - Technological innovations UR - https://trid.trb.org/view/1230512 ER - TY - ABST AN - 01462286 TI - Nontraditional Intersections/Interchanges: Informational Report AB - This research project will develop design, safety, and operational information on four novel intersections and two interchanges that are expected to be more efficient in terms of capacity and improved safety in comparison to conventional intersections. KW - Highway design KW - Highway operations KW - Information technology KW - Interchanges and intersections KW - Intersection elements KW - Research projects KW - Traffic safety UR - https://trid.trb.org/view/1230507 ER - TY - ABST AN - 01462285 TI - Field Evaluation of Continuous-Flow Intersection and Diverging Diamond Interchange AB - The objective of this research project is to conduct safety and operational field evaluations of continuous-flow intersections in Louisiana and Utah and a diverging diamond interchange to be constructed in Kansas City, Missouri. KW - Continuous flow intersections KW - Diamond interchanges KW - Interchanges and intersections KW - Intersection elements KW - Research projects KW - Traffic control devices KW - Traffic flow UR - https://trid.trb.org/view/1230506 ER - TY - ABST AN - 01462319 TI - Scour in Cohesive Soils AB - Scour for cohesive soils is a very complex phenomenon that is not completely understood. The research study will study the incipient motion of cohesive soils and the influence of turbulence on the erodibility of soils, which could significantly enhance the scour prediction. KW - Bridge design KW - Bridge foundations KW - Cohesive soils KW - Erosion control KW - Research projects KW - Scour UR - https://trid.trb.org/view/1230540 ER -